WO2021164549A1

WO2021164549A1 - Electric energy-driven jet aircraft engine and aircraft

Info

Publication number: WO2021164549A1
Application number: PCT/CN2021/075031
Authority: WO
Inventors: 王镇辉
Original assignee: 王镇辉
Priority date: 2020-02-17
Filing date: 2021-02-03
Publication date: 2021-08-26
Also published as: CN111237084A

Abstract

An electric energy-driven jet aircraft engine, comprising a jet core engine (3) comprising a gas compressor (31) and an accelerator (32) which are sequentially arranged in a gas inlet direction, wherein the gas compressor (31) is used for deceleration and pressurization of inlet air flow, the accelerator (32) is used for acceleration and pressurization/pressure maintaining/depressurization of the inlet air flow, and the gas compressor (31) and the accelerator (32) are integrally connected in a front-back direction; and further comprising an electric energy driving mechanism (4) for supplying power to the gas compressor (31) and the accelerator (32). In addition, a single-stage or multi-stage fan (5) is arranged in an outer duct at the outer periphery of the jet core engine (3); any stage of fan (5) is in direct or transmission connection with the electric energy driving mechanism (4). Due to relatively independent design of the outer duct fan and the inner duct jet core engine, the operation of a pure jet mode, a pure fan mode, and a mixed mode of the pure jet mode and the pure fan mode can be achieved, which are respectively suitable for high, medium and low flight speeds so as to realize high efficiency in a full speed domain. Therefore, the electric energy-driven jet aircraft engine has the advantages of multi-mode, wide-speed domain and high efficiency. Also disclosed is an aircraft comprising the electric energy-driven jet aircraft engine.

Description

Electricity drives jet aero engines and aircraft

Technical field

The invention belongs to the field of aeroengines, and relates to an electric energy-driven jet aeroengine and an aircraft.

Background technique

Traditional jet aircraft power plants mainly use fuel-fueled turbojet engines. Traditional fuel turbojet engines are limited by the nature of the thermodynamic cycle, and have inherent shortcomings such as low thermal efficiency, carbon emissions and air pollution, high noise, high manufacturing difficulty and high cost. They are pursuing efficient use of energy, focusing on environmental friendliness, and focusing on transportation economy. In the 21st century of cost, transportation has become increasingly electrified, and so far there has not been a practical design or product of a jet engine driven by electric energy in the world.

The traditional fuel-fueled turbojet engine, taking its most commonly used turbofan engine as an example, its power source is the internal energy released by the combustion of the fuel in the combustion chamber to heat the air and expand and accelerate. Due to the intrinsic limitation of the thermodynamic cycle, its thermal efficiency is compared. Low, pushing the turbine to drive the compressor and fan to do work through the central drive shaft. Of the energy and power consumed, about 60% is used to drive the compressor to compress air and about 20% is used to drive the fan to do work on the air. Only about 20% is finally used to heat the air to accelerate its discharge. The thermal efficiency of the existing turbofan jet engine can only reach 40%-46%.

Moreover, the efficiency of the existing fuel turbojet engine is also closely related to the flight speed. For example, the efficiency of the turbojet engine is higher when flying at supersonic high speed, but the efficiency drops sharply when flying at subsonic low speed. , The fuel economy is very bad; while the turbofan engine with a large bypass ratio has good thermal efficiency in the subsonic range, and has good fuel economy, but it is difficult or impossible to fly at supersonic speed; a turbine with a small bypass ratio The fan engine has partially improved its efficiency at subsonic speeds, but its efficiency under low-speed conditions is still low, and at the expense of some high-speed performance. In order to improve the efficiency of fuel jet engines in high, medium and low speed domains ranging from supersonic, high subsonic speeds to medium and low subsonic speeds, the existing technology has designed variable cycle jet engines for improvement, but its technical difficulty It is extremely large, and its reliability has significantly deteriorated. It is still a technology that a very few countries can master, and it has not been widely used. That is, the existing fuel turbojet engine cannot or is extremely difficult to achieve high efficiency at the same time in the high, medium, and low full speed range from supersonic, high subsonic speed to mid-low subsonic speed, resulting in a waste of energy. , The high cost of flight.

Therefore, there is an urgent need in this field for a multi-mode, wide-speed range, and high-efficiency electric power-driven jet aircraft engine.

Summary of the invention

In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide a multi-mode, wide-speed range, and high-efficiency electric power-driven jet aero engine and aircraft. The invention is based on the aerodynamics under subsonic and supersonic speed conditions, the principle of aviation propulsion and power, the principle of aeroengine, the principle of aviation vane machine, the principle of axial compressor, the principle of intake port under subsonic and supersonic speed and Exhaust duct principle, etc., based on full consideration of scientific feasibility and engineering feasibility, creatively designed a practical jet aero engine driven by electric energy to realize the aerodynamic power plant from supersonic, high subsonic to high subsonic speed. High-efficiency all-electric propulsion under the conditions of the full-speed range of low and medium subsonic speeds, thereby realizing the construction of electric-powered jets, so that in the not too distant future, people can drive jets with electric energy for long-distance and high-efficiency , Save time, save costs and fly with low or no carbon, low noise, and environment-friendly to achieve daily traffic.

The multi-mode, wide-speed range, and high-efficiency electric energy-driven jet aeroengine of the present invention adopts the following technical solutions:

An electric energy-driven jet aeroengine, including a jet core engine; the jet core engine includes a compressor, the compressor is used to decelerate and boost the intake air flow, and also includes electric energy used to provide power to the compressor Drive mechanism.

Preferably, the jet core engine further includes an accelerator arranged behind the compressor along the intake direction, and the accelerator is used for accelerating boost pressure or accelerating pressure maintaining or accelerating decompression of the intake air flow; the compressor, The front and back of the accelerator are connected in one piece;

The jet core aircraft also includes an electric power drive mechanism for providing power to the accelerator.

Preferably, an outer duct is formed between the outer circumference of the jet core aircraft and the outer casing, and a single-stage or multi-stage fan is provided in the outer duct on the outer circumference of the jet core aircraft and/or at the front end of the jet core aircraft;

It also includes an electric power drive mechanism for providing power to the fan, and any stage fan is directly or drively connected to the electric power drive mechanism.

Preferably, the jet core engine is provided with an intake duct system on the front side of the air intake direction, and an exhaust duct system is provided on the rear side.

Preferably, the compressor includes single-stage or multi-stage elementary stages, and each elementary stage in the compressor is arranged one after the other along the axial flow direction of the intake air; any elementary stage includes movers arranged alternately back and forth. Stages and single-stage stators; any single-stage mover is directly or drivingly connected to the electric power drive mechanism.

Further, in the compressor, in the air intake direction, the mover single stage is in front and the stator single stage is arranged alternately in sequence.

Further, the air flow cross section of each elementary stage in the compressor converges step by step.

Preferably, the compressor and the accelerator each include a single-stage or multi-stage elementary stage, and each elementary stage in the compressor and the accelerator is arranged one after another along the axial flow direction of the intake air; any elementary stage includes The mover single-stage and the static single-stage alternately arranged back and forth; any single-stage mover is directly or drivingly connected to the electric power drive mechanism.

Further, the single stage of the mover includes a plurality of blades extending radially outward along the central axis, and the blade height edges of the plurality of blades are all connected to the outer wheel disc;

The electric energy driving mechanism is directly or in a transmission connection with the single-stage outer wheel disk of the mover for driving the outer wheel disk to move in its surrounding direction;

The single stator stage includes a plurality of blades extending radially outward along the central axis; the blade height edges of the plurality of blades in the single stator stage are all connected to the shell base, and/or, the plurality of blades in the single stator stage The root of the blade is connected to the middle base.

Further, the roots of the multiple blades in the mover single stage are connected to the inner wheel disc; the mover single-stage inner wheel disc is rotatably nested or connected to the intermediate base.

Further, in the compressor, in the air intake direction, the movable single stage is in front and the stator single stage is arranged alternately in sequence.

Further, in the accelerator, the stator single stage and the mover single stage are alternately arranged back and forth in sequence along the intake direction.

Further, the air flow cross section of each elementary stage in the accelerator is gradually expanded or unchanged.

Further, the fan includes a plurality of blades extending radially outward along a central axis, and the blade height edges of the plurality of blades in the fan are all connected to an outer disk;

The electric energy driving mechanism is directly or in a transmission connection with the outer wheel disk of the fan for driving the outer wheel disk to move in its surrounding direction.

Further, the roots of a plurality of blades in the fan are connected to an inner disc; the inner disc of the fan is rotatably nested on the outer circumference of the jet core machine.

Further, the electric power drive mechanism includes a plurality of rotors arranged on the outer wheel disc of each mover single stage or fan, and also includes a plurality of rotors arranged on the outer periphery of the outer wheel disc and on the side of the housing base far away from the outer wheel disc. A stator, the positions of the stator and the rotor are arranged in one-to-one correspondence;

The rotor is an induction coil or a permanent magnet;

An energized coil is surrounded on the stator, and the energized coil is used to pass an alternating current to drive the rotor, and then drive the outer wheel disk connected with the rotor to move around.

Further, the electric power drive mechanism includes a plurality of rotors arranged on the inner wheel disc of each mover single stage or fan, and also includes a middle base arranged on the inner circumference of the inner disc and close to the side of the inner disc A plurality of stators, the stators and the rotors are arranged in a one-to-one correspondence;

The rotor is an induction coil or a permanent magnet;

An energized coil surrounds the stator, and the energized coil is used to pass an alternating current to drive the rotor, and then drive the inner wheel disc connected to the rotor to move around.

Further, the inclination angle of the plurality of blades in the fan can be adjusted.

Further, the blade is hinged to the outer wheel disc at one end close to the outer wheel disc;

The blade is hinged on the outer edge end of the outer wheel disc connected with an angle connecting rod, the other end of the angle connecting rod away from the blade is hinged with the synchronous rotating ring, and the synchronous rotating ring is on one side of the outer wheel disc along the outer wheel disc. The axis directions are arranged in parallel, and the synchronization swivel and the outer wheel disc are connected by a rotation synchronization mechanism;

The rotation synchronization mechanism includes a fixed block arranged on the outer wheel disc, and an adjustment block arranged on the synchronizing swivel. The fixed block and the adjustment block are connected as a whole through the adjustable distance of the bolt assembly.

Preferably, intake guide vanes are arranged between the intake duct system and the compressor; and exhaust rectifying vanes are arranged between the accelerator and the exhaust duct system.

Preferably, an intake air flow adjustment mechanism is provided in the intake duct system and/or the inner duct air intake and/or the outer duct air intake for adjusting the ratio of the intake and exhaust flow of the inner and outer ducts.

The invention also discloses an aircraft, which includes the aforementioned electric energy-driven jet aeroengine.

The present invention has at least the following significant advantages:

1) The electrical energy-driven jet aeroengine provided by the present invention has a simple structure and is easy to maintain, and has high efficiency in a wide speed range from zero to subsonic low speed to supersonic high speed, thereby greatly reducing flight costs; and Electricity itself is a secondary energy or intermediate energy, which is very conducive to the conversion of various clean and environment-friendly energy sources, and can achieve low-carbon or carbon-free, green and environmentally friendly energy consumption and utilization.

2) The aero engine of the present invention adopts the independent drive, parallel and independent design of the external duct fan and the internal duct jet core machine which are different from the prior art, so it can realize the pure jet mode and pure fan The operation of multiple modes of mode and its mixed mode adopts different applicable modes according to different flight speeds, so as to achieve high efficiency at the same time in the full speed range of high, medium and low speeds from supersonic, high subsonic to medium and low subsonic speeds. . In the take-off and landing phase, the pure fan mode is used to achieve high efficiency at low speeds; the hybrid mode is used in the high subsonic phase to achieve economical cruising at medium speeds; the pure jet mode is used in the high-altitude supersonic cruise phase to ensure Thrust and high efficiency at supersonic high speed. It not only achieves high efficiency, but also uses pure fan mode during take-off and landing, and can completely shut down the jet core part, so that the noise caused by the high-speed rotating blades and the sound of air flow above high subsonic speed and atmospheric friction are completely eliminated. , Thereby greatly reducing noise, avoiding noise pollution, avoiding nuisance to the people, and conducive to the overall popularization of aircraft.

3) In the aero engine of the present invention, since the fan and the jet core engine are independently driven, connected in parallel, and relatively independent, the airflow of the inner and outer ducts is independent of each other, and the respective intake and exhaust flow rates of the two ducts and The exhaust flow rate can be adjusted and proportioned appropriately according to the flight speed. It is easy to realize the function similar to the fuel variable cycle jet engine, which further significantly improves the wide speed range from zero speed to subsonic and supersonic speed. efficient.

4) In the present invention, the single-stage independent drive of each level of the mover, on the one hand, reduces the power output requirements of the single-stage mover, and greatly reduces the difficulty of design and manufacturing. The total temperature and total pressure of the air flow continue to increase step by step, which is easy to accumulate into huge power, and it is easy to realize a large thrust engine.

5) In the present invention, the tip of the mover blade (that is, the edge of the blade height) and the root of the blade are respectively connected to the outer wheel disc and the inner wheel disc, because both ends are airtightly connected, and there is no gap in the middle, so there is no Tip loss, compared with the traditional fuel jet engine, the blade root of the mover blade is fixed on the central drive shaft, there is a certain gap between the tip and the casing, which brings different tip loss, so it can achieve better than traditional fuel jet engine. -Type engine with higher supercharging ratio and higher efficiency.

6) The single-stage mover of each stage in the present invention mainly adopts the edge drive mode design, which changes the traditional axis drive mode, so that the drive mechanism changes from being concentrated in the axis area to being dispersed to the edge area, which greatly reduces The overall thickness of the single-stage drive structure of the stage mover enables the single-stage electric drive mechanism of each stage mover to be seamlessly installed into the engine casing without significantly increasing the thickness of the casing, which is suitable for the drive mechanism and the various stages of the mover. The fundamental requirement of single-stage integration, while having the advantages of large rotating torque, fast speed, high efficiency, simple structure, easy maintenance, high reliability, long life, low noise and so on.

7) In the present invention, the electric power drive structure is integrated with the single-stage movers of each stage. Compared with the centralized driving mode of the intermediate drive shaft of the traditional fuel turbojet engine, it saves the heavy transmission shaft, transmission mechanism, clutch mechanism, etc. The complex design greatly reduces the weight of the engine and greatly improves the thrust-to-weight ratio of the engine. At the same time, the design is greatly simplified, and the reliability and safety are greatly improved. At the same time, the single-stage movers of all levels can be driven independently, easy to control and coordinated, which greatly expands the design working state range of the engine, and greatly improves the surge margin of the engine.

8) The electrical energy-driven jet aviation engine provided by the present invention also realizes complete integration and compatibility with other original structures, functions, and performances of traditional fuel jet engines, such as being fully compatible with the original subsonic or supersonic speed The sonic inlet system, the tail nozzle, which is also the exhaust system, and most other mechanisms can basically be used directly, thus greatly reducing the amount of modification.

9) The rotation direction and inclination angle of the fan blades in the electric-power-driven jet aeroengine provided by the present invention are adjustable, which can realize the real "reverse thrust", which can greatly shorten the landing and roll distance of traditional fixed-wing aircraft, or The vertical take-off and landing fixed-wing aircraft can realize functions such as air deceleration "brake" and reverse flight in the air. This is something that traditional fuel jet engines cannot truly achieve.

10) The maximum operating temperature of the system of the engine of the present invention is significantly lower than that of the traditional fuel jet engine by more than 600-800℃, which greatly reduces the strict requirements on materials, and also greatly reduces the requirements on the cooling system. Design and manufacture are difficult, and the manufacturing cost is greatly reduced. In the present invention, the exhaust gas temperature is greatly reduced, on the one hand, the efficiency is greatly improved, and on the other hand, the technical realization difficulty of the adjustable tail nozzle and the vector type tail nozzle is greatly reduced, and the vector engine is easy to realize.

Description of the drawings

Fig. 1 is a schematic diagram of the basic structure of the jet core aircraft of the jet aeroengine driven by electric energy according to the present invention;

2 is a sectional view of the basic structure of the jet core aircraft of the jet aero engine driven by electric energy according to the present invention;

3a and 3b are schematic diagrams (including cross-sectional views) of a single-stage mover dual-driven by the outer ring and the inner ring of the jet core aircraft of the electric-powered jet aeroengine according to the present invention;

4a and 4b are structural schematic diagrams (including cross-sectional views) of the single-stage mover driven only by the outer ring of the jet core aircraft of the electric jet aeroengine according to the present invention;

Fig. 5 is a schematic diagram (section view) of the single-stage stator of the jet core aircraft of the jet aeroengine driven by electric energy according to the present invention;

6 is a schematic diagram of the overall appearance of the jet core aircraft of the jet aero engine driven by electric energy according to the present invention;

FIG. 7 is a schematic diagram 1 of the structural disassembly of the jet core aircraft of the jet aeroengine driven by electric energy according to the present invention;

Fig. 8 is a second schematic diagram of the structural disassembly of the jet core aircraft of the jet aeroengine driven by electric energy according to the present invention;

Figure 9 is a basic structural section of the internal duct jet core engine plus external ducted fan of the electric energy-driven jet aero engine according to the present invention;

Figure 10 is a schematic diagram of the overall appearance of the internal duct jet core engine plus external ducted fan of the electric energy-driven jet aero-engine according to the present invention;

Figure 11 is a front view of the internal duct jet core engine plus external ducted fan of the electric energy-driven jet aero-engine according to the present invention;

Figure 12 is a rear view of the internal duct jet core engine plus external ducted fan of the electric energy-driven jet aero-engine according to the present invention;

Figure 13 is a front view of the basic structure of the fan rotor part of the internal duct jet core engine plus external ducted fan of the electric energy-driven jet aeroengine according to the present invention;

Fig. 14 is a side view of the basic structure of the fan rotor part of the inner channel jet core engine plus the outer ducted fan of the electric energy-driven jet aero-engine according to the present invention;

Fig. 15 is the disassembly diagram 1 of the basic structure of the inner channel jet core engine plus the outer ducted fan of the electric energy-driven jet aero-engine according to the present invention;

16 is the disassembly diagram 2 of the basic structure of the inner channel jet core engine plus the outer ducted fan of the electric energy-driven jet aeroengine according to the present invention;

Fig. 17 is the disassembly diagram 3 of the basic structure of the inner channel jet core engine plus the outer ducted fan of the electric energy-driven jet aero-engine according to the present invention;

1- Outer shell; 2- Central axis;

3-jet core machine, 30-element level, 30a-stator single stage, 30b-mover single stage, 300-blade, 301-outer disc, 302-inner disc, 31-compressor, 32-accelerator ；

4-electric drive mechanism, 40a/40b/42a/42b-rotor, 41a/41b/43a/43b-stator;

5-fan, 500-blade, 501-outer disc, 502-inner disc;

50-rotating rod, 51-angle connecting rod, 52-synchronous swivel, 53-adjusting block, 54-fixed block;

A-intake system; B-exhaust system.

Detailed ways

The technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments. The following embodiments are only used to illustrate the technical solutions of the present invention more clearly, and cannot be used to limit the protection scope of the present invention.

In order to make the drawings concise, each figure only schematically shows the parts related to the technical solution of the present invention, and they do not necessarily represent the final actual structure of the product as a product.

According to an embodiment provided by the present invention, it is an electric power-driven jet aero engine, including a jet core aircraft; the jet core aircraft includes two methods:

The first type: The jet core engine 3 includes a compressor 31 for decelerating and supercharging the intake air flow; the engine also includes an electric power driving mechanism 4 for providing power to the jet core engine 3. Therefore, the compressor is driven by the electric energy drive mechanism to decelerate and boost the intake air flow, so that the total temperature and total pressure of the air flow are gradually increased, and the exhaust speed is greater than the intake speed to generate the thrust required for flight.

The second type: as shown in Figures 1 to 2 and Figures 6 to 8, the jet core engine 3 includes a compressor 31 and an accelerator 32 arranged in order along the intake direction. The compressor 31 is used to counter the intake air flow. Decelerating and supercharging, the accelerator 32 is used to accelerate the supercharging/holding/depressurizing of the intake air flow; the compressor 31 and the accelerator 32 are connected in an integrated manner; Powered electric energy drive mechanism4. Therefore, the combination of the two basic structures of the compressor and the accelerator is used as the jet core engine 3 of the engine. The total pressure is increased step by step, and finally the exhaust velocity is greater than the intake velocity to generate the thrust required for flight.

In this embodiment, two different setting forms are provided for the jet core 3, and the combination of compressor, compressor and accelerator can be freely selected according to needs.

On the basis of this embodiment, the jet core engine 3 is provided with an intake duct system A on the front side of the air intake direction, and an exhaust duct system B is provided on the rear side.

The electrical energy-driven jet aviation engine provided in this embodiment is different from the traditional fuel turbojet engine, in that the combustion chamber and turbine of the traditional fuel turbojet engine are eliminated; the power consumed by the 31 part of the front stage compressor is not driven by the turbine The passive work is the active work from its own electric energy drive mechanism, which consumes electric energy. The electric energy drive mechanism decelerates and pressurizes the higher-speed intake air flow, which is the efficient acceleration and increase of the downstream accelerator 32. The compressed air flow creates conditions, and at the same time makes the total temperature and total pressure of the original intake air flow "store" first, and gradually increases the total temperature and total pressure by doing work on the intake air flow step by step; the latter part of the accelerator part , Through its own electric energy drive mechanism, accelerate and continue to pressurize the air flow after the previous compressor is pressurized and decelerated, so that the total temperature and pressure of the air flow continue to increase step by step; finally, the compressor and the accelerator do work The air flow after the total temperature and total pressure has been greatly increased, passes through the tail nozzle, which is the exhaust duct system, and is fully expanded and accelerated and then discharged into the atmosphere. During this air expansion and acceleration process, the reaction force causes the engine to generate thrust. That is, the basic working principle of the jet core aircraft in the present invention to generate jet propulsion.

According to another embodiment provided by the present invention, as shown in Figs. 9-12, it is an electric energy-driven jet aeroengine. The difference between this embodiment and the first embodiment is that the specific configuration of an external duct fan is added. .

On the basis of the first embodiment, in this embodiment, an outer duct is formed between the outer circumference of the jet core 3 and the outer casing 1, and the outer duct on the outer circumference of the jet core is inside and/or jet A single-stage or multi-stage fan 5 is installed at the front end of the core machine;

It also includes an electric power driving mechanism 4 for providing power to the fan 5, and any stage fan 5 is directly or drivingly connected to the electric power driving mechanism 4.

In this embodiment, an external duct fan is added to the inner duct jet core machine, so that multiple modes of pure jet mode, pure fan mode and mixed modes can be realized.

In this embodiment, on the basis of the aforementioned electric energy-driven jet aeroengine, a single-stage or multi-stage fan with an outer duct is added. The fan is driven by electric energy to form an electric energy-driven jet fan engine, which greatly improves the thrust and propulsion efficiency of the engine. However, it is completely different from the traditional fuel turbojet engine in that the external duct fan and the internal duct jet core engine in this embodiment are no longer the traditional passive drive and front-to-rear tandem type, but independently drive and actively drive each other. Parallel and parallel type (fans can be arranged on any part of the outer casing 1 of the casing, including the front, middle, and rear ends. In this example, as shown in Figure 9, the fan 5 is arranged in the middle of the outer casing 1 of the jet core machine) , This makes the air flow between the inner and outer ducts independent and non-interference, not only can freely adjust the exhaust speed of the inner duct jet core engine and the exhaust speed of the outer duct fan according to the needs, that is, change the inner and outer ducts The exhaust flow rate ratio can be adjusted by changing the speed of the external duct fan, changing the speed of the compressor and/or the accelerator, etc., which will not be described in detail here; it can also be adjusted by the angle adjustable and openable and closable blades and gears. It is very easy to change the air flow into the inner duct and the outer duct, that is, to change the ratio of the intake and exhaust flow of the inner and outer ducts; or even completely close the inner duct jet type. The core machine (at low speeds, especially at low subsonic speeds and during takeoff and landing) or completely shut off the outer duct fan (at high speeds, especially at higher supersonic speeds), while also greatly reducing noise and avoiding noise pollution. As a result, the high-efficiency speed range is greatly widened, and at the same time, it can achieve the speed from zero to medium and low subsonic speeds (0～0.5 Mach), then to high subsonic speeds (0.7～0.9 Mach) to higher supersonic speeds (1.7～ Very high propulsion efficiency is achieved in the wide speed range of Mach 3 (Mach 0 to Mach 3). In addition, the true "reverse thrust" of the engine can be realized very easily by changing the direction of rotation of the fan or changing the angle of the fan blades. These are unimaginable and impossible for traditional fuel jet engines. .

Specifically, in this embodiment, after the internal duct core jet 3 plus the external duct fan 5, three high-efficiency working modes are realized: one is the pure fan mode, which mainly works in the low subsonic low-speed section, suitable for take-off and landing, etc. In the near-earth phase, this mode can also realize the true "reverse thrust" of the engine by changing the direction of fan rotation or changing the angle of the fan blades; the second is the mixed mode of jet and fan, which mainly works at mid-to-high subsonic speeds and spans. In the sonic speed domain, it is suitable for the high-economy cruising phase at high subsonic speeds; the third is the pure jet mode, which mainly works in the higher supersonic speed domain, and is suitable for the high-altitude supersonic cruise phase.

In addition, the outer casing of the outer duct or the air intake system in this embodiment also includes auxiliary air intakes or auxiliary air intake devices, which are activated during low-speed phases such as take-off and landing and "reverse thrust" phases to increase intake air. Air volume to further improve the thrust size and efficiency at low speeds.

The shell base of the endotrache in this embodiment also includes an auxiliary air venting device, which is used to reduce the amount of intake air when flying at high speeds such as supersonic speed and the amount of air intake is excessive, so that the thrust generated by the engine is maintained within the required range .

The exhaust method of the inner duct and the outer duct in this embodiment is usually that the two are mixed and then discharged into the atmosphere, but it also includes the unusual situation where the two are discharged into the atmosphere separately.

In this embodiment, the combination of the inner channel jet core machine and the outer channel fan forms a multi-mode, and the reason why high efficiency can be achieved in a wide speed range is as follows:

According to the basic physical principles and aviation propulsion and power principles, the thrust, propulsion efficiency, and total efficiency of aviation jet engines can be known as follows:

(1) F=C _p *(V _out -V _in )

Where, F is generated by the jet engine thrust level, C _p is the air flow to the engine, V _in the intake of the engine speed, V _out is the speed of the engine exhaust gas. The intake speed is approximately equal to the airplane's flight speed (airspeed), which means that only when the engine's exhaust speed exceeds the airplane's flight speed can thrust be produced.

(2)η _p =2/(1+V _out /V _in )

Wherein, η _p is the propulsion efficiency of the engine, V _in the intake of the engine speed, V _out is the speed of the engine exhaust gas. In the same way, since the intake speed is approximately equal to the flight speed (airspeed) of the aircraft, the above formula shows that the closer the engine exhaust speed is to the flight speed of the aircraft, the higher the propulsion efficiency.

(3) η = η _e * η _p

Among them, η is the total efficiency, and η _e is the energy conversion efficiency. For a traditional fuel jet engine, it is thermal efficiency, which is about 40 to 46%. For the electric energy driven jet engine of the present invention, it is electrical efficiency. About 80% to more than 90%, η _p is the propulsion efficiency of the engine. This first shows that the energy conversion efficiency of electric-driven jet aeroengines is more than twice that of traditional fuel-fueled jet aeroengines. The former has much higher energy conversion efficiency than the latter. At the same time, this also shows that the decline in propulsion efficiency will also lead to a decline in overall efficiency, which in turn leads to more energy consumption, shorter voyages, higher costs, and a decline in fuel economy.

Among them, formula (1) and formula (2) seem to be contradictory at first glance, but in fact they are not. According to the momentum theorem, we get

F*t=m*(V _out -V _in )

And the kinetic energy theorem

The fundamental reason is the exhaust gas flow rate of the exhaust mass m and V _out is a contribution to the thrust of the party, and the quality of exhaust airflow consumption of energy is still a party, but the speed of the exhaust gas flow energy The consumption is quadratic. It can be seen that the quality and speed of the exhaust airflow contribute the same thrust to the thrust, but the speed of the exhaust airflow consumes much more power than the mass, and the energy consumed is transferred to the engine The excess kinetic energy of the exhaust is wasted in vain. Therefore, in order to improve efficiency and reduce energy consumption as much as possible, on _{the premise that the exhaust speed is greater than the intake speed V in} (approximate to the flight speed), the engine's exhaust speed V _{out is} closer to the intake air flow under the premise of meeting the minimum basic requirements for generating thrust. velocity V _in (which is similar to the flight speed), the lower the better, the higher the efficiency, the better the economy; while, on the other hand, in order to guarantee the thrust, momentum theorem according to have a corresponding increase in air flow to the engine.

Based on the above principle, the combination of the inner duct jet core engine and the outer duct fan in this example, and the independent parallel parallel design of the inner and outer ducts, can independently adjust the respective intake and exhaust flow rates of the inner and outer ducts. And the exhaust flow rate, so that the inner duct high-speed airflow and the outer duct low-speed airflow can be mixed in any ratio, and can be adjusted to meet the thrust requirements, the closest flight speed, and any speed less than or equal to the maximum exhaust speed of the jet core aircraft. The final exhaust flow rate mixed by the internal and external ducts can greatly improve the propulsion efficiency and achieve high propulsion efficiency in the full speed range, while non-traditional fuel jet engines can only achieve high propulsion efficiency at a certain speed. ; At the same time, the energy conversion efficiency of electric-powered jet aeroengines is twice or more higher than that of traditional fuel jet aeroengines; according to the above formula (3), this example can achieve a high total Efficiency greatly improves energy economy, greatly reduces flight costs, and greatly increases range. At the same time, it realizes the advantages of multi-mode, wide speed range and high efficiency that traditional fuel jet engines cannot or are extremely difficult to achieve. .

According to another embodiment of the present invention, it is an electric energy-driven jet aeroengine. The difference between this embodiment and the first embodiment lies in the specific structure of the jet core aircraft 3, which is shown in conjunction with FIGS. 3 to 5.

On the basis of the first embodiment, in this embodiment, corresponding to the jet core engine, only a compressor is provided: the compressor 31 includes a single-stage or multi-stage elementary stage, and each of the compressors 31 The elementary stages 30 are arranged in sequence along the axial flow of the intake air; any elementary stage includes a single mover stage 30b and a single stator stage 30a that are alternately arranged back and forth; any single mover stage 30b is directly connected to the electric power drive mechanism. Or drive connection.

Corresponding to the way that the compressor 31 and the accelerator 32 are integrated in the front and rear of the jet core machine: the compressor 31 and the accelerator 32 each include a single-stage or multi-stage elementary stage 30, and the compressor 31 and the accelerator 32 are Each elementary stage is arranged in sequence along the axial flow direction of the intake air; any elementary stage 30 includes a single mover stage 30b and a single stator stage 30a that are alternately arranged back and forth; any single mover stage 30b is associated with an electric power drive mechanism 4 Direct or drive connection;

The single mover stage 30b includes a plurality of blades 300 extending radially outward along the central axis 2, and the blade height edges of the plurality of blades 300 in the single mover stage 30b are all connected with an inner hollow outer disk 301;

The electric energy driving mechanism is directly or in a transmission connection with the outer wheel disk 301 of the mover single-stage 30b for driving the outer wheel disk 301 to move in its surrounding direction;

The stator single stage 30a includes a plurality of blades 300 extending radially outward along the central axis 2, and the blade height edges of the plurality of blades 300 in the stator single stage 30a are connected to the housing base, and/or the stator The roots of the multiple blades 300 in the single stage 30a are connected to the intermediate base. The housing base and the intermediate base are connected and fixed by a supporting mechanism or other similar mechanisms in the prior art.

As a preferred embodiment, the roots of the plurality of blades 300 in the single mover stage 30b are connected to the hollow inner disk 302. The inner wheel 302 of the mover single stage 30b is rotatably nested or connected to the middle base.

In this embodiment, the blade 300 of the single-stage mover 30b is driven to rotate by an electric power drive mechanism; wherein the single-stage mover blade 300 is hermetically connected with both ends of the outer disc 301 and the inner disc 302, and the stator single-stage blade 300 The edge of the blade height is connected to the shell base, and the root is connected to the middle base. Both ends of the stator single-stage blade 300 are also airtightly connected. There are no gaps, so there is no tip loss. Compared with the traditional fuel jet engine whose blade root is fixed on the central drive shaft, there is a certain gap between the blade tip and the housing base or casing base, which brings about different tip loss, so it can achieve better than traditional fuel jet engine. -Type engine with higher supercharging ratio and higher efficiency. Among them, it should be noted that in the disassembly diagrams in Figures 7 and 8 for easy observation, the blades 300 of the stator single-stage 30a are peeled from the housing base. In fact, the blade height of the stator single-stage blade 300 is It is connected to the housing base, that is, the stator single stage 30a is integrated with the outer housing.

As another preferred embodiment, the electric power drive mechanism 4 includes a plurality of rotors 40a arranged on the outer wheel disk 301 of each mover single stage 30b, and the plurality of rotors 40a can be evenly distributed on the outer side of the outer wheel disk 301, It also includes a plurality of stators 41a arranged on the outer circumference of the outer wheel disc 301 and on the housing base on the side away from the outer wheel disc 301, and the positions of the stator 41a and the rotor 40a are arranged in one-to-one correspondence;

The rotor 40a is an induction coil or a permanent magnet. When the rotor 40a is a permanent magnet, the magnetic properties of adjacent rotors 40a are opposite. Specifically, two or more adjacent rotors 40a can also be used as a group. The rotor 40a is magnetically opposite.

The stator 41a surrounds an energized coil (not shown in the figure), and the energized coil can pass an alternating current to drive the rotor 40a, and then drive the outer wheel disk 301 connected to the rotor 40a to move around; when the rotor 40a is a permanent magnet The electric energy driving mechanism 4 can drive the outer wheel disk 301 to move in its surrounding direction in the driving mode of a DC motor. The principle of the DC motor will not be repeated here; when the rotor 40a is an induction coil, the electric energy driving mechanism 4 can be asynchronous AC The driving mode of the motor drives the outer wheel disk 301 to move in its surrounding direction, and the principle of the asynchronous AC motor will not be repeated here.

In this embodiment, through the specific setting of the electric power drive mechanism 4, the outer wheel disk 301 at the edge of the single-stage 30b blade of the mover is driven. When rotating, the blade 300 is driven to rotate, thus forming an edge drive mode, which changes the traditional axis drive mode, so that the drive mechanism is changed from being concentrated in the axis area to being dispersed to the edge area, which greatly reduces the single stage 30b of each mover. The overall thickness of the driving mechanism makes it possible for the electric power driving mechanism 4 of the single-stage 30b of each mover to be seamlessly fitted into the housing base (that is, the receiver base) without significantly increasing the thickness of the housing, so this solution It meets the fundamental requirements of the integration of the drive mechanism and the single-stage 30b of the movers at all levels, and has the advantages of large rotating torque, fast speed, high efficiency, simple structure, easy maintenance, high reliability, long life, and low noise. In addition, by fixing the mover single stage 30b and the stator single stage 30a alternately on the central shaft and the casing, specifically, the two ends of the stator single stage 30a are respectively fixed on the housing base and the middle base, and the mover The single stage 30b is rotatably nested or connected to the middle base of the jet core machine, so that the mover single stage 30b and the stator single stage 30a are alternately arranged back and forth at a certain interval.

More preferably, the electric power drive mechanism 4 further includes a plurality of rotors 42a arranged on the inner disc 302 of each mover single stage 30b far away from the blades, and also includes a plurality of rotors 42a arranged on the inner circumference of the inner disc 302 and close to the inner circumference of the inner disc 302. A plurality of stators 43a on the middle base on one side of the inner wheel disk 302, the stators 43a and the rotor 42a are arranged in a one-to-one correspondence;

The rotor 42a is an induction coil or a permanent magnet. When the rotor 42a is a permanent magnet, the magnetic properties of adjacent rotors 42a are opposite. Specifically, two or more adjacent rotors 42a can also be used as a group. The rotor 42a has opposite magnetic properties;

The stator 43a is surrounded by an energized coil (not shown in the figure), and the energized coil is used to pass an alternating current to drive the rotor 42a, and then drive the inner wheel disk 302 connected to the rotor 42a to move around; when the rotor When 42a is a permanent magnet, the electric energy driving mechanism 4 can drive the inner wheel 302 to move in its surrounding direction in the driving mode of a DC motor. The principle of the DC motor will not be repeated here; when the rotor 42a is an induction coil, it is driven by electric energy The mechanism 4 can be driven by an asynchronous AC motor to drive the inner wheel 302 to move in its surrounding direction. The principle of the asynchronous AC motor will not be repeated here.

Therefore, the electric power driving mechanism 4 is connected to the inner wheel disk 302 of the mover single-stage 30b for driving the inner wheel disk 302 to move in its surrounding direction.

In this embodiment, in addition to the aforementioned method of outer ring driving (or outer wheel drive) on the mover single stage 30b, the inner ring drive (or inner wheel drive) of the mover single stage 30b can also be performed at the same time. That is, the inner wheel 302 is driven to move in its surrounding direction. The inner wheel disk 302 rotates in its own ring direction after being driven by the electric power driving mechanism 4, and at the same time drives the blade 300 to rotate when rotating. Of course, according to actual needs, a separate inner ring driving mode can also be used to realize the rotation of the blade 300 to generate airflow.

In addition, it should be noted that the electric energy drive mechanism 4 corresponding to each mover single stage 30b can be configured independently to drive each mover single stage 30b independently; or, there are also the following situations: corresponding to several mover stages The stages 30b are combined and configured by the same electric power driving mechanism 4, so that the electric power driving mechanism 4 is synchronously drivingly connected with several moving sub-stages 30b, and driving several moving sub-single stages 30b in combination.

As another more preferred embodiment, in the compressor 31, the moving single stage 30b is in front and the stator single stage 30a is alternately arranged in the air intake direction. More preferably, the air flow cross section of each elementary stage 30 in the compressor 31 converges step by step. Among them, the air flow cross section refers to the cross section of the air flow channel perpendicular to the axial flow direction.

In this embodiment, the blades of the single stage 30b of each mover perform work on the passing air, accelerate it, increase its dynamic pressure, and increase the total temperature and total pressure of the airflow. The stator blades of each stage in the compressor play the role of rectifier and expansion and boost, so that the dynamic pressure of the gas increased by the single-stage blades of the mover is converted into static pressure, and at the same time, the airflow speed is slowed down; specifically, in the compressor 31 The air flow cross section converges step by step in the following three forms and any combination thereof: a. The outer diameter of the ducted air flow section does not change step by step, and the inner diameter is gradually larger. An equal inner diameter process in which the outer diameter becomes smaller step by step, and the inner diameter does not change step by step; c. An equal diameter process in which the outer diameter of the ducted air flow section becomes smaller step by step, and the inner diameter gradually increases. Of course, it should be noted that in some special cases, the arrangement of the single stage of the stator 30a in front and the single stage of mover 30b in the rear may also be adopted.

As another preferred embodiment, in the accelerator 32, the stator single stage 30a is in front and the mover single stage 30b is alternately arranged in the air intake direction. More preferably, the airflow cross section of each elementary stage 30 in the accelerator 32 expands step by step.

In this embodiment, the blades of each stator single-stage 30a in the accelerator 32 play the role of rectifier and expansion and pressurization. On the one hand, the front-stage airflow expands and pressurizes and decelerates, creating better conditions for the next-stage mover single-stage blades to accelerate the airflow more efficiently. Specifically, after the gas flows through the stator single stage 30a of the accelerator 32, the speed decreases, the dynamic pressure decreases, and the static pressure increases. The dynamic pressure is converted to static pressure, and the total temperature and total pressure remain basically unchanged. The single-stage blades of the stage mover act to perform work on the passing air, accelerate it, increase its dynamic pressure, and make the total temperature and total pressure of the air flow continue to increase step by step. The stator single stage 30a is in the front, and the mover single stage 30b is alternately arranged at the rear. The first expansion pressurizes and decelerates, and the latter accelerates to increase the dynamic pressure, so that the mover single stage 30b is more efficient for low-speed airflow. Specifically, the air flow cross section in the accelerator 32 is expanded step by step in the following three forms and any combination thereof: a. The inner diameter of the duct air flow section does not change step by step, and the outer diameter increases step by step; b. the duct air flow The inner diameter of the section becomes smaller step by step, and the outer diameter does not change step by step; c. The inner diameter of the ducted air flow section gradually becomes smaller and the outer diameter becomes larger step by step. Of course, it should be noted that in some special cases, the arrangement of the mover single stage 30b in the front and the stator single stage 30a in the back can also be used; the air flow cross section of each elementary stage in the accelerator can also be changed step by step. form.

As another more preferred embodiment, the inclination angle of the blade 300 of the single mover stage 30b and/or the single stage 30a of the stator 30 of any one of the compressor 31 and the accelerator 32 can be adjusted.

According to another embodiment provided by the present invention, based on the addition of an external ducted fan in the first embodiment, as shown in FIGS. 13-17, the fan 5 includes a fan that extends radially outward along the central axis 2. Two blades 500, the blade height edges of the plurality of blades 500 are all connected to the hollow outer wheel disc 501;

The electric power driving mechanism 4 is connected to the outer wheel disk 501 of the fan for driving the outer wheel disk 501 to move in its surrounding direction, and the inner wheel disk 502 of the fan is rotatably nested on the outer circumference of the jet core machine 3.

More preferably, the electric power driving mechanism 4 includes a plurality of rotors 40b arranged on the outer disc 501 of each stage of the fan 5, the plurality of rotors 40b can be evenly distributed on the outer side of the outer disc 501, and further includes a plurality of rotors 40b arranged on the outer disc 501 A plurality of stators 41b on the outer periphery of the housing base on the side away from the outer wheel disc 501, and the positions of the stators 41b and the rotor 40b are arranged in a one-to-one correspondence;

The rotor 40b is an induction coil or a permanent magnet. When the rotor 40b is a permanent magnet, the magnetic properties of adjacent rotors 40b are opposite. Specifically, two or more adjacent rotors 40b can also be used as a group, and each adjacent group of The rotor 40b is magnetically opposite.

The stator 41b surrounds an energized coil (not shown in the figure), and the energized coil can be supplied with alternating current to drive the rotor 40b, and then drive the outer wheel disk 501 connected to the rotor 40b to move around; when the rotor 40b is a permanent magnet , The electric energy driving mechanism 4 can drive the outer wheel disk 501 to move in its surrounding direction in the driving mode of a DC motor. The principle of the DC motor will not be repeated here; when the rotor 40b is an induction coil, the electric energy driving mechanism 4 can be asynchronous AC The driving mode of the electric motor drives the outer wheel disk 501 to move in its surrounding direction, and the principle of the asynchronous AC motor will not be repeated here.

Therefore, in this embodiment, through the specific arrangement of the electric power drive mechanism 4, the outer wheel disk 501 at the blade height edge of the fan blade is driven. The blade 500 is driven to rotate at time, so an edge drive mode is formed, that is, the outer ring drive of the fan 5 is realized.

As another more preferred embodiment, the roots of a plurality of blades are connected to an inner hollow disc 502; the inner disc 502 of the fan is rotatably nested on the outer circumference of the jet core.

Further preferably, the electric power drive mechanism 4 further includes a plurality of rotors 42b arranged on the inner wheel disc 502 of each stage of the fan 5, and also includes a plurality of rotors 42b arranged on the inner circumference of the inner wheel disc 502 and a side close to the inner disc 502 A plurality of stators 43b on the middle base of the, the stators 43b and the rotor 42b are arranged in a one-to-one correspondence;

The rotor 42b is an induction coil or a permanent magnet. When the rotor 42b is a permanent magnet, the magnetic properties of adjacent rotors 42b are opposite. Specifically, two or more adjacent rotors 42b can also be used as a group. The rotor 42b has opposite magnetic properties;

The stator 43b is surrounded by an energized coil (not shown in the figure), and the energized coil is used to pass an alternating current to drive the rotor 42b, and then drive the inner wheel disk 502 connected to the rotor 42b to move around; when the rotor When 42b is a permanent magnet, the electric power driving mechanism 4 can drive 502 to move in its surrounding direction in the driving mode of a DC motor. The principle of the DC motor will not be repeated here; when the rotor 42b is an induction coil, the electric power driving mechanism 4 can The driving mode of an asynchronous AC motor is used to drive the inner wheel 502 to move in its surrounding direction. The principle of the asynchronous AC motor will not be repeated here.

Therefore, the electric energy driving mechanism is connected with the inner wheel 502 of the mover single stage 30b to drive the inner wheel 502 to move in its surrounding direction.

In this embodiment, in addition to the aforementioned method of driving the fan in the outer ring, that is, the outer wheel 501, the fan can also be driven in the inner ring at the same time, that is, the inner wheel 502 is driven to move in its surrounding direction. The inner roulette 502 rotates in its own ring direction after being driven by the electric power driving mechanism 4, and at the same time drives the blade 500 to rotate when it rotates. Of course, under certain circumstances, a separate inner ring driving method can also be used to realize the rotation of the blade 500 to generate airflow.

As another more preferred embodiment, the inclination angle of the plurality of blades 500 in the fan 5 can be adjusted.

In the above embodiment, the specific structure of the blades in the fan 5 to realize the adjustable inclination angle is as follows:

The blade 500 is hinged to the outer wheel disk 501 at one end close to the outer wheel disk 501; specifically, a plurality of rotating rods 50 are connected to the inner side of the outer wheel disk 501, and the rotating rods 50 are arranged on the outer wheel disk 501 in the radial direction of the outer wheel disk 501. Inside, the inner ends of a plurality of rotating rods 50 are connected to the inner disc 502, the blades are sleeved on the rotating rod 50, and the blades 500 are rotatably connected to the rotating rod 50 along the axial direction of the rotating rod 50, thereby realizing that the blade 500 is hinged to Outer roulette 501;

The blade 500 is hinged with an angle link 51 on the outer edge end connected to the closed outer 501, and the other end of the angle link 50 away from the blade 500 is hinged with a synchronization swivel 52, and the synchronization swivel 52 is on the outer wheel. One side of the disk 501 is arranged in parallel along the axial direction of the outer wheel disk, and the synchronization swivel 52 and the outer wheel disk 501 are connected by a rotation synchronization mechanism;

The rotation synchronization mechanism includes a fixed block 53 arranged on the outer wheel disc 501 and an adjustment block 54 arranged on the synchronizing swivel 52. The fixed block 53 and the adjustment block 54 are connected in an adjustable distance through a bolt assembly. .

In this embodiment, the distance between the fixing block 53 and the adjusting block 54 is adjusted by the bolt assembly, so that the distance between the outer wheel disc and the synchronous rotating ring is changed, so that the hinged blade 500 can be driven to rotate along the angle link 51 The rod 50 rotates, thereby changing the inclination angle or the rotation direction of the outer edge end of the blade 500. It should be noted that the specific structure for adjusting the inclination angle of the blade 500 includes but is not limited to the above-mentioned solutions.

When the blade angle of the fan 5 is fixed, the flow rate of the outer duct can be adjusted by adjusting the fan speed, thereby changing the magnitude of the thrust; the rotation direction of the fan 5 can be changed to realize the reversal of the thrust direction, that is, "reverse thrust" ". When the blade angle of the fan 5 is adjustable, the flow rate of the outer duct can be adjusted by adjusting the speed of the fan 5 and the blade angle of the fan 5, thereby changing the thrust; the rotation direction of the fan 5 can be changed or the fan 5 can be changed. Either of the two ways of blade angle to reverse the thrust direction, that is, "reverse thrust". Among them, the way of changing the blade angle is not affected by the inertia, and the response is faster for changing the flow velocity, the magnitude and the way of the thrust.

The function of the central shaft 2 in the above-mentioned embodiment is to fix the structural components such as the mover single-stage 30b, the static single-stage 30a, and the electric power drive mechanism. In actual modification applications, the central shaft 2 can be fixed or Can be set in the form of rotation.

According to yet another embodiment provided by the present invention, as shown in FIG. 1, it is an electric power-driven jet aeroengine. On the basis of the first embodiment, the air inlet system and/or the internal passage enter An intake air flow adjustment mechanism is arranged in the air and/or the outer duct to adjust the ratio of the intake and exhaust flow of the inner and outer ducts.

The intake air flow adjustment mechanism in this embodiment may adopt an angle adjustable and openable intake guide vane or baffle; or adopt a multi-fish scale adjustment mechanism similar to an adjustable tail nozzle. For example, inlet guide vanes are arranged at the front end of the inner duct inlet and the outer duct inlet. The inclination angle of the guide vanes can be adjusted and can be opened and closed, so as to change the intake and exhaust into the inner duct and the outer duct. flow. It should be noted that the aforementioned air flow adjustment mechanism is a structure commonly used in the prior art, and of course, other flow adjustment structures that can realize the flow ratio of the inner and outer ducts can also be used.

The intake air flow adjustment mechanism in this embodiment can be arranged at multiple positions in the casing. For example, the openable and closable guide vanes can be reused at the outer duct, and it can also be used at the inlet lip of the inner duct. Similar to the multi-fish scale structure of the adjustable tail nozzle, the adjustable baffle in the supersonic inlet can also be used to adjust the air flow of the inner duct and the outer duct.

In addition, the intake system in this embodiment is divided into two categories: subsonic intake and supersonic intake. According to the design maximum flight speed, the subsonic inlet or supersonic inlet of traditional jet aircraft is used. For the tail nozzle (exhaust system), if the designed maximum flight speed is subsonic or low supersonic (<1.5～1.7 Mach), the tail nozzle adopts a convergent tail nozzle, including a fixed convergent tail Nozzle and adjustable convergent tail nozzle. If the designed maximum flight speed is higher supersonic speed (>1.5～1.7 Mach), the tail nozzle adopts the fixed type first convergence and then expansion type tail nozzle and the adjustable type first convergence and then expansion type tail nozzle. If the tail nozzle uses a vector nozzle, it becomes a vector jet engine.

The invention also discloses an aircraft, which includes the electric energy-driven jet aero engine of any of the foregoing embodiments.

It should be noted that the above embodiments can be freely combined as required. The above are only the preferred embodiments of the present invention. It should be pointed out that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made, and these improvements and modifications are also It should be regarded as the protection scope of the present invention.

Claims

An electric energy-driven jet aeroengine, which is characterized by:

Including a jet core engine; the jet core engine includes a compressor, and the compressor is used to decelerate and boost the intake air flow;

It also includes an electric power drive mechanism for providing power to the compressor;

The jet core engine is provided with an intake duct system along the front side of the intake direction, and an exhaust duct system is provided at the rear side.
The electrical energy-driven jet aero engine according to claim 1, characterized in that:

The jet core engine also includes an accelerator arranged behind the compressor along the intake direction, and the accelerator is used to accelerate the pressure increase, or accelerate the pressure maintaining, or accelerate the decompression of the intake air flow; front and rear of the compressor and the accelerator One-piece connection

The jet core aircraft also includes an electric power drive mechanism for providing power to the accelerator.
The electrical energy-driven jet aeroengine according to claim 1 or 2, characterized in that:

An outer duct is formed between the outer circumference of the jet core machine and the outer casing, and a single-stage or multi-stage fan is arranged in the outer duct on the outer circumference of the jet core machine and/or the front end of the jet core machine; The core machine also includes an electric power driving mechanism for providing power to the fan, and any stage fan is directly or drivingly connected with the electric power driving mechanism.
The electrical energy-driven jet aero engine according to claim 1, characterized in that:

The compressor includes single-stage or multi-stage elementary stages, and each elementary stage in the compressor is arranged one after another along the axial flow direction of the intake; any elementary stage includes single-stage and stator alternately arranged back and forth Single-stage; any single-stage mover is directly or drivingly connected to the electric power drive mechanism.
The electrical energy-driven jet aero engine according to claim 2, characterized in that:

Each of the compressor and accelerator includes single-stage or multi-stage elementary stages, and each elementary stage of the compressor and accelerator is arranged one after the other along the axial flow direction of the intake air; any elementary stage includes alternately arranged back and forth The single-stage mover and single-stage stator; any single-stage mover is directly or drive connected to the electric power drive mechanism.
The electrical energy-driven jet aeroengine according to claim 4 or 5, characterized in that:

The single stage of the mover includes a plurality of blades extending radially outward along the central axis, and the blade height edges of the plurality of blades are all connected to the outer wheel disc;

The electric energy driving mechanism is directly or in a transmission connection with the single-stage outer wheel disk of the mover for driving the outer wheel disk to move in its surrounding direction;

The single stator stage includes a plurality of blades extending radially outward along the central axis; the blade height edges of the plurality of blades in the single stator stage are all connected to the shell base, and/or, the plurality of blades in the single stator stage The root of the blade is connected to the middle base.
The electrical energy-driven jet aeroengine according to claim 6, characterized in that:

The roots of the multiple blades in the mover single stage are connected to the inner wheel disc; the mover single-stage inner wheel disc is rotatably nested or connected to the intermediate base.
The electrical energy-driven jet aero engine according to claim 5, characterized in that:

The airflow cross section of each elementary stage in the compressor converges step by step; and/or,

The airflow cross section of each elementary stage in the accelerator is gradually expanded or unchanged.
The electrical energy-driven jet aeroengine according to claim 3, characterized in that:

The fan includes a plurality of blades extending radially outward along a central axis, and the blade height edges of the plurality of blades in the fan are all connected to an outer wheel disk;

The electric energy driving mechanism is directly or in a transmission connection with the outer wheel disk of the fan for driving the outer wheel disk to move in its surrounding direction.
The electrical energy-driven jet aeroengine according to claim 9, characterized in that:

The roots of a plurality of blades in the fan are connected to the inner wheel disk; the inner wheel disk of the fan is rotatably nested on the outer circumference of the jet core machine.
The electrical energy-driven jet aeroengine according to claim 7 or 10, characterized in that:

The electric power drive mechanism includes a plurality of rotors arranged on the outer wheel disc or the inner wheel disc of each mover single stage or fan, and also comprises a housing base arranged on the outer periphery of the outer wheel disc and on the side away from the outer wheel disc, or A plurality of stators on the inner circumference of the inner wheel disc and on the intermediate base on the side close to the inner wheel disc, the positions of the stators and the rotors are arranged in a one-to-one correspondence;

The rotor is an induction coil or a permanent magnet;

An energized coil surrounds the stator, and the energized coil is used to pass an alternating current to drive the rotor, and then drive the outer wheel disc or the inner wheel disc connected to the rotor to move around.
The electrical energy-driven jet aeroengine according to claim 9, characterized in that:

The inclination angle of the plurality of blades in the fan can be adjusted.
The electrical energy-driven jet aero engine according to claim 12, characterized in that:

The blade is hinged to the outer wheel disc at one end close to the outer wheel disc;

The blade is hinged on the outer edge end connected with the outer wheel disc with an angle connecting rod, and the other end of the angle connecting rod away from the blade is hinged with the synchronous rotating ring, and the synchronous rotating ring is along the outer wheel disc on one side of the outer wheel disc. The axis of the spool is arranged in parallel, and the synchronization swivel and the outer wheel are connected by a rotation synchronization mechanism;

The rotation synchronization mechanism includes a fixed block arranged on the outer wheel disc, and an adjustment block arranged on the synchronizing swivel. The fixed block and the adjustment block are connected as a whole through the adjustable distance of the bolt assembly.
The electrical energy-driven jet aeroengine according to claim 3, characterized in that:

An intake air flow adjustment mechanism is provided in the intake duct system and/or the inner duct air intake and/or the outer duct air intake for adjusting the ratio of the intake and exhaust flow of the inner and outer ducts.
An aircraft, characterized in that it comprises the electric energy-driven jet aeroengine according to any one of claims 1-14.