An explosion engine

Abstract

The application provides a knock engine, comprising: a knock power unit comprising at least two knock chambers and a transmission member, each knock chamber being provided with a reciprocating piston; one end of the transmission member being in transmission connection with a compressor, and the other end of the transmission member being connected with the pistons in the at least two knock chambers respectively, so that when the at least two knock chambers are ignited, the transmission member is driven to move through the pistons, and the compressor is driven to work; the compressor being in communication with the at least two knock chambers, and being used for providing compressed air to the at least two knock chambers. The reverse transmission energy of the knock chamber is directly utilized to drive the compressor through the piston-transmission shaft mechanism, so that the traditional turbine component is completely omitted. This fundamentally avoids the inherent contradiction that the turbine efficiency is low due to the difficulty in matching between the intermittent and non-steady-state work of the knock combustion chamber and the continuous and steady work of the turbine. The turbine is omitted, the engine structure is simplified, the manufacturing cost and the maintenance difficulty are reduced, and the working reliability of the engine is improved.

Description

Technical Field

[0001] This application belongs to the field of engine technology, and specifically relates to a knock engine. Background Technology

[0002] The pulse detonation turbine engine is a new concept aero-engine that uses a pulse detonation combustor instead of a traditional isobaric combustor. Its basic principle is based on detonation combustion, which offers significant theoretical advantages such as self-pressurization, high combustion speed, and low entropy increase, providing a new technical approach to improving engine thermal efficiency and propulsion performance.

[0003] A typical pulse detonation turbine engine usually consists of a compressor, a detonation combustion chamber, a turbine, and a tailpipe. Its working process is as follows: the compressor compresses the incoming air; the compressed air enters the detonation combustion chamber, mixes with the injected fuel, and forms a detonation wave through ignition, producing high-temperature, high-pressure combustion gas; this gas then splits into two parts: one part enters the turbine to expand and do work, driving the compressor to maintain the engine's own cycle; the other part enters the tailpipe for further expansion and acceleration, thereby generating thrust.

[0004] However, this configuration faces severe technical challenges in practice, limiting the realization of its theoretical advantages. The core problem stems from the contradiction between the inherent intermittent operation characteristics of the detonation combustion chamber and the continuous, stable operating flow field required by the turbine components. On the one hand, the detonation combustion chamber periodically and intermittently generates high-temperature, high-pressure combustion gases, causing severe pulse-like fluctuations in pressure, temperature, and flow rate of the working fluid at the turbine inlet. This unsteady flow severely affects the aerodynamic efficiency and operational stability of the turbine, making it difficult for the turbine to operate continuously in the high-efficiency range. On the other hand, the pressure waves (including back-transmitted pressure waves) generated during the detonation combustion process propagate upstream, interfering with or even disrupting the stable flow field at the compressor outlet, affecting the compressor's normal operating characteristics and surge boundary, and thus threatening the stable operation of the entire engine.

[0005] The aforementioned issues of turbine efficiency decline caused by operating mode mismatch and compressor interference from back-transfer energy are coupled, ultimately making it difficult to effectively improve the overall operating efficiency of the pulse detonation turbine engine, becoming a key bottleneck restricting the technology's engineering application. Therefore, effectively solving the operating matching problem between the detonation combustion chamber, turbine, and compressor is a crucial technical challenge that urgently needs to be overcome to achieve a high-performance pulse detonation turbine engine. Summary of the Invention

[0006] To address the aforementioned problems, this application provides a detonation engine, comprising: a detonation force unit and a compressor. The detonation force unit includes at least two detonation chambers and a transmission component. Each detonation chamber is provided with a reciprocating piston. One end of the transmission component is connected to the compressor, and the other end is connected to the pistons in the at least two detonation chambers respectively, so that when the at least two detonation chambers are ignited, the pistons drive the transmission component to move, thereby driving the compressor to operate. The compressor is connected to the at least two detonation chambers and is used to provide compressed air to the at least two detonation chambers.

[0007] Furthermore, the transmission component includes a transmission shaft, a first connecting rod, and a second connecting rod; the transmission shaft is connected to the compressor; the first connecting rod and the second connecting rod are of the same length, and their connection positions to the transmission shaft are different; the first connecting rod and the second connecting rod are respectively connected to the piston in the corresponding detonation chamber, so that the transmission shaft is driven to rotate when the piston in at least two detonation chambers moves.

[0008] Furthermore, the detonation chamber has a straight tube structure.

[0009] Furthermore, one end of the straight tube structure is an open end, and the other end is periodically opened and closed within the straight tube structure via a piston.

[0010] Furthermore, the ends of the first and second connecting rods are connected to the corresponding pistons via hinges or ball joints.

[0011] Furthermore, at least two detonation chambers are equipped with air inlets, which are connected to the compressor outlet.

[0012] Furthermore, at least two detonation chambers are equipped with fuel inlets, which are used to connect to fuel supply components.

[0013] Furthermore, at least two of the detonation chambers are equipped with ignition devices.

[0014] Furthermore, at least two detonation chambers are equipped with detonation-boosting structures, which are located at the end furthest from the transmission component.

[0015] Furthermore, it also includes a fan and a tailpipe, with the fan connected to the compressor and the tailpipe connected to the outlets of at least two detonation chambers.

[0016] Compared with the prior art, this application has the following advantages: By directly utilizing the reverse energy from the detonation chamber to drive the compressor through a piston-drive shaft mechanism, the traditional turbine component is completely eliminated. This fundamentally avoids the inherent contradiction in existing technologies where the intermittent, unsteady operation of the detonation combustion chamber is difficult to match with the turbine's requirement for continuous, stable operation, leading to low turbine efficiency. The turbine is a core component in traditional engines with the highest manufacturing precision requirements, high cost, and susceptibility to failure. Eliminating the turbine not only greatly simplifies the overall engine structure but also significantly reduces manufacturing costs and maintenance difficulty, thereby improving engine reliability.

[0017] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of a knock engine according to an embodiment of this application is shown; Figure 2 A schematic diagram of the detonation force component in a detonation engine according to an embodiment of this application is shown; Figure 3 A schematic diagram of the detonation working cycle process of a detonation engine according to an embodiment of this application is shown.

[0020] In the picture: 11. Detonation chamber; 12. Piston; 13. Air inlet; 14. Fuel inlet; 15. Ignition device; 16. Boosting structure; 2. Compressor; 3. Transmission components; 31. Drive shaft; 32. First connecting rod; 33. Second connecting rod; 4. Fan; 5. Tail nozzle. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] See Figure 1 The detonation engine in this embodiment mainly includes a detonation force unit, a compressor 2, a fan 4, and a tail nozzle 5.

[0023] like Figure 2 As shown, the detonation power unit is the core power generation unit of the engine, and its core is a multi-tube pulse detonation-piston 12 combined power device. This device includes at least two (four in this embodiment) detonation chambers 11. These detonation chambers 11 are preferably straight tube structures arranged in parallel. One end of each detonation chamber 11 is an open end (i.e., gas outlet), and the other end is a closed end, but a reciprocating piston 12 is provided at the closed end. The piston 12 is connected to a common drive shaft 31 via a connecting rod. The drive shaft 31 serves as a power output shaft and is driven by the rotor shafts of the compressor 2 and the fan 4 (usually via a gearbox or direct connection). The outlet of the compressor 2 is connected to the air inlet 13 on each detonation chamber 11 via a pipe. The inlet of the tail nozzle 5 is connected to the gas outlet of each detonation chamber 11.

[0024] It should be noted that, for reference Figure 1 and Figure 3 The compressor 2 draws in and compresses air, which is then sent into the detonation chamber 11 through the air inlet 13. Fuel is injected into the detonation chamber 11 through the fuel inlet 14, mixing with the air to form a combustible mixture. The ignition device 15 (such as an ignition electrode) ignites the mixture, which is then accelerated through the explosion-supporting structure 16 (such as a Shchelkin spiral or an obstacle) to complete the transition from slow combustion to detonation, generating a high-speed propagating detonation wave and high-temperature, high-pressure combustion gas. The combustion gas is ejected at high speed from the opening of the detonation chamber 11, further expanded and accelerated through the tail nozzle 5, generating thrust. At the same time, the reverse expansion wave generated after the detonation wave reaches the piston 12 at the head of the detonation chamber 11, pushing the piston 12 to move backward. The piston 12 transmits the linear motion to the drive shaft 31 through the connecting rod, causing it to rotate, thereby driving the compressor 2 and the fan 4 to work continuously.

[0025] The key to the detonation power unit lies in the mechanism that converts intermittent detonation energy into relatively continuous rotational power. The four detonation chambers 11 are not ignited simultaneously, but rather sequentially according to a preset order. For example, after the first detonation chamber 11 ignites and detonates, during its scavenging and intake phases, the second, third, and fourth detonation chambers 11 ignite sequentially. This sequential ignition strategy ensures that a detonation chamber 11 is always in the power-operating phase, thereby generating a continuous or near-continuous driving torque on the drive shaft 31 and avoiding power interruption during single-tube operation.

[0026] To achieve the aforementioned smooth power output, the transmission component 3 is specially designed. It includes a drive shaft 31 and connecting rods corresponding to each knock chamber 11. These connecting rods can be designed to be of identical length, and their connection points on the drive shaft 31 (i.e., the positions of the crank pins) are offset circumferentially by a specific angle (e.g., for four knock chambers 11, they can differ by 180 degrees, with the first connecting rod 32 and the second connecting rod 33 circumferentially offset by 180 degrees on the drive shaft). Thus, when the knock chambers 11 are ignited sequentially, the linear thrust of their pistons 12 acts on the drive shaft 31, combining to form a relatively smooth torque that drives the drive shaft 31 to rotate continuously. The connecting rods and pistons 12 are preferably connected by hinges or ball joints to accommodate any slight wobble that may occur during the movement of the pistons 12.

[0027] Piston 12 is located at the closed end of detonation chamber 11, and its movement enables the periodic opening and closing of the head of detonation chamber 11. When detonation occurs, the high-pressure gas pushes piston 12 backward, which is equivalent to opening the head of detonation chamber 11, creating conditions for the decompression of the reverse-transmission expansion wave and the subsequent scavenging and intake processes. During the intake phase, piston 12 can return to its original position under the inertia of drive shaft 31 or driven by other detonation chambers 11, closing the head of detonation chamber 11 and preparing a sealed space for the next detonation. Piston 12 here plays a dual role as an energy converter and a gas valve.

[0028] The detonation booster structure 16 is located at one end of the detonation chamber 11 near the ignition device 15. It is used to accelerate the flame propagation, promote the slow combustion to quickly turn into detonation, shorten the detonation formation distance and time, and improve the operating frequency and reliability.

[0029] Compressor 2 and fan 4 are directly driven by the detonation unit via drive shaft 31, providing the required compressed air to the detonation chamber 11. Fan 4 can also provide part of the bypass thrust to the engine.

[0030] The tail nozzle 5 is used to receive the high-temperature and high-pressure gas discharged from all the detonation chambers 11, causing it to expand and accelerate, converting thermal energy into kinetic energy, and generating the main thrust.

[0031] The present invention also has the following advantages: In existing technologies, the backward-propagating expansion wave (backward energy transfer) generated by detonation combustion can adversely interfere with the operation of the upstream compressor 2. This invention cleverly transforms this "adverse factor" into a beneficial force. When the expansion wave following the detonation wave reaches the piston 12 at the head of the detonation chamber 11, it pushes the piston 12 to do work. The piston 12, through a connecting rod, converts the linear motion into the rotational motion of the drive shaft 31, thereby directly driving the compressor 2. This design actively and efficiently recovers and utilizes the backward energy transfer, not only avoiding its negative impact on the compressor 2 but also converting it into power for compressed air, thus improving the overall energy utilization efficiency of the engine.

[0032] By optimizing the sequential operation of multiple detonation chambers 11 and the transmission mechanism, a smooth and continuous power output is achieved: at least two detonation chambers 11 operate in parallel and are connected to the same drive shaft 31 via a transmission component 3 (such as a connecting rod of a certain length and / or with different connection positions). This design allows each detonation chamber 11 to ignite and operate in a specific sequence. While one detonation chamber 11 completes detonation and pushes the piston 12 to do work, another detonation chamber 11 may be in the intake or preparation stage. This staggered operation mode allows the driving force of multiple detonation chambers 11 on the piston 12 to be smoothly integrated onto the drive shaft 31, thereby driving the compressor 2 and fan 4 to operate relatively smoothly and continuously, overcoming the disadvantage of strong intermittent power output in single-tube pulse detonation engines.

[0033] The energy of the detonation combustion gases is concentrated for propulsion, resulting in higher thrust: Since the turbine is eliminated, the high-temperature, high-pressure combustion gases generated by detonation no longer need to be diverted to drive the turbine; instead, they are all directly expelled through the exhaust nozzle. This means that more thermal energy is converted into the kinetic energy of the combustion gases, potentially generating greater thrust than traditional pulse detonation turbine engines, thus improving the engine's propulsive performance.

[0034] Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A knock engine, characterized in that, include: The detonation force unit and the compressor (2) are provided. The detonation force unit includes at least two detonation chambers (11) and a transmission component (3). Each detonation chamber (11) is provided with a reciprocating piston (12). One end of the transmission component (3) is connected to the compressor (2) and the other end is connected to the piston (12) in at least two of the detonation chambers (11) respectively, so that when at least two of the detonation chambers (11) are ignited, the transmission component (3) is driven to move by the piston (12) and the compressor (2) is driven to work. The compressor (2) is connected to at least two of the detonation chambers (11) and is used to provide compressed air to at least two of the detonation chambers (11).

2. The detonation engine according to claim 1, characterized in that, The transmission component (3) includes a transmission shaft (31), a first connecting rod (32), and a second connecting rod (33); the transmission shaft (31) is connected to the compressor (2); the first connecting rod (32) and the second connecting rod (33) have the same length, and their connection positions with the transmission shaft (31) are different; the first connecting rod (32) and the second connecting rod (33) are respectively connected to the piston (12) in the corresponding detonation chamber (11) so that the piston (12) in at least two detonation chambers (11) drives the transmission shaft (31) to rotate when it moves.

3. The detonation engine according to claim 2, characterized in that, The detonation chamber (11) is a straight pipe structure.

4. The knock engine according to claim 3, characterized in that, One end of the straight tube structure is an open end, and the other end is periodically opened and closed within the straight tube structure via the piston (12).

5. The detonation engine according to claim 2, characterized in that, The ends of the first connecting rod (32) and the second connecting rod (33) are connected to the corresponding piston (12) by means of hinge or ball joint.

6. The detonation engine according to claim 1, characterized in that, At least two of the detonation chambers (11) are provided with air inlets (13), which are connected to the outlet of the compressor (2).

7. The detonation engine according to claim 1, characterized in that, At least two of the detonation chambers (11) are provided with fuel inlets (14) for connecting fuel supply components.

8. The detonation engine according to claim 1, characterized in that, At least two of the aforementioned detonation chambers (11) are equipped with ignition devices (15).

9. The detonation engine according to claim 1, characterized in that, At least two of the detonation chambers (11) are provided with detonation-boosting structures (16), which are located at the end away from the transmission member (3).

10. The detonation engine according to claim 1, characterized in that, It also includes a fan (4) and a tail nozzle (5), the fan (4) being connected to the compressor (2), and the tail nozzle (5) being connected to the outlets of at least two of the detonation chambers (11).

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