Distributed propulsion system driven by pulse detonation

Abstract

The utility model relates to a distributed propelling system driven by pulse detonation, which combines the advantages of high propagation speed, self-pressurization, low entropy increase and the like of pulse detonation combustion with the advantage of high propelling efficiency of the distributed propelling system, and compressed air of an outer culvert fan participates in pulse detonation combustion in a working medium transmission pipeline. High-temperature and high-pressure fuel gas is formed to impact a propelling turbine in the distributed propeller to do work, and then a ducted fan is driven to generate thrust. The development difficulty of high-energy-density energy storage equipment and a super-power motor in a pure / hybrid electric type distributed propulsion system is effectively avoided, and the problems that in a mechanical transmission type distributed propulsion system, a transmission structure is complex in design, and mechanical structures are constrained are solved. And meanwhile, the problems of flow loss, low heat regeneration efficiency and the like in a pipeline and a heat regeneration device in a heat regeneration type working medium driving distributed propulsion system are solved. The turbine output work is greatly improved, the limit bypass ratio of the distributed propulsion system is further expanded, and the oil consumption rate is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, in particular to a pulse detonation driven distributed propulsion system. Background Art

[0002] The propulsion power systems of existing civil airliners, military transport aircraft or ultra-long-endurance UAVs are mainly turbofan engines. However, as environmental problems become increasingly severe, people have more and more stringent requirements on the emission of aircraft pollutants, and economy has become one of the important design factors of aircraft propulsion systems. In order to further reduce the fuel consumption required by aircraft and adapt to the stringent pollutant emission requirements in the future, it is necessary to improve the propulsion efficiency of existing propulsion power systems. One of the effective measures to improve the efficiency of turbofan engines is to increase their bypass ratio. The current civil turbofan engine has a bypass ratio of up to 12, but it is difficult to further improve it due to the limitations of structure and component matching. The distributed propulsion system breaks through the structural and component matching limitations of traditional turbofan engines, can obtain a higher bypass ratio, has the characteristics of high propulsion efficiency, and the distributed propulsion system has a flexible structural layout, which is more suitable as the power of future wing-body fusion aircraft. Therefore, the distributed propulsion system can be used as the propulsion power system of future civil airliners, military transport aircraft and ultra-long-endurance UAVs.

[0003] However, existing pure / hybrid electric distributed propulsion systems face problems such as low motor power-to-weight ratio, difficulty in manufacturing high energy density energy storage equipment and complex electric propulsion systems; while mechanical transmission distributed propulsion systems have problems such as complex structural design of mechanical transmission devices, high weight and mechanical constraints between mechanical components, which are not conducive to layout on aircraft.

[0004] The utility model with publication number CN106742075A proposes a regenerative working fluid driven distributed propulsion system. It uses an independent gas generator to generate high-pressure working fluid, and then transports the high-pressure working fluid to the turbine-propeller or turbine-fan propeller through a pipeline. The high-pressure working fluid drives the turbine to drive the propeller or fan to generate thrust, which is equivalent to a turbofan engine with a very large bypass ratio. It avoids the related research and development difficulties of pure / hybrid electric distributed propulsion systems and mechanical transmission distributed propulsion systems. However, the high-pressure working fluid of the regenerative working fluid driven distributed propulsion system will cause certain flow losses during the transmission process in the pipeline and in the heat recovery device, and the heat recovery efficiency is not high. The heat recovery device has a complex structure and heavy weight, which is not conducive to the extraction of turbine work.

[0005] In summary, in the prior art, there are problems with the development of high-density energy storage equipment and ultra-high-power motors in pure / hybrid electric distributed propulsion systems, as well as the complexity of electric propulsion systems; the mechanical structure of mechanical transmission distributed propulsion systems is complex, heavy, and there are mechanical constraints, which are not conducive to the layout on the aircraft; in regenerative working fluid driven distributed propulsion systems, there are problems such as the total pressure loss of high-energy working fluids in pipelines and regenerative devices, as well as low regenerative efficiency and complex structures. Currently, there is no public technology related to distributed propulsion systems based on pulse detonation drive. Summary of the invention

[0006] The purpose of the utility model is to avoid the shortcomings of the prior art and provide a pulse detonation driven distributed propulsion system, which realizes distributed propulsion by combining the advantages of pulse detonation combustion such as fast propagation speed, self-pressurization, and low entropy increase with the advantages of high propulsion efficiency of the distributed propulsion system.

[0007] To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: the distributed propulsion system driven by pulse detonation is characterized in that it includes a turbine engine, and the turbine engine is connected to multiple distributed thrusters through a working fluid transmission pipeline; the duct fan of the turbine engine is connected to the inlet of the working fluid transmission pipeline, and the working fluid transmission pipeline includes a working fluid transmission main pipe set as a pulse detonation combustion chamber and a working fluid transmission branch pipe set as a main pulse detonation combustion section. The high-temperature and high-pressure combustion gas formed by pulse detonation combustion in the working fluid transmission pipeline impacts the propulsion turbine of the distributed thruster to perform work, thereby driving the distributed thruster duct fan to form propulsion force.

[0008] The working fluid transmission main pipe includes a pressure back transmission isolation structure section, an oil supply structure section, and an ignition structure section which are connected in sequence through a connecting flange. The ignition structure section is connected to the working fluid transmission branch pipe through a flange, and the working fluid transmission branch pipe is connected to the vibration reduction chamber through a flange.

[0009] The cross-sectional shape of the working fluid transmission pipeline is designed to be a circular, fan-shaped or rectangular structure according to the structural layout of the aircraft wing, or a variable diameter structure along the flow direction; the working fluid transmission branch pipe is set to be single or multiple in the working fluid transmission main pipe to form a single or multiple main pulse detonation combustion section.

[0010] The turbine engine includes an outer duct fan, an inner duct, a compressor, a main combustion chamber, a high-pressure turbine, a low-pressure turbine and a tail nozzle. The outer duct channel of the outer duct fan of the turbine engine is connected to the inlet of the pressure back-transmission isolation structure section of the working fluid transmission pipeline through a flange; the outlet of the vibration reduction cavity of the working fluid transmission pipeline is connected to the propeller turbine volute of the distributed propeller, and the propulsion turbine is arranged on the propeller turbine shaft in the propeller turbine volute. The working fluid transmission main pipe set as a pulse detonation combustion chamber and the working fluid transmission branch pipe set as a main pulse detonation combustion section in the working fluid transmission pipeline impact the propulsion turbine in the inner nozzle of the distributed propeller through the high-temperature and high-pressure combustion formed by the pulse detonation combustion. The propulsion turbine rotates through the propeller turbine shaft to drive the distributed propeller duct fan in the outer duct nozzle of the distributed propeller to form a propulsion force.

[0011] The oil supply structure section is also provided with an oil supply pipeline, and the ignition structure section is also provided with an igniter.

[0012] The pressure back transmission isolation structure section is configured as a mechanical valve, or a pneumatic valve having the characteristics of small forward flow resistance and large reverse flow resistance, or a combination structure of a mechanical valve and a pneumatic valve; the vibration reduction cavity is configured as a multi-layer porous damping vibration reduction plate designed using the Helmholtz principle, thereby suppressing exhaust noise and reducing gas pressure pulsation, which is beneficial to the extraction of turbine work.

[0013] At least two porous damping vibration reduction plates are provided, which are fixed to the inner wall of the vibration reduction cavity by welding. The porous damping vibration reduction plates protrude from the axis along the flow direction, and the angle α with the central axis of the vibration reduction cavity is 20° to 70°.

[0014] The distributed propeller ducted fan is replaced by a propeller.

[0015] The beneficial effects of the utility model are: a pulse detonation driven distributed propulsion system, which combines the advantages of pulse detonation combustion, such as fast propagation speed, self-pressurization, low entropy increase, etc., with the advantages of high propulsion efficiency of distributed propulsion system, to form a new propulsion system, which can greatly improve the output power of the turbine and provide sufficient power for the ducted fan or propeller in the distributed propulsion device to generate thrust. It avoids the problems of high-density energy storage equipment and ultra-high power motor development in pure / hybrid electric distributed propulsion systems and the complexity of electric propulsion systems; overcomes the problems of complex mechanical structure, heavy weight, and mechanical constraints in mechanical transmission-based distributed propulsion systems; solves the problems of high-energy working fluid transmission in the pipeline and total pressure loss in the heat recovery device, low heat recovery efficiency, and low turbine extraction power in the distributed propulsion system driven by regenerative working fluid, and has the advantages of simple structure and light weight. The bypass ratio of the distributed propulsion system can reach more than 45, and in the cruising state, the fuel consumption rate can be reduced by 6% to 12% compared with the current advanced commercial engines and existing distributed propulsion systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the utility model;

[0017] Figure 2 It is a schematic diagram of the structure of the turbine engine and the working medium transmission pipeline of the utility model;

[0018] Figure 3 This is a schematic diagram of the structure of the circular cross-section working medium transmission main pipe of the utility model;

[0019] Figure 4 This is a schematic diagram of the vibration reduction chamber structure of the utility model;

[0020] Figure 5 It is a schematic diagram of the cross-sectional structure of the vibration reduction chamber of the utility model;

[0021] Figure 6 It is a graph showing the influence of the change of the total pressure ratio of the turbine engine on the fuel consumption rate of the distributed propulsion system driven by the working medium of pulse detonation combustion in the cruise state when the utility model is implemented;

[0022] Figure 7 It is a diagram showing the influence of the change in the pressure ratio of the ducted fan of the distributed propulsion device on the fuel consumption rate of the distributed propulsion system driven by the working medium of pulse detonation combustion in the cruise state when the utility model is implemented;

[0023] Figure 8 This is a graph showing the influence of the change in the total bypass ratio of the propulsion system on the fuel consumption rate of the distributed propulsion system driven by the working medium of pulse detonation combustion in the cruise state when the utility model is implemented;

[0024] Fig. 9 It is a comparison chart of fuel consumption rates of engines of different models in a cruising state when the utility model is implemented.

[0025] In the figure, 1. turbine engine; 2. working fluid transmission main pipe; 3. working fluid transmission branch pipe; 4. distributed propeller; 5. distributed propeller duct fan; 6. propeller turbine; 7. propeller turbine volute; 8. propeller turbine shaft; 9. pressure back transmission isolation structure section; 10. oil supply structure section; 11. ignition structure section; 12. vibration reduction chamber; 13. outer duct; 14. inner duct; 15. outer duct fan; 16. compressor; 17. main combustion chamber; 18. high-pressure turbine; 19. low-pressure turbine; 20. tail nozzle; 21. connecting flange; 22. oil supply pipeline; 23. igniter; 24. porous damping vibration reduction plate; 25. distributed propeller inner nozzle; 26. distributed propeller outer nozzle. DETAILED DESCRIPTION

[0026] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0027] In order to achieve the above purpose, the utility model provides the following specific implementation methods: Figure 1 As shown, the pulse detonation driven distributed propulsion system is characterized in that it includes a turbine engine 1, which is connected to multiple distributed thrusters 4 through a working fluid transmission pipeline; the outer fan 15 of the turbine engine 1 is connected to the inlet of the working fluid transmission pipeline, and the working fluid transmission pipeline includes a working fluid transmission main pipe 2 set as a pulse detonation combustion chamber and a working fluid transmission branch pipe 3 set as a main pulse detonation combustion section. The high-temperature and high-pressure combustion gas formed by pulse detonation combustion in the working fluid transmission pipeline impacts the propulsion turbine 6 of the distributed thruster 4 to do work, thereby driving the distributed thruster duct fan 5 to form propulsion. In this example, the turbine engine 1 is a dual-rotor engine, and a total of 8 distributed thrusters 4 are arranged, and the distributed thrusters 4 are propulsion turbine-driven duct fans.

[0028] like Figure 3 , Figure 4 , Figure 5 As shown, the working fluid transmission main pipe 2 includes a pressure back transmission isolation structure section 9, an oil supply structure section 10, and an ignition structure section 11 which are connected in sequence through a connecting flange 21. The ignition structure section 11 is connected to the working fluid transmission branch pipe 3 through a flange, and the working fluid transmission branch pipe 3 is connected to the vibration reduction chamber 12 through a flange. The cross-sectional shape of the working fluid transmission pipeline is designed to be a circular, fan-shaped or rectangular structure according to the structural layout of the aircraft wing, or a variable diameter structure along the flow direction; the working fluid transmission branch pipe 3 is set to be single or multiple in the working fluid transmission main pipe 2, forming a single or multiple main pulse detonation combustion sections. The oil supply structure section 10 is also provided with an oil supply pipeline 22, and the ignition structure section 11 is also provided with an igniter 23. The pressure back transmission isolation structure section 9 is set as a mechanical valve, or a pneumatic valve with small forward flow resistance and large reverse flow resistance, or a combination of a mechanical valve and a pneumatic valve; the vibration reduction chamber 12 is set with a multi-layer porous damping vibration reduction plate 24 designed using the Helmholtz principle, so as to suppress exhaust noise and reduce gas pressure pulsation, which is beneficial to the extraction of turbine power and can also reduce the weight of the pressure stabilization section. The porous damping vibration reduction plate 24 is set to at least 2, and the porous damping vibration reduction plate protrudes from the axis along the flow direction, and the angle α with the center axis of the vibration reduction chamber is 20° to 70°. If the angle is too small, it is not conducive to reducing pressure pulsation, and if the angle is too large, it will cause greater flow loss. The porous damping vibration reduction plate 24 is fixed to the inner wall of the vibration reduction chamber 12 by welding.

[0029] like Figure 2As shown, the turbine engine 1 includes an outer duct fan 15, an inner duct 14, a compressor 16, a main combustion chamber 17, a high-pressure turbine 18, a low-pressure turbine 19 and a tail nozzle 20. The outer duct channel 13 of the outer duct fan 15 of the turbine engine 1 is connected to the inlet of the pressure back-transmission isolation structure section 9 of the working fluid transmission pipeline through a flange; the outlet of the vibration reduction chamber 12 of the working fluid transmission pipeline is connected to the propeller turbine volute 7 of the distributed propeller 4, and the propulsion turbine 6 is arranged on the propeller turbine shaft 8 in the propeller turbine volute 7. The working fluid transmission main pipe 2 set as a pulse detonation combustion chamber and the working fluid transmission branch pipe 3 set as the main pulse detonation combustion section in the working fluid transmission pipeline impact the propulsion turbine 6 in the distributed propeller inner nozzle 25 through the high-temperature and high-pressure combustion gas formed by pulse detonation combustion, and the propulsion turbine 6 rotates through the propeller turbine shaft 8 to drive the distributed propeller duct fan 5 in the distributed propeller outer duct nozzle 26 to form a propulsion force.

[0030] The pulse detonation driven distributed propulsion system is described. When the airflow passes through the outer fan 15 of the turbine engine 1, it is divided into two streams. One stream enters the inner channel 14 and then enters the high-pressure compressor 16 for further compression. After isobaric combustion, it is formed into high-temperature and high-pressure combustion gas in the main combustion chamber 17. The combustion gas expands and performs work in the turbine of the turbine engine, and drives the outer fan 15 and the compressor 16 of the turbine engine 1 to operate. The high-temperature and high-pressure combustion gas after the turbine of the turbine engine 1 is discharged through the nozzle 20 to generate a small part of the thrust; the other stream enters the pulse detonation combustion chamber in the working fluid transmission pipeline through the outer channel 13 to participate in the detonation combustion, and after forming a high-temperature and high-pressure working fluid, it impacts the propulsion turbine 6 in the distributed propeller 4 through the working fluid transmission pipeline, thereby driving the duct fan 5, and then discharged from the inner tail nozzle 25 of the distributed propeller to generate a small part of the thrust; the propulsion fan 5 operates to do work on the fan inlet airflow and then is discharged through the outer nozzle 26 of the distributed propeller to generate most of the thrust.

[0031] like Figure 6 When the utility model is implemented, the influence of the change of the total pressure ratio of the turbine engine under the cruising state on the fuel consumption rate of the working medium driven distributed propulsion system based on pulse detonation combustion is shown in the figure. In the figure, sfc is the fuel consumption rate, and π c is the total pressure ratio of the turbine engine; Figure 7 It is the influence of the change of the pressure ratio of the distributed propulsion duct fan in the cruise state on the fuel consumption rate of the working medium driven distributed propulsion system based on pulse detonation combustion when the utility model is implemented. F is the ducted fan pressure ratio; Figure 8It is a diagram showing the influence of the change of the total bypass ratio of the propulsion system on the fuel consumption rate of the distributed propulsion system driven by the working medium based on pulse detonation combustion when the turbine engine parameters and the distributed propulsion duct fan pressure ratio are constant in the cruise state during the implementation of the utility model. In the figure, BPR is the total bypass ratio of the propulsion system, which is defined as the ratio of the airflow rate at the inlet of the propulsion duct fan to the inlet of the turbine engine; Fig. 9 This is a comparison chart of fuel consumption rates of different types of engines in cruising state when the utility model is implemented. It can be seen that the bypass ratio of the distributed propulsion system can reach more than 45, and in cruising state, the fuel consumption rate can be reduced by 6% to 12% compared with the current advanced commercial engines and existing distributed propulsion systems.

[0032] The utility model provides a pulse detonation driven distributed propulsion system, in which the duct fan of the distributed propeller is replaced by a propeller. In the above embodiment, the propulsion turbine 6 rotates through the propeller turbine shaft 8 to drive the propeller of the distributed propeller to form a propulsion force.

[0033] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A pulse detonation driven distributed propulsion system, characterized in that: The invention comprises a turbine engine (1), wherein the turbine engine (1) is connected to a plurality of distributed thrusters (4) via a working fluid transmission pipeline; an outer duct fan (15) of the turbine engine (1) is connected to an inlet of the working fluid transmission pipeline; the working fluid transmission pipeline comprises a working fluid transmission main pipe (2) configured as a pulse detonation combustion chamber and a working fluid transmission branch pipe (3) configured as a main pulse detonation combustion section; high-temperature and high-pressure combustion gas formed by pulse detonation combustion in the working fluid transmission pipeline impacts a propulsion turbine (6) of a distributed thruster (4) to perform work, thereby driving the distributed thruster duct fan (5) to form a propulsion force.

2. A pulse detonation driven distributed propulsion system according to claim 1, characterized in that: The working fluid transmission main pipe (2) comprises a pressure reverse transmission isolation structure section (9), an oil supply structure section (10), and an ignition structure section (11) which are connected in sequence via a connecting flange (21); the ignition structure section (11) is connected to the working fluid transmission branch pipe (3) via a flange; and the working fluid transmission branch pipe (3) is connected to the vibration reduction chamber (12) via a flange.

3. A pulse detonation driven distributed propulsion system as claimed in claim 2, characterized in that: The cross-sectional shape of the working fluid transmission pipeline is designed to be a circular, fan-shaped or rectangular structure according to the structural layout of the aircraft wing, or a variable diameter structure along the flow direction; the working fluid transmission branch pipe (3) is arranged as a single or multiple working fluid transmission main pipe (2) to form a single or multiple main pulse detonation combustion sections.

4. A pulse detonation driven distributed propulsion system as claimed in claim 2, characterized in that: The oil supply structure section (10) is also provided with an oil supply pipeline (22), and the ignition structure section (11) is also provided with an igniter (23).

5. A pulse detonation driven distributed propulsion system as claimed in claim 2, characterized in that: The pressure back-transmission isolation structure section (9) is configured as a mechanical valve, or a pneumatic valve having the characteristics of small forward flow resistance and large reverse flow resistance, or a combination structure of a mechanical valve and a pneumatic valve; the vibration reduction chamber (12) is configured with a multi-layer porous damping vibration reduction plate (24) designed using the Helmholtz principle.

6. A pulse detonation driven distributed propulsion system as claimed in claim 5, characterized in that: At least two porous damping vibration reduction plates (24) are provided. The porous damping vibration reduction plates (24) are fixed to the inner wall of the vibration reduction chamber (12) by welding. The porous damping vibration reduction plates (24) protrude from the axis along the flow direction, and the angle α between the porous damping vibration reduction plates (24) and the central axis of the vibration reduction chamber (12) is 20° to 70°.

7. A pulse detonation driven distributed propulsion system as claimed in claim 1 or 2, characterized in that: The turbine engine (1) comprises an outer duct (15), an inner duct (14), a compressor (16), a main combustion chamber (17), a high-pressure turbine (18), a low-pressure turbine (19) and a tail nozzle (20). The outer duct (13) of the outer duct fan (15) of the turbine engine (1) is connected to the inlet of the pressure reverse transmission isolation structure section (9) of the working fluid transmission pipeline through a flange; the outlet of the damping cavity (12) of the working fluid transmission pipeline is connected to the propeller turbine volute (7) of the distributed propeller (4), and the propeller turbine ( 6) is arranged on the propeller turbine shaft (8) in the propeller turbine volute (7), and the working fluid transmission main pipe (2) set as the pulse detonation combustion chamber and the working fluid transmission branch pipe (3) set as the main pulse detonation combustion section in the working fluid transmission pipeline impact the propulsion turbine (6) in the distributed propeller inner nozzle (25) through the high-temperature and high-pressure combustion gas formed by pulse detonation combustion, and the propulsion turbine (6) rotates through the propeller turbine shaft (8) to drive the distributed propeller duct fan (5) in the distributed propeller outer nozzle (26) to form a propulsion force.

8. A pulse detonation driven distributed propulsion system as claimed in claim 7, characterized in that: The distributed propeller ducted fan (5) is replaced by a propeller.

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