A high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharging device

Abstract

This invention discloses a high-altitude long-endurance unmanned aerial vehicle (UAV) engine with a mechanical supercharger, relating to the field of UAV engine technology. It includes an engine body and an air supercharger. The engine body has an output shaft, and the air supercharger is located within the engine body, with a drive connection between the air supercharger and one end of the output shaft. The output shaft drives the air supercharger by rotation. The air supercharger has an air inlet and an air outlet, and an exhaust pipe is provided between the air outlet and the engine body. This invention's high-altitude long-endurance UAV engine with a mechanical supercharger not only enables the air supercharger to operate synchronously with the engine body without lag, but also achieves higher driving efficiency through the output shaft of the engine body. This results in better supercharging effect of the air supercharger, significantly improving fuel atomization and mixing within the engine's air chamber, leading to more complete fuel combustion, longer range, less exhaust gas production, and greater energy efficiency and environmental friendliness.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) engine technology, and in particular to a high-altitude long-endurance UAV engine with a mechanical supercharger. Background Technology

[0002] The oxygen content in the air at high altitudes is low. When drones fly at high altitudes, the fuel in the engine is prone to incomplete combustion. In order to make the fuel combustion more complete, some engines are equipped with turbochargers. The turbocharger is connected to the engine's exhaust pipe. The exhaust gas produced by the engine drives the turbocharger to run. The turbocharger draws in air, pressurizes it, and then inputs it into the engine, thereby increasing the oxygen content in the engine and making the fuel combustion more complete.

[0003] However, during use, the following drawbacks were found in existing drone engines: First, the turbocharger can only operate and boost pressure after the engine has run for a period of time to produce exhaust gas, resulting in a certain lag and poor boosting efficiency. Second, the turbocharger is driven by exhaust gas, which can easily lead to insufficient power and poor driving effect, further reducing the boosting effect. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a high-altitude long-endurance UAV engine with a mechanical supercharger, which not only enables the air supercharger to operate synchronously with the engine body without any lag, but also drives it through the output shaft of the engine body, resulting in higher driving efficiency. This leads to better supercharging effect of the air supercharger, which in turn significantly improves the fuel atomization and mixing effect in the engine body's air chamber, resulting in more complete fuel combustion, longer range, less exhaust gas, and greater energy efficiency and environmental friendliness.

[0005] According to an embodiment of the present invention, a high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharger includes an engine body and an air supercharger. The engine body is provided with an output shaft, and the air supercharger is disposed on the engine body. The air supercharger is tractively connected to one end of the output shaft. The output shaft drives the air supercharger to operate by rotation. The air supercharger is provided with an air inlet and an air outlet, and an exhaust pipe is provided between the air outlet and the engine body.

[0006] The high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharger according to embodiments of the present invention has at least the following beneficial effects:

[0007] Because the output shaft of the engine body is connected to the air supercharger, when the engine body operates and drives the output shaft to rotate, the output shaft can drive the air supercharger to operate synchronously. The air supercharger can then draw in air from the intake port, compress the air, and input it into the internal cavity of the engine body through the exhaust pipe. This increases the oxygen content within the engine body, resulting in more complete fuel combustion. Compared to the prior art, which is driven by exhaust gas, the high-altitude long-endurance UAV engine with a mechanical supercharger according to this embodiment of the invention not only allows the air supercharger to operate synchronously with the engine body without lag, but also provides more power and higher driving efficiency through the output shaft of the engine body. This results in better supercharging effect of the air supercharger, significantly improving the fuel atomization and mixing effect in the engine body's air chamber, leading to more complete fuel combustion, longer range, less exhaust gas production, and greater energy efficiency and environmental friendliness.

[0008] According to some embodiments of the present invention, the engine body is provided with a carburetor, and a carburetor chamber is formed inside the carburetor. One end of the carburetor chamber is connected to the exhaust pipe along its length, and the other end is connected to the inner cavity of the engine body. The carburetor is provided with a fuel assist turbocharger, which is provided with an inlet port and an outlet port. The inlet port is connected to an inlet pipe, and the outlet port is connected to the carburetor chamber. Fuel is injected into the carburetor chamber after being pressurized by the fuel assist turbocharger.

[0009] According to some embodiments of the present invention, the fuel assist turbocharger includes a body and an elastic diaphragm. The body has a cavity, and both the oil inlet and the oil outlet are located in the body. The oil inlet is equipped with a first one-way valve. The elastic diaphragm is installed in the body and divides the cavity into an oil reservoir and an air reservoir. Both the oil inlet and the oil outlet are connected to the oil reservoir. An air supply pipe is provided between the air reservoir and the inner cavity of the engine body. The air supply pipe is used to reciprocate to draw and blow air into the air reservoir when the engine body is running.

[0010] According to some embodiments of the present invention, the main body includes a first part and a second part that are detachably connected, the elastic diaphragm is sandwiched between the first part and the second part, the first part is provided with a first groove, the second part is provided with a second groove, the elastic diaphragm and the first groove surround to form the oil storage cavity, and the elastic diaphragm and the second groove surround to form the gas storage cavity.

[0011] According to some embodiments of the present invention, the main body is provided with an oil outlet column, the oil outlet hole is provided through the oil outlet column along the axial direction of the oil outlet column, the main body is provided with an atomizing cylinder surrounding the oil outlet column, the end of the atomizing cylinder is located outside the end of the oil outlet column and communicates with the oil dissolving chamber, an annular air chamber is formed between the inner sidewall of the atomizing cylinder and the outer sidewall of the oil outlet column, a connecting pipe is provided between the annular air chamber and the air supply pipe, the connecting pipe is provided with a second one-way valve, when the air supply pipe blows air into the air storage chamber, the connecting pipe blows air into the annular air chamber.

[0012] According to some embodiments of the present invention, along the direction near the end of the atomizing cylinder, the diameter of the inner sidewall of the atomizing cylinder near the end of the oil outlet column gradually decreases.

[0013] According to some embodiments of the present invention, the carburetor is rotatably mounted with a throttle shaft and a choke shaft. The throttle shaft is provided with a throttle valve, and the choke shaft is provided with a choke valve. When the end face of the throttle valve and the end face of the choke valve are both parallel to the length direction of the carburetor chamber, the end face of the throttle valve is perpendicular to the end face of the choke valve.

[0014] According to some embodiments of the present invention, the engine body is provided with an exhaust pipe, the choke shaft is provided with a through exhaust gas conveying hole along the length direction, one end of the exhaust gas conveying hole is connected to the exhaust pipe, and the choke is provided with an exhaust gas conveying chamber connected to the exhaust gas conveying hole.

[0015] According to some embodiments of the present invention, a guide plate is provided inside the exhaust gas conveying chamber, the axis of the guide plate coincides with the axis of the windbreak, and the diameter of the guide plate is larger than the diameter of the exhaust gas conveying hole.

[0016] According to some embodiments of the present invention, elastic adjustment plates are provided on opposite sides of the carburetor chamber near the engine body. In the direction near the engine body, the two elastic adjustment plates extend obliquely in a direction of mutual proximity. The ends of the two elastic adjustment plates near the engine body abut against each other, and an elastic side plate is provided between the two sides of the two elastic adjustment plates.

[0017] According to some embodiments of the present invention, the air booster includes a housing and two rotating shafts, the two rotating shafts being arranged side by side in the housing, a transmission structure being installed between one of the rotating shafts and the output shaft, a gear being coaxially provided at one end of the rotating shaft, the two gears meshing, and a helical impeller being installed on the rotating shaft within the housing; wherein, when the two rotating shafts rotate, a compression chamber with a gradually decreasing volume is formed between the two helical impellers, and the compression chamber moves from communicating with the air inlet to communicating with the air outlet.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0021] Figure 2 A schematic diagram of the overall structure of an air booster;

[0022] Figure 3 This is a schematic diagram of the internal structure of an air booster.

[0023] Figure 4 A schematic diagram of the overall structure of a carburetor;

[0024] Figure 5 This is a cross-sectional view of a carburetor;

[0025] Figure 6 This is a cross-sectional view of a fuel-assisted turbocharger.

[0026] Icon labels:

[0027] Engine body 100; output shaft 101; exhaust pipe 102;

[0028] Air booster 200; air inlet 201; air outlet 202; exhaust pipe 203; housing 204; rotating shaft 205; transmission structure 206; gear 207; spiral impeller 208;

[0029] Carburetor 300; Carburetor chamber 301; Fuel auxiliary turbocharger 302; Fuel inlet 303; Fuel outlet 304; Fuel inlet pipe 305; Body 306; Cavity 307; First one-way valve 308; Elastic diaphragm 309; Fuel reservoir 310; Air reservoir 311; Air delivery pipe 312; Fuel column 313; Atomizer 314; Annular air chamber 315; Connecting pipe 316; Second one-way valve 317; Throttle shaft 318; Cockpit shaft 319; Throttle 320; Cockpit 321; Exhaust gas delivery port 322; Exhaust gas delivery chamber 323; Guide plate 324; Elastic adjustment plate 325; Elastic side plate 326; First split 327; Second split 328. Detailed Implementation

[0030] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0031] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0032] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0033] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0034] The following is for reference. Figures 1 to 6 A high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharging device is described according to an embodiment of the present invention.

[0035] like Figures 1 to 3 As shown, a high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharger according to an embodiment of the present invention includes an engine body 100 and an air supercharger 200.

[0036] For example, the engine body 100 can be a two-stroke engine. The engine body 100 can include a crankcase and two cylinder blocks located at both ends of the crankcase. The combustion chamber of the cylinder block is connected to the crankshaft chamber of the crankcase to form the inner cavity of the engine body 100. A piston is installed in the cylinder block. A crankshaft and an output shaft 101 are installed in the crankcase. The crankshaft and piston are connected by a connecting rod drive, and the crankshaft and output shaft 101 are connected by a drive.

[0037] An air supercharger 200 is mounted on the outside of the engine body 100. One end of the output shaft 101 of the engine body 100 is used to drive the rotation of the UAV's wings, and the other end is used for transmission connection with the air supercharger 200. The output shaft 101 drives the air supercharger 200 to operate by rotating. The air supercharger 200 is provided with an air inlet 201 and an air outlet 202. The air inlet 201 is used for air intake, and an exhaust pipe 203 is provided between the exhaust outlet 202 and the engine body 100. The end of the exhaust pipe 203 away from the air supercharger 200 is connected to the inner cavity of the engine body 100.

[0038] When the engine body 100 is running and drives the output shaft 101 to rotate, the output shaft 101 can drive the air supercharger 200 to run synchronously. The air supercharger 200 can draw in air from the air intake port 201, compress the air, and then input it into the inner cavity of the engine body 100 through the exhaust pipe 203, thereby increasing the oxygen content in the engine body 100 and making the fuel combustion in the engine body 100 more complete.

[0039] The high-altitude long-endurance UAV engine with a mechanical supercharger according to embodiments of the present invention, compared with the prior art driven by exhaust gas, not only enables the air supercharger 200 to operate synchronously with the engine body 100 without lag, but also provides more power and higher driving efficiency through the output shaft 101 of the engine body 100. This results in a better supercharging effect of the air supercharger 200, significantly improving the fuel atomization and mixing effect in the air chamber of the engine body 100, leading to more complete fuel combustion, longer range, less exhaust gas production, and greater energy efficiency and environmental friendliness. Furthermore, the air supercharger 200 is installed on the outside of the engine body 100, making installation simple and convenient without requiring changes to the structure of the engine body 100, and applicable to different models of engine bodies 100, thus improving practicality.

[0040] In some embodiments of the present invention, such as Figure 1 , Figures 4 to 6As shown, the engine body 100 is provided with a carburetor 300, and a carburetor chamber 301 is formed inside the carburetor 300. One end of the carburetor chamber 301 in the longitudinal direction is connected to the exhaust pipe 203, and the other end is connected to the inner cavity of the engine body 100. The carburetor 300 is provided with a fuel auxiliary supercharger 302. The fuel auxiliary supercharger 302 is provided with an inlet port 303 and an outlet port 304. The inlet port 303 is connected to an inlet pipe 305, and the outlet port 304 is connected to the carburetor chamber 301. After being pressurized by the fuel auxiliary supercharger 302, the fuel is injected into the carburetor chamber 301. The carburetor 300 atomizes the fuel input into the engine block 100 to ensure more complete combustion. Specifically, the fuel inlet pipe 305 injects fuel into the carburetor chamber 301. When the exhaust pipe 203 delivers pressurized air to the carburetor chamber 301, the fuel mixes and atomizes with the air. Finally, the air mixed with atomized fuel is input into the inner cavity of the engine block 100 from the end of the carburetor chamber 301 closest to the engine block 100. However, the fuel injection effect of the existing engine's fuel inlet pipe 305 is poor, especially in cold weather when fuel flow is poor. This not only results in poor fuel delivery but also a small fuel injection range, leading to poor atomization. In this embodiment, a fuel assist turbocharger 302 is provided. After being pressurized by the fuel assist turbocharger 302, the fuel is injected into the carburetor chamber 301, resulting in better fuel delivery and a wider injection range, thus improving atomization.

[0041] In some embodiments of the present invention, such as Figure 4 and Figure 6 As shown, the fuel-assisted turbocharger 302 includes a body 306 and an elastic diaphragm 309. The body 306 has a cavity 307. An oil inlet 303 and an oil outlet 304 are both located in the body 306. The oil inlet 303 is equipped with a first one-way valve 308. The elastic diaphragm 309 is installed on the body 306 and divides the cavity 307 to form an oil reservoir 310 and an air reservoir 311. The oil inlet 303 and the oil outlet 304 are both connected to the oil reservoir 310. An air supply pipe 312 is provided between the air reservoir 311 and the inner cavity of the engine body 100. The air supply pipe 312 is used to repeatedly draw and blow air into the air reservoir 311 when the engine body 100 is running.

[0042] When the engine body 100 operates and the piston inside reciprocates, it creates negative and positive pressure environments within the engine body 100's internal cavity. When the internal cavity of the engine body 100 is under negative pressure, air can be drawn from the air storage chamber 311 through the air supply pipe 312, resulting in negative pressure in the air storage chamber 311. This causes the elastic diaphragm 309 to deform elastically and protrude into the air storage chamber 311, thereby creating negative pressure in the oil storage chamber 310. The oil storage chamber 310 can then... Fuel is drawn from the fuel inlet pipe 305. When the internal cavity of the engine body 100 is under positive pressure, air is blown into the air reservoir 311 through the air supply pipe 312. The air reservoir 311 generates positive pressure, causing the elastic diaphragm 309 to deform elastically and protrude into the fuel reservoir 310. This generates positive pressure within the fuel reservoir 310, allowing fuel to be squeezed out from the fuel outlet 304. The fuel is then injected into the carburetor 301 at a higher pressure. In this embodiment, the fuel auxiliary turbocharger 302 can be synchronously operated by the engine body 100 without the need for additional drive mechanisms to control its operation. This design is simple, low-cost, and ingenious.

[0043] It should be noted that the fuel inlet 303 is equipped with a first check valve 308. The first check valve 308 allows fuel in the fuel inlet pipe 305 to enter the fuel reservoir 310, while restricting fuel in the fuel reservoir 310 from flowing back into the fuel inlet pipe 305. Furthermore, the fuel assist turbocharger 302 can also be other structures, such as a booster pump, which will not be elaborated upon here.

[0044] In some embodiments of the present invention, such as Figure 6 As shown, the main body 306 includes a detachably connected first part 327 and a second part 328. An elastic diaphragm 309 is sandwiched between the first part 327 and the second part 328. The first part 327 has a first groove, and the second part 328 has a second groove. The elastic diaphragm 309 and the first groove enclose an oil storage cavity 310, and the elastic diaphragm 309 and the second groove enclose an air storage cavity 311. For example, the first part 327 and the second part 328 can be connected or snapped together by fasteners. In this embodiment, the main body 306 is configured as a split structure, so the elastic diaphragm 309 can be disassembled, making it more convenient to clean, repair, or replace the elastic diaphragm 309.

[0045] In some embodiments of the present invention, such as Figure 6As shown, the main body 306 is provided with an oil outlet column 313, and an oil outlet hole 304 is provided through the oil outlet column 313 along the axial direction of the oil outlet column 313. The main body 306 is provided with an atomizing cylinder 314 surrounding the oil outlet column 313. The end of the atomizing cylinder 314 is located outside the end of the oil outlet column 313 and is connected to the oil dissolving chamber 301. An annular air chamber 315 is formed between the inner side wall of the atomizing cylinder 314 and the outer side wall of the oil outlet column 313. A connecting pipe 316 is provided between the annular air chamber 315 and the air supply pipe 312. The connecting pipe 316 is provided with a second one-way valve 317. When the air supply pipe 312 blows air into the air storage chamber 311, the connecting pipe 316 blows air into the annular air chamber 315. When the exhaust pipe 203 delivers the pressurized air to the carburetor 301, the airflow is very fast. As a result, when the fuel is injected into the carburetor 301, the fuel may not have enough time to atomize before being carried by the air into the inner cavity of the engine body 100, resulting in poor atomization effect.

[0046] In this embodiment, when the inner cavity of the engine body 100 is under positive pressure, air is blown into the air storage chamber 311 through the air supply pipe 312, causing fuel in the fuel storage chamber 310 to be ejected through the fuel outlet 304. Simultaneously, the air supply pipe 312 blows air into the annular air chamber 315 through the connecting pipe 316. The annular air chamber 315 ejects gas simultaneously. The ejected gas and fuel converge at the end of the atomizing cylinder 314, that is, outside the end of the fuel outlet column 313, thereby initially atomizing the fuel. When the initially atomized fuel is injected into the carburetor 301, it not only has a wider spray range but also smaller fuel particles, resulting in better mixing and atomization with the air in the carburetor 301. In addition, the air temperature inside the engine body 100 is relatively high, which further enhances the atomization effect when the fuel converges at the end of the atomizing cylinder 314.

[0047] It should be noted that the connecting pipe 316 is provided with a second one-way valve 317. The second one-way valve 317 allows the connecting pipe 316 to blow air into the annular air chamber 315, while restricting the gas in the annular air chamber 315 from flowing back into the connecting pipe 316.

[0048] In some embodiments of the present invention, such as Figure 6 As shown, along the direction near the end of the atomizing cylinder 314, the diameter of the inner wall of the atomizing cylinder 314 near the end of the oil outlet column 313 gradually decreases. That is, from the end of the atomizing cylinder 314 near the cavity 307 to its own end, the diameter of the inner wall of the atomizing cylinder 314 near the end of the oil outlet column 313 gradually decreases. This design ensures that the air ejected from the annular air chamber 315 flows through the axis of the oil outlet 304, resulting in better convergence of the air ejected from the annular air chamber 315 and the fuel ejected from the oil outlet 304, thus improving the atomization effect.

[0049] In some embodiments of the present invention, such as Figure 5As shown, the carburetor 300 is rotatably mounted with a throttle shaft 318 and a choke shaft 319. The throttle shaft 318 has a throttle valve 320, and the choke shaft 319 has a choke valve 321. When the end faces of the throttle valve 320 and the choke valve 321 are both parallel to the length direction of the carburetor 301, the end face of the throttle valve 320 is perpendicular to the end face of the choke valve 321. Specifically, the throttle shaft 318 can be installed at one end of the carburetor 300 near the exhaust pipe 203, and the choke shaft 319 can be installed near the middle of the carburetor 300. The axial direction of the throttle shaft 318 is perpendicular to the axial direction of the choke shaft 319, the end face of the throttle valve 320 is parallel to the axial direction of the throttle shaft 318, and the end face of the choke valve 321 is parallel to the axial direction of the choke shaft 319. When the throttle shaft 318 rotates to the point where the end face of the throttle valve 320 is perpendicular to the length direction of the carburetor 301, the throttle valve 320 closes the end of the carburetor 301 near the exhaust pipe 203, restricting air from entering the carburetor 301. When the throttle shaft 318 rotates to the point where the end face of the throttle valve 320 is parallel to the length direction of the carburetor 301, the throttle valve 320 opens the end of the carburetor 301 near the exhaust pipe 203, allowing air to enter the carburetor 301. When the choke shaft 319 rotates to the point where the end face of the choke 321 is perpendicular to the length direction of the carburetor 301, the choke 321 closes the end of the carburetor 301 near the engine body 100, restricting air from entering the engine body 100. When the choke shaft 319 rotates to the point where the end face of the choke 321 is parallel to the length direction of the carburetor 301, the choke 321 opens the end of the carburetor 301 near the engine body 100, allowing air to enter the engine body 100. Throttle valve 320 and choke valve 321 are common structures in carburetor 300. Throttle valve 320 is mainly used to regulate the amount of air entering the engine body 100 when it is running, while choke valve 321 is mainly used to close part of the carburetor chamber 301 when the engine body 100 is cold started, reducing the amount of air entering the engine body 100, so that the fuel content in the engine body 100 is higher, thus making it easier to start and improving the starting effect. When the engine body 100 is running normally, choke valve 321 is generally in the fully open position.

[0050] In this embodiment, when the end faces of the throttle valve 320 and the choke valve 321 are both parallel to the length direction of the carburetor 301, the end face of the throttle valve 320 is perpendicular to the end face of the choke valve 321. That is, when both the throttle valve 320 and the choke valve 321 are fully open, the end face of the throttle valve 320 is perpendicular to the end face of the choke valve 321. This configuration improves the turbulence effect of the throttle valve 320 and the choke valve 321 on the airflow within the carburetor 301, making the airflow within the carburetor 301 more tortuous, thereby improving the mixing effect of air and fuel, and further enhancing the atomization effect.

[0051] In some embodiments of the present invention, such as Figure 5 As shown, the engine body 100 is provided with an exhaust pipe 102, and a through exhaust gas conveying hole 322 is provided along the length direction of the choke shaft 319. One end of the exhaust gas conveying hole 322 is connected to the exhaust pipe 102, and the choke 321 is provided with an exhaust gas conveying chamber 323 that connects to the exhaust gas conveying hole 322. For example, one end of the exhaust gas conveying hole 322 is rotatably connected to an exhaust gas connecting pipe, which is connected to the exhaust pipe 102. The other end of the exhaust gas conveying hole 322 is rotatably connected to an exhaust gas discharge branch pipe. The exhaust pipe 102 is used to discharge the exhaust gas generated during the operation of the engine body 100. In this embodiment, one end of the exhaust gas conveying hole 322 is connected to the exhaust pipe 102. Some exhaust gas will enter the exhaust gas conveying hole 322 from one end of the exhaust gas conveying hole 322, then pass through the exhaust gas conveying chamber 323 of the choke 321, and finally be discharged from the exhaust gas discharge branch pipe at the other end of the exhaust gas conveying hole 322. Fuel is generally injected into the carburetor 301 from near the choke 321. Since the exhaust gas generated during the operation of the engine body 100 is at a high temperature, it can heat the choke shaft 319 and the choke 321, thereby heating the air and fuel in the carburetor 301 near the choke 321. This results in better fuel atomization and the heat in the exhaust gas can be recovered and reused, making it more energy-efficient and environmentally friendly.

[0052] In some embodiments of the present invention, such as Figure 5 As shown, a guide plate 324 is provided inside the exhaust gas delivery chamber 323. The axis of the guide plate 324 coincides with the axis of the choke 321, and the diameter of the guide plate 324 is larger than the diameter of the exhaust gas delivery hole 322. In this embodiment, with this configuration, exhaust gas cannot directly enter the exhaust gas delivery hole 322 on one side of the choke 321 into the exhaust gas delivery hole 322 on the other side of the choke 321. Instead, it needs to pass through the exhaust gas delivery chamber 323 around the guide plate 324, resulting in a longer flow time and thus a better heating effect, thereby improving the fuel atomization effect.

[0053] In some embodiments of the present invention, such as Figure 4 and Figure 5As shown, the carburetor chamber 301 has elastic adjustment plates 325 on both sides of the end near the engine body 100. The two elastic adjustment plates 325 extend obliquely in the direction of approaching each other along the direction of approaching the engine body 100. The ends of the two elastic adjustment plates 325 near the engine body 100 abut each other. An elastic side plate 326 is provided between the two sides of the two elastic adjustment plates 325. In its natural state, the two elastic adjustment plates 325 abut against each other at the ends near the engine body 100. When a negative pressure is generated in the inner cavity of the engine body 100, the air pressure in the carburetor 301 is much greater than the air pressure in the inner cavity of the engine body 100. The air mixed with fuel in the carburetor 301 will cause the ends of the two elastic adjustment plates 325 near the engine body 100 to separate, thus allowing them to enter the engine body 100. When a positive pressure is generated in the inner cavity of the engine body 100, the gas will squeeze the two elastic adjustment plates 325 to the opposite side, thus causing the ends of the two elastic adjustment plates 325 near the engine body 100 to abut tightly, preventing the air in the inner cavity of the engine body 100 from flowing back into the carburetor 301.

[0054] It should be noted that both the elastic adjustment plate 325 and the elastic side plate 326 can be made of elastic material.

[0055] In this embodiment, along the direction close to the engine body 100, the two elastic adjustment plates 325 extend obliquely in a direction close to each other. When a negative pressure is generated in the inner cavity of the engine body 100, it is easier for the air mixed with fuel in the carburetor chamber 301 to push open the two elastic adjustment plates 325 near the engine body 100. When a positive pressure is generated in the inner cavity of the engine body 100, the gas squeezes the two elastic adjustment plates 325 to the opposite side, making it easier for the two elastic adjustment plates 325 near the engine body 100 to fit tightly together, thereby improving the sealing performance.

[0056] In some embodiments of the present invention, such as Figure 2 and Figure 3As shown, the air booster 200 includes a housing 204 and two rotating shafts 205. The two rotating shafts 205 are arranged side by side in the housing 204. A transmission structure 206 is installed between one of the rotating shafts 205 and the output shaft 101. A gear 207 is coaxially mounted at one end of the rotating shaft 205, and the two gears 207 mesh. A spiral impeller 208 is installed inside the housing 204 on the rotating shaft 205. When the two rotating shafts 205 rotate, a compression chamber with a gradually decreasing volume is formed between the two spiral impellers 208, and the compression chamber moves from the position connected to the air inlet 201 to the position connected to the air outlet 202. When the output shaft 101 rotates, it can drive one of the rotating shafts 205 to rotate through the transmission structure 206. Through the meshing of the two gears 207, it can drive the other rotating shaft 205 to rotate in the opposite direction, thus forming a compression chamber with a gradually decreasing volume between the two spiral impellers 208, and the compression chamber moves from the position connected to the air inlet 201 to the position connected to the air outlet 202. In this embodiment, the housing 204, two rotating shafts 205 and two spiral impellers 208 constitute a twin-screw compressor. The twin-screw compressor is not only compact in structure, but also has a better air compression effect.

[0057] It should be noted that the transmission structure 206 may include a first sprocket, a second sprocket, and a chain belt. The first sprocket is coaxially mounted on one end of the output shaft 101, the second sprocket is coaxially mounted on one end of one of the rotating shafts 205, and the chain belt is installed between the first and second sprockets. Of course, the transmission structure 206 can also be other structures, such as a belt drive mechanism or a gear drive. Furthermore, the air booster 200 can also be other types, such as a single-screw compressor or a scroll compressor, which will not be elaborated further here.

[0058] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharging device, characterized in that, include: The engine body is equipped with an output shaft; An air supercharger is provided on the engine body. The air supercharger is connected to one end of the output shaft. The output shaft drives the air supercharger to operate by rotating. The air supercharger has an air inlet and an air outlet. An exhaust pipe is provided between the air outlet and the engine body. The engine body is equipped with a carburetor, and a carburetor chamber is formed inside the carburetor. One end of the carburetor chamber is connected to the exhaust pipe along its length, and the other end is connected to the inner cavity of the engine body. The carburetor is equipped with a fuel auxiliary turbocharger, which has a fuel inlet and a fuel outlet. The fuel inlet is connected to a fuel inlet pipe, and the fuel outlet is connected to the carburetor chamber. Fuel is injected into the carburetor chamber after being pressurized by the fuel auxiliary turbocharger. The carburetor is rotatably mounted with a throttle valve shaft and a choke valve shaft. The throttle valve shaft is provided with a throttle valve, and the choke valve shaft is provided with a choke valve. When the end face of the throttle valve and the end face of the choke valve are both parallel to the length direction of the carburetor chamber, the end face of the throttle valve is perpendicular to the end face of the choke valve. The engine body is provided with an exhaust pipe, and the choke shaft is provided with a through exhaust gas conveying hole along its length. One end of the exhaust gas conveying hole is connected to the exhaust pipe, and the choke is provided with an exhaust gas conveying chamber that is connected to the exhaust gas conveying hole. The exhaust gas conveying chamber is equipped with a guide plate, the axis of which coincides with the axis of the windbreak, and the diameter of the guide plate is larger than the diameter of the exhaust gas conveying hole.

2. The high-altitude long-endurance unmanned aircraft engine with a mechanical supercharging device according to claim 1, characterized in that, The fuel-assisted turbocharger includes: The main body has a cavity, and the oil inlet and the oil outlet are both located in the main body. The oil inlet is equipped with a first one-way valve. An elastic diaphragm is installed on the main body and divides the cavity to form an oil storage chamber and an air storage chamber. The oil inlet and the oil outlet are both connected to the oil storage chamber. An air supply pipe is provided between the air storage chamber and the inner cavity of the engine body. The gas supply pipe is used to repeatedly draw and blow air into the gas storage chamber when the engine body is running.

3. The high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharger according to claim 2, characterized in that, The main body is provided with an oil outlet column, and the oil outlet hole is inserted through the oil outlet column along the axial direction of the oil outlet column. The main body is provided with an atomizing cylinder surrounding the oil outlet column. The end of the atomizing cylinder is located outside the end of the oil outlet column and communicates with the oil dissolving chamber. An annular air chamber is formed between the inner side wall of the atomizing cylinder and the outer side wall of the oil outlet column. A connecting pipe is provided between the annular air chamber and the air supply pipe. The connecting pipe is provided with a second one-way valve. When the air supply pipe blows air into the air storage chamber, the connecting pipe blows air into the annular air chamber.

4. The high-altitude long-endurance unmanned aircraft engine with a mechanical supercharging device according to claim 3, characterized in that, Along the direction near the end of the atomizing cylinder, the diameter of the inner wall of the atomizing cylinder near the end of the oil column gradually decreases.

5. The high-altitude long-endurance unmanned aircraft engine with a mechanical supercharging device according to any one of claims 1 to 4, characterized in that, The carburetor chamber has elastic adjustment plates on opposite sides of one end near the engine body. The two elastic adjustment plates extend at an angle towards each other in the direction near the engine body. The ends of the two elastic adjustment plates near the engine body abut each other. An elastic side plate is provided between the two sides of the two elastic adjustment plates.

6. The high-altitude long-endurance unmanned aerial vehicle engine with a mechanical supercharger according to any one of claims 1 to 4, characterized in that, The air booster includes: case; Two rotating shafts are arranged side by side in the housing. A transmission structure is installed between one of the rotating shafts and the output shaft. A gear is coaxially provided at one end of the rotating shaft. The two gears mesh. A helical impeller is installed on the rotating shaft inside the housing. When the two shafts rotate, a compression chamber with a gradually decreasing volume is formed between the two helical impellers, and the compression chamber moves from the position connected to the air inlet to the position connected to the air outlet.

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