Turbofan aero-engine capable of obtaining large thrust and achieving multi-oil-type combustion

Abstract

An original aero-engine flame tube is transformed into a novel annular flame tube of an aero-engine, wherein the novel annular flame tube is composed of a stator and a rotor which can rotate relatively at a high speed. A single high-pressure compressed air circular inlet participating in combustion of an original aero-engine is changed into a circular inlet in a new aero-engine, and the area of the high-pressure compressed air inlet participating in combustion is increased. The distribution proportion of the high-pressure compressed air for combustion and heat dissipation is determined again, and due to the fact that a large amount of high-pressure compressed air which is high in flow speed and is increased in a multiplied mode is matched with fuel inlet amount increase for combustion, large thrust can be obtained in a new aero-engine. A high-temperature fuel oil generator is arranged on the outer circumference of a new aero-engine exhaust nozzle, waste heat is used for heating diesel oil and other fuel oil, the activation energy of combustion of the diesel oil and other fuel oil is improved, the diesel oil and other fuel oil can also be used on an aero-engine, and an aviation kerosene and high-temperature fuel oil combined using system is further arranged.

Description

[0001] The present invention relates to the field of aviation engines.

[0002] The basic technology of the present invention is a turbofan aircraft engine. This description refers to the basic technology as the original aircraft engine and the present invention as the new aircraft engine.

[0003] Features of the present invention: First, the present invention can obtain a very large thrust feature: A. The structural feature of the parts of the present invention that can obtain a very large thrust is: the various flame tubes of the original aircraft engine are transformed into: a new aircraft engine annular flame tube composed of two parts that can rotate at a relatively high speed, a rotor and a stator, and the single circular inlet of the high-pressure compressed air participating in the combustion in the original aircraft engine is transformed into a circular inlet of the high-pressure compressed air participating in the combustion in the new aircraft engine, and the proportion of the high-pressure compressed air participating in the combustion or participating in the heat dissipation is redistributed. The area of ​​the circular inlet of the high-pressure compressed air participating in the combustion in the new aircraft engine can be increased by five times or more than the sum of the areas of the single circular inlet of the high-pressure compressed air participating in the combustion in the original aircraft engine, which prepares a sufficient air source for the new aircraft engine to obtain a very large thrust. As long as the amount of fuel entering is controlled, the size of the thrust of the new aircraft engine and the speed of the aircraft can be controlled. The circular inner shell of the circular flame tube of the new aircraft engine is spaced from the outer shaft and is firmly fixed together with multiple rotor fixing bolts to form a rotor. This interval is the circular rotor heat dissipation channel of the new aircraft engine. The annular outer shell of the annular flame tube of the new aircraft engine is spaced from the inner shell and is firmly fixed together with multiple stator fixing bolts to form a stator. This space is the heat dissipation channel of the stator of the new aircraft engine. The space between the inner shell and the outer shell of the flame tube is the flame tube space. The end of the annular flame tube close to the high-pressure compressor is the annular inlet of the high-pressure compressed air participating in the combustion, and the end close to the high-pressure turbine is the annular nozzle in front of the high-temperature and high-pressure gas turbine. The runoff surface area of ​​this annular inlet and this annular nozzle is the same, and all the above-mentioned annular shapes are concentric. This is the structural feature of the components of the present invention that can obtain great thrust.

[0004] B. The technical principle and characteristics of the present invention that can obtain a large thrust are as follows: the high-pressure compressed air inlet participating in the combustion of the original aircraft engine is a single circular inlet, and the area of ​​the single circular inlet is limited by the size of the inner channel, and it is impossible to make it very large, resulting in the total area of ​​the high-pressure compressed air inlet participating in the combustion being limited, that is, the required amount of high-pressure compressed air participating in the combustion is limited, and it is impossible to obtain the amount of high-pressure compressed air required for a large thrust. The new aircraft engine transforms the flame tube into a circular flame tube composed of a rotor and a stator, and the high-pressure compressed air inlet participating in the combustion also becomes a circular inlet, so that the area of ​​the high-pressure compressed air inlet participating in the combustion in the new aircraft engine is increased by 5 times or more than the total area of ​​the high-pressure compressed air inlet participating in the combustion in the original aircraft engine. Taking the amount of high-pressure compressed air participating in the combustion of the original aircraft engine as a benchmark, if the original aircraft engine has the same power, that is, the same speed, the amount of high-pressure compressed air participating in the combustion in the new aircraft engine can be increased by 5 times compared with the original aircraft engine. This 5-fold increase in the amount of high-pressure compressed air participating in combustion will be matched with the increase in fuel in time, and the amount of high-temperature and high-pressure gas in front of the turbine in the new aircraft engine will increase dramatically, and the speed of the high-pressure turbine and the low-pressure turbine will be greatly accelerated. The speed of the airflow ejected from the tail nozzle will be accelerated like the turbine, and the thrust generated will be greatly increased. The speed of the fan and the low-pressure compressor and high-pressure compressor will also be accelerated with the turbine. At this time, the increase in the amount of high-pressure compressed air participating in combustion will exceed the 5-fold increase in the first time, and will increase by 5×(1+the increased flow rate of the high-pressure compressed air). This time the increased amount of high-pressure compressed air participating in the combustion will be promptly coordinated with the increased amount of fuel for combustion. The amount of high-temperature and high-pressure combustion gas in front of the turbine in the new aircraft engine will increase again on the basis of the previous increase, and the speeds of the high-pressure turbine and the low-pressure turbine will be accelerated again on the basis of the previous acceleration. The air flow speed ejected from the tail nozzle will be accelerated again on the basis of the previous acceleration, and the thrust generated will be increased again on the basis of the previous increase. The speeds of the high-pressure compressor, fan and low-pressure compressor will accelerate along with the turbine, and the amount of high-pressure compressed air participating in the combustion will increase again on the basis of the second increase. In this way, the flow rate of the high-pressure compressed air participating in the combustion will increase again and again, and each increase in the amount of high-pressure compressed air participating in the combustion will be 5×(1+the increase in the flow rate of the high-pressure compressed air this time compared with the previous time) times the previous time, that is, the high-pressure compressed air participating in the combustion will increase multiplied times again and again, and will be burned in time with the increase in fuel again and again. The amount of high-temperature and high-pressure combustion gas in front of the turbine of the new aircraft engine will increase sharply again and again, the speed of the turbine will increase again and again, the speed of the air flow ejected from the tail nozzle will increase again and again, and the thrust generated will also increase again and again. In this way, a virtuous circle of increasing thrust is formed in the new aircraft engine.This virtuous cycle of increasing thrust in the new aircraft engine is multiple times greater than that in the original aircraft engine. This is because the area of ​​the high-pressure compressed air inlet participating in combustion in the new aircraft engine is increased by 5 times or more than the total area of ​​the high-pressure compressed air inlet participating in combustion in the original aircraft engine. This is the technical principle and feature of the present invention that can obtain a large thrust.

[0005] C. The mechanical structure and technical principle characteristics of the new aircraft engine for fighters that require greater thrust: The new aircraft engine adapted to fighters can eliminate the external duct, so that more high-pressure compressed air participates in the combustion, and the thrust obtained is greater. It is also possible to lengthen the tail nozzle of the new aircraft engine adapted to fighters, and add several fuel injectors and igniters at the front end of the extended tail nozzle. The high-pressure compressed air from the two heat dissipation channels collected from the turbine can be used to assist combustion, and the thrust can be obtained by igniting and burning again in the extended tail nozzle. The sum of the two thrusts will definitely meet the requirements of the greater thrust required by the fighter. The amount of fuel injected by the fuel injector at the front end of the tail nozzle cannot exceed the amount of oxygen supplied from the two heat dissipation channels to ensure the complete combustion of the fuel. It is also very likely that greater thrust can be obtained without extending the tail nozzle to meet the requirements of greater thrust of the fighter.

[0006] The high thrust technology can be used independently on any jet engine.

[0007] Second, the mechanical structure and technical principle characteristics of the multi-oil combustion technology such as high-temperature diesel and other high-temperature fuels are: a high-temperature fuel generator is added to the outer circumference of the tail nozzle of the new aircraft engine, and a sleeve made of heat-insulating material is put on the outer circumference of the high-temperature fuel generator to prevent the aircraft from dissipating heat too quickly during flight and failing to meet the requirements of high-temperature fuel. The waste heat of the tail nozzle is used to heat diesel and other fuels to increase the activation energy of their combustion, so that high-temperature diesel and other high-temperature fuels can be used on aircraft engines like aviation kerosene without any problems. The present invention also designs a dual-oil combined application system of aviation kerosene and high-temperature fuel. If high-temperature diesel and other high-temperature fuels sometimes cannot meet the need for increasing thrust, they can be supplemented with aviation kerosene, which is the combined use of dual oils. The above-mentioned multi-oil combustion technology is suitable for aircraft engines of all aircraft. This is the mechanical structure and technical principle characteristics of the multi-oil combustion technology such as high-temperature diesel and other high-temperature fuels described in the present invention.

[0008] Multi-oil combustion technologies such as high-temperature diesel and other high-temperature fuels can only be used in conjunction with aviation kerosene and dual-oil combined application systems and very high thrust, and cannot be used alone.

[0009] The specific situation of the present invention is described below in conjunction with the accompanying drawings: Figure 1 It is a schematic diagram showing the technical principle of the present invention; Figure 2 yes Figure 1 The injection ring in the fuel injection nozzle is a circular surface decomposition and a schematic diagram of the double oil combination application structure; Figure 3 yes Figure 1 Exploded view of the circular surface at the tail nozzle; Figure 4 yes Figure 1 and Figure 3 Schematic diagram of the principle of the automatic control valve.

[0010] like Figure 1 As shown, Figure 1 It mainly consists of an outer duct casing 1, an air inlet 2, a fan 3, an inner shaft 4, a first bearing seat 5, an inner duct casing 6, an outer duct 7, an inner duct 8, a low-pressure compressor 9, a second bearing seat 10, an outer shaft 11, a high-pressure compressor 12, a rotor heat dissipation channel 13, a flame tube space 14, a stator heat dissipation channel 15, a plurality of igniters 16, an inner tube shell 17 of the flame tube, an outer tube shell 18 of the flame tube, a stator fixing bolt 19, a rotor fixing bolt 20, a front nozzle 21 of a high-temperature and high-pressure gas turbine, a high-pressure turbine 22, a third bearing seat 23, a low-pressure turbine 24, a fourth bearing seat 25, a tail nozzle 26, a tail nozzle 27, an atmospheric pressure 28, an automatically retractable and expandable fuel tank 29, a fuel output pump 30, an automatic control valve 31, a high-temperature fuel generator 32, (the outer circumference of the high-temperature fuel generator 32 is provided with a sleeve made of a heat-insulating material, which cannot be drawn here, Figure 3 The fuel injection system is composed of a high-temperature fuel delivery pipe 33, a high-temperature fuel accelerator pump 34, a fuel injection ring 35, a plurality of fuel injection nozzles 36, etc.

[0011] Figure 1The mechanical structure is: the outer duct casing 1, the inner duct casing 6, and the outer shaft 11 are cross sections, the inner tube casing 17 and the outer tube casing 18 of the flame tube are cross sections represented by line segments, and the rest are not cross sections. The air inlet 2 is contained in the outer duct casing 1, and after the air inlet 2 are the fan 3 and the first bearing shaft seat 5, which is fixed on the outer duct casing 1 and carries the inner shaft 4. After the first bearing shaft seat 5, the inner duct casing 6 divides the duct into the outer duct 7 and the inner duct 8. In the inner duct 8, the first one is the low-pressure compressor 9, followed by the second bearing shaft seat 10, which is fixed on the outer duct casing 1 and the inner duct casing 6 at the same time, and carries the inner shaft 4 and the outer shaft 11 at the same time. After the second bearing shaft seat 10 is the high-pressure compressor 12. The mechanical structure between the high-pressure compressor 12 and the high-pressure turbine 22 is: the flame tube space 14 is between the inner tube casing 17 and the outer tube casing 18 of the flame tube. The inner shell 17 of the flame tube is spaced apart from the outer shaft 11 and is firmly fixed together with multiple rotor fixing bolts 20 to form a rotor. This space is the rotor heat dissipation channel 13. The outer shell 18 of the flame tube is spaced apart from the inner casing 6 and is firmly fixed together with multiple stator fixing bolts 19 to form a stator. This space is the stator heat dissipation channel 15. The oil injection ring 35 is a pipe that is wrapped around the inner casing 6 and is connected to multiple oil injection nozzles 36. The oil injection nozzles all directly pass through the entire stator to the front end of the flame tube space 14 to inject oil. The direction of each oil injection nozzle is perpendicular to the direction of high-speed flow of high-pressure compressed air. There is an igniter 16 behind each oil injection nozzle. Before the high-pressure turbine 22 is a high-temperature and high-pressure gas nozzle 21 (there may be a guide vane at this nozzle, but it cannot be drawn here), and after the high-pressure turbine 22 is a third bearing shaft seat 23, which is fixed on the inner casing 6 and carries the inner shaft 4 and the outer shaft 11. After the third bearing seat 23 is the low-pressure turbine 24, after the low-pressure turbine 24 is the fourth bearing seat 25, the fourth bearing seat 25 is fixed on the inner casing 6 and carries the inner shaft 4. After the fourth bearing seat 25 is the tail nozzle 26, and finally the tail nozzle 27. If it is a new aircraft engine for a fighter, the tail nozzle 26 can be lengthened a little, and several fuel nozzles and igniters are added at the front end of the lengthened tail nozzle, and the second ignition and combustion in the lengthened tail nozzle are used to obtain thrust again. The supply system of diesel and (or) biomass oil is: atmospheric pressure 28, automatic expansion and contraction oil tank 29, fuel output pump 30, automatic control valve 31, high-temperature fuel generator 32, high-temperature fuel delivery pipe 33, high-temperature fuel acceleration pump 34, fuel injection ring 35, multiple fuel injection nozzles 36, etc. This oil circuit is connected in one breath, and there cannot and will not be any space between them. The high temperature fuel oil generator 32 is made of a wound metal pipe, which is made of a metal pipe in the same way as a tension spring, except that the spring is made of a pipe.The manufacturing method can be: use a pipe of a required length to adapt to the steel material, fill the space inside the pipe with low melting point metal after melting (such as aluminum melting point 660 degrees), wait for solidification, then heat the whole steel pipe and wrap it in the method of making tension spring, then heat it again to make the low melting point metal in the pipe melt and pour it out, which is considered to be successful. Although there is a certain degree of manufacturing difficulty, it can definitely be manufactured. The high-temperature fuel generator 32 can also be made into a circular cylinder, which is very easy to manufacture, but the effect of high-temperature fuel generation is not so good. The high-pressure turbine 22 drives the high-pressure compressor 12 through the outer shaft 11, and the low-pressure turbine 24 drives the fan 3 and the low-pressure compressor 9 through the inner shaft 4. The outer shaft 11 is like a steel pipe, and the inner shaft 4 is like a steel rod. The steel rod inner shaft 4 is inserted into the tube of the steel pipe outer shaft 11. The smooth inner cylindrical surface of the outer shaft 11 is adapted to the smooth outer cylindrical surface of the inner shaft 4 and can slide relative to each other and rotate at high speed. The inner shaft 4 and the outer shaft 11 can also be adapted to each other with bearings, which can rotate at a higher speed. The dotted lines on all bearing seats represent the support of the bearing seats, and the dotted lines represent any airflow that can pass through. Figure 1 Except for the technology that can obtain great thrust and the technology that can burn multiple types of oil, all technologies in the basic technology that are inconsistent with the basic technology or should be used but are not used shall be handled in accordance with the basic technology.

[0012] Figure 1 The technical principle for obtaining a large thrust is: Figure 1 In the figure, the air brought in by the fan 3 is divided into two ducts. One part enters the outer duct 7 to directly generate thrust. One part enters the inner duct 8. The air entering the inner duct 8 is first compressed by the low-pressure compressor 9, and then compressed by the high-pressure compressor 12 to become high-pressure compressed air. After becoming high-pressure compressed air, it is divided into three parts: one part enters the rotor heat dissipation channel 13 to dissipate heat for the rotor; one part enters the flame tube space 14 to participate in combustion and produce high-temperature and high-pressure combustion gas; and one part enters the stator heat dissipation channel 15 to dissipate heat for the stator. After the high-pressure compressed air of the above three parts completes its own task, it converges at the high-pressure turbine 22 and the low-pressure turbine 24, and then rushes to the tail nozzle 27 together, generating huge thrust. Compared with the original aircraft engine, the main reason is that the inlet area of ​​the high-pressure compressed air entering the flame tube space 14 to participate in the combustion is significantly increased compared to the total area of ​​the single circular inlet of the high-pressure compressed air participating in the combustion of the original aircraft engine. It has changed from a single circular inlet to a circular inlet, and the amount of high-pressure compressed air participating in the combustion is large, which is the fundamental reason why the new aircraft engine can obtain a large thrust. This has been explained very clearly in the feature part of this description, and it will not be repeated here.

[0013] Figure 1The technical principle that high-temperature diesel, other high-temperature fuels and other types of fuel can be burned on the new aircraft engine is: atmospheric pressure 28, self-expanding and contracting fuel tank 29, fuel output pump 30, automatic control valve 31, high-temperature fuel generator 32, high-temperature fuel delivery pipe 33, high-temperature fuel acceleration pump 34, fuel injection ring 35, multiple fuel injection nozzles 36, etc. This fuel route is connected in one breath, and there will not and cannot be any space between them. The specific application operation procedure is: the first step is to use the fuel output pump 30 to transport cold diesel and other cold fuels to the high-temperature fuel acceleration pump 34, that is, to fill the oil from the fuel tank to the high-temperature fuel acceleration pump 34 without any gap space, including the fuel tank, which automatically expands and contracts under atmospheric pressure like the aviation kerosene tank. The second step is to start the aircraft engine with aviation kerosene until the high-temperature fuel in the high-temperature fuel generator 32 has been produced. The expansion of the high-temperature fuel pushes the automatic control valve 31 to close automatically. When the high-temperature fuel expands to a certain pressure, the high-temperature fuel acceleration pump 34 is turned on, and the high-temperature fuel is sprayed into the flame tube and burns together with the aviation kerosene. At this time, the aviation kerosene supply system is turned off, and the aircraft is started with a dedicated high-temperature diesel or other high-temperature fuel supply system. If the high-temperature fuel generator can only supply part of the high-temperature fuel, aviation kerosene is used to supplement the insufficient part. This is the combination of the two oil circuits (see Figure 2 ). The fuel supply system for diesel and other fuels heated to high temperature is the same as the fuel supply system for aviation kerosene. It is just that there is an additional process of heating the fuel to high temperature, and the technical principle of fuel supply is the same.

[0014] like Figure 2 As shown, Figure 2 It is mainly composed of an inner shaft 4, an inner casing 6, an outer shaft 11, a rotor heat dissipation channel 13, a flame tube space 14, a stator heat dissipation channel 15, a flame tube inner shell 17, a flame tube outer shell 18, a stator fixing bolt 19, a rotor fixing bolt 20, a high-temperature fuel delivery pipeline 33, a high-temperature fuel acceleration pump 34, a fuel injection ring 35, a plurality of fuel injection nozzles 36, an aviation kerosene delivery pipe 37, an aviation kerosene acceleration pump 38, etc.

[0015] Figure 2The mechanical structure is: the inner shaft 4, the outer shaft 11, the inner tube 6, the inner shell 17 of the flame tube and the outer shell 18 are all cross-sections, and the rest are not. The inner shaft 4 is inserted in the middle of the pipe-shaped outer shaft 11, and the smooth outer cylindrical surface of the inner shaft 4 is adapted to the smooth inner cylindrical surface of the outer shaft 11 and can rotate with each other at high speed. The inner shaft 4 and the outer shaft 11 can also adapt to each other with bearings and can rotate with each other at higher speed. The outer shaft 11 and the inner shell 17 of the flame tube are spaced apart and are firmly fixed together with multiple rotor fixing bolts 20 to form a rotor, and this space is the rotor heat dissipation channel 13. The outer shell 18 of the flame tube and the inner tube casing 6 are spaced apart and are firmly fixed together with multiple stator fixing bolts 19 to form a stator, and this space is the stator heat dissipation channel 15. The flame tube space 14 is between the inner shell 17 of the flame tube and the outer shell 18 of the flame tube. Obviously, the flame tube space is the boundary between the rotor and the stator. The oil injection ring 35 is adjacent to the outer duct casing 6 , and is communicated with a plurality of oil injection nozzles 36 , and the plurality of oil injection nozzles 36 penetrate the entire stator structure to spray oil toward the front end position in the flame tube space 14 . Figure 2 The two fuel supply systems on the top are aviation kerosene fuel supply system, the left one is the diesel and (or) biomass oil and other high-temperature fuel supply system on the right. These two fuel supply systems can be used in combination. If diesel and biomass oil are difficult to supply a lot of high-temperature fuel, aviation kerosene can be used to supplement it. That is to say, both types of fuel can participate in the combustion.

[0016] like Figure 3 As shown, Figure 3 It is mainly composed of a tail nozzle 26, a tail nozzle 27, an atmospheric pressure 28, an automatic expansion and contraction fuel tank 29, a fuel output pump 30, an automatic control valve 31, a high-temperature fuel generator 32, a heat insulation cover 39, etc.

[0017] Figure 3 The mechanical structure is: Figure 3 The tail nozzle 26 and the heat insulation sleeve 39 are cross-sections, while the rest are not. The high-temperature fuel generator 32 is wrapped around the outer circumference of the tail nozzle 26 with a metal pipe, and is also covered with a sleeve 39 made of heat insulation material on the outer circumference of the high-temperature fuel generator 32 to prevent the aircraft from dissipating heat too quickly during flight and failing to achieve the high temperature effect of the high-temperature fuel. The high-temperature fuel generator 32 is connected to the automatic expansion and contraction fuel tank 29, the fuel output pump 30, the automatic control valve 31 and other parts. This oil circuit does not have any partition space. Figure 3 The structures are shown in the figure.

[0018] like Figure 4 As shown, Figure 4 It is mainly composed of a pipeline 40, a fixed blocking ring 41 in the pipeline, an oil delivery hole 42, a fan-shaped sliding body 43, a cushion or spring 44, a circular blocking body 45 and the like. Figure 4The mechanical structure of the invention is as follows: the parts with short cross-section lines are cross-sections. A blocking ring 41 is fixed in a section of pipe 40, and the round hole 42 of the blocking ring 41 is the channel for outputting oil. A fan-shaped sliding body 43 is fixed below the blocking ring 41, and a circular blocking body 45 is hung on the fan-shaped sliding body 43, and the circular blocking body 45 can swing freely. A cushion or a spring 44 is fixed on the inner wall of the pipe 40 to support the circular blocking body 45, but they are not connected together. Figure 4 The working principle is: (combined with Figure 1 When the high temperature fuel in the high temperature fuel generator 32 is heated and expands, Figure 1 If the high temperature fuel accelerator 34 is not opened, the high temperature fuel will expand toward the fuel tank, and the expanded high temperature fuel will push the circular plug 45 toward the fuel tank, just blocking the fuel output hole 42, thus achieving the first purpose of the automatic control valve. Figure 1 The high-temperature fuel accelerator 34 in the flame tube continuously sprays the high-temperature fuel into the flame tube space 14 to participate in the combustion. The fuel in the high-temperature fuel generator 32 is reduced, and the pressure is reduced. Due to the vacuum effect, the high-temperature fuel generator 32 is in urgent need of cold fuel to replenish. The fuel in the automatic expansion and contraction tank 29 will also break through the blocking body 45 and flow into the high-temperature fuel generator under the action of atmospheric pressure 28 and vacuum. At this time, the fuel output pump 30 does not need to play any role. Atmospheric pressure can press a 9.8-meter water column into the vacuum. This is the result of the combined action of atmospheric pressure 28 and the high-temperature fuel accelerator pump 34. The aviation kerosene fuel supply system is also the result of the combined action of atmospheric pressure and the aviation kerosene accelerator pump 38.

[0019] The present invention should be implemented as follows: A: Determine the maximum thrust to be obtained according to the aircraft model, and determine the bypass ratio according to the thrust, that is, the ratio of the air flow rate passing through the outer duct to the inner duct. The duct of a fighter is relatively small, and the outer duct can also be eliminated. The bypass ratio of a transport aircraft can be relatively large. B: Determine the fan's pressure ratio according to the maximum thrust to be obtained. The fan's pressure ratio is the ratio of the static pressure at the fan inlet in the aircraft engine to the total pressure in front of the aircraft. Increasing the speed of the fan and compressor and adopting advanced blade design are basic methods to improve the total pressure ratio of the fan compressor. C: Design construction drawings according to this description and the accompanying drawings and the specific data indicators required for the type of engine to be produced. D: Select materials and accurately manufacture according to the designed square engineering drawings, which is the key among the keys. E: After accurate manufacturing, assembly and testing are carried out. Ground vehicle tests can be carried out first, and data indicators are modified according to the test results. F: Air test flights are carried out only after the ground vehicle test is successful, and various indicators, that is, various standards, are formulated based on the various operating data obtained from the test flights. Practice is the only criterion for testing truth.

Claims

1. Features of the present invention that can obtain great thrust: A. The structural features of the parts of the present invention that can obtain great thrust are: the various flame tubes of the original aircraft engine are transformed into: a new aircraft engine annular flame tube composed of a rotor and a stator that can rotate at a relatively high speed; the single circular inlets of high-pressure compressed air participating in combustion in the original aircraft engine are transformed into a circular inlet of high-pressure compressed air participating in combustion in the new aircraft engine, and the proportion of high-pressure compressed air participating in combustion or participating in heat dissipation is redistributed. The area of ​​the circular inlet of high-pressure compressed air participating in combustion in the new aircraft engine can be increased by five times or more than the sum of the areas of the single circular inlets of high-pressure compressed air participating in combustion in the original aircraft engine. This prepares a sufficient air source for the new aircraft engine to obtain great thrust. As long as the amount of fuel entering is controlled, the size and thrust of the new aircraft engine can be controlled. The speed of the aircraft is fast or slow. The annular inner shell of the annular flame tube of the new aircraft engine is spaced from the outer shaft and is firmly fixed together with multiple rotor fixing bolts to form a rotor. This space is the annular rotor heat dissipation channel of the new aircraft engine. The annular outer shell of the annular flame tube of the new aircraft engine is spaced from the inner casing and is firmly fixed together with multiple stator fixing bolts to form a stator. This space is the stator heat dissipation channel of the new aircraft engine. The space between the inner shell and the outer shell of the flame tube is the flame tube space. The end of the annular flame tube close to the high-pressure compressor is the annular inlet of high-pressure compressed air participating in combustion, and the end close to the high-pressure turbine is the annular nozzle in front of the high-temperature and high-pressure gas turbine. The runoff surface area of ​​this annular inlet and this annular nozzle is the same. All the above-mentioned annular shapes are concentric. This is the structural feature of the components of the present invention that can obtain great thrust. B. The technical principle and characteristic of the present invention that can obtain great thrust are as follows: the high-pressure compressed air inlet participating in the combustion of the original aircraft engine is a single circular inlet, and the area of ​​the single circular inlet is limited by the size of the inner channel, and it is impossible to make it very large, resulting in the total area of ​​the entire high-pressure compressed air inlet participating in the combustion being limited, that is, the required amount of high-pressure compressed air participating in the combustion is limited, and it is impossible to obtain the amount of high-pressure compressed air required for great thrust. The new aircraft engine transforms the flame tube into a circular flame tube composed of a rotor and a stator, and the high-pressure compressed air inlet participating in the combustion also becomes a circular inlet, so that the area of ​​the high-pressure compressed air inlet participating in the combustion in the new aircraft engine is larger than that of the original aircraft engine. The total area of ​​the high-pressure compressed air inlet participating in the combustion in the engine increases by 5 times or more. Taking the amount of high-pressure compressed air participating in the combustion of the original aircraft engine as the benchmark, if the original aircraft engine has the same power or the same speed, the amount of high-pressure compressed air participating in the combustion can be increased by 5 times in the new aircraft engine compared to the original aircraft engine. This 5-fold increase in the amount of high-pressure compressed air participating in the combustion will be burned in coordination with the increase in the amount of fuel in time. The amount of high-temperature and high-pressure combustion gas in front of the turbine in the new aircraft engine will increase dramatically, the speed of the high-pressure turbine and the low-pressure turbine will be greatly accelerated, the air flow speed ejected from the tail nozzle will be accelerated like the turbine, the thrust generated will be greatly increased, and the speed of the fan and the low-pressure compressor and high-pressure compressor will be greatly increased. As the turbine accelerates, the amount of high-pressure compressed air participating in the combustion will increase by more than 5 times the amount of the first increase, but will increase by 5×(1+the increased flow rate of the high-pressure compressed air). This time, the increased amount of high-pressure compressed air participating in the combustion will be promptly coordinated with the increased amount of fuel for combustion. The amount of high-temperature and high-pressure combustion gas in front of the turbine in the new aircraft engine will increase again on the basis of the previous increase. The speeds of the high-pressure turbine and the low-pressure turbine will respectively increase again on the basis of the previous acceleration. The speed of the airflow ejected from the tail nozzle will increase again on the basis of the previous acceleration. The thrust generated will increase again on the basis of the previous increase. The speeds of the high-pressure compressor, fan and low-pressure compressor will follow As the turbine speeds up, the amount of high-pressure compressed air participating in the combustion will increase again based on the second increase. In this way, the flow rate of the high-pressure compressed air participating in the combustion will increase again and again, and each increase in the amount of high-pressure compressed air participating in the combustion is 5×(1+the increase in the flow rate of the high-pressure compressed air this time compared to the previous time) times the previous amount. That is, the high-pressure compressed air participating in the combustion will increase multiplied times again and again, and will be burned in coordination with the increase in the amount of fuel again and again. The amount of high-temperature and high-pressure fuel gas in front of the turbine of the new aircraft engine will increase sharply again and again, the speed of the turbine will increase again and again, the speed of the airflow ejected from the tail nozzle will increase again and again, and the thrust generated will also increase again and again.In this way, a virtuous cycle of increasing thrust again and again is formed in the new aircraft engine. This virtuous cycle of increasing thrust again and again in the new aircraft engine is multiples greater than that in the original aircraft engine. This is because the area of ​​the high-pressure compressed air inlet participating in combustion in the new aircraft engine is 5 times or more greater than the total area of ​​the high-pressure compressed air inlet participating in combustion in the original aircraft engine. This is the technical principle and feature of the present invention that can obtain great thrust; C. The mechanical structure and technical principle characteristics of the new aircraft engine for fighter jets that require greater thrust: The new aircraft engine adapted to fighter jets can eliminate the external duct, so that more high-pressure compressed air participates in the combustion, and the thrust obtained is greater. The length of the tail nozzle can also be lengthened on the new aircraft engine adapted to fighter jets, and several fuel injectors and igniters can be added to the front end of the lengthened tail nozzle. The high-pressure compressed air from the two heat dissipation channels collected from the turbine can be used to assist combustion, and the thrust can be obtained by igniting and burning again in the lengthened tail nozzle. The sum of the two thrusts can definitely meet the requirements of the greater thrust required by the fighter jet. The fuel injection amount of the fuel injector set at the front end of the tail nozzle cannot exceed the oxygen supply from the two heat dissipation channels to ensure the complete combustion of the fuel. It is also very likely that a greater thrust can be obtained without lengthening the tail nozzle to meet the requirements of the fighter jet for greater thrust; The high thrust technology can be used independently on any jet engine.

2. Mechanical structure and technical principle characteristics of high-temperature diesel, other high-temperature fuel and other multi-oil combustion technology: A high-temperature fuel generator is added to the outer circumference of the tail nozzle of the new aircraft engine, and a sleeve made of heat-insulating material is put on the outer circumference of the high-temperature fuel generator to prevent the aircraft from dissipating heat too quickly during flight and failing to meet the requirements of high-temperature fuel. The waste heat of the tail nozzle is used to heat diesel and other fuels to increase the activation energy of their combustion. Then, high-temperature diesel and other high-temperature fuels can be used on aircraft engines like aviation kerosene without any problems. The present invention also designs a dual-oil combined application system of aviation kerosene and high-temperature fuel. If high-temperature diesel and other high-temperature fuels sometimes cannot meet the need for increasing thrust, they can be supplemented with aviation kerosene. This is the combined use of dual oils. The above-mentioned multi-oil combustion technology is suitable for aircraft engines of all aircraft. This is the mechanical structure and technical principle characteristics of the high-temperature diesel, other high-temperature fuel and other multi-oil combustion technology described in the present invention; Multi-oil combustion technologies such as high-temperature diesel and other high-temperature fuels can only be used in conjunction with aviation kerosene and dual-oil combined application systems and very high thrust, and cannot be used alone.

3. The present invention mainly comprises an outer duct casing (1), an air inlet (2), a fan (3), an inner shaft (4), a first bearing seat (5), an inner duct casing (6), an outer duct (7), an inner duct (8), a low-pressure compressor (9), a second bearing seat (10), an outer shaft (11), a high-pressure compressor (12), a rotor heat dissipation channel (13), a flame tube space (14), a stator heat dissipation channel (15), a plurality of igniters (16), a flame tube inner shell (17), a flame tube outer shell (18), a stator fixing bolt (19), a rotor fixing bolt (20), a high temperature and high pressure The gas turbine comprises a front nozzle (21), a high-pressure turbine (22), a third bearing shaft seat (23), a low-pressure turbine (24), a fourth bearing shaft seat (25), a tail nozzle (26), a tail nozzle (27), an atmospheric pressure (28), an automatic retractable and expandable fuel tank (29), a fuel output pump (30), an automatic control valve (31), a high-temperature fuel generator (32), a high-temperature fuel delivery pipe (33), a high-temperature fuel acceleration pump (34), a fuel injection ring (35), a plurality of fuel injection nozzles (36), an aviation fuel delivery pipe (37), an aviation kerosene acceleration pump (38), and a heat insulation sleeve 39.

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