Y-shaped channel propelling system of cross-domain aircraft

Abstract

The invention provides a Y-shaped channel propulsion system of a cross-domain aircraft, which comprises an S-bend air inlet channel, the S-bend air inlet channel is connected with an air engine in series, the air engine is connected with a Y-shaped channel in series, the Y-shaped channel is connected with a spray pipe and an underwater engine in series, the Y-shaped channel is also internally connected with a diverter valve plate, and the diverter valve plate is connected with an underwater engine. The diverter valve plate rotates through the actuating mechanism, the Y-shaped channel is divided into an air channel, a water channel and a convergence channel, and therefore the Y-shaped channel is suitable for different working conditions. The invention has the following advantages: two engines share one set of spray pipe, so that the water-air cross-domain sailing capability of the propulsion system is realized, and the space occupation caused by dispersed layout of the propulsion system in the fuselage is effectively reduced; switching of different working media and different engines is achieved through the Y-shaped channel, and the efficient water surface sailing capacity is achieved; the S-bend air inlet channel design with the special area change rule is adopted, the influence of waves on water surface navigation of the cross-domain aircraft is avoided, and the take-off sea condition of an existing cross-domain aircraft is expected to be improved from the first-level sea condition to the third-level sea condition or above.

Description

Technical Field

[0001] The present invention designs a Y-channel propulsion system for a cross-domain vehicle, and belongs to the technical field of advanced cross-domain vehicles and water-air amphibious vehicles / aircraft power systems. Background Art

[0002] With the development of science and technology and the urgent needs in practical applications, cross-domain vehicles that can swim in the water and fly in the air have become an important development target.

[0003] In order to achieve the above goals, cross-domain aircraft must have a configuration that is suitable for both flying in the air and sailing underwater, that is, it must meet the needs of the aircraft working in the air and sailing in the water. As we all know, the density of water is 800 times that of air, and the viscosity of water is 1000 times that of air. Therefore, it is an important difficulty to obtain a design scheme for an aircraft that can fly in the air and swim underwater at the same time. Furthermore, the underwater and air environments are very different, and how to achieve efficient propulsion in water and air has become a huge technical bottleneck. In particular, the common working process of cross-domain aircraft is to sail from underwater to the water surface, take off from the water surface by gliding, and fly at high speed in the air to reach the designated area; further, gradually land on the water surface from high-speed flight in the air, and gradually sink for underwater navigation. In the above working process, the surface takeoff and landing are most difficult due to the influence of surface waves and wind.

[0004] At present, the design scheme of cross-domain vehicles is often a variant scheme, that is, the function of cross-domain navigation is achieved by changing the appearance, replacing the propulsion system, etc. Therefore, many cross-domain vehicles use two sets of independent propulsion systems without common components to achieve air and underwater navigation and switching between the two working states. The two independent engines occupy a huge space inside the fuselage of the cross-domain vehicle, seriously affecting the range, speed and other indicators of the cross-domain vehicle. Therefore, designing with common components, or even designing only one propulsion system to achieve swimming in the water and flying in the air, has become an important technical development direction. Summary of the invention

[0005] Purpose of the invention: The present invention discloses a Y-shaped channel propulsion system for a cross-domain vehicle, which is mainly composed of an S-bend air inlet, an aerial engine, an underwater engine, a Y-shaped channel, a diverter valve plate and a nozzle, wherein the diverter valve plate is arranged in the Y-shaped channel. The aerial engine and the underwater engine use the Y-shaped channel, the diverter valve plate and the nozzle together to complete the propulsion of aerial flight, underwater heading and surface navigation respectively. Using as many components as possible saves the internal space of the cross-domain vehicle, and can improve the performance of the cross-domain vehicle such as range and flight time.

[0006] Technical solution:

[0007] A Y-channel propulsion system for a cross-domain vehicle comprises an S-curved air inlet, the S-curved air inlet is connected in series with an aerial engine, the aerial engine is connected in series with a Y-channel, the Y-channel is connected in series with a nozzle and an underwater engine, a diverter valve plate is also connected in the Y-channel, the diverter valve plate is rotated by an actuating mechanism, and the Y-channel is divided into three channel types: an air channel, a water channel and a confluent channel, so as to adapt to different working conditions.

[0008] Preferably, the position of the maximum cross-sectional area of ​​the S-bend air inlet is located at the lowest point of the lower wall of the S-bend air inlet, and the maximum cross-sectional area is more than 150% of the inlet area of ​​the aerial engine.

[0009] Preferably, the lowest point of the lower wall of the S-curve air inlet is lower than the lowest point of the inlet of the aerial engine; the lowest point of the upper wall of the S-curve air inlet is higher than the lowest point of the inlet of the aerial engine.

[0010] Preferably, the projection of the lowest point of the lower wall of the S-curve air inlet and the lowest point of the air engine inlet in the height direction is not less than 50% of the diameter of the air engine; the projection of the lowest point of the upper wall of the S-curve air inlet and the lowest point of the air engine inlet in the height direction is not less than 75% of the diameter of the air engine.

[0011] Preferably, a drainage device is provided at the lowest point of the lower wall of the S-bend air inlet duct, and the drainage device includes but is not limited to a drainage valve and a pump.

[0012] Preferably, the side wall surface of the S-curve air inlet inlet is of a swept configuration, and the angle between the side wall surface and the horizontal plane is 35°-60°.

[0013] Preferably, the aerial engine includes but is not limited to a turbojet engine, a turbofan engine, and an electric ducted engine; the underwater engine includes but is not limited to a pumpjet engine and an electric ducted engine.

[0014] Preferably, the axis of the water channel is parallel to the merging channel and has the same height, or the axis of the water channel is slightly lower than the merging channel.

[0015] Preferably, the throat area of ​​the nozzle is adjustable, and the maximum throat area is more than twice the minimum throat area. The nozzle is a Laval nozzle or a convergent nozzle.

[0016] Preferably, the diverter valve plate is rotated by an actuating mechanism to divide the Y-shaped channel into three channel types: an air channel, a water channel and a confluence channel, so as to adapt to different working conditions:

[0017] Working condition 1: During flight, the diverter valve plate rotates through the actuating mechanism to completely close the underwater channel, and the airflow flows into the air engine from the S-bend air inlet, enters the nozzle through the Y-shaped channel, and expands to generate thrust;

[0018] Working condition 2: Underwater navigation, the diverter valve plate rotates through the actuating mechanism to completely close the air passage, and water flows into the underwater engine from the S-bend air inlet, enters the nozzle through the Y-shaped channel, and is ejected to generate thrust;

[0019] Working condition three: When sailing on the water surface, the diverter valve plate is rotated by the actuating mechanism, so that the underwater channel and the air channel are opened at the same time, and the Y-shaped channel merges the air flow and the water flow into the nozzle to generate thrust.

[0020] Beneficial effects: The Y-channel propulsion system of a cross-domain vehicle provided by the present invention has the following advantages over the prior art:

[0021] (1) The two engines share a set of nozzles, which enables the propulsion system to achieve cross-domain navigation capabilities in water and air, effectively reducing the space occupied by the dispersed layout of the propulsion system inside the fuselage;

[0022] (2) The Y-shaped channel enables the switching of different working fluids and different engine operations, and has the ability to sail efficiently on the water surface;

[0023] (3) The S-bend air inlet design with a special area change law avoids the impact of waves on the surface navigation of cross-domain vehicles, and is expected to improve the existing cross-domain vehicle take-off sea conditions from level 1 to level 3 or above. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic diagram of a Y-channel propulsion system for a cross-domain vehicle;

[0025] Figure 2 A schematic diagram of a Y-shaped channel propulsion system of a cross-domain vehicle during air propulsion;

[0026] Figure 3 This is a schematic diagram of a Y-shaped channel propulsion system of a cross-domain vehicle during underwater propulsion;

[0027] Figure 4 This is a schematic diagram of a Y-channel propulsion system of a cross-domain vehicle during surface navigation;

[0028] Figure 5 This is a physical diagram of an embodiment of a Y-channel propulsion system for a cross-domain vehicle;

[0029] The figure includes: 1. S-bend air inlet inlet, 2. S-bend air inlet, 3. S-bend air inlet outlet, 4. aerial engine, 5. Y-type channel air inlet, 6. Y-type channel, 7. nozzle, 8. underwater engine, 9. underwater engine inlet, 10. Y-type channel water inlet, 11. diverter valve plate, 12. nozzle inlet, 13. nozzle throat, 14. nozzle outlet. DETAILED DESCRIPTION

[0030] When flying in the air, the airflow flows into the aerial engine from the S-bend air inlet, passes through the Y-shaped channel and is affected by the diverter valve plate, then enters the nozzle, expands and generates thrust for the cross-domain vehicle to fly in the air. When sailing underwater, the water flows in from the underwater engine, passes through the Y-shaped channel and is affected by the diverter valve plate, then enters the nozzle, and is ejected at high speed to generate thrust for the cross-domain vehicle to sail underwater. When sailing on the surface, the above two working conditions occur at the same time, and the Y-shaped channel merges the airflow and water flow at the same time and enters the nozzle to generate thrust.

[0031] The S-curve air inlet can effectively prevent the waves near the aircraft from directly hitting the air engine when sailing on the surface, causing the air engine to shut down and affecting surface navigation.

[0032] Furthermore, the change pattern of the S-bend air inlet area should be expansion first and then contraction, the position of its maximum cross-sectional area should be located at the lowest point of the lower wall of the S-bend air inlet, and the maximum cross-sectional area should be more than 150% of the air engine inlet area.

[0033] Furthermore, the lowest point of the lower wall of the S-curve air inlet should be lower than the lowest point of the aerial engine inlet; preferably, the projection of the lowest point of the lower wall of the S-curve air inlet and the lowest point of the aerial engine inlet in the height direction should be no less than 50% of the diameter of the aerial engine, so as to better utilize the water storage on the lower wall of the S-curve air inlet and reduce the direct impact of waves on the aerial engine.

[0034] Furthermore, the lowest point of the upper wall of the S-curve air inlet should be higher than the lowest point of the inlet of the aerial engine; preferably, the projection of the lowest point of the upper wall of the S-curve air inlet and the lowest point of the inlet of the aerial engine in the height direction should be no less than 75% of the diameter of the aerial engine, so as to avoid water accumulation on the lower wall of the S-curve air inlet, which may make it difficult for the S-curve air inlet to intake air normally and cause the aerial engine to stall.

[0035] Furthermore, a drain valve, a pump and other devices are arranged near the lowest point of the lower wall of the S-curve air inlet, so that the water outlet of the S-curve air inlet can be discharged outside the cross-domain vehicle.

[0036] Furthermore, the side wall of the S-bend inlet should be swept back; preferably, the angle between the side wall and the horizontal plane should be between 35° and 60°. The inlet of the S-bend inlet should be located at the back of the cross-domain vehicle, so as to fully utilize the cross-domain vehicle body to shield the waves and further reduce the impact of waves on the propulsion system.

[0037] Furthermore, the design method of the S-bend inlet duct is extremely mature, and the design method of the change of the flow cross-section shape is also very mature. The design can be carried out based on the above-mentioned key size constraints and using mature methods.

[0038] Aerial engines are mainly used for propulsion of cross-domain vehicles during air flight and surface navigation; further, aerial engines can be selected from turbojet engines, turbofan engines, electric ducted engines, etc.

[0039] The underwater engine is mainly used for the propulsion of cross-domain vehicles during underwater navigation and surface navigation; further, the underwater engine can be a pump-jet engine, an electric ducted engine, etc.

[0040] The Y-channel is an important component that connects the aerial engine, underwater engine and nozzle, and is responsible for switching the working medium and working the engine. The Y-channel is divided into an air channel, a water channel and a confluence channel. The water channel is parallel to the confluence channel axis and has a basically consistent height, or the water channel axis is slightly lower than the confluence channel. The air channel merges into the confluence channel through two turns.

[0041] Furthermore, the design of the air passage of the Y-shaped passage has a turning angle as small as possible under the constraint of limited space. Since the two turning angles are generally equal, preferably, the turning angle should be greater than 15° and less than 40° to ensure that the total pressure recovery coefficient of the air passage is not less than 0.98 and maintain a high intake efficiency.

[0042] Furthermore, the diverter valve plate is located at the junction of the air channel, the water channel, and the confluence channel, and is used to switch the working medium and adjust the working condition of the engine. When the cross-domain vehicle is flying in the air, the diverter valve plate completely blocks the water channel. When the cross-domain vehicle is sailing underwater, the diverter valve plate completely blocks the air channel. When the cross-domain vehicle is sailing on the water surface, the diverter valve plate is adjusted to a position where both water and air can flow at the same time. Furthermore, when the cross-domain vehicle is sailing stably on the water surface, the ratio of the water channel flow area controlled by the diverter valve plate to the air channel flow area should be 1 / 5-1 / 3 to ensure that both water and air can flow through.

[0043] The nozzle is at the end of the entire propulsion system and is responsible for adjusting the working state of the engine, realizing air expansion to generate thrust and other functions. Since the propulsion system of a cross-domain vehicle needs to take into account the needs of underwater, surface, and air navigation, the working fluids used include water, air, and water and air, and the working conditions are complex, the nozzle must have a wide range of flow adjustment capabilities, that is, the throat area is adjustable. Generally speaking, the maximum area of ​​the adjustable throat of the nozzle should be more than twice the minimum area; preferably, more than 3.5 times. There is no restriction on the specific adjustment method, and existing mature adjustment technologies can be used.

[0044] Furthermore, in addition to the flow regulation capability of the nozzle throat, other functions and adjustments can be adjusted according to actual needs. If only efficient thrust is required for cross-domain navigation, the nozzle can be a Laval nozzle (convergent-divergent nozzle) or a convergent nozzle. If the nozzle is also required to generate attitude control force and torque, a thrust vector nozzle with adjustable throat area can be selected.

[0045] Figure 5 The Y-channel propulsion system of a typical cross-domain vehicle with experimental verification was demonstrated. Through the design matching the cross-domain vehicle, the air engine uses a micro turbojet engine, the underwater engine uses a pump-thrust engine, and the mode switching is completed through the Y-channel; the thrust of about 10daN is achieved in the air flight and about 25daN is achieved in the underwater navigation.

[0046] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A Y-channel propulsion system for a cross-domain vehicle, characterized in that: The invention comprises an S-bend air inlet (2), wherein the S-bend air inlet (2) is connected in series with an aerial engine (4), wherein the aerial engine (4) is connected in series with a Y-shaped channel (6), wherein the Y-shaped channel (6) is connected in series with a nozzle (7) and an underwater engine (8), wherein a diverter valve plate (11) is further connected in the Y-shaped channel (6), wherein the diverter valve plate (11) is rotated by an actuating mechanism to divide the Y-shaped channel (6) into three channel types, namely, an air channel, a water channel and a converging channel, so as to adapt to different working conditions.

2. A Y-channel propulsion system for a cross-domain vehicle according to claim 1, characterized in that: The position of the maximum cross-sectional area of ​​the S-bend air inlet (2) is located at the lowest point of the lower wall of the S-bend air inlet (2), and the maximum cross-sectional area is more than 150% of the inlet area of ​​the aerial engine (4).

3. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that: The lowest point of the lower wall surface of the S-bend air inlet duct (2) is lower than the lowest point of the inlet of the aerial engine (4); the lowest point of the upper wall surface of the S-bend air inlet duct (2) is higher than the lowest point of the inlet of the aerial engine (4).

4. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that: The projection of the lowest point of the lower wall of the S-bend air inlet (2) and the lowest point of the inlet of the aerial engine (4) in the height direction is not less than 50% of the diameter of the aerial engine (4); the projection of the lowest point of the upper wall of the S-bend air inlet (2) and the lowest point of the inlet of the aerial engine (4) in the height direction is not less than 75% of the diameter of the aerial engine (2).

5. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that: A drainage device is arranged at the lowest point of the lower wall of the S-bend air inlet duct (2), and the drainage device includes but is not limited to a drainage valve and a pump.

6. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that: The side wall surface of the S-bend air inlet inlet (1) is of a swept configuration, and the angle between the side wall surface and the horizontal plane is between 35° and 60°.

7. The Y-channel propulsion system for a cross-domain vehicle according to claim 1, characterized in that: The aerial engine (4) includes, but is not limited to, a turbojet engine, a turbofan engine, and an electric ducted engine; the underwater engine (8) includes, but is not limited to, a pumpjet engine and an electric ducted engine.

8. The Y-channel propulsion system for a cross-domain vehicle according to claim 1, characterized in that: The axis of the water channel is parallel to the merging channel and has the same height, or the axis of the water channel is slightly lower than the merging channel.

9. The Y-channel propulsion system for a cross-domain vehicle according to claim 1, characterized in that: The throat area of ​​the nozzle (7) is adjustable, and the maximum throat area is more than twice the minimum throat area. The nozzle (7) is a Laval nozzle or a convergent nozzle.

10. The Y-channel propulsion system for a cross-domain vehicle according to claim 1, characterized in that: The diverter valve plate (11) is rotated by the actuating mechanism to divide the Y-shaped channel (6) into three types of channels: an air channel, a water channel and a confluence channel, so as to adapt to different working conditions: Working condition 1: When flying in the air, the diverter valve plate (11) is rotated by the actuating mechanism to completely close the underwater channel, and the airflow flows from the S-bend air inlet (2) into the air engine (4), enters the nozzle (7) through the Y-shaped channel (6), and expands to generate thrust; Working condition 2: Underwater navigation, the diverter valve plate (11) is rotated by the actuating mechanism to completely close the air passage, and water flows into the underwater engine (8) from the S-bend air inlet (2), enters the nozzle (7) through the Y-shaped channel (6), and is ejected to generate thrust; Working condition three: sailing on the water surface, the diverter valve plate (11) is rotated by the actuating mechanism, so that the underwater channel and the air channel are opened at the same time, and the Y-shaped channel (6) merges the air flow and the water flow and enters the nozzle (7) to generate thrust.

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