A rotor structure, design method, engine and self-enclosed cooling system for an aviation rotor engine

Abstract

The present invention relates to the field of aviation engine technology, and specifically to a rotor structure, design method, engine and self-enclosed cooling system for aviation rotor engines, wherein the rotor structure comprises: a rotor body, an inner phase gear and a counterweight ring, wherein the middle part of the rotor body is a mounting hole, and the area between the mounting hole and the outer peripheral surface of the rotor body is provided with a heat dissipation groove, wherein a plurality of heat dissipation ribs and a plurality of reinforcing ribs are provided in the heat dissipation groove; the bearing is installed in the mounting hole; the inner phase gear is provided at the end face of the mounting hole of the rotor body, and its inner ring is used to mesh with the outer phase gear on the rear cylinder head of the engine; the counterweight ring is provided at the end face of the rotor body away from the inner phase gear, and the counterweight ring and the inner phase gear are both concentric with the mounting hole. The present invention balances the quality and structural strength requirements of the rotor structure, and realizes the regulation of the cold air flow and the inlet temperature through a self-enclosed circulating air cooling system, so as to match the engine power and the actual heat dissipation requirements.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular to a rotor structure, a design method, an engine and a self-enclosed cooling system for an aeroengine. Background Art

[0002] The rotary engine has broad application prospects in UAV aviation power due to its simple and compact structure, high power per liter, high speed and low noise and vibration. However, when it is working, the gas temperature in the cylinder can reach up to 1800-2000℃, and the average circulation temperature can reach 700-1000℃. The cylinder body, end cover, triangular rotor, eccentric shaft and bearing parts that are in direct contact with the gas face serious overheating problems. The large heat load causes the engine cylinder body and cylinder head to deform, destroys the cylinder body sealing conditions, and affects the mechanical properties and durability of the bearings and eccentric shafts, causing a significant decrease in engine performance and service life. Therefore, it is necessary to improve the existing rotary engine structure and improve its heat dissipation capacity.

[0003] Most existing aircraft rotary engines are cooled by ramjet during flight, and a few have centrifugal fans arranged at the center of the rotor for air cooling. That is, the existing heat dissipation methods are all open air cooling, which cannot adjust the air intake volume and air intake temperature according to the engine operating conditions and heat dissipation requirements. In addition, the heat dissipation fins in the aircraft engine rotor are single-structure fins with limited heat dissipation enhancement effect. Increasing the number of fins will increase the rotor's deadweight, affecting the overall mechanical performance of the engine. Therefore, it is necessary to design a self-enclosed air cooling system with adjustable heat dissipation performance and a new rotor structure for aircraft engines based on the typical operating conditions of aircraft rotary engines.

[0004] Therefore, it is necessary to provide a rotor structure, design method, engine and self-enclosed cooling system for an aviation rotor engine to solve the above problems. Summary of the invention

[0005] The invention provides a rotor structure, a design method, an engine and a self-enclosed cooling system for an aviation rotor engine to solve the existing problems.

[0006] A rotor structure for an aviation rotor engine of the present invention adopts the following technical solution, including: The rotor body has a mounting hole in the middle for mounting the needle bearing, a heat dissipation groove is provided in the area between the mounting hole and the outer peripheral surface of the rotor body, and a plurality of heat dissipation ribs and a plurality of reinforcing ribs are provided in the heat dissipation groove; A bearing is installed in the mounting hole; The inner phase gear is arranged on the end face of the mounting hole of the rotor body, and its inner ring is used to mesh with the outer phase gear on the rear cylinder cover of the engine; And a weight ring is arranged on the end surface of the rotor body away from the inner phase gear, and the weight ring and the inner phase gear are concentric with the mounting hole.

[0007] In one embodiment, the outer rings of the inner phase gear and the counterweight ring are both provided with a plurality of connecting ears, and the connecting ears are connected to the connecting holes provided on the end surface of the rotor body through connecting screws.

[0008] In one embodiment, the rotor body is a triangular rotor.

[0009] In one embodiment, the heat dissipation slot is opened in a triangular area between the mounting hole and each corner of the triangular rotor.

[0010] In one embodiment, a sealing groove is axially provided at a connection between two adjacent outer circumferential surfaces of the triangular rotor.

[0011] A design method for a rotor structure of an aviation rotor engine adopts the following technical solution, including using a density model to perform topological optimization calculation on parameters of heat dissipation ribs and reinforcement ribs of the rotor structure, and designing the rotor structure based on the optimized parameters of the heat dissipation ribs and reinforcement ribs.

[0012] An aviation rotary engine adopts the following technical solution, including a rotor structure for an aviation rotary engine of the present invention.

[0013] A self-enclosed air cooling system for an aircraft rotary engine adopts the following technical scheme, including: a heat exchanger, a cooling fan, and a centrifugal impeller arranged in the aircraft rotary engine of the present invention, the centrifugal impeller is used to output the heat in the cylinder body from the rear cover of the engine and after being cooled by the heat exchanger, input it from the front cover of the engine into the cylinder body of the engine for air cooling circulation and heat dissipation; the cooling fan is used to cool the heat exchanger.

[0014] The beneficial effects of the present invention are: The design parameters of the heat dissipation ribs and reinforcement ribs are generated through topological structure optimization calculation to balance the mass and structural strength requirements of the rotor structure. The self-closed circulation air cooling system is used to adjust the cold air flow and inlet temperature to match the engine power and actual heat dissipation requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1It is a schematic diagram of the overall structure of a rotor structure for an aviation rotor engine of the present invention; Figure 2 A half-section exploded view of a rotor structure for an aviation rotor engine of the present invention; Figure 3 This is a schematic structural diagram of a self-enclosed air cooling system for an aviation rotary engine in an embodiment of the present invention; Figure 4 The schematic diagram is a self-enclosed air cooling system for an aviation rotary engine in an embodiment of the present invention.

[0017] In the figure: 1. counterweight ring; 2. connecting screws; 3. rotor body; 4. reinforcing ribs; 5. annular mounting groove; 6. internal phase gear; 7. heat dissipation ribs; 8. front cover; 9. front cylinder cover; 10. eccentric shaft; 11. rotor structure; 12. cylinder body; 13. rear cylinder cover; 14. centrifugal impeller; 15. rear cover; 16. heat exchanger; 17. cooling fan. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] An embodiment of a rotor structure for an aviation rotor engine of the present invention is as follows: Figure 1 As shown, it includes: a rotor body 3, a bearing, an inner phase gear 6 and a counterweight ring 1. The middle part of the rotor body 3 is a mounting hole for mounting a needle bearing. The rotor body 3 is connected to the eccentric shaft 10 through the needle bearing. A heat dissipation groove is provided in the area between the mounting hole and the outer peripheral surface of the rotor body 3. A plurality of heat dissipation ribs 7 and a plurality of reinforcing ribs 4 are provided in the heat dissipation groove; the inner phase gear 6 is arranged on the end face of the mounting hole of the rotor body 3, and the inner ring of the inner phase gear 6 is used for transmission connection with the eccentric shaft of the engine; the counterweight ring 1 is arranged on the end face of the rotor body 3 away from the inner phase gear 6, and the counterweight ring 1 and the inner phase gear 6 are concentric with the mounting hole.

[0020] like Figure 2As shown, in order to facilitate engine maintenance and assembly, an annular mounting groove 5 concentric with the mounting hole is provided on the end face of the mounting hole of the rotor body 3, a connecting hole is provided on the rotor body 3 outside the annular mounting groove 5, and a plurality of connecting ears are provided on the outer rings of the inner phase gear 3 and the counterweight ring 1, which are connected to the connecting holes on the rotor body 3 by connecting screws 2. That is, the detachable structure of this embodiment is different from the previous rivet connection and fixation, which enhances the engine loading and unloading performance, avoids damage to components during engine disassembly and maintenance, optimizes the engine maintainability, and avoids the overall abandonment of the aircraft engine rotor due to damage to a single component.

[0021] like Figure 1 As shown, in this embodiment, the rotor body 3 is a triangular rotor, and the heat dissipation groove is opened in the triangular area between the mounting hole and each corner of the triangular rotor. Since the air domain of the triangular area between the mounting hole of the triangular rotor and each corner of the rotor body 3 (that is, the heat dissipation groove of this embodiment) is larger, the air cooling and heat dissipation effect is better, the mass of the rotor body 3 is lower, and the increased air domain has a good heat insulation effect on the moving parts of the eccentric shaft and the bearing, which can avoid fatigue damage of the moving parts caused by thermal stress.

[0022] In order to facilitate the subsequent sealing between the rotor and the inner wall of the engine cylinder, a sealing groove is axially provided at the connection between two adjacent outer peripheral surfaces of the triangular rotor of this embodiment.

[0023] A design method for a rotor structure of an aviation rotor engine comprises: using a density model to perform topological optimization calculation on parameters of heat dissipation ribs 7 and reinforcement ribs 4 of the rotor structure, and designing the rotor structure based on the optimized parameters of the heat dissipation ribs 7 and reinforcement ribs 4.

[0024] In this embodiment, in order to simplify the density model, the two-dimensional cross section of the triangular rotor is used as the calculation model, and the proportion and shape of the solid domain (heat dissipation ribs 7 and reinforcement ribs 4) and air domain in the triangular area between the mounting hole and the outer wall of the rotor are optimized. The density function of the triangular area is defined as , each point in the triangular area between the mounting hole and each corner of the triangular rotor X The value of (x,y) is between 0 and 1, indicating that it is between a solid and an air domain. In structural mechanics, constructing a Young's modulus penalty function ,in is the actual Young's modulus of the material, is the density function of the triangular optimization area, where For the air domain, corresponds to the solid domain.

[0025] The initial optimization goal of the optimization calculation process is: maximum rotor structural stiffness, that is, minimum total strain energy ( ), then the objective function is Given different quality constraints A (0< A <1), the mass proportion of the heat dissipation rib 7 and the reinforcing rib 4 is constrained, then .in, W Stotal To optimize the total strain energy in the region, W S To optimize the strain energy per unit area, To optimize the regional stress, For strain, a is the dimensionless coefficient, A is the constraint coefficient, M 0 is the material quality, V 0 is the material volume (area in the 2D cross-section calculation model).

[0026] In order to avoid the gray area between the solid domain and the air domain in the optimization, Penalize the intermediate values ​​between 0 and 1 and define the penalty Young's modulus ,in p is the exponential magnification factor, which is generally set to 3 or 5. To avoid unreasonable chessboard design, it is necessary to minimize the total strain energy while minimizing Changes in space ( ),in, for In space x , y , z The derivative of the direction, so the comprehensive objective function is defined in, W S0 for The total strain energy at a constant is the scale factor, h max is the maximum grid size, h 0 is the expected size, B is the design space area, q is the regularization weight control factor. The topology optimization calculation obtains the distribution and shape of the solid domain (heat dissipation rib 7 and stiffening rib 4) in the triangular optimization area, and then the semi-regular solid area shape obtained by topology optimization is parameterized. Finally, according to the parameters of the heat dissipation rib 7 and stiffening rib 4 after topology optimization, the rotor structure of the aviation rotor engine is generated by 3D printing, metal milling or metal powder casting.

[0027] like Figure 3As shown, an aviation rotary engine comprises: a front cover 8, a front cylinder cover 9, an eccentric shaft 10, a cylinder body 12, a rear cylinder cover 13, a centrifugal impeller 14, a rear cover 15 and a rotor structure 11 for an aviation rotary engine of the present invention, wherein the front cover 8, the front cylinder cover 9, the cylinder body 12, the rear cylinder cover 13 and the rear cover 15 are sequentially mounted on the eccentric shaft 10, wherein the engine rotor structure 11 is mounted on the eccentric shaft 10 in the cylinder body 12 of the engine, and the centrifugal impeller 14 is mounted on the eccentric shaft 10 in the mounting cavity formed by the rear cylinder cover 13 and the rear cover 15. Specifically, the mounting hole of the rotor structure 11 cooperates with the journal of the eccentric shaft 10 through a needle bearing, and the inner phase gear 6 of the rotor structure 11 is meshed with the outer phase gear on the rear cylinder cover 13 to form a planetary gear structure.

[0028] A self-enclosed air cooling system for an aircraft rotary engine, comprising: a heat exchanger 16, a cooling fan 17, and a centrifugal impeller 14 provided in an aircraft rotary engine 11 of the present invention, wherein the centrifugal impeller 14 is used to output the heat in a cylinder body 12 from a rear cover 15 of the engine and, after being cooled by the heat exchanger 16, input the heat from a front cover 8 of the engine into the cylinder body 12 of the engine for air cooling circulation and heat dissipation; the cooling fan 17 is used to cool the heat exchanger 16, specifically, as Figure 3 and Figure 4 As shown, a cold air inlet is provided on the front cover 8 of the aircraft rotary engine, and a hot air outlet is provided on the rear cover 15 of the aircraft rotary engine. The hot air outlet is connected to the inlet of the heat exchanger 16, and the cold air inlet is connected to the outlet of the heat exchanger 16, that is, the cold air cooled by the heat exchanger 16 enters the engine through the front cover 8 of the engine, and the cold air flows through the front cylinder head 9, the eccentric shaft 10, the heat dissipation grooves on the rotor body 3 and the central cooling air duct of the rear cylinder head 13 of the engine, taking away the central heat of the engine cylinder body 12, and the centrifugal impeller 14 sucks the hot air out of the cavity between the rear cylinder head 13 and the rear cover 15. After being cooled by the heat exchanger 16, the hot air enters the engine again for a self-closed air cooling cycle, thereby realizing the heat dissipation cooling of the engine, that is, the heat of the combustion chamber is conducted to the reinforcing ribs 4 and the heat dissipation ribs 7 through the outer wall of the rotor body 3, and is taken away from the engine cylinder body 12 by the self-closed air cooling cycle.

[0029] It should be noted that in the self-enclosed air cooling system of the aircraft rotor engine, the cold air temperature at the cold air inlet of the engine is adjusted by the speed of the cooling fan 17, and the cold air flow rate at the cold air inlet is adjusted by the speed of the centrifugal impeller 14. The centrifugal impeller 14 is connected to the eccentric shaft 10, and the speed of the centrifugal impeller 14 is the speed of the engine. The higher the speed of the engine, the greater the cold air flow rate at the cold air inlet of the engine, and adaptive matching of the heat dissipation and the engine speed can be achieved.

[0030] In summary, the embodiments of the present invention provide a rotor structure, design method, engine and self-closed cooling system for an aviation rotor engine, which generates design parameters of heat dissipation ribs and reinforcing ribs through topological structure optimization calculation to balance the mass and structural strength requirements of the rotor structure, and realizes cold air flow and inlet temperature regulation through a self-closed circulating air cooling system to match the engine power and actual heat dissipation requirements.

[0031] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A rotor structure for an aviation rotor engine, characterized in that: include: The rotor body has a mounting hole in the middle for mounting the needle bearing, a heat dissipation groove is provided in the area between the mounting hole and the outer peripheral surface of the rotor body, and a plurality of heat dissipation ribs and a plurality of reinforcing ribs are provided in the heat dissipation groove; The inner phase gear is arranged on the end face of the mounting hole of the rotor body, and its inner ring is used to mesh with the outer phase gear on the rear cylinder cover of the engine; And a weight ring is arranged on the end surface of the rotor body away from the inner phase gear, and the weight ring and the inner phase gear are concentric with the mounting hole.

2. A rotor structure for an aircraft rotor engine according to claim 1, characterized in that: The outer rings of the inner phase gear and the counterweight ring are both provided with a plurality of connecting ears, and the connecting ears are connected to the connecting holes provided on the end surface of the rotor body through connecting screws.

3. A rotor structure for an aircraft rotor engine according to claim 1, characterized in that: The rotor body is a triangular rotor.

4. A rotor structure for an aircraft rotor engine according to claim 3, characterized in that: The heat dissipation slot is provided in a triangular region between the mounting hole and each corner of the triangular rotor.

5. A rotor structure for an aircraft rotor engine according to claim 3, characterized in that: A sealing groove is axially provided at the connection between two adjacent outer peripheral surfaces of the triangular rotor.

6. A method for designing a rotor structure for an aviation rotor engine, characterized in that: This includes using a density model to perform topological optimization calculations on the parameters of the heat dissipation ribs and reinforcement ribs of the rotor structure, and designing the rotor structure based on the optimized parameters of the heat dissipation ribs and reinforcement ribs.

7. An aviation rotary engine, characterized in that: A rotor structure for an aviation rotor engine comprising the rotor structure described in any one of claims 1 to 5.

8. A self-enclosed air cooling system for an aircraft rotary engine, characterized in that: include: A heat exchanger, a cooling fan and a centrifugal impeller arranged in the aircraft rotor engine as described in claim 7, the centrifugal impeller is used to output the heat in the cylinder body from the rear cover of the engine and after being cooled by the heat exchanger, input it from the front cover of the engine into the cylinder body of the engine for air-cooled circulation and heat dissipation; the cooling fan is used to cool the heat exchanger.

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