Wave rotor turbine and aero-engine

Abstract

The invention relates to the technical field of turbine structure design, and discloses a wave rotor turbine and an aero-engine, and the wave rotor turbine comprises a hub cylinder, turbine blades, an end plate and an igniter. The hub barrel is suitable for being rotatably arranged around the first output shaft; the multiple turbine blades are arranged on the hub cylinder at intervals, and a combustion chamber is defined by every two adjacent turbine blades and the hub cylinder. The number of the end plates is two, the two end plates are arranged at the two ends of the hub cylinder respectively, the end plates are fixedly arranged, at least one opening is formed in each end plate, and the openings are communicated with the combustion chambers periodically. The igniter is arranged on the end plate, and the igniter and the opening are arranged at intervals. The wave rotor and turbine integrated technology is adopted, a combustion chamber and a turbine of a conventional engine are integrated into one component, meanwhile, a double-rotor structure is simplified into a single-rotor structure, the system complexity can be greatly reduced, the power-to-weight ratio and the energy utilization rate can be increased, and the good potential of shortening the axial length of the engine is achieved.

Description

Technical Field

[0001] The invention relates to the technical field of turbine structure design, and in particular to a wave rotor turbine and an aeroengine. Background Art

[0002] As a part of an aircraft engine, the turbine plays an important role. The main function of the turbine is to convert most of the energy of the high-temperature, high-pressure combustion gas flowing out of the combustion chamber into mechanical work, providing power for the overall operation of the aircraft engine.

[0003] In the prior art, the conventional combustion chamber is replaced with a wave rotor combustion chamber, a wave rotor drive motor is added, and the rest of the structure is basically the same as that of a conventional turbine engine, so as to improve the thermal cycle efficiency and unit power of the engine. However, such an engine is highly complex, which is not conducive to improving the power-to-weight ratio of the engine and reduces the energy utilization rate. Summary of the invention

[0004] In view of this, the present invention provides a wave rotor turbine and an aircraft engine to solve the problems of high complexity and low energy utilization of the engine.

[0005] In the first aspect, the present invention provides a wave rotor turbine, comprising: a hub, which is suitable for being rotatably arranged around a first output shaft; turbine blades, which are provided in a plurality of numbers, and the plurality of turbine blades are arranged on the hub at intervals, and two adjacent turbine blades and the hub form a combustion chamber; an end plate, which is provided with two end plates, and the two end plates are respectively arranged at the two ends of the hub, and the end plates are fixedly arranged, and at least one opening is opened on the end plates, and the opening is periodically connected to each combustion chamber; an igniter, which is arranged on the end plate and on a side close to the turbine blades, and the igniter is arranged at intervals from the opening along the rotation direction of the hub.

[0006] Beneficial effects: the opening is periodically connected and closed with each combustion chamber, and during the rotation of the hub drum, the combustible mixture will generate a compression wave in the channel, thereby realizing the pre-compression process in the wave rotor; when both ends of the combustion chamber are closed, as the hub drum continues to rotate, the shock wave continuously reflects between the two ends of the channel, and the pressure and temperature of the combustible mixture in the channel continue to increase, and under the action of the igniter, the combustible mixture completes combustion in the combustion chamber, and the air flow pressure and temperature in the combustion chamber further increase until the combustion chamber is connected to the opening, and the high-temperature and high-pressure combustion gas is discharged from the wave rotor turbine, thus completing a cycle of the wave rotor; the present invention adopts the wave rotor turbine integration technology, which integrates the combustion chamber and turbine components of a conventional engine into one component, and simplifies the dual-rotor structure into a single-rotor structure, which can omit part of the lubrication and sealing system, greatly reduce the system complexity, improve the power-to-weight ratio and energy utilization rate, and has good potential to shorten the axial length of the engine.

[0007] In an optional embodiment, the hub includes a cylinder body and a guide plate, the cylinder body is suitable for being rotatably arranged around a first output shaft, a plurality of guide plates are provided, and the plurality of guide plates are arranged on the cylinder body at intervals, both ends of the turbine blades are connected to the guide plates to form a baffle, and two adjacent baffles and the cylinder body enclose the combustion chamber.

[0008] Beneficial effect: By setting the guide plate, the length of the combustion chamber is increased, which can improve the stability of combustion and enhance the stability and reliability of the turbine.

[0009] In the second aspect, the present invention also provides an aircraft engine, comprising: the above-mentioned wave rotor turbine; an air intake assembly, wherein the air intake assembly is arranged upstream of the wave rotor turbine, the air intake assembly has an inlet and an outlet, the inlet is suitable for collecting external air, and the outlet is connected to the opening near the upstream of the wave rotor turbine.

[0010] Beneficial effects: The aircraft engine adopts wave rotor technology, which is based on isochoric combustion and has self-pressurization characteristics. It can reduce the number of compressor stages and greatly improve the cycle thermal efficiency and unit power.

[0011] In an optional embodiment, the air intake assembly includes an air intake duct and a compressor, the first end of the air intake duct forms the inlet, the second end of the air intake duct is connected to the first end of the compressor, and the second end of the compressor forms the outlet.

[0012] Beneficial effect: The outside air is compressed by the compressor to increase the air flow temperature and pressure.

[0013] In an optional embodiment, the aircraft engine is a turboshaft engine or a turboprop engine.

[0014] In an optional embodiment, the aircraft engine also includes: a power shaft, the power shaft includes a first output shaft and a second output shaft, the hub is sleeved on the first output shaft and can be rotatably arranged with the first output shaft, the compressor is sleeved on the second output shaft and can be rotatably arranged with the second output shaft; a connecting assembly, both ends of the connecting assembly are respectively connected to the first output shaft and the second output shaft in a driving manner.

[0015] Beneficial effect: By setting the connecting component, the rotation speed between the first output shaft and the second output shaft is matched.

[0016] In an optional embodiment, the connecting assembly includes a first connecting shaft, a second connecting shaft and a gear box, the two ends of the gear box are respectively connected to the first connecting shaft and the second connecting shaft, the first connecting shaft is connected to the second output shaft, and the second connecting shaft is connected to the first output shaft.

[0017] In an optional embodiment, the aircraft engine further comprises an accessory transmission device, wherein the accessory transmission device is drivingly connected to an end of the second output shaft away from the connecting assembly.

[0018] Beneficial effects: Power is generated by the rotation of turbine blades in the wave rotor turbine, and the power is transmitted through the first output shaft, the second output shaft and the connecting assembly to drive the compressor and the accessory transmission device.

[0019] In an optional embodiment, the aircraft engine is a turbojet engine or a turbofan engine.

[0020] In an optional embodiment, the aircraft engine further comprises an exhaust device connected to the opening close to the downstream of the wave rotor turbine.

[0021] Beneficial effect: By arranging an exhaust device, the high-temperature and high-pressure combustion gas generated by the wave rotor turbine is discharged through the exhaust device. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 A schematic structural diagram of a wave rotor turbine according to Embodiment 1 of the present invention;

[0024] Figure 2 It is a schematic diagram of a half-section structure of a wave rotor turbine according to Embodiment 1 of the present invention;

[0025] Figure 3 This is a schematic diagram of the full cross-section structure of the wave rotor turbine according to Example 1 of the present invention;

[0026] Figure 4 It is a two-dimensional schematic diagram of the structure of the wave rotor turbine of Example 1 of the present invention;

[0027] Figure 5 This is a schematic diagram of a single working cycle process of a single combustion chamber of a wave rotor turbine according to Example 1 of the present invention;

[0028] Figure 6 This is a schematic structural diagram of an aircraft engine according to Embodiment 2 of the present invention;

[0029] Figure 7 TS comparison diagram of wave rotor cycle, constant volume cycle and constant pressure cycle.

[0030] Description of reference numerals:

[0031] 10. Hub; 11. Cylinder; 12. Guide plate; 20. Turbine blades; 30. End plate; 31. Opening; 40. Baffle; 50. Intake assembly; 51. Intake duct; 52. Compressor; 53. Inlet; 54. Outlet; 60. Power shaft; 61. First output shaft; 62. Second output shaft; 70. Connecting assembly; 71. First connecting shaft; 72. Second connecting shaft; 73. Gearbox; 80. Accessory transmission; 90. Combustion chamber; 100. Exhaust. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are 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 those skilled in the art without creative work are within the scope of protection of the present invention.

[0033] Combine the following Figures 1 to 7 , describing an embodiment of the present invention.

[0034] Example 1

[0035] like Figures 1 to 4 As shown, the wave rotor turbine of this embodiment includes a hub 10, turbine blades 20, an end plate 30 and an igniter. The hub 10 is rotatably arranged around the first output shaft 61; there are twenty turbine blades 20, which are arranged at intervals on the hub 10, and two adjacent turbine blades 20 and the hub 10 enclose a combustion chamber 90; there are two end plates 30, which are respectively arranged at both ends of the hub 10, and the end plates 30 are fixedly arranged. Two openings 31 are provided on the end plates 30, and each opening 31 is periodically connected to each combustion chamber 90; the igniter (not shown in the figure) is arranged on the end plate 30 and is arranged on a side close to the turbine blades 20, and the igniter and the openings 31 are arranged at intervals along the rotation direction of the hub 10.

[0036] When the wave rotor turbine of this embodiment is applied, the opening 31 is periodically connected and closed with each combustion chamber 90. During the rotation of the hub drum 10, the combustible mixture will generate a compression wave in the channel, thereby realizing the pre-compression process in the wave rotor; when both ends of the combustion chamber 90 are closed, as the hub drum 10 continues to rotate, the shock wave is continuously reflected between the two ends of the channel, and the pressure and temperature of the combustible mixture in the channel continue to increase. Under the action of the igniter, the combustible mixture is burned in the combustion chamber 90, and the air flow pressure and temperature in the combustion chamber 90 are further increased until the combustion chamber 90 is connected with the opening 31, and the high-temperature and high-pressure combustion gas is discharged from the wave rotor turbine, thereby completing a cycle of the wave rotor; the present invention adopts the wave rotor turbine integration technology, which integrates the combustion chamber 90 and the turbine of a conventional engine into one component, and simplifies the dual-rotor structure into a single-rotor structure, which can omit part of the lubrication and sealing system, greatly reduce the system complexity, improve the power-to-weight ratio and energy utilization rate, and has good potential for shortening the axial length of the engine.

[0037] It should be noted that if Figure 7 As shown, Figure 7 Comparison of temperature-entropy diagrams (TS diagrams) of the wave rotor cycle, constant volume cycle and Brayton cycle (constant pressure cycle).

[0038] It is further explained that the thermodynamic cycle process of the wave rotor cycle is as follows: the process from 0 to 1 is the isentropic compression process in the air inlet 51 and the compressor 52, the process from 1 to 2 is the pre-compression process in the wave rotor channel, the process from 2 to 3 is the wave rotor combustion endothermic process, the process from 3 to 4 is the pre-expansion process in the wave rotor channel, the process from 4 to 5 is the isentropic expansion process in the turbine and the nozzle, and the process from 5 to 0 is the combustion heat release process.

[0039] It is further explained that the absolute ratio constant pressure cycle is a cycle process from 0 to 1a to 4a to 5a. It can be understood that after isentropic expansion of the turbine and nozzle, the entropy value of the wave rotor cycle at section 5 is less than the entropy value at 5a of the isobaric cycle. Therefore, the heat released in the heat release process of the wave rotor cycle gas is less (the heat released in the cycle heat release process is the area enclosed by the projection of the heat release curve 5 to 0 on the TS diagram to the entropy coordinate). When the heating amount in the cycle process is the same, the heat absorption of the wave rotor cycle process is greater than that of the constant pressure cycle, that is, the cycle work is large and the cycle thermal efficiency is high.

[0040] However, in the prior art, adding wave rotor technology to a conventional turbine engine requires the installation of a rotor system related thereto, that is, an additional independent generator system is required to drive and transmit power, and a bearing is provided between the wave rotor and the end plate 30, which needs to be lubricated and sealed. This increases the complexity of the system, and the additional device is not conducive to improving the power-to-weight ratio of the engine. On the other hand, the power generated by the wave rotor is not fully utilized, which reduces the energy utilization rate.

[0041] It is worth noting that, in the present embodiment, the wave rotor is combined with the turbine, and the double rotor structure (the gas generator rotor composed of the turbine and the wave rotor rotor) is changed into a single rotor structure (the rotor formed by the wave rotor turbine combination). Therefore, only the bearing lubrication and sealing of the wave rotor turbine components are required, without the need to perform lubrication and sealing on the wave rotor and the turbine separately, which greatly reduces the complexity of the system.

[0042] It should be noted that those skilled in the art can adjust the structural type of the wave rotor according to actual needs, such as a through-flow type wave rotor, a backflow type wave rotor, etc.

[0043] Specifically, the end plate 30 is an annular plate, and two end plates 30 are provided. The two end plates 30 are respectively provided at the two ends of the hub 10, and two openings 31 are provided on the end plates 30. That is, in this embodiment, the wave rotor turbine has two inlet ports and two exhaust ports, and the wave rotor turbine includes two complete wave rotor cycles, see Figure 1 In the figure, the opening 31 opened on the left end plate 30 is an air intake port, and the opening 31 opened on the right end plate 30 is an exhaust port; along the rotation direction of the hub 10, the igniter and the opening 31 are spaced apart to ignite the gas in the combustion chamber 90 when the opening 31 and the combustion chamber 90 are closed.

[0044] It should be noted that those skilled in the art can flexibly select and set the number of turbine blades 20 according to the air flow requirements of the aircraft engine.

[0045] Please note that Figure 5 , Figure 5 A schematic diagram of a single working cycle process of a wave rotor turbine single combustion chamber 90 is shown. Figure 5 In the figure, time is used as the vertical axis. The thermal states in the combustion chamber 90 at the bottom and the top of the vertical axis are consistent. The cycle process of the wave rotor turbine single combustion chamber 90 starts from the bottom of the vertical axis. At this time, both ends of the combustion chamber 90 are in a closed state, there is a low-speed flow inside the combustion chamber 90, and it is filled with high-temperature and high-pressure burned gas.

[0046] It is further explained that as the single combustion chamber 90 moves upward, the combustion chamber 90 and the exhaust port are gradually opened. a At the moment, an expansion wave sector is generated at the lower edge of the exhaust port, and the expansion wave enters the combustion chamber 90 and propagates upstream. At this time, the high-temperature combustion gas is discharged from the exhaust port, and the combustion gas pressure in the combustion chamber 90 gradually decreases. When the expansion wave propagates to the wall of the end plate 30 at the left end and reflects back, the total pressure and total temperature in the combustion chamber 90 are further reduced. At t bAt time t, the intake port is connected to the combustion chamber 90. At this time, the intake pressure is greater than the gas pressure in the combustion chamber 90. The combustible mixed gas enters the combustion chamber 90 of the wave rotor turbine. The filling process continues until the exhaust port is gradually closed. At t c At the moment, the exhaust port is closed, the scavenging process ends, and the emission expansion wave from the intake port is transmitted to the exhaust port, slowing down the outflow speed. At the same time, the airflow in the combustion chamber 90 encounters the gradually closed exhaust port, which will generate a series of compression waves and interrupt the flow of air in the combustion chamber 90. The generated compression waves gradually overlap to form shock waves that propagate upstream, and the shock waves compress the combustible mixture in the combustion chamber 90. When the shock wave reaches the upper edge of the intake port, the intake port is gradually closed. At t d At this moment, the intake port and the exhaust port are all closed. At this time, the fluid in the combustion chamber 90 is in a relatively static state. At this point, the intake and exhaust cycle of the wave rotor is completed. The main function is to drive the high-temperature and high-pressure combustion gas into the turbine to expand and do work, sweep the combustion gas in the combustion chamber 90, and inhale fresh combustible mixed gas; as the wave rotor channel continues to translate upward (that is, the turbine blades 20 continue to rotate), the shock wave is continuously reflected between the wall surfaces of the end plates 30 at the left and right ends of the combustion chamber 90, and the pressure and temperature of the combustible mixed gas in the combustion chamber 90 continue to increase; at t e At this moment, the igniter ignites the combustible mixture in the wave rotor combustion chamber 90. At this time, the combustion chamber 90 continues to translate upward, and the combustible mixture completes combustion in the combustion chamber 90. Its combustion mode is an isochoric combustion mode. The airflow pressure and temperature in the combustion chamber 90 further increase. As the turbine blades 20 of the wave rotor rotate, until the combustion chamber 90 gradually contacts the lower edge of the exhaust port, the wave rotor enters the next cycle, thereby completing the entire working process of a single cycle of the wave rotor turbine single combustion chamber 90.

[0047] It should be noted that Figures 1 to 3 The dotted line in is the section line. Figure 1 and Figure 3 The solid line with arrows in the figure is a schematic line of gas flow.

[0048] like Figure 1 As shown, the hub 10 includes a cylinder body 11 and a guide plate 12. The cylinder body 11 is suitable for being rotatably arranged around the first output shaft 61. Forty guide plates 12 are provided. The forty guide plates 12 are arranged at intervals on the cylinder body 11. Both ends of each turbine blade 20 are connected to the guide plate 12 to form a baffle 40. Two adjacent baffles 40 and the cylinder body 11 enclose a combustion chamber 90.

[0049] It should be noted that, in the present embodiment, each turbine blade 20 is connected to two guide plates 12 correspondingly to form a baffle 40 .

[0050] It should be noted that the front end of the turbine blade 20 is also the air intake end of the turbine blade 20 , and the rear end of the turbine blade 20 is also the exhaust end of the turbine blade 20 .

[0051] It is worth noting that by providing the guide plate 12, the length of the combustion chamber 90 is increased, which can enhance the stability of combustion and improve the stability and reliability of the turbine.

[0052] Example 2

[0053] like Figure 6 As shown, the aircraft engine of this embodiment includes the wave rotor turbine and the air intake assembly 50 in embodiment 1. The air intake assembly 50 is arranged upstream of the wave rotor turbine, and the air intake assembly 50 has an inlet 53 and an outlet 54, the inlet 53 is suitable for collecting external air, and the outlet 54 is connected to the opening 31 close to the upstream of the wave rotor turbine.

[0054] The aircraft engine using this embodiment adopts wave rotor technology, is based on isochoric combustion, has self-pressurization characteristics, can reduce the number of compressor stages 52, and can greatly improve the cycle thermal efficiency and unit power.

[0055] Specifically, the aircraft engine of this embodiment is a turboshaft engine.

[0056] It should be noted that Figure 6 The solid arrows in the figure indicate the gas flow direction.

[0057] Specifically, the outlet 54 of the air intake assembly 50 is connected to the wave rotor turbine through a ventilation channel, the wave rotor turbine is embedded in the ventilation channel, and the combustion chamber of the wave rotor turbine is enclosed with the interior of the ventilation channel to form a closed space.

[0058] like Figure 6 As shown, the air intake assembly 50 includes an air intake duct 51 and a compressor 52 . An inlet 53 is formed at a first end of the air intake duct 51 . A second end of the air intake duct 51 is connected to a first end of the compressor 52 . An outlet 54 is formed at a second end of the compressor 52 .

[0059] It should be noted that those skilled in the art can select the compressor 52 to be an axial flow compressor or a combined compressor, etc. according to needs.

[0060] It should be noted that a transition section is provided between the compressor 52 and the wave rotor turbine, and the fuel and the air at the outlet 54 of the compressor 52 are atomized and mixed in the transition section to form a combustible air-mixture, and then the combustible air-mixture enters the wave rotor turbine.

[0061] It is worth noting that the compressor 52 compresses the outside air to increase the air flow temperature and pressure.

[0062] like Figure 6As shown, the aircraft engine further includes: a power shaft 60 and a connecting assembly 70. The power shaft 60 includes a first output shaft 61 and a second output shaft 62, the hub 10 is sleeved on the first output shaft 61 and the first output shaft 61 is rotatably arranged, the compressor 52 is sleeved on the second output shaft 62 and is rotatably arranged with the second output shaft 62; the two ends of the connecting assembly 70 are respectively connected to the first output shaft 61 and the second output shaft 62 in a transmission manner.

[0063] Specifically, in this embodiment, the rotational speeds of the hub 10 of the wave rotor turbine and the compressor 52 are not equal, and the rotational speeds of the first output shaft 61 and the second output shaft 62 are matched by providing a connecting assembly 70 .

[0064] like Figure 6 As shown, the connecting assembly 70 includes a first connecting shaft 71, a second connecting shaft 72 and a gear box 73. The two ends of the gear box 73 are respectively connected to the first connecting shaft 71 and the second connecting shaft 72. The first connecting shaft 71 is connected to the second output shaft 62, and the second connecting shaft 72 is connected to the first output shaft 61.

[0065] Specifically, the first connecting shaft 71 is transmission connected to the second output shaft 62, that is, the first connecting shaft 71 is transmission connected to the compressor 52; the second connecting shaft 72 is transmission connected to the first output shaft 61, that is, the second connecting shaft 72 is transmission connected to the wave rotor turbine; the two ends of the gear box 73 are transmission connected to the first connecting shaft 71 and the second connecting shaft 72 respectively, that is, the hub 10 of the wave rotor turbine and the compressor 52 are transmission connected through the gear box 73, and the transmission ratio of the gears is reasonably designed to match the rotational speed between the first output shaft 61 and the second output shaft 62.

[0066] It should be noted that those skilled in the art can change the type of the gear box 73 as needed, or replace the gear box 73 with other devices that can achieve different speed matching.

[0067] like Figure 6 As shown, the aircraft engine further includes an accessory transmission device 80 , which is drivingly connected to an end of the second output shaft 62 away from the connecting assembly 70 .

[0068] It is worth noting that power is generated by the rotation of the turbine blades 20 in the wave rotor turbine, and the power is transmitted through the first output shaft 61, the second output shaft 62 and the connecting assembly 70 to drive the compressor 52 and the accessory transmission device 80.

[0069] In an embodiment, the aircraft engine further comprises an exhaust device 100 communicating with the opening 31 close to the downstream of the wave rotor turbine.

[0070] It is worth noting that by providing the exhaust device 100 , the high-temperature and high-pressure combustion gas generated by the wave rotor turbine is discharged through the exhaust device 100 .

[0071] It should be noted that, in the present embodiment, the working principle of the aircraft engine is as follows: fresh air from the outside flows in from the air inlet 51, is compressed by the compressor 52, the air flow temperature and pressure rise, the fuel and the air at the outlet 54 of the compressor 52 are atomized and mixed in the transition section to form a combustible mixture, which then flows through the opening 31 on the end plate 30 into the wave rotor turbine, and after pre-compression, ignition combustion and pre-expansion, impacts the turbine blades 20 to generate power, which is transmitted through the gear box 73 and the power shaft 60 to drive the compressor 52 and the accessory transmission device 80, and finally the high-temperature and high-pressure combustion gas is discharged through the exhaust device 100.

[0072] Example 3

[0073] The difference between Example 3 and Example 2 is that the aircraft engine in Example 3 is a turboprop engine. Apart from this, the remaining structures and matching methods are the same as those in Example 2, so they will not be repeated here.

[0074] Example 4

[0075] The difference between Example 4 and Example 2 is that the aircraft engine of Example 4 is a turbojet engine, and Example 4 does not have a power shaft 60. Example 4 includes two transmission shafts, and the compressor 52 and the hub barrel 10 are respectively mounted on the two transmission shafts. The two ends of the connecting assembly 70 are respectively connected to the two transmission shafts. Apart from this, the remaining structures and matching methods are the same as those of Example 2, so they will not be repeated.

[0076] Example 5

[0077] The difference between Example 5 and Example 2 is that the aircraft engine of Example 5 is a turbofan engine. Example 5 does not have a power shaft 60, while Example 4 includes two transmission shafts. The compressor 52 and the hub 10 are respectively mounted on the two transmission shafts, and the two ends of the connecting assembly 70 are respectively connected to the two transmission shafts. Apart from this, the remaining structures and matching methods are the same as those of Example 2, so they will not be repeated.

[0078] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the present invention.

Claims

1. A wave rotor turbine, characterized in that: include: A hub (10), wherein the hub (10) is adapted to be rotatably arranged around a first output shaft (61); Turbine blades (20), wherein a plurality of turbine blades (20) are provided, and the plurality of turbine blades (20) are arranged on the hub barrel (10) at intervals, and two adjacent turbine blades (20) and the hub barrel (10) enclose a combustion chamber (90); An end plate (30), wherein two end plates (30) are provided, and the two end plates (30) are respectively provided at two ends of the hub barrel (10), and the end plate (30) is fixedly provided, and at least one opening (31) is provided on the end plate (30), and the opening (31) is periodically connected to each of the combustion chambers (90); An igniter is arranged on the end plate (30) and on a side close to the turbine blade (20). Along the rotation direction of the hub (10), the igniter is spaced apart from the opening (31).

2. The wave rotor turbine according to claim 1, characterized in that: The hub (10) comprises a barrel (11) and a guide plate (12), wherein the barrel (11) is adapted to be rotatably arranged around a first output shaft (61), a plurality of guide plates (12) are arranged, and the plurality of guide plates (12) are arranged at intervals on the barrel (11), both ends of the turbine blade (20) are connected to the guide plate (12) to form a baffle (40), and two adjacent baffles (40) and the barrel (11) enclose the combustion chamber (90).

3. An aircraft engine, characterized in that: include: The wave rotor turbine according to any one of claims 1 to 2; An air intake assembly (50) is arranged upstream of the wave rotor turbine, and the air intake assembly (50) has an inlet (53) and an outlet (54), wherein the inlet (53) is suitable for collecting external air, and the outlet (54) is connected to the opening (31) upstream of the wave rotor turbine.

4. The aircraft engine according to claim 3, characterized in that: The air intake assembly (50) comprises an air intake duct (51) and a compressor (52), wherein the first end of the air intake duct (51) is formed with the inlet (53), the second end of the air intake duct (51) is connected to the first end of the compressor (52), and the second end of the compressor (52) is formed with the outlet (54).

5. The aircraft engine according to claim 4, characterized in that: The aircraft engine is a turboshaft engine or a turboprop engine.

6. The aircraft engine according to claim 5, characterized in that: The aircraft engine also includes: A power shaft (60), the power shaft (60) comprising a first output shaft (61) and a second output shaft (62), the hub (10) being sleeved on the first output shaft (61) and rotatably arranged along with the first output shaft (61), and the compressor (52) being sleeved on the second output shaft (62) and rotatably arranged along with the second output shaft (62); A connecting assembly (70), wherein two ends of the connecting assembly (70) are respectively drivingly connected to the first output shaft (61) and the second output shaft (62).

7. The aircraft engine according to claim 6, characterized in that: The connecting assembly (70) comprises a first connecting shaft (71), a second connecting shaft (72) and a gear box (73); two ends of the gear box (73) are respectively connected in driving relation to the first connecting shaft (71) and the second connecting shaft (72); the first connecting shaft (71) is connected in driving relation to the second output shaft (62); and the second connecting shaft (72) is connected in driving relation to the first output shaft (61).

8. The aircraft engine according to claim 6, characterized in that: The aircraft engine further comprises an accessory transmission device (80), wherein the accessory transmission device (80) is in driving connection with an end of the second output shaft (62) away from the connection assembly (70).

9. The aircraft engine according to claim 4, characterized in that: The aircraft engine is a turbojet engine or a turbofan engine.

10. The aircraft engine according to claim 3, characterized in that: The aircraft engine also includes an exhaust device (100) which is in communication with the opening (31) close to the downstream of the wave rotor turbine.

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