Bimodal oil-electric hybrid aero-engine

Abstract

The invention relates to the technical field of unmanned aerial vehicle power, in particular to a bimodal oil-electric hybrid aero-engine. The device is characterized by comprising an electric ducted fan, a flaring, a combustion chamber and an exhaust nozzle which are sequentially connected, the ducted fan is connected with the front end of the flaring through a first mounting edge arranged at the tail, the tail of the flaring is connected with the combustion chamber through a second mounting edge, and the combustion chamber is connected with the exhaust nozzle through a fourth mounting edge at the tail. Through the coupling of the electric ducted fan and the combustion chamber, the maximum thrust of the engine is improved on the premise of ensuring the endurance time, and the thrust range is expanded; the unmanned aerial vehicle has two modes of a cruising state and an augmentation state, in the cruising state, only the electric ducted fan is started to guarantee stable flight of the unmanned aerial vehicle, and in the augmentation state, the electric ducted fan and the fuel oil combustion chamber are started at the same time to generate larger thrust so as to meet the power requirements of maneuvering flight such as acceleration of the unmanned aerial vehicle.

Description

Technical Field

[0001] The present invention relates to the field of unmanned aerial vehicle power technology, and in particular to a dual-mode oil-electric hybrid aviation engine. Background Art

[0002] With the rapid development of the global aviation industry, more and more aero-engine research is focused on aviation energy conservation, environmental protection and sustainability. In the field of medium and large UAV power, with the increasing demand for UAV applications, the flight status of UAVs has gradually diversified. On the one hand, it is necessary to ensure stable flight and longer endurance in the cruise state. On the other hand, it is necessary to provide sufficient thrust in a short time to support UAVs to achieve high maneuvers such as rapid climb and acceleration, and the demand for power is increasing day by day.

[0003] Although the existing fuel engines are mature and widely used, they still face many technical bottlenecks, such as low energy efficiency, single fuel, high noise pollution, and difficulty in adapting to the requirements of future sustainable development. Therefore, electric propulsion systems have received widespread attention, but under the existing technical conditions, pure electric propulsion aircraft are limited by the energy density of batteries, making it impossible to achieve a fundamental leap in endurance and thrust. Summary of the invention

[0004] The purpose of the present invention is to avoid the shortcomings of the prior art and provide a dual-mode oil-electric hybrid aircraft engine, which, through the coupling of an electric ducted fan and a combustion chamber, can achieve longer endurance and greater thrust, can meet the wider flight needs of medium and large unmanned aerial vehicles, and solve the technical problems in the prior art.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a dual-mode oil-electric hybrid aircraft engine, including an electric ducted fan, a flare, a combustion chamber and a tail nozzle connected in sequence, the electric ducted fan is connected to the front end of the flare through a first mounting edge arranged at the tail, the tail of the flare is connected to the combustion chamber through a second mounting edge, and the combustion chamber is connected to the tail nozzle through a fourth mounting edge at the tail.

[0006] Furthermore, the electric ducted fan includes blades, a motor and a ducted fan casing, the blades and the motor are fixed by screws and blocks, the first mounting edge is arranged at the rear of the ducted fan casing, the ducted fan casing is fixedly connected to the flare by the first mounting edge, screws and nuts, and the flare is fixedly connected to the combustion chamber by the second mounting edge, screws and nuts.

[0007] Furthermore, the combustion chamber includes a first combustion chamber shell, a second combustion chamber shell, a first oil pipeline, a second oil pipeline, a fuel injection ring, a flame stabilizer and an igniter; the first combustion chamber shell and the second combustion chamber shell are fixedly connected by a third mounting edge, screws and nuts on both sides, the fuel injection ring and the first oil pipeline, the second oil pipeline, the first mounting column and the second mounting column are welded and connected, and the flame stabilizer is fixed to the fuel injection ring by a first connecting column and a second connecting column; the fourth mounting edge is arranged at the front end of the tail nozzle, and the tail nozzle is fixed to the first combustion chamber shell and the second combustion chamber shell by the fourth mounting edge, screws and nuts.

[0008] Furthermore, twelve trumpet-shaped fuel injection holes are arranged on the fuel injection ring; the first fuel pipe and the second fuel pipe pass through the holes of the first combustion chamber shell and the second combustion chamber shell; the first mounting column and the second mounting column are respectively fixedly connected to the first combustion chamber shell and the second combustion chamber shell through threaded holes and screws arranged on the outside; the first connecting column and the second connecting column are welded to the fuel injection ring and the flame stabilizer, and the igniter is fixed to the first combustion chamber shell by means of arranged threads and nuts.

[0009] Furthermore, the flame stabilizer is a V-groove structure, the bottom diameter of the flame stabilizer is the same as the fuel injection ring, the horizontal length is 15±2mm, and the V-shaped angle is 70±5 degrees; it can reduce the gas flow rate and provide a stable area for the start of the combustion reaction.

[0010] Furthermore, the overall diameter of the oil injection ring is in the range of 78-83 mm, the outer diameter of the oil injection ring is 5±0.2 mm, and the wall thickness is 0.5±0.05 mm; the angle range of the oil injection hole of the oil injection ring relative to the incoming flow direction is 45±8 degrees.

[0011] Furthermore, the diameter of the ducted fan housing of the electric ducted fan is in the range of 95-105 mm; the diameter of the blades of the electric ducted fan is in the range of 90-100 mm; and the number of blades is 8-12.

[0012] Furthermore, the diameter of the combustion chamber is in the range of 115-125 mm, and the length of the combustion chamber is in the range of 180-200 mm.

[0013] Compared with the prior art, the present invention has the following technical effects: a dual-mode oil-electric hybrid aircraft engine, which, through the coupling of an electric ducted fan and a combustion chamber, improves the maximum thrust of the engine and expands the thrust range while ensuring the endurance time; it has two modes, namely, a cruising state and a boost state. In the cruising state, only the electric ducted fan is turned on to ensure the smooth flight of the UAV. In the boost state, the electric ducted fan and the fuel combustion chamber are turned on at the same time to generate greater thrust to meet the power requirements of the UAV's acceleration and other maneuvering flights. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the structural principle of the present invention; Figure 2 For the present invention Figure 1 Schematic diagram of the combustion chamber structure; Figure 3 The present invention Figure 2 Schematic diagram of the partial structure of the fuel injection ring and flame stabilizer.

[0015] In the figure: 1. block; 2. electric ducted fan; 3. blades; 4. ducted fan housing; 5. motor; 6. first mounting edge; 7. flaring; 8. second mounting edge; 9. third mounting edge; 10. first oil pipeline; 11. injection ring; 12. combustion chamber; 13. second oil pipeline; 14. first connecting column; 15. second connecting column; 16. flame stabilizer; 17. igniter; 18. fourth mounting edge; 19. tail nozzle; 20. first mounting column; 21. second mounting column; 22. first combustion chamber housing; 23. second combustion chamber housing. DETAILED DESCRIPTION

[0016] The principles and features of the present invention are described below in conjunction with the accompanying drawings; the examples given are only used to explain the present invention; they are not used to limit the scope of the present invention.

[0017] In order to achieve the above object, the present invention provides the following specific implementation methods: Example 1: Figure 1 , Figure 2 and Figure 3 As shown, a dual-mode oil-electric hybrid aircraft engine is characterized in that it includes an electric ducted fan 2, a flare 7, a combustion chamber 12 and a tail nozzle 19 connected in sequence, the electric ducted fan 2 is connected to the front end of the flare 7 through a first mounting edge 6 arranged at the tail, the tail of the flare 7 is connected to the combustion chamber 12 through a second mounting edge 8, and the combustion chamber 12 is connected to the tail nozzle 19 through a fourth mounting edge 18 at the tail.

[0018] The electric ducted fan 2 includes blades 3, a motor 5 and a ducted fan housing 4. The blades 3 and the motor 5 are fixed by screws and a block 1. The first mounting edge 6 is arranged at the rear of the ducted fan housing 4. The ducted fan housing 4 is fixedly connected to the flare 7 by the first mounting edge 6 and screws and nuts. The flare 7 is fixedly connected to the combustion chamber 12 by the second mounting edge 8 and screws and nuts.

[0019] The diameter range of the ducted fan housing 4 of the electric ducted fan 2 is 98 mm; the diameter range of the blades 3 of the electric ducted fan 2 is 90 mm; and the number of the blades 3 is 12.

[0020] The combustion chamber 12 includes a first combustion chamber shell 22, a second combustion chamber shell 23, a first oil pipeline 10, a second oil pipeline 13, an injection ring 11, a flame stabilizer 16 and an igniter 17; the first combustion chamber shell 22 and the second combustion chamber shell 23 are fixedly connected by the third mounting edges 9, screws and nuts on both sides, the injection ring 11 and the first oil pipeline 10, the second oil pipeline 13, the first mounting column 20, and the second mounting column 21 are welded and connected, and the flame stabilizer 16 is fixed to the injection ring 11 by the first connecting column 14 and the second connecting column 15; the fourth mounting edge 18 is arranged at the front end of the tail nozzle 19, and the tail nozzle 19 is fixed to the first combustion chamber shell 22 and the second combustion chamber shell 23 by the fourth mounting edge 18, screws and nuts, and the airflow is further accelerated to enhance the thrust through the principle of gas dynamics.

[0021] The diameter of the combustion chamber 12 is in the range of 120 mm, and the length of the combustion chamber 12 is in the range of 200 mm.

[0022] Twelve trumpet-shaped fuel injection holes are arranged on the fuel injection ring 11; the first fuel pipe 10 and the second fuel pipe 13 pass through the holes of the first combustion chamber outer shell 22 and the second combustion chamber outer shell 23; the first mounting column 20 and the second mounting column 21 are fixedly connected to the first combustion chamber outer shell 22 and the second combustion chamber outer shell 23 respectively through threaded holes and screws arranged on the outside; the first connecting column 20 and the second connecting column 21 are welded to the fuel injection ring 11 and the flame stabilizer 16, and the igniter 17 is fixed to the first combustion chamber outer shell 22 by means of the arranged threads and nuts.

[0023] The overall diameter of the fuel injection ring 11 is 80 mm, the outer diameter of the fuel injection ring 11 is 5 mm, and the wall thickness is 0.5 mm; the angle of the fuel injection hole of the fuel injection ring 11 relative to the incoming flow direction is 45 degrees.

[0024] The flame stabilizer 16 is a V-groove structure. The bottom diameter of the flame stabilizer 6 is the same as that of the fuel injection ring 11, the horizontal length is 15 mm, and the V-shaped angle is 75 degrees; it can reduce the gas flow rate and provide a stable area for the start of the combustion reaction.

[0025] When in use, in the cruising state of the engine, only the electric ducted fan 2 is turned on, and the motor 5 is turned on through the transmission module. The motor 5 drives the fan blades to rotate, and thrust is generated through the airflow.

[0026] In the afterburner state of the engine, the electric ducted fan 2 and the combustion chamber 12 are turned on at the same time. At this time, the fan not only generates thrust, but also acts as a compressor to compress the incoming gas for combustion relative to the combustion chamber. In the combustion chamber, the oil is input from the external oil pipeline to the oil delivery ring. Under the action of the pressure difference, it is atomized and sprayed through the trumpet-shaped spray hole on the oil delivery ring. Under the shear force of the high-speed airflow of the ducted fan, the droplets are broken and become smaller. An airflow stabilization zone is generated in the V-groove of the flame stabilizer 16. Most of the oil in this area reacts violently after being ignited by the igniter. The high-temperature and high-pressure combustion gas generated in the combustion process is accelerated by the convergent nozzle. According to the law of conservation of momentum, the momentum change rate generated by the high-speed jet and the vector sum of the pressure difference force constitute the engine thrust. This energy conversion process follows the basic principle of isentropic compression-isobaric heating-isentropic expansion of the Brayton thermodynamic cycle.

[0027] 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 dual-mode oil-electric hybrid aircraft engine, characterized in that: The invention comprises an electric ducted fan (2), a flared port (7), a combustion chamber (12) and a tail nozzle (19) which are connected in sequence, wherein the electric ducted fan (2) is connected to the front end of the flared port (7) via a first mounting edge (6) arranged at the rear, the rear end of the flared port (7) is connected to the combustion chamber (12) via a second mounting edge (8), and the combustion chamber (12) is connected to the tail nozzle (12) via a fourth mounting edge (18) at the rear.

2. A dual-mode oil-electric hybrid aircraft engine according to claim 1, characterized in that: The electric ducted fan (2) comprises blades (3), a motor (5) and a ducted fan housing (4); the blades (3) and the motor (5) are fixed by screws and a stopper; the first mounting edge (6) is arranged at the rear of the ducted fan housing (4); the ducted fan housing (4) is fixedly connected to the flared opening (7) by means of the first mounting edge (6) and screws and nuts; the flared opening (7) is fixedly connected to the combustion chamber (12) by means of the second mounting edge (8) and screws and nuts.

3. A dual-mode oil-electric hybrid aircraft engine as claimed in claim 1, characterized in that: The combustion chamber (12) comprises a first combustion chamber shell (22), a second combustion chamber shell (23), a first oil pipeline (10), a second oil pipeline (13), an injection ring (11), a flame stabilizer (16) and an igniter (17); the first combustion chamber shell (22) and the second combustion chamber shell (23) are fixedly connected by third mounting edges (9), screws and nuts on both sides; the injection ring (11) and the first oil pipeline (10), the second oil pipeline (13), the first mounting column (20) and the second mounting column (21) are welded together; the flame stabilizer (16) is fixed to the injection ring (11) by a first connecting column (14) and a second connecting column (15); the fourth mounting edge (18) is arranged at the front end of the tail nozzle (19); the tail nozzle (19) is fixed to the first combustion chamber shell (22) and the second combustion chamber shell (23) by the fourth mounting edge (18), screws and nuts.

4. A dual-mode oil-electric hybrid aircraft engine as claimed in claim 3, characterized in that: The fuel injection ring (11) is provided with twelve trumpet-shaped fuel injection holes; the first fuel delivery pipe (10) and the second fuel delivery pipe (13) pass through the holes of the first combustion chamber shell (22) and the second combustion chamber shell (23); the first mounting column (14) and the second mounting column (15) are respectively fixedly connected to the first combustion chamber shell (22) and the second combustion chamber shell (23) through threaded holes and screws arranged on the outside; the first connecting column (14) and the second connecting column (15) are welded to the fuel injection ring (11) and the flame stabilizer (16); and the igniter (17) is fixedly mounted on the first combustion chamber shell (22) through the arranged threads and nuts.

5. A dual-mode oil-electric hybrid aircraft engine as claimed in claim 3, characterized in that: The flame stabilizer (16) is a V-groove structure. The bottom diameter of the flame stabilizer (17) is the same as that of the fuel injection ring (11), the horizontal length is 15±2 mm, and the V-shaped angle is 70±5 degrees. This reduces the gas flow rate and provides a stable area for the start of the combustion reaction.

6. A dual-mode oil-electric hybrid aircraft engine as claimed in claim 3, characterized in that: The overall diameter of the oil injection ring (11) is in the range of 78-83 mm, the outer diameter of the oil injection ring is 5±0.2 mm, and the wall thickness is 0.5±0.05 mm; the angle of the oil injection hole of the oil injection ring relative to the incoming flow direction is in the range of 45±8 degrees.

7. A dual-mode oil-electric hybrid aircraft engine as claimed in claim 1, characterized in that: The diameter of the ducted fan housing (4) of the electric ducted fan (2) is in the range of 95-105 mm; the diameter of the blades of the electric ducted fan (2) is in the range of 90-100 mm; and the number of blades is 8-12.

8. A dual-mode oil-electric hybrid aircraft engine according to any one of claims 1 to 7, characterized in that: The diameter of the combustion chamber (12) is in the range of 115-125 mm, and the length of the combustion chamber is in the range of 180-200 mm.

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