Matching method for mechanical supercharging design of aviation rotor engine
Through simulation simulation and verification tests, the parameters required for aeronautical rotor engine boost are obtained, the supercharger is selected and the appropriate intake and exhaust system characteristic sizes are determined, which solves the problem of engine output power drop in high altitude areas, and achieves the power recovery and improvement of fuel economy of the engine in high altitude areas.
Patent Information
- Application Number
- CN202510205480.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-24
- Publication Date
- 2025-06-17
AI Technical Summary
In high-altitude areas, air intake volume and output power are reduced due to the decrease in atmospheric pressure of aviation rotor engines, which is difficult to meet the flight requirements of drones at high altitude and long-distance flights.
Using simulation combined with relevant verification test methods, the parameters required for engine boosting are obtained, suitable superchargers are selected, and simulation mathematical model is established through structural parameter analysis to determine the characteristic sizes of the intake and exhaust systems after engine boosting that meet the design requirements, and the engine after boosting is built, and the verification test is carried out.
Through the mechanical supercharge design matching method, the power recovery of the engine in high-altitude areas is achieved, the power demand for drones to fly at high altitudes is met, and the fuel economy is improved.
Smart Images
Figure CN120162898A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of aero-engines, and particularly to a mechanical supercharging design matching method for an aero-rotary engine. Background Art
[0002] Small and medium-sized unmanned aerial vehicles generally use internal combustion engines as power systems, including two-stroke reciprocating piston engines and rotary engines. Due to their imperfect intake and exhaust methods, two-stroke reciprocating piston engines have high fuel consumption, while rotary engines have the characteristics of simple structure, few parts, high power-to-weight ratio, small volume, and low fuel consumption rate. Compared with two-stroke engines, rotary engines have complete intake and exhaust strokes and are increasingly widely used in fields such as exploration, monitoring, and inspection.
[0003] With the continuous development of science and technology and the complex and diverse usage scenarios, requirements of "high ceiling, long endurance, multi-fuel, and high reliability" are put forward for the power devices of unmanned aerial vehicles. Among them, a high ceiling requires the aero-rotary engine to have a high intake pressure at high altitudes. In fact, during the flight of an unmanned aerial vehicle, as the flight altitude continuously increases, the atmospheric pressure gradually decreases (when the flight altitude is 5000m, the atmospheric pressure drops to 50kpa), resulting in a significant reduction in the intake air volume of the aero-rotary engine, causing the output power of the aero-rotary engine to decrease, the fuel economy to deteriorate, and it is difficult to meet the flight requirements of unmanned aerial vehicles at high altitudes and with long endurance.
[0004] Therefore, a mechanical supercharging design matching method for an aero-rotary engine is needed to solve the above problems. Summary of the Invention
[0005] The present invention provides a mechanical supercharging design matching method for an aero-rotary engine to solve the existing problems.
[0006] The mechanical supercharging design matching method for an aero-rotary engine of the present invention adopts the following technical solutions, including: Performing one-dimensional simulation calculation on the engine working process to obtain the parameters required for engine supercharging; wherein, the parameters required for engine supercharging include: the intake air volume of the engine, the inlet pressure of the intake pipe, the intake air temperature of the engine, the supercharging ratio of the supercharger, and the compressor power consumption; Selecting a supercharger based on the supercharging ratio and intake air volume among the parameters required for engine supercharging; A supercharger based on selection, and by analyzing the structural parameters of the engine, a simulation mathematical model of the supercharged rotary engine is established. Based on the simulation mathematical model, the characteristic dimensions of the intake system and exhaust system of the engine after supercharging that meet the design requirements are determined; based on the characteristic dimensions of the intake system and exhaust system of the engine after supercharging required by the design requirements, a prototype of the supercharged engine is constructed, wherein the prototype of the supercharged engine includes a basic engine, an intake system, an exhaust system, and a supercharging system; A verification test is carried out on the engine prototype, and according to the verification results and test requirements, the engine prototype that meets the test is used as the supercharged engine after matching.
[0007] Preferably, the parameters required for supercharging include: According to the target power and target fuel consumption rate of the required supercharged engine, the intake mass flow rate of the engine is obtained; According to the displacement and rotational speed of the engine, the intake volume flow rate of the engine is obtained, and the intake density at the inlet of the engine intake pipe is obtained; According to the intake density at the inlet of the engine intake pipe and the inlet temperature of the intake pipe, the intake pipe inlet pressure of the engine is obtained; According to the local environmental parameters and the inlet pressure of the intake pipe, the supercharging ratio of the supercharger is obtained; According to the adiabatic compression work of the compressor, the mechanical efficiency of the compressor, and the efficiency of the compressor, the power consumption of the compressor is obtained.
[0008] Preferably, the steps for obtaining the intake air volume of the engine according to the target power and target fuel consumption rate of the required supercharged engine are:
[0009] In the formula, represents the intake air volume of the engine; represents the target power of the required supercharged engine; represents the target fuel consumption rate of the required supercharged engine; represents the excess air coefficient; represents the scavenging coefficient; represents the theoretical air-fuel ratio.
[0010] Preferably, the ratio of the engine intake air volume to the compressor volume flow rate is used as the intake density at the engine manifold.
[0011] Preferably, the steps for obtaining the intake pipe inlet pressure of the engine according to the intake density at the engine manifold and the inlet temperature of the intake pipe are:
[0012] In the formula, represents the intake pipe inlet pressure of the engine; represents the intake air density at the engine manifold; represents the intake air temperature of the engine; represents the gas constant.
[0013] Preferably, the step of obtaining the boost ratio of the supercharger according to the local environmental parameters and the inlet pressure of the intake pipe is:
[0014] In the formula, represents the boost ratio of the supercharger; represents the inlet pressure of the engine intake pipe; represents the ambient air density; represents the ambient air temperature; represents the intake air temperature of the engine.
[0015] Preferably, the expression for obtaining the compressor power consumption is:
[0016]
[0017] In the formula, represents the compressor power consumption; represents the compressor adiabatic compression work; represents the compressor efficiency; represents the mechanical efficiency of the compressor; represents the intake air volume of the engine; represents the adiabatic coefficient; represents the gas constant; represents the ambient air temperature; represents the boost ratio of the supercharger.
[0018] Preferably, the step of selecting a supercharger based on the boost ratio and the intake air volume among the parameters required for engine supercharging is: According to the boost ratio and the intake air volume, compare the matching points of the operating parameters of different superchargers on their compressor MAP diagrams and the operating characteristic curves under different engine operating conditions; Based on the matching points and the operating characteristic curves on the supercharger compressor MAP diagram, select the characteristic curve with the best working efficiency and a large redundancy from the compressor working boundary, thereby determining whether the supercharger and the engine target power are properly matched, and taking the properly matched supercharger as the selected supercharger.
[0019] Preferably, the supercharging system includes: a circulating lubrication system, an intake air pressure control system, a supercharger, and a transmission system.
[0020] Preferably, the verification tests include: start-up and steady-state tests, intake air bleed-off tests, and ground and plateau tests.
[0021] The beneficial effects of the present invention are as follows: The present invention adopts a method combining simulation and relevant verification tests, conquers the supercharger matching design technology for rotary engines, completes the trial production of a supercharged rotary engine prototype, and can more accurately predict the basic performance of the engine, providing a guiding basis for the subsequent development of supercharged engines; by conducting verification tests on the engine prototype to complete the verification of relevant performance indicators, the engine prototype can obtain ideal power recovery in high-altitude areas, effectively solving the problem of power output decline during high-altitude flight of rotary engines. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.
[0023] Figure 1 is a schematic flow chart of a mechanical supercharger design and matching method for an aviation rotary engine of the present invention; Figure 2 is a schematic structural diagram of a centrifugal supercharger in an embodiment of the present invention; Figure 3 is a supercharger compressor MAP diagram in an embodiment of the present invention; Figure 4 is a block diagram of the composition of a rotary engine system in an embodiment of the present invention; Figure 5 is a schematic diagram of an engine prototype in an embodiment of the present invention; Figure 6 is a schematic diagram of the installation and transmission of a supercharger in an embodiment of the present invention; Figure 7 is a schematic diagram of an intake control system in an embodiment of the present invention; Figure 8 is a schematic diagram of a fuel supply system in an embodiment of the present invention; Figure 9 is a comparison diagram of the engine supercharging effect at an altitude of 3595 m in an embodiment of the present invention; Figure 10 is a schematic structural diagram of a centrifugal supercharger on a comparison diagram of the engine supercharging effect at an altitude of 4217 m in an embodiment of the present invention.
[0024] In the figure: 1. large pulley; 2. multi-wedge belt; 3. small pulley; 4. supercharger; 5. transmission shaft; 6. mounting bracket; 7. air release valve; 8. pressure stabilizing cylinder; 9. pressure stabilizing cylinder exhaust port; 10. intake pressure sensor; 11. pressure stabilizing cylinder intake port; 12. carburetor; 13. intake back pressure port; 14. fuel pressure regulator; 15. fuel inlet; 16. fuel outlet; 17. fuel overflow port. Specific implementation mode
[0025] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.
[0026] An embodiment of a mechanical supercharger design matching method for an aero-rotary engine of the present invention is as Figure 1 shown. The mechanical supercharger design matching method of the aero-rotary engine in this embodiment specifically includes: S1. Obtain the parameters required for supercharging the engine; Specifically, perform one-dimensional simulation calculation on the engine working process to obtain the parameters required for supercharging the engine; among them, the parameters required for engine supercharging include: the intake air volume of the engine, the intake pipe inlet pressure, the intake air temperature of the engine, the supercharging ratio of the supercharger, and the compressor power consumption.
[0027] S2. Select a supercharger; Specifically, select a supercharger based on the supercharging ratio and intake air volume among the parameters required for engine supercharging.
[0028] S3. Design the accessory system of the engine based on the supercharger and construct a supercharged engine prototype; Specifically, based on the selected supercharger, through analyzing the structural parameters of the engine, establish a simulation mathematical model of the supercharged rotary engine, determine the characteristic dimensions of the intake system and exhaust system of the engine after supercharging that meet the design requirements based on the simulation mathematical model, and construct a supercharged engine prototype based on the characteristic dimensions of the intake system and exhaust system of the engine after supercharging that meet the design requirements. Among them, the supercharged engine prototype includes a basic engine, an intake system, an exhaust system, and a supercharging system; S4. Determine the supercharged engine after matching; Specifically, conduct a verification test on the engine prototype, and based on the verification results and test requirements, use the engine prototype that meets the test as the supercharged engine after matching.
[0029] The following will describe each step of the mechanical supercharger design matching method for an aviation rotary engine in this embodiment in more detail in conjunction with the accompanying drawings and embodiments.
[0030] In step S1, the parameters required for supercharging include: Step S11: Obtain the intake air mass flow rate of the engine according to the target power and target fuel consumption rate of the supercharged engine required.
[0031] Exemplarily, in step S11, the steps to obtain the intake air mass flow rate of the engine are as follows: First, preliminarily determine the target power and target fuel consumption rate of the supercharged engine required. Based on the target power and target fuel consumption rate, the expression for the intake air mass flow rate of the engine is: (1) In the formula, represents the intake air mass flow rate of the engine; represents the target power of the supercharged engine required; represents the target fuel consumption rate of the supercharged engine required; represents the excess air coefficient; represents the scavenging coefficient; represents the stoichiometric air-fuel ratio (gasoline 14.8).
[0032] Step S12: Obtain the intake air density at the engine manifold according to the intake air mass flow rate and the intake volume flow rate of the engine.
[0033] Exemplarily, in step S12, the steps to obtain the intake air density at the engine manifold are as follows: Calculate the volume flow rate per cycle according to the existing engine parameters. Among them, the expression for the engine intake volume flow rate is: (2) In the formula, represents the compressor volume flow rate; V h is the engine displacement (m 3 ), is the engine volumetric efficiency; n is the engine speed (r / min).
[0034] Take the ratio of the engine intake air amount to the compressor volume flow rate as the intake air density at the engine manifold. That is, the expression for the intake air density at the engine manifold is: (3) Step S13: Obtain the intake pipe inlet pressure of the engine according to the intake air density at the engine manifold and the inlet temperature of the intake pipe.
[0035] Exemplarily, the expression of the intake pipe inlet pressure of the engine in step S13 is: (4) In the formula, represents the intake pipe inlet pressure of the engine; represents the intake air density at the engine manifold; represents the intake air temperature of the engine; represents the gas constant (for air: 287 J / kg·K).
[0036] Step S14: Obtain the boost ratio of the supercharger according to the local environmental parameters and the inlet pressure of the intake pipe.
[0037] Exemplarily, the expression of the boost ratio of the supercharger in step S14 is: (5) In the formula, represents the boost ratio of the supercharger; represents the intake pipe inlet density of the engine; represents the ambient air density (1.225 kg / m 3 ) represents the ambient air temperature (288.15 K); represents the intake air temperature of the engine.
[0038] Among them, the intake air temperature of the engine needs to be calculated iteratively. That is, first give an initial value of a certain temperature rise. After determining the boost ratio, select a suitable matching operating point from the supercharger MAP diagram to obtain the compressor efficiency, and then calculate the temperature rise value after boosting. When the difference between the two results is less than a certain threshold, the intake air temperature and the supercharger matching operating point are obtained. After multiple iterations, the final intake air temperature of the engine is obtained , and the specific intake air temperature of the engine The expression is: (6) In the formula, represents the wall heat dissipation coefficient; represents the compressor efficiency; represents the adiabatic coefficient (1.4 is taken in this embodiment).
[0039] Step S15: Obtain the compressor power consumption according to the adiabatic compression work of the compressor, the mechanical efficiency of the compressor, and the efficiency of the compressor.
[0040] Exemplarily, in step S15, the expression of the compressor power consumption is: (7) (8) In the formula, represents the power consumption of the compressor; represents the adiabatic compression work of the compressor; represents the compressor efficiency; represents the mechanical efficiency of the compressor; represents the intake air volume of the engine; represents the adiabatic coefficient; represents; represents the ambient air temperature; represents the pressure ratio of the supercharger.
[0041] In step S2, a supercharger is selected.
[0042] As Figure 2 shown, currently, a centrifugal mechanical supercharger with relatively small weight and size is generally used in aero-engines. The centrifugal supercharger consists of three parts. Its typical mechanism part C is a centrifugal compressor, part B is a main shaft support body and a speed increasing mechanism, and part A is a transmission mechanism. A pulley is used here.
[0043] Exemplarily, according to the pressure ratio and intake air volume in the engine supercharging required parameters obtained in step S1, as Figure 3 shown, the matching points on the compressor MAP diagram of different superchargers are compared and the operating characteristic curves of the engine under different working conditions are plotted; the operating characteristic curves of the engine under different working conditions are within the high-efficiency area of the supercharger compressor and have a large redundancy with the working boundary. Thus, it is judged that the supercharger and the target power of the engine are properly matched, and the properly matched supercharger is used as the selected supercharger.
[0044] In step S3, an accessory system of the engine is designed based on parameters such as the supercharger speed in the supercharger working characteristics, and a supercharged engine prototype is constructed.
[0045] Exemplarily, by analyzing the structural parameters of the original engine, a simulation mathematical model of the supercharged rotary engine is established based on the selected supercharger. The simulation mathematical model of the supercharged rotary engine is used to focus on the research of the engine intake and exhaust systems, determine the characteristic dimensions of the engine intake and exhaust systems after supercharging, and ensure that the engine intake air flow meets the design requirements. On this basis, the construction of the engine prototype is carried out. Among them, as Figure 4 shown, the supercharged engine prototype includes a basic engine, an intake system, an exhaust system, and a supercharging system. The supercharging system includes: a circulating lubrication system, an intake pressure control system, a supercharger, and a transmission system, and is carried out in accordance with Figure 5Install the supercharger. Specifically, the supercharger is installed at the rear of the engine, and the speed is increased by belt drive. The intake pressure control system is temporarily fixed and supported on the mounting bracket 6 of the test system, and the outlet of the supercharger and the inlet of the carburetor are connected through a customized silicone rubber tube. Since the transmission between the supercharger and the engine adopts a fixed speed increase ratio, the engine intake adopts an electronically controlled air release valve to control the intake pressure, and the ground boost power is controlled within a reasonable range, as shown below. Figure 5 The simulation model of the supercharged engine prototype is shown.
[0046] For example, in order to reduce the overall size, the end surface mounting support on the original engine mounting bracket 6 is modified to a vertical mounting support, mainly by replacing the front cylinder head and the mounting bracket 6, such as Figure 6 As shown, Figure 6 The diagram of supercharger installation and transmission is shown in the figure. The supercharger 4 is installed at the rear of the engine and fixed on the modified engine mounting bracket 6. The supercharger mounting hole can be adjusted up and down to facilitate the change of the speed increase ratio. The transmission shaft 5 is installed at the rear of the eccentric shaft and is provided with a bearing support on the engine mounting bracket 6. The transmission shaft is connected to the large pulley 1 of the speed increase mechanism. The small pulley 3 is installed on the supercharger transmission flange. The large pulley 1 and the small pulley 3 are connected through belt transmission. The belt adopts a PK type multi-V belt 3. Two transmission ratios of the large pulley 1 are designed, with speed increase ratios of 2 and 2.41. The engine supercharger with a speed increase ratio of 2 can reach a speed of 195000r / min, and the engine supercharger with a speed increase ratio of 2 can reach a speed of 235000r / min. Figure 7 The intake control system is a schematic diagram of the intake control system. The intake control system connects the supercharger outlet to the Figure 8 The inlet of the carburetor 12 is connected, and the stabilizing cylinder 8 of the stabilizing cylinder assembly is connected in the middle. The bleed valve 7 and the intake pressure sensor 10 are installed on the stabilizing cylinder 8. The stabilizing cylinder 8 is also provided with a stabilizing cylinder inlet 11 and a stabilizing cylinder exhaust port 9. The whole system is temporarily fixed and supported by the fulcrum on the test bench. In order to obtain a better supercharging effect under different working conditions, the bleed valve 7 with a throttle-like structure is used to adjust the intake flow rate. After modification, a throttle position sensor is added to sense the opening of the intake bleed valve, and the opening of the bleed valve 7 is manually adjusted to test the regulating effect of the bleed valve 7 on the intake pressure.
[0047] Fuel supply system such as Figure 8As shown, the engine fuel supply is provided to the carburetor 12, which also includes: an intake backpressure port 13, a fuel pressure regulator 14, a fuel inlet 15, a fuel outlet 16, and a fuel overflow port 17. To ensure an appropriate air-fuel ratio, the pressure at the fuel inlet 15 needs to maintain a certain pressure difference from the intake pressure. After intake supercharging, the intake pressure is higher than the ambient pressure, and the original fuel supply system cannot guarantee the required pressure difference, resulting in insufficient engine fuel supply. Therefore, the fuel supply system was redesigned by selecting a larger fuel pump and adding a fuel pressure regulator 14 to ensure that the fuel pressure is always 0.3 bar higher than the intake pressure.
[0048] In step S4, the supercharged engine after matching is determined; To verify the feasibility of the mechanical supercharging technology matching and control method through verification tests, verification tests were carried out on the engine prototype of the mechanical supercharged rotary engine (a mechanical supercharger was matched based on the original rotary engine). Exemplarily, the verification tests in step S4 were divided into ground verification tests and plateau exploratory tests (the altitude of the ground verification test was 3596 m and the altitude of the plateau exploratory test was 4217 m). During the plateau test, the supercharged engine test was first carried out, and then the supercharger drive components were removed for a naturally aspirated engine test. The supercharging effect was obtained by comparing the propeller speeds. During the test process, the propeller was used as a load to test the engine, and the engine bleed valve was adjusted to determine the maximum supercharging degree of the supercharged engine on the premise of ensuring the safe operation of the engine, and further obtain the change in the high-altitude power recovery of the supercharged engine to judge the power recovery effect of the supercharged engine. The final test results are analyzed as follows: As Figure 9 shown, during the ground test, the engine started smoothly, and the supercharger did not affect the starting process of the rotary engine; after about 4000 r / min, the engine speed would suddenly increase, and the supercharging effect began to appear. After the engine was supercharged, the maximum speed exceeded the usual speed limit. Therefore, during the low-altitude test, it was necessary to use an intake bleed valve to release the excess intake air (as Figure 6 shown), reduce the intake pipe pressure, and ensure that the engine operates within the limited speed. The opening of the bleed valve is related to the maximum speed requirement and is closely related to the propeller used. It is necessary to conduct special verification calibration on the propeller for the matching flight. As Figure 10 shown, the supercharged engine can obtain an ideal power recovery in high-altitude areas, and the supercharging effect is more obvious at partial load.
[0049] As Figure 9 and Figure 10As shown, compared with a naturally aspirated engine, the engine power is restored to 88% of the ground power at 3596 m; and to 85% of the ground power at 4217 m. Through the development and test verification of the mechanical supercharger rotor engine prototype, it can be confirmed that the mechanical supercharger meets the requirements for the high-altitude power restoration of the rotor engine (the engine output power remains basically unchanged at an altitude of 3000 m). The matching calculation method of the present invention can preferably predict the basic performance of the engine and can play a guiding role in the development of the supercharged rotor engine.
[0050] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.
Claims
1. A design and matching method for mechanical supercharging of an aviation rotary engine, characterized in that: include: Perform one-dimensional simulation calculation on the engine working process to obtain the parameters required for engine supercharging; the parameters required for engine supercharging include: engine intake volume, intake pipe inlet pressure, engine intake temperature, supercharger pressure ratio and compressor power consumption; Selecting a supercharger based on the boost ratio and intake air volume among the parameters required for engine boosting; Based on the selected supercharger and by analyzing the structural parameters of the engine, a simulation mathematical model of the supercharged rotary engine is established, and characteristic dimensions of the intake system and the exhaust system of the supercharged engine that meet the design requirements are determined based on the simulation mathematical model; a supercharged engine prototype is constructed based on the characteristic dimensions of the intake system and the exhaust system of the supercharged engine that meet the design requirements, wherein the supercharged engine prototype includes a basic engine, an intake system, an exhaust system, and a supercharging system; The engine prototype is subjected to verification test, and based on the verification results and test requirements, the engine prototype that meets the test requirements is used as the matched supercharged engine.
2. The method for designing and matching a mechanical supercharger for an aircraft rotary engine according to claim 1, characterized in that: The parameters required to obtain boost pressure include: According to the required target power and target fuel consumption rate of the supercharged engine, the intake mass flow rate of the engine is obtained; According to the intake mass flow rate and volume flow rate of the engine, the intake density at the engine manifold is obtained; According to the intake air density at the engine manifold and the inlet temperature of the intake pipe, the inlet pressure of the engine intake pipe is obtained; Obtain the boost ratio of the supercharger according to local environmental parameters and the inlet pressure of the intake pipe; The power consumption of the compressor is obtained based on the adiabatic compression work of the compressor, the mechanical efficiency of the compressor, and the efficiency of the compressor.
3. The method for designing and matching a mechanical supercharger for an aircraft rotary engine according to claim 2, characterized in that: According to the target power and target fuel consumption rate of the required supercharged engine, the steps for obtaining the intake mass flow rate of the engine are: In the formula, Indicates the intake mass flow rate of the engine; represents the target power of the supercharged engine required; represents the desired target fuel consumption rate of the supercharged engine; Indicates the excess air coefficient; represents the scavenging coefficient; Indicates the theoretical air-fuel ratio.
4. The method for designing and matching a mechanical supercharger for an aircraft rotary engine according to claim 2, characterized in that: The ratio of the engine intake air volume to the compressor volume flow rate is taken as the intake air density at the engine manifold.
5. The method for designing and matching a mechanical supercharger for an aircraft rotary engine according to claim 1, characterized in that: According to the intake air density at the engine manifold and the inlet temperature of the intake pipe, the steps to obtain the inlet pressure of the engine intake pipe are: In the formula, Indicates the engine's intake manifold inlet pressure; Indicates the intake air density at the engine manifold; Indicates the engine's intake air temperature; represents the gas constant.
6. The method for designing and matching a mechanical supercharger for an aircraft rotary engine according to claim 1, characterized in that: According to the local environmental parameters and the inlet pressure of the intake pipe, the steps to obtain the supercharger pressure ratio are as follows: In the formula, Indicates the boost ratio of the supercharger; Indicates the engine's intake manifold inlet density; Indicates the ambient air density; Indicates the ambient air temperature; Indicates the engine's intake air temperature.
7. The method for designing and matching mechanical supercharging of an aircraft rotary engine according to claim 2, characterized in that: The expression for obtaining the compressor power consumption is: In the formula, Indicates compressor power consumption; represents the adiabatic compression work of the compressor; Indicates compressor efficiency; Indicates the mechanical efficiency of the compressor; Indicates the air intake volume of the engine; represents the adiabatic coefficient; represents the gas constant; Indicates the ambient air temperature; Indicates the pressure ratio of the supercharger.
8. The method for designing and matching mechanical supercharging of an aircraft rotary engine according to claim 1, characterized in that: The steps to select a supercharger based on the boost ratio and intake volume in the engine boost parameters are: According to the compression ratio and intake volume, the operating parameters of different superchargers are compared, the matching points are found on the compressor MAP diagram, and the compressor operating characteristic curves under different engine working conditions can be drawn; According to the matching points on the compressor MAP diagram and the operating characteristic curve, the operating characteristic curve with the best working efficiency and the largest redundancy from the compressor working boundary is selected to judge whether the supercharger and the engine target power are properly matched, and the supercharger with the appropriate match is selected as the supercharger.
9. The method for designing and matching mechanical supercharging of an aircraft rotary engine according to claim 1, characterized in that: The boost system includes: a circulating lubrication system, an intake pressure control system, a supercharger and a transmission system.
10. The method for designing and matching mechanical supercharging of an aircraft rotary engine according to claim 1, characterized in that: Verification tests include: starting and steady-state tests, air intake and exhaust tests, and ground and plateau tests.