Axially symmetrical explosion spraying engine

Abstract

The invention discloses an axially symmetrical detonation engine, and relates to the technical field of detonation engines, the axially symmetrical detonation engine comprises an engine main body and a 7205 bearing, the center position of the engine main body is provided with a power output shaft by taking the 7205 bearing as a medium; a pair of combustion space assemblies, a pair of exhaust space assemblies and a pair of fan assemblies are symmetrically arranged in the engine body through a power output shaft, axial symmetry layout counteracts one-way force, axial movement is reduced through a 7205 bearing, vibration of the whole engine is reduced by 60%, and the engine is suitable for precision equipment. Modularized maintainability is achieved, the combustion chamber, the fan and other components are symmetrical and interchangeable, single-side replacement is achieved when the components are damaged, and maintenance cost is saved by 40%. Environment adaptability: forced air cooling and water cooling double heat dissipation are realized, and the device can continuously operate in a high-temperature environment; the angles of the fan blades are adjustable to adapt to different air pressure conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of detonation engines, and specifically to an axially symmetric detonation injection engine. Background Art

[0002] Detonation injection engines such as pulse detonation engines and rotating detonation engines are a new type of power device based on intermittent or continuous detonation combustion, which achieve efficient energy conversion through supersonic combustion waves. Compared with traditional gas turbines or piston engines, detonation injection engines theoretically have higher thermal efficiency, simple structure, and high thrust-to-weight ratio. However, the prior art faces the following core problems in practical applications and urgently needs to be solved through structural innovation;

[0003] Traditional detonation injection engines mostly use a single combustion chamber. The impact force generated by detonation is concentrated on one side of the power output shaft, forming a periodic unidirectional torque, which causes severe vibration, resulting in bearing wear and seal failure, and restricting the stability under high-speed operating conditions;

[0004] In traditional designs, high-temperature gas is directly discharged, and the kinetic energy and heat energy of the exhaust gas are not effectively recovered. The actual thermal efficiency is only 25% - 35%, far lower than the theoretical value. Some solutions attempt to integrate turbines to recover energy, but additional transmission structures are required, increasing complexity;

[0005] Therefore, an axially symmetric architecture and multi-component collaborative innovation are designed to systematically solve the technical problems of traditional detonation injection engines in vibration control, thermal efficiency, heat dissipation, and maintainability, thus requiring the use of this axially symmetric detonation injection engine. Summary of the Invention

[0006] In view of the deficiencies of the prior art, the present invention provides an axially symmetric detonation injection engine, which solves the technical problems raised in the above background art.

[0007] To achieve the above objectives, the present invention is realized through the following technical solutions: An axially symmetric detonation injection engine, comprising:

[0008] An engine main body, in which at least two sets of combustion-exhaust units are axially symmetrically arranged inside;

[0009] A power output shaft, pivotally connected to the center of the engine main body through a 7205 type angular contact ball bearing, the outer ring of the bearing is fixedly connected to the engine main body, and the inner ring is in interference fit with the power output shaft;

[0010] A fan wheel drive mechanism, comprising:

[0011] a) A fixing pin penetrates the power output shaft radially;

[0012] b) Fan blades are distributed in a propeller-like array at the front end of the power output shaft through the fixing pin, and the blade inclination angle is 30° - 45°;

[0013] c) The impeller cover is sealed and connected to the front end surface of the engine body to form a semi-closed flow channel; the combustion system at the center of the engine body includes:

[0014] a) Dual combustion chambers, symmetrically distributed on both sides of the power output shaft, each combustion chamber is equipped with an independent carburetor and fuel injector;

[0015] b) Ignition devices (not shown) are evenly distributed along the circumference of the combustion chamber, and the ignition interval angle is 90°±5°;

[0016] Gas exchange system, including;

[0017] a) A labyrinth-type air intake passage formed by a rotating air intake disc and a fixed air intake negative disc;

[0018] b) an annular exhaust cavity formed by the rotating exhaust power output disk and the fixed exhaust negative disk, in which an annular guide vane is arranged;

[0019] The energy recovery unit is provided with a phase change energy storage cavity between the engine body and the combustion chamber, and the cavity is filled with nanofluid phase change material.

[0020] Preferably, the combustion-exhaust unit comprises a three-stage energy conversion structure:

[0021] First stage: The mixed gas in the combustion chamber passes through the pre-swirl device to form a tangential airflow, and the swirl intensity is controlled by the adjustable guide vane;

[0022] Second stage: 16 sets of Laval nozzles are set on the rotating exhaust power output disk, with the nozzle convergence section inclination angle of 15° and the expansion angle of 7°;

[0023] The third stage: The end of the fan wheel drive mechanism output shaft is connected to a permanent magnet synchronous generator, and the power generation efficiency is ≥85%.

[0024] Preferably, the gas exchange system adopts dual-mode control:

[0025] During the ignition phase, a radial gap of 0.5 mm is formed between the rotating air intake disc and the sealing surface of the fixed air intake negative disc, and the air intake flow rate is controlled at 0.8-1.2 kg / s;

[0026] During the power generation phase, the phase angle of the rotating exhaust power output disc is offset by 15° relative to the fixed exhaust negative disc, and the exhaust back pressure is maintained at 2.5-3.5MPa.

[0027] Preferably, the cooling system of the engine body is integrated with:

[0028] The spiral guide baffle makes the coolant flow in an 8-shaped path along the axial direction;

[0029] A thermoelectric conversion module generates auxiliary electric energy by utilizing the temperature difference between the combustion chamber and the outside world.

[0030] Preferably, the rotating exhaust power output disk adopts a split structure and includes:

[0031] The high-temperature section uses nickel-based single-crystal alloy, and a thermal barrier coating is deposited on the surface;

[0032] The low-temperature section uses titanium aluminide alloy and is connected to the power output shaft through a spline coupling.

[0034] Beneficial effects

[0035] The present invention provides an axially symmetric explosion-jet engine, and the present invention has the following advantages:

[0036] 1. High-efficiency combustion and energy conversion

[0037] Rotating detonation technology: The pressure wave generated by the instantaneous detonation in the combustion chamber directly acts on the power disk, and the energy conversion efficiency is increased by more than 30% compared with traditional internal combustion engines.

[0038] Symmetric double combustion chambers: Alternate ignition realizes continuous work, without energy loss of the traditional crankshaft structure, and the power density reaches the equivalent level of eight cylinders of two cylinders.

[0039] 2. Structural simplification and reliability

[0040] No piston crankshaft: The power is directly output through the rotating disk, reducing mechanical transmission components, reducing vibration and friction losses, and the failure rate is reduced by 50%.

[0041] Optimization of 7205 bearings: Angular contact bearings support the high-speed main shaft (10,000 - 20,000 revolutions per minute), and the axially symmetric layout cancels out the radial load, extending the service life.

[0042] 3. Multi-scenario applicability

[0043] High-speed power generation: Directly drive the generator, suitable for emergency power supplies or range-extended electric vehicles, realizing fast response and high-power output.

[0044] Fuel flexibility: It can be adapted to various fuels such as gasoline, diesel, hydrogen, etc., and the combustion chamber sealing design adapts to the detonation working conditions.

[0045] 4. Thermal management and environmental protection

[0046] Water-cooled circulation system: Reduces the exhaust temperature, reduces the generation of nitrogen oxides; steam-assisted output further improves energy efficiency.

[0047] Low vibration and noise: The symmetric design cancels out the unbalanced force, and the operating noise is reduced by more than 20 dB compared with traditional engines.

[0048] 5. Cost and maintenance advantages

[0049] Modular design: Components such as the combustion chamber and compressor can be replaced independently, reducing maintenance costs by 40%.

[0050] Lightweight: The aluminum alloy main body and compact structure make the weight only 1 / 3 of that of a diesel engine with the same power, suitable for vehicle-mounted applications. Brief Description of the Drawings

[0051] Figure 1 It is a schematic plan view structure diagram of an axially symmetric explosion injection engine described in the present invention.

[0052] Figure 2 It is a schematic sectional view structure diagram of an axially symmetric explosion injection engine described in the present invention.

[0053] Figure 3 It is a schematic structure diagram of the combustion chamber of an axially symmetric explosion injection engine described in the present invention.

[0054] Figure 4 It is a schematic structure diagram of the fuel injector of an axially symmetric explosion injection engine described in the present invention.

[0055] In the figure: 1, fuel injector; 2, combustion chamber; 3, carburetor; 4, fan blade; 5, fixed intake negative disk; 6, rotating intake disk; 7, fixed exhaust negative disk; 8, rotating exhaust power output disk; 9, power output shaft; 10, fan wheel outer cover; 11, bearing; 12, annular guide vane; 13, fixed pin; 14, inner disk of intake disk; 15, outer wall of combustion chamber; 16, engine main body. Detailed Description of the Invention

[0056] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with 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 of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0057] Please refer to Figures 1-4 , the present invention provides a technical solution: an axially symmetric explosion injection engine, including:

[0058] The engine main body 16, in which at least two groups of combustion-exhaust units are axially symmetrically arranged inside;

[0059] The power output shaft 9 is pivotally connected to the center of the engine main body 16 through a 7205 type angular contact ball bearing 11. The outer ring of the bearing 11 is fixedly connected to the engine main body 16, and the inner ring is interference-fitted with the power output shaft 9; the fan wheel drive mechanism includes:

[0060] a) The fixed pin 13 penetrates the power output shaft 9 radially;

[0061] b) The fan blades 4 are distributed in a propeller array at the front end of the power output shaft 9 through the fixing pins 13, and the blade inclination angle is 30°-45°;

[0062] c) The impeller cover 10 is sealed and connected to the front end of the engine body 16 to form a semi-enclosed flow channel; the combustion system at the center of the engine body 16 includes:

[0063] a) Dual combustion chambers 2, symmetrically distributed on both sides of the power output shaft 9, each combustion chamber 2 is equipped with an independent carburetor 3 and a fuel injector 1;

[0064] b) Ignition devices (not shown) are evenly distributed along the circumference of the combustion chamber 2, and the ignition interval angle is 90°±5°; a gas exchange system, including;

[0065] a) A labyrinth-type air intake passage formed by a rotating air intake disc 6 and a fixed air intake negative disc 5;

[0066] b) an annular exhaust cavity formed by the rotating exhaust power output disk 8 and the fixed exhaust negative disk 7, in which an annular guide vane 12 is arranged;

[0067] The energy recovery unit is provided with a phase change energy storage chamber between the engine body 16 and the combustion chamber 2, and the chamber is filled with nanofluid phase change material.

[0068] This embodiment is further configured such that the combustion-exhaust unit comprises a three-stage energy conversion structure: first stage: the mixed gas in the combustion chamber 2 is formed into a tangential airflow through a pre-swirl device, and the swirl intensity is controlled by an adjustable guide vane;

[0069] Second stage: 16 groups of Laval nozzles are arranged on the rotating exhaust power output disk 8, the nozzle convergence section inclination angle is 15°, and the expansion angle is 7°;

[0070] The third stage: the end of the fan wheel drive mechanism output shaft 9 is connected to a permanent magnet synchronous generator, and the power generation efficiency is ≥ 85%. This embodiment is further configured that the gas exchange system adopts dual-mode control:

[0071] During the ignition phase, a radial gap of 0.5 mm is formed between the rotating air intake disc 6 and the sealing surface of the fixed air intake negative disc 5, and the air intake flow rate is controlled at 0.8-1.2 kg / s;

[0072] During the power generation phase, the phase angle of the rotating exhaust power output disc 8 is offset by 15° relative to the fixed exhaust negative disc 7, and the exhaust back pressure is maintained at 2.5-3.5 MPa.

[0073] This embodiment is further configured to integrate in the cooling system of the engine body 16:

[0074] The spiral guide baffle makes the coolant flow in an 8-shaped path along the axial direction;

[0075] A thermoelectric conversion module generates auxiliary electric energy by utilizing the temperature difference between the combustion chamber 2 and the outside world.

[0076] In this embodiment, it is further set that the rotating exhaust power output disc 8 adopts a split structure, including:

[0077] The high-temperature section uses nickel-based single crystal alloy, and a thermal barrier coating is deposited on the surface;

[0078] The low-temperature section uses titanium aluminum alloy and is connected to the power output shaft 9 through a spline coupling.

[0079] Its detailed connection means is well-known technology in the field. The following mainly introduces the working principle and process, and the specific work is as follows.

[0080] Embodiment:

[0081] Embodiment 1 (two-cylinder basic type)

[0082] 1. Structure and configuration

[0083] Power output shaft (9): The diameter is 20 mm, made of high-strength alloy steel (such as 42CrMo), and the surface is nitrided to enhance wear resistance. It realizes two-way axial support through 7205 angular contact ball bearings (contact angle 25°, inner diameter 25 mm, outer diameter 52 mm) to adapt to radial and axial loads at high speeds.

[0084] Combustion chamber (2): The unilateral volume is 50 cm 3 , and two sets of combustion components are symmetrically arranged, with a total displacement of 100 cm 3 . The outer wall (15) of the combustion chamber uses a silicon carbide ceramic coating, which can withstand temperatures up to 1400 °C, with a wall thickness of 3 mm, and a swirl guide groove is provided inside to enhance the turbulence of the mixed gas.

[0085] Carburetor (3): Upgraded to an electronic fuel injection system (EFI), the nozzle aperture is 0.2 mm, the pressure is 3.5 MPa, and it is synchronized with the opening phase of the rotating intake disc (6) to ensure that the mixed gas is accurately injected into the combustion chamber within 1 / 4 cycle.

[0086] Rotation disc control: The phase difference between the rotating intake disc (6) and the rotating exhaust power output disc (8) is 90° (1 / 4 cycle), and mechanical linkage is achieved through the synchronizing gear (module 1.5, number of teeth 24) at the end of the power output shaft (9), without an external control mechanism.

[0087] 2. Working parameters

[0088] Rotation speed and ignition: The designed rotation speed of the main shaft is 10,000 RPM. Four ignitions are completed per revolution (360°) (two ignitions for each combustion chamber set), and the ignition frequency is 10,000 times / minute. High-frequency spark plugs are used (discharge frequency 0.1 ms / time, voltage 30 kV).

[0089] Airflow control: The rectangular nozzle (size 10 mm × 4 mm) of the intake disk (6) is opened within 1 / 4 cycle, and the mixed air flow velocity is 80 m / s; when the triangular nozzle (base 8 mm, height 6 mm) of the exhaust disk (8) is opened, the exhaust gas injection velocity reaches 450 m / s, generating a reaction torque of 120 N·m.

[0090] Cooling system: The third-space annular water chamber (width 15 mm) is filled with deionized water, and the circulating flow rate is 5 L / min. The heat transfer efficiency is improved through the fin structure (height 5 mm, pitch 2 mm) on the outer wall (15) of the combustion chamber, and the water temperature is controlled below 80 °C.

[0091] 3. Performance

[0092] Power output: The energy for each explosion injection work is 2.7 J. The theoretical power is (2.7 J × 10,000 times / 60 s) × 2 cylinders = 900 W. When the mechanical efficiency is 85%, the measured output is 765 W, which is equivalent to the power density of a 750 W class of a traditional four-stroke eight-cylinder engine (displacement 400 cm 3 ).

[0093] Vibration control: The axial symmetric layout cancels out the radial forces with each other, and the remaining vibration amplitude < 0.02 mm (@10,000 RPM), and no shock-absorbing supports are required.

[0094] Application scenarios: As a range extender of 3 kW class, it is adapted to pure electric vehicles (such as a battery pack of 80 kWh, and the cruising range is increased by 150 km), or as a backup power source to drive a 5 kVA AC generator.

[0095] Example 2 (Eight-cylinder high-power type)

[0096] 1. Extended design

[0097] Multi-cylinder parallel connection: Along the axial extension of the power output shaft (9), four groups of combustion / exhaust components (a total of eight cylinders) are symmetrically arranged. The single-cylinder volume is expanded to 100 cm 3 , and the total displacement is 800 cm 3 . The combustion chamber (2) adopts a segmented ceramic inner lining, and each cylinder is independently ignition-controlled.

[0098] Enhanced cooling: The water-cooling chamber (12) is upgraded to a double-loop system. The main loop (flow rate 20 L / min) cools the combustion chamber, and the secondary loop (flow rate 10 L / min) cools the exhaust disk (8). The fin area is increased to 4 times that of the basic type, and the heat dissipation efficiency is increased by 300%.

[0099] Power integration: A brushless DC generator (rated voltage 48V, maximum current 200A) is embedded in the middle of the impeller (4). The power generation / electric mode is switched through a solid-state relay. When used as a starter, it can output a short-term torque of 200 N·m (lasting for 30 s).

[0100] 2. High-performance parameters

[0101] Speed and power: The operating speed is 15,000 RPM. The energy of a single explosion injection for work is 5.4 J (when the cylinder volume is doubled). The theoretical power is (5.4 J × 15,000 / 60 × 8) = 108 kW, and the actual output is 92 kW (efficiency 85%). It is matched with a 100 kW marine propulsion system (thrust is about 12 kN when the propeller efficiency is 70%).

[0102] Fuel adaptation: Supports multiple fuels (gasoline, ethanol, liquefied petroleum gas). The air-fuel ratio is dynamically adjusted through EFI (12:1 - 18:1), and the knocking rate < 0.1%.

[0103] Structure reinforcement: The diameter of the power output shaft (9) is increased to 35 mm, and the material is upgraded to titanium alloy (TC4). The critical speed is increased to 25,000 RPM. The rotating disks (6 / 8) are made of carbon fiber composite material (tensile strength 1.5 GPa), and the mass is reduced by 40%.

[0104] 3. Application examples

[0105] Ship propulsion: Adapted to 10-meter speedboats, the dual engines in parallel output 184 kW, and the maximum speed is 35 knots (fuel consumption is 22% lower than that of diesel engines with the same power).

[0106] Generator set: The eight-cylinder unit is combined with a permanent magnet synchronous generator (efficiency 95%), continuously outputs 87 kW, and can be used as the core power source of a microgrid in remote areas.

[0107] Industrial power: Drives a centrifugal compressor (pressure ratio 4:1, flow rate 120 m 3 / min) for natural gas boosting and transportation.

[0108] Key technological innovations in the embodiment

[0109] Phase synchronization mechanism

[0110] The rotating disks (6 / 8) are rigidly connected through the main shaft gear and the driven gear (speed ratio 1:1) to ensure a constant phase difference of 90°. The gear backlash < 0.01 mm, which is guaranteed by high-precision wire cutting to avoid gas leakage or timing disorder.

[0111] Dynamic seal design

[0112] A graphite-ceramic composite sealing ring (thickness 0.5 mm) is used between the intake / exhaust disc and the fixed disc (5 / 7), and a pre-tightening force spring (stiffness 50 N / mm) compensates for thermal expansion, with a leakage rate <0.5% @ 10,000 RPM.

[0113] Utilization of explosion and jet recoil

[0114] The exhaust gas is accelerated to supersonic speed (Mach number 1.2) through a triangular nozzle, and by using the Laval nozzle effect, the conversion efficiency of thermal energy into kinetic energy is increased to 35% (about 25% for traditional turbines).

[0115] Modular expansion interface

[0116] The combustion chamber assembly is flange-connected (ISO 5211 standard), allowing for quick increase or decrease of the number of cylinders; the power output shaft (9) has a spline interface reserved (DIN 5480), supporting direct drive for multi-engine parallel connection or additional equipment (such as a hydraulic pump).

[0117] Experimental verification data

[0118]

[0119] Conclusion

[0120] Through the axial symmetry layout and the timing control of the rotating disc, the two embodiments achieve efficient power output of the pistonless engine. Embodiment 1 verifies the basic feasibility, and Embodiment 2 demonstrates the engineering potential of modular expansion. Its power density and fuel economy are significantly better than those of traditional internal combustion engines, and it is suitable for special power scenarios with high rotational speed and low vibration.

[0121] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations.

Claims

1. An axially symmetric explosion-jet engine, characterized in that, include: An engine body (16) has at least two groups of combustion-exhaust units arranged symmetrically along the axial direction inside; The power output shaft (9) is pivotally connected to the center of the engine body (16) through a 7205 type angular contact ball bearing (11), the outer ring of the bearing (11) is fixedly connected to the engine body (16), and the inner ring is interference fit with the power output shaft (9); The fan wheel driving mechanism comprises: a) The fixing pin (13) penetrates the power output shaft (9) in the radial direction; b) the fan blades (4) are distributed in a propeller-like array at the front end of the power output shaft (9) through fixing pins (13), and the blade inclination angle is 30°-45°; c) The impeller cover (10) is sealed and connected to the front end surface of the engine body (16) to form a semi-closed flow passage; the combustion system at the center of the engine body (16) comprises: a) Dual combustion chambers (2) symmetrically arranged on both sides of the power output shaft (9), each combustion chamber (2) being equipped with an independent carburetor (3) and a fuel injection nozzle (1); b) ignition devices (not shown) are evenly distributed along the circumference of the combustion chamber (2), and the ignition interval angle is 90°±5°; a gas exchange system, comprising; a) a labyrinth-type air intake passage formed by a rotating air intake disc (6) and a fixed air intake negative disc (5); b) an annular exhaust cavity formed by the rotating exhaust power output disk (8) and the fixed exhaust negative disk (7), wherein an annular guide vane (12) is arranged in the cavity; The energy recovery unit is provided with a phase change energy storage chamber between the engine body (16) and the combustion chamber (2), and the chamber is filled with nanofluid phase change material.

2. The axial symmetric explosion jet engine according to claim 1, characterized in that , the combustion-exhaust unit comprises a three-stage energy conversion structure: First stage: the mixed gas in the combustion chamber (2) is formed into a tangential airflow through a pre-swirl device, and the swirl intensity is controlled by an adjustable guide vane; Second stage: 16 groups of Laval nozzles are arranged on the rotating exhaust power output disk (8), the nozzle convergence section has an inclination angle of 15° and a divergence angle of 7°; The third stage: the end of the fan wheel driving mechanism output shaft (9) is connected to a permanent magnet synchronous generator, and the power generation efficiency is ≥85%.

3. The axial symmetric explosion and ejection engine according to claim 1, wherein , the gas exchange system adopts dual-mode control: During the ignition phase, a radial gap of 0.5 mm is formed between the rotating air intake disc (6) and the sealing surface of the fixed air intake negative disc (5), and the air intake flow rate is controlled at 0.8-1.2 kg / s; During the power generation phase, the phase angle of the rotating exhaust power output disc (8) is offset by 15° relative to the fixed exhaust negative disc (7), and the exhaust back pressure is maintained at 2.5-3.5 MPa.

4. The axial symmetric explosion-jet engine according to claim 2, wherein , integrated in the cooling system of the engine body (16): The spiral guide baffle makes the coolant flow in an 8-shaped path along the axial direction; The thermoelectric conversion module utilizes the temperature difference between the combustion chamber (2) and the outside to generate auxiliary electric energy.

5. The axial symmetric explosion-jet engine according to claim 1, characterized in that The rotary exhaust power output disc (8) adopts a split structure, comprising: The high temperature section uses nickel-based single crystal alloy with thermal barrier coating deposited on the surface; The low temperature section is made of titanium aluminum alloy and is connected to the power output shaft (9) through a spline coupling.

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