Light aero-engine configuration and method based on blade type centrifugal rotating oil supply

Abstract

The invention discloses a vane type centrifugal rotary oil supply light aero-engine configuration and method, the engine configuration comprises an integrated rotor structure composed of an axial flow compressor, a downstream combustion chamber and an axial flow turbine, a plurality of vane type centrifugal rotary oil supply parts are arranged in a rotor assembly, and a centrifugal oil supply center channel is arranged in the rotor assembly; fuel oil is introduced through an axis channel in the center shaft under low oil supply pressure, and atomization pressurization is achieved by means of centrifugal force generated by high-speed rotation of the rotor. Atomized fuel oil is sprayed into a main combustion area of the combustion chamber through an oil supply gap formed in the inner wall of the combustion chamber. According to the method, fuel oil is pressurized through centrifugal force generated by high-speed rotation of the rotor assembly, meanwhile, a blade type structure has a pressurization effect on gas in an annular cavity in a combustion chamber, and high-quality atomization injection of the fuel oil is achieved. The structure of a fuel supply system is simplified, accessory power consumption is reduced, the thrust-weight ratio and combustion efficiency of the engine are improved, and the system is particularly suitable for application requirements of light aero-engines.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aero-engines, and relates to low-pressure oil supply and high-efficiency combustion technology, in particular to a light aero-engine structure and method adopting centrifugal rotation oil supply, which is used for realizing high-efficiency atomization oil supply, improving unit cross-section thrust and reducing system power consumption while simplifying the oil supply system. BACKGROUND

[0002] As an important type of aviation propulsion device, a light aero-engine has the characteristics of low thrust level, compact structure, high rotation speed, few accessory systems and low power consumption requirement, but requires high unit cross-section thrust and high combustion efficiency, so the development route is an axial flow compressor, a low-oil-pressure atomization downstream combustion chamber and an axial flow turbine. Due to the limited size of the engine, the oil supply system needs to reduce the system complexity and power consumption as much as possible while realizing the uniformity of atomization and the reliability of fuel transportation.

[0003] Common low-oil-pressure atomization combustion chambers mainly include evaporation tube type combustion chambers and oil flinger type combustion chambers. However, the initial atomization of the evaporation tube type combustion chamber is poor, and the fuel needs to be gasified by evaporation and wall heat transfer, which causes problems such as long combustion start-up time, unstable atomization and high pollution emission. Therefore, the system needs to increase the start-up oil circuit and the heat auxiliary device, which leads to complex structure, increases the structural burden of the engine and improves the overall failure risk. The oil flinger type combustion chamber has the advantages of low oil supply pressure and relatively simple structure, but it is usually matched with a centrifugal compressor, which leads to a large overall outer profile cross-sectional area of the engine, reducing the unit cross-section thrust index. In addition, the oil supply disc and the combustion chamber are usually arranged in a radial oil supply manner in this structure, which has the problems of poor atomization consistency and low oil supply control precision.

[0004] For example, Chinese Patent CN115387904A discloses a single-shaft turbofan engine with an inlet pre-rotation blade and an evaporation tube downstream combustion chamber. Although a downstream combustion chamber is used, the inherent cold start and atomization problems of the evaporation tube technology cannot be avoided. Chinese Patent CN115370477A discloses a single-shaft turbofan engine with an inlet pre-rotation blade and an oil flinger combustion chamber, which aims to reduce the fan intensity requirement, but the oil flinger combustion chamber still has the problem of a large outer profile size. Chinese Patent CN115143491B proposes a hollow strut structure for the inner ring cooling of the oil flinger combustion chamber, but does not solve the integration problem of the axial flow compressor and the low-pressure oil supply. In addition, US Patent US2547959A discloses a centrifugal oil supply system for an annular combustion chamber, which uses a rotating impeller to throw fuel towards the wall surface of the combustion chamber inlet for impact atomization. However, this method has uneven atomization quality and relies on the wall surface, which has limited improvement on combustion efficiency and stability. These schemes have not achieved high-efficiency coordination of the axial flow compressor, downstream combustion chamber and centrifugal rotation oil supply.

[0005] In high-performance light aircraft engines, especially those employing a combination of axial compressors and co-current combustion chambers, independent high-pressure fuel pump systems or dual-path fuel injection systems are commonly used to ensure atomization quality. While these systems offer excellent atomization performance, they involve numerous accessories, high overall power consumption, and complex reliability control, limiting their application, particularly in unmanned platforms or small aircraft. Furthermore, high-pressure fuel supply systems place high demands on pipeline sealing and pump control system response speed, making them susceptible to safety hazards such as fuel leakage and fuel supply lag due to vibration, thermal expansion and contraction, or restarting after prolonged shutdowns. In addition, the high airflow velocity within the co-current combustion chamber means that larger fuel atomization particles can easily lead to fuel deviation or droplet collisions with the combustion chamber walls, causing incomplete combustion, carbon buildup, and further reducing combustion efficiency and shortening combustion chamber lifespan.

[0006] In summary, existing light aero engines face contradictions and bottlenecks in areas such as efficient atomization, low-pressure fuel supply, structural compactness, and power consumption control. Therefore, in order to improve thrust per unit cross section and reduce the complexity of accessory systems, it is urgent to develop an engine structure that combines an axial compressor, a co-current combustion chamber with low fuel supply pressure, and an axial turbine. At the same time, centrifugal rotation of the engine rotor for fuel atomization should be used to reduce power consumption and accessory system complexity. This is a technical problem that urgently needs to be solved in the field of light aero engines. Summary of the Invention

[0007] (I) Purpose of the Invention

[0008] To address the aforementioned deficiencies and shortcomings of existing technologies, the present invention aims to provide a lightweight aircraft engine design and method with a blade-type centrifugal rotary fuel supply system. By integrating a blade-type centrifugal fuel supply mechanism into an axial compressor-co-current combustion chamber-axial turbine configuration, the centrifugal rotation of the engine rotor can be used to achieve fuel pressurization and atomization. Combined with the fuel supply gaps on the combustion chamber wall, it achieves efficient low-pressure fuel atomization supply, avoiding complex accessory systems such as high-pressure fuel pumps. This reduces fuel supply pressure and accessory power consumption, improves the reliability and integration of the fuel supply system, and thus significantly improves the thrust and thermal efficiency per unit cross section while maintaining the overall lightweight design of the engine.

[0009] (II) Technical Solution

[0010] To achieve the objective of this invention and solve its technical problems, the present invention adopts the following technical solution:

[0011] The first objective of this invention is to provide a lightweight aircraft engine design with a blade-type centrifugal rotary fuel supply system, which reduces fuel system power consumption and increases thrust per unit cross-section while ensuring fuel atomization quality. The design includes a compressor, a combustion chamber, and a turbine arranged sequentially along the flow direction. Specifically:

[0012] The compressor is an axial flow structure, the combustion chamber is a co-flow structure, and the turbine is an axial flow structure. The rotating parts of the compressor, the rotating parts of the turbine, and the central shaft of the engine constitute an integrated rotor assembly. The annular space between the outer wall of the co-flow combustion chamber and the outer casing of the engine forms an outer annular cavity of the combustion chamber, and the space between the inner wall of the combustion chamber and the inner casing of the engine forms an inner annular cavity of the combustion chamber.

[0013] The rotor assembly is equipped with a blade-type centrifugal rotary fuel supply device. The fuel supply device includes a central channel formed inside the engine's central shaft, multiple blade-type centrifugal rotary fuel supply components with their main bodies disposed in the annular cavity of the combustion chamber, and an external fuel supply system communicating with the central channel and guiding fuel to the fuel supply components. Wherein:

[0014] The outer contour of the blade-type centrifugal rotary fuel supply component is blade-shaped. Its main body is set in the annular cavity of the combustion chamber and is arranged axially near the head of the combustion chamber. Its root is fixed to the outer wall of the engine central shaft through the annular gap on the inner casing of the engine without mechanical interference. Its top extends to a position close to the inner wall of the combustion chamber. It has a radially extending centrifugal fuel supply central channel. The bottom inlet of the centrifugal fuel supply central channel is connected to the upstream end of the central channel, and the top outlet extends into the combustion chamber cavity through the annular fuel supply gap on the inner wall of the combustion chamber without mechanical interference. It is used to spray the fuel after being centrifugally pressurized into the combustion chamber in the form of atomization.

[0015] The external fuel supply system includes a fixed, non-rotating fuel supply pipe with a axial fuel supply dynamic seal structure between its end and the downstream inlet of the engine's central shaft. This allows the axial channel to guide low-pressure fuel axially to the root position of multiple blade-type centrifugal rotating fuel supply components.

[0016] The second objective of this invention is to provide a fuel atomization supply method for a lightweight aircraft engine. Based on the aforementioned blade-type centrifugal rotary fuel supply mechanism of this invention, the fuel atomization supply method, when implemented, includes at least the following steps:

[0017] SS1. Engine start-up and rotor acceleration phase:

[0018] The rotor assembly is started by starting the integrated motor or the air-blowing starter, so that the integrated rotor assembly, which consists of the compressor rotating parts, the turbine rotating parts and the engine central shaft, is gradually accelerated from a stationary state to the operating speed, providing the necessary dynamic conditions for the subsequent centrifugal fuel pressurization process. At the same time, the axial compressor begins to compress the air entering the engine.

[0019] SS2. Low-pressure fuel delivery and diversion stage:

[0020] Low-pressure fuel is delivered to the engine through an external fuel supply system. The fuel enters the central channel inside the engine's central shaft through a fuel supply pipe that passes through the engine's rear frame support plate. The fuel supply pipe and the rotor assembly are reliably sealed by a central oil supply dynamic seal structure, ensuring that the fuel is transferred without leakage between the stationary supply pipe and the high-speed rotating rotor. The fuel flows from the downstream end to the upstream end of the rotor assembly along the central channel.

[0021] SS3. Radial centrifugal pressurization and pre-atomization stage:

[0022] As the rotor assembly rotates at high speed, multiple blade-type centrifugal rotating fuel supply components rotate synchronously. Fuel enters the centrifugal fuel supply center channel inside each fuel supply component from the shaft channel, and is transported outward in the radial direction under the action of centrifugal force generated by the high-speed rotation of the rotor assembly. The fuel pressure increases from the initial low pressure state to the high pressure state, and begins to atomize and disperse near the channel outlet.

[0023] SS4. Combustion Chamber Annular Gas Pressurization and Coordination Stage:

[0024] The blade-shaped outer contour structure of the fuel supply component pressurizes the gas in the annular cavity of the combustion chamber during the rotation of the rotor assembly, increases the gas pressure in the annular cavity of the combustion chamber, and forms a high-pressure pneumatic environment that is conducive to fuel atomization injection. At the same time, the pressure balance between the annular cavity outside the combustion chamber and the annular cavity inside the combustion chamber is adjusted by the axial turbine guide with ventilation channel set at the combustion chamber outlet.

[0025] SS5. High-pressure atomization injection and combustion stage:

[0026] High-pressure fuel, after being pressurized by centrifugal force, is ejected from the centrifugal fuel supply center channel outlet at the top of the blade-type centrifugal rotary fuel supply component. The fuel flows through the annular fuel supply gap on the inner wall of the combustion chamber and enters the main combustion zone of the co-current combustion chamber. Under the action of high pressure difference and high-speed rotational shearing, it achieves full atomization and dispersion. The atomized fuel is fully mixed with the high-pressure air compressed by the axial flow compressor and undergoes a combustion reaction. The high-temperature and high-pressure gas generated drives the axial flow turbine to do work.

[0027] SS6. Coordinated Operation Phase of the Sealing System:

[0028] During the fuel atomization supply process, the front and rear shaft seals of the rotating fuel supply system ensure a reliable seal between the blade-type centrifugal rotating fuel supply component and the engine inner casing. This dynamically seals the annular cavity inside the combustion chamber, preventing leakage of high-pressure gas and ensuring the stable operation of the fuel supply system and the balance of gas pressure in the annular cavity.

[0029] The fuel atomization supply method of the present invention directly uses the rotational power of the rotor assembly for centrifugal pressurization and atomization of fuel, thereby achieving the technical goal of obtaining high-quality fuel atomization under low fuel supply pressure input conditions. This avoids the complex structure and high power consumption problems of traditional high-pressure fuel pump systems. At the same time, by combining the compact configuration advantages of axial compressor, co-current combustion chamber and axial turbine, it achieves the comprehensive technical effects of simplifying the fuel supply system, reducing accessory power consumption and increasing the thrust per unit cross section of the engine.

[0030] (III) Technical Effects

[0031] Compared with the prior art, the blade-type centrifugal rotary fuel supply mechanism and method of the present invention have the following beneficial and significant technical effects:

[0032] (1) The present invention provides a blade-type centrifugal rotary fuel supply light aircraft engine, which has the characteristics of an axial compressor, a co-current combustion chamber and an axial turbine, and adopts a blade-type centrifugal rotary fuel supply atomization method, combining the advantages of conventional axial engines and oil slingers to form a new structural form, achieving the goal of light aircraft engines with high cross-section thrust, compact structure and simple accessories.

[0033] (2) This invention employs an integrated starter motor or air-blowing starter, enabling the rotor assembly to reach speeds of tens of thousands of revolutions per minute. The fuel supply pipe uses a relatively low fuel pressure, ensuring fuel reaches the centrifugal rotary fuel supply pipe. The centrifugal force generated by the rotor assembly's rotation pressurizes the fuel at the centrifugal rotary fuel supply pipe location, and then the fuel is injected into the combustion chamber in a high-pressure atomized state. This fuel supply process utilizes centrifugal pressurization, eliminating the need for high-pressure oil pumps and simplifying the structure. Simultaneously, the combination of an axial compressor, a co-current combustion chamber, and an axial turbine, along with the use of a centrifugal rotary fuel supply method to address the co-current combustion chamber fuel supply problem, results in a compact engine cross-section and increased thrust per unit cross-section. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the configuration of the blade-type centrifugal rotary fuel-supplying light aircraft engine of the present invention.

[0036] Figure 2 This is a magnified view of a portion of the blade-type centrifugal rotating oil supply pipe area.

[0037] Figure 3A flowchart illustrating the implementation of the fuel atomization supply method for a lightweight aircraft engine according to the present invention.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1-Integrated starter motor, 2-Bearing No. 1, 3-Rotor assembly, 4-Bearing No. 2, 5-Rotary oil supply front shaft seal, 6-Blade-type centrifugal rotary oil supply pipe, 7-Centrifugal oil supply center channel, 8-Rotary oil supply rear shaft seal, 9-Bearing No. 3, 10-Shaft channel, 11-Shaft oil supply dynamic seal, 12-Intake guide plate, 13-Axial flow compressor, 14-Engine outer casing, 15-Co-current combustion chamber, 16-Axial flow turbine guide vane, 17-Axial flow turbine moving blade, 18-Fuel supply pipe, 19-Engine rear frame support plate, 20-Tail nozzle. Detailed Implementation

[0040] This invention aims to provide a lightweight aircraft engine mechanism and method with a blade-type centrifugal rotary fuel supply system, which reduces power consumption of the fuel supply system and increases thrust per unit cross-section while ensuring fuel atomization quality. To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be described in more detail below with reference to the accompanying drawings. The described embodiments are some, but not all, embodiments of this invention, and are exemplary, intended to explain the invention, and should not be construed as limiting the invention.

[0041] Example 1: Lightweight aircraft engine type

[0042] As a specific example, Figure 1 This is a schematic diagram of the configuration of the blade-type centrifugal rotary fuel-supplying lightweight aircraft engine of the present invention. Figure 2 This is a magnified view of a portion of the blade-type centrifugal rotary oil supply pipe area. (See image below.) Figure 1 , 2 As shown, the lightweight aircraft engine mechanism of the present invention, which uses a blade-type centrifugal rotary fuel supply, includes an integrated starter motor 1, a rotor assembly 3 (including an axial compressor, a central shaft, and an axial turbine), a rotary fuel supply front shaft seal 5, a blade-type centrifugal rotary fuel supply pipe 6, a centrifugal fuel supply central channel 7, a rotary fuel supply rear shaft seal 8, a shaft channel 10, a shaft fuel supply dynamic seal 11, an intake guide plate 12, an axial compressor 13, an engine outer casing 14, a co-current combustion chamber 15, an axial turbine guide with a ventilation channel 16, an axial turbine moving blade 17, a fuel supply pipe 18, an engine rear frame support plate 19, a tail nozzle 20, and bearings 2, 4, and 9, among other structures and components. Figure 1 The configuration shown represents only one cross-section of a bladed centrifugal rotary fuel-powered light aircraft engine.

[0043] In the lightweight aircraft engine configuration of the present invention, the axial compressor 13, the co-current combustion chamber 15, and the axial turbine (including the axial turbine guide vane 16 and the axial turbine blade 17) are arranged sequentially along the flow direction, and the compressor rotating component, the turbine rotating component, and the engine central shaft constitute an integrated rotor assembly. The annular space between the outer wall of the co-current combustion chamber 15 and the outer casing 14 of the engine forms an outer annular cavity 153 of the combustion chamber, the space between the inner wall 152 of the combustion chamber and the inner casing 154 of the engine forms an inner annular cavity 155 of the combustion chamber, and the space between the inner wall 152 of the combustion chamber and the outer wall of the combustion chamber forms an inner cavity of the combustion chamber.

[0044] In the lightweight aircraft engine configuration of the present invention, the rotor assembly 3 is equipped with a blade-type centrifugal rotary fuel supply device. The fuel supply device includes a central channel 10 formed inside the engine's central shaft, multiple blade-type centrifugal rotary fuel supply components 6 whose main bodies are disposed in the annular cavity 155 of the combustion chamber, and an external fuel supply system communicating with the central channel 10 and guiding fuel to the fuel supply components 6. The engine's central shaft of the rotor assembly 3 is a hollow structure, forming the central channel 10. Multiple blade-type centrifugal rotary fuel supply pipes 6 are provided on the engine's central shaft at positions corresponding to the combustion chamber 15.

[0045] In the lightweight aircraft engine configuration of this invention, the main body of the blade-type centrifugal rotary fuel supply pipe 6 is disposed in the annular cavity 155 of the combustion chamber. Its outer contour has a blade-like structure, and its radial configuration from the root to the top resembles the geometric features of a centrifugal compressor blade. When the rotor assembly rotates at high speed, it has a pressurizing effect on the gas in the annular cavity 155 of the combustion chamber, thereby increasing the gas pressure and flow kinetic energy in the annular cavity of the combustion chamber. This helps to improve the pressure distribution and airflow organization in the combustion chamber, providing a favorable flow field basis for the spatial distribution of fuel atomization and mixing with the main combustion gas, thereby improving combustion efficiency and combustion stability. Furthermore, the blade-type centrifugal rotary fuel supply pipe 6 is arranged axially near the head of the combustion chamber 15. Its root passes through the annular gap on the engine inner casing 154 and is fixedly mounted on the outer wall of the engine central shaft without mechanical interference. Its top extends to a position close to the inner wall 152 of the combustion chamber. In addition, the centrifugal oil supply pipe 6 has a radially extending centrifugal oil supply central channel 7 at its center. The bottom inlet of the centrifugal oil supply central channel 7 is connected to the upstream end of the axial channel 10, and the top outlet extends into the combustion chamber cavity through the annular oil supply gap 151 on the inner wall 152 of the combustion chamber without mechanical interference. When the rotor assembly rotates, it can pressurize the fuel and supply atomized fuel to the co-current combustion chamber 15.

[0046] Preferably, the connection between the central channel 10 on the engine's central shaft and each blade-type centrifugal rotary fuel supply component 6 adopts a multi-point branch structure. The branch paths are designed with equal pressure and flow rates to ensure uniform fuel distribution among the fuel supply components and avoid localized rich or poor fuel conditions. Furthermore, the fuel supply path can be finely adjusted in terms of pressure and flow by changing the length and diameter of the channels within each branch, enhancing fuel distribution control. In addition, the central channel 10 of the engine's central shaft runs axially through the rotor assembly, extending from the turbine end to the compressor end, to transmit low-pressure fuel to the root of the blade-type centrifugal rotary fuel supply component 6. This hollow structure design of the engine's central shaft reduces the weight of the rotor assembly and improves rotational inertia efficiency. Simultaneously, it connects to the centrifugal fuel supply central channel 7 at the combustion chamber location, ensuring that fuel is evenly distributed to multiple fuel supply components 6 under centrifugal force, thereby enhancing engine compactness, reducing power consumption, and avoiding additional fuel line accessories.

[0047] As a further preferred option, the fuel supply device is equipped with a thermal expansion buffer groove structure at the connection between the root of the blade-type centrifugal rotating fuel supply component 6 and the engine central shaft 3. This structure is used to compensate for the accumulation of thermal stress caused by the difference in thermal expansion coefficients between the fuel supply pipe and the shaft under high-temperature combustion conditions. By setting a flexible connection section or a non-contact thermal expansion joint, the risk of structural loosening or jamming caused by thermal deformation can be effectively avoided.

[0048] In the lightweight aircraft engine configuration of the present invention, the combustion chamber casing 154 is disconnected at the point where the blade-type centrifugal rotary fuel supply pipe 6 passes through to form an annular gap. The axial dimension of the annular gap is larger than the root outer diameter of the blade-type centrifugal rotary fuel supply component 6, so that the blade-type centrifugal rotary fuel supply component 6 can move without mechanical interference when the engine central shaft rotates at high speed. Furthermore, a rotary fuel supply front shaft seal 5 and a rotary fuel supply rear shaft seal 8 are respectively provided on the front and rear sides of the axial direction of the blade-type centrifugal rotary fuel supply pipe 6. Both the front shaft seal 5 and the rear shaft seal 8 adopt a dynamic sealing structure and are respectively arranged at the positions corresponding to the front and rear disconnected areas of the fuel supply component 6 and the engine inner casing 154, so as to effectively seal the annular cavity 155 in the combustion chamber, so that the high-pressure gas in the annular cavity 155 in the combustion chamber will not lose pressure.

[0049] In the lightweight aircraft engine configuration of this invention, the inner wall 152 of the combustion chamber is disconnected at the top outlet of the blade-type centrifugal rotary fuel supply pipe 6, forming a combustion chamber fuel supply gap 151. This ensures that atomized fuel can smoothly enter the co-current combustion chamber 15 from the top outlet of the centrifugal fuel supply center channel 7, and that the fuel supply gap 151 and the top outlet of the fuel supply component 6 maintain a clearance fit without mechanical interference. This disconnected structure ensures the continuity of the fuel injection path. By directly guiding the atomized fuel into the combustion chamber cavity formed by the inner wall 152 and the outer wall of the combustion chamber, it realizes the structural channel function of directly injecting low-pressure fuel into the main combustion zone after centrifugal atomization. This effectively reduces the risk of fuel retention or pyrolysis in non-combustion areas, improves combustion efficiency and fuel supply response performance, reduces fuel supply pressure requirements while ensuring atomization quality, and increases thrust per unit cross-section.

[0050] It should be noted that when the rotor assembly rotates at high speed, the centrifugal fuel supply center channel 7 uses the generated centrifugal force to pressurize the low-pressure fuel. The pressurization process starts from the upstream end of the shaft channel 10. The fuel flows along the radial channel to the top outlet and is sprayed out in the form of high-pressure atomization, realizing the effect of rotational fuel supply and atomization. This principle avoids the use of traditional high-pressure fuel pumps, simplifies the fuel supply accessory system, and, combined with the arrangement of axial compressor, co-current combustion chamber and axial turbine, forms a compact engine structure, improves the thrust per unit section, and ensures the fuel atomization quality under low power consumption conditions.

[0051] In the lightweight aircraft engine configuration of this invention, the external fuel supply system includes a fuel supply pipe 18. The fuel supply pipe 18 is a fixed, non-rotating structure, and a axial fuel supply dynamic seal structure 11 is provided between its end and the downstream inlet of the engine's central shaft. This allows the axial channel to guide low-pressure fuel axially to the root position of multiple blade-type centrifugal rotating fuel supply components 6. Specifically, the fuel supply pipe 18 is connected to a fuel supply accessory to provide low-pressure fuel to the axial channel 10. The external fuel supply system adopts a low-pressure fuel supply method. The fuel pressure in the fuel supply pipe 18 is much lower than the fuel supply pressure of a traditional high-pressure fuel pump system. The fuel flows through the axial channel 10 at a lower initial pressure to the root of the blade-type centrifugal rotating fuel supply component 6. Then, through the centrifugal force generated by the high-speed rotation of the rotor assembly, the fuel pressure is increased in the centrifugal fuel supply central channel 7, and finally, it is sprayed out from the top of the fuel supply component in a high-pressure atomized state. This centrifugal pressurization fuel supply method simplifies the structural complexity of the fuel supply system and reduces the power consumption and manufacturing cost of the accessory system. In addition, as a preferred option, the shaft oil supply dynamic seal structure 11 is a floating non-contact dynamic seal structure that can adapt to high-speed rotation and temperature rise changes. It is equipped with multi-stage labyrinth seals and flexible sealing elements to maintain stable sealing performance under high temperature and high speed conditions, prevent low-pressure fuel from leaking in the shaft transition section, and avoid excessive wear of the sealing structure.

[0052] Furthermore, the fuel supply pipe 18 passes through and is supported by the engine rear frame support plate 19. The engine rear frame support plate 19 is located downstream of the axial turbine and is integrated with the tail nozzle 20 to form a stable rear frame. This integrated structure enhances the overall rigidity and vibration resistance of the engine, reduces the number of parts and assembly complexity, and facilitates the transmission of low-pressure fuel from the non-rotating part of the fuel supply pipe 18 to the central channel 10 of the engine's central shaft, ensuring the continuity and reliability of the fuel supply process. This reduces the power consumption of the fuel supply system while improving the engine's structural compactness and maintenance convenience. In addition, the fuel supply pipe 18 preferably has a radial limiting and axial buffer structure at the point where it passes through the engine rear frame support plate 19. The limiting structure uses a flexible clamp designed for high-temperature and high-frequency vibration conditions in conjunction with a guide limiting ring to prevent displacement or sealing failure of the fuel supply pipe due to structural vibration during engine operation, thereby improving the operational reliability of the overall fuel supply system under complex loads.

[0053] In the lightweight aircraft engine configuration of the present invention, an axial turbine guide 16 with a ventilation channel is provided at the outlet of the co-current combustion chamber 15. The axial turbine guide 16 is adjacent to the axial turbine blade 17. Its ventilation channel can balance the pressure of the outer annular cavity 153 and the inner annular cavity 155 of the combustion chamber, preventing the blade-type centrifugal rotating fuel supply component (6) from being affected by excessive pressure difference. At the same time, it ensures that the airflow organization of the inner and outer annular cavities of the combustion chamber is reasonable, maintaining the stable combustion state of the combustion chamber and the reliable operation of the engine.

[0054] In the lightweight aircraft engine configuration of this invention, the engine adopts an outer casing force transmission structure to transfer the thrust and loads in all directions generated by the engine to the engine mounting frame. The outer casing surrounds the stationary components of the compressor, combustion chamber, and turbine, forming the main load-bearing structure of the engine. Simultaneously, the outer casing 14, the rear frame support plate 19, and the tail nozzle 20 are integrated into a single structure to provide stable structural rigidity and a good load transmission path, ensuring the structural integrity and reliability of the engine under various operating conditions. To ensure smooth operation of the rotor assembly 3, the rotor assembly is supported by three bearings: a first bearing 2 located in the compressor section, a second bearing 4 located in the middle of the rotor assembly, and a third bearing 9 located in the turbine section. These three bearings are axially distributed to provide sufficient radial and axial constraints, ensuring the dynamic balance stability and operational reliability of the rotor assembly under high-speed rotation. If the rotor assembly 3 has good characteristics and a dual-support point configuration can meet its smooth operation, the second bearing 4 can be omitted, simplifying the bearing system structure and reducing frictional losses.

[0055] In the lightweight aircraft engine configuration of this invention, the engine is equipped with an integrated starter motor 1 or an air-assisted starter as the starting device. The integrated starter motor 1 is located at the front end of the engine and is used to provide initial rotational torque to the rotor assembly on the ground or during the initial flight phase, so that the rotational speed reaches the critical speed range required for fuel centrifugal atomization, thereby achieving spontaneous atomization fuel supply start-up under low-pressure fuel conditions, improving the overall engine starting efficiency and control flexibility. After the engine starts and reaches a self-sustaining operating state, the integrated starter motor 1 can switch to generator mode to supply power to the engine's electrical system, realizing an integrated design of the starting device, simplifying the structure of the engine's accessory system and improving the overall system efficiency and reliability. In addition, the engine intake section is equipped with an intake guide plate 12, which is evenly distributed circumferentially upstream of the axial compressor 13. It is used to pre-rectify and guide the airflow entering the engine, eliminate the rotational component and non-uniformity of the intake airflow, and ensure that the axial compressor 13 obtains good intake conditions. At the same time, the intake guide plate 12 also serves as a structural support for the front bearing 2 and a load transfer mechanism, providing the necessary structural rigidity and support strength for the front end of the engine.

[0056] Meanwhile, the axial compressor 13, co-current combustion chamber 15 and axial turbine 17 in this invention are preferably arranged in a compact axial series configuration. The axial compressor 13 includes multi-stage compressor blades and guide vanes, and the axial turbine includes turbine guide vanes 16 and turbine moving blades 17. This axial-co-current-axial configuration combination not only ensures the high thrust per unit section of the engine, but also achieves structural compactness. Compared with the traditional centrifugal compressor and oil-slinging disc combustion chamber combination, it significantly reduces the radial dimension of the engine.

[0057] Example 2: Fuel atomization supply method

[0058] Based on Embodiment 1 above, Embodiment 2 further provides a fuel atomization supply method for a lightweight aircraft engine mechanism based on the aforementioned blade-type centrifugal rotary fuel supply, such as... Figure 3 As shown, the fuel atomization supply method includes at least the following steps when implemented:

[0059] SS1. Engine start-up and rotor acceleration phase:

[0060] The rotor assembly is started by driving the integrated motor 1 or the air-blowing starter, so that the integrated rotor assembly, which consists of the compressor rotating component, the turbine rotating component and the engine central shaft, is gradually accelerated from a stationary state to the operating speed, providing the necessary dynamic conditions for the subsequent centrifugal fuel boosting process. At the same time, the axial compressor begins to compress the air entering the engine.

[0061] SS2. Low-pressure fuel delivery and diversion stage:

[0062] Low-pressure fuel is delivered to the engine through an external fuel supply system. The fuel enters the central channel 10 inside the engine's central shaft through the fuel supply pipe 18, which passes through the engine's rear frame support plate 19. The fuel supply pipe 18 and the rotor assembly are reliably sealed through the central oil supply dynamic sealing structure 11, ensuring that the fuel is transferred without leakage between the stationary supply pipe and the high-speed rotating rotor. The fuel flows from the downstream end to the upstream end of the rotor assembly along the central channel 10.

[0063] SS3. Radial centrifugal pressurization and pre-atomization stage:

[0064] As the rotor assembly rotates at high speed, multiple blade-type centrifugal rotating oil supply components 6 rotate synchronously. Fuel enters the centrifugal oil supply center channel 7 inside each oil supply component from the shaft channel 10, and is transported outward in the radial direction under the action of centrifugal force generated by the high-speed rotation of the rotor assembly. The fuel pressure increases from the initial low pressure state to the high pressure state, and begins to atomize and disperse near the channel outlet.

[0065] Preferably, during the radial centrifugal pressurization and pre-atomization stage, the centrifugal pressurization process of fuel in the centrifugal fuel supply center channel 7 follows a specific pressure increase law: the fuel begins to be subjected to centrifugal force from the bottom inlet of the centrifugal fuel supply center channel 7. As the fuel flows radially outward, the pressurization effect of the centrifugal force on the fuel gradually increases, and the fuel pressure increases according to the square of the centrifugal radius. When the fuel reaches the top outlet of the centrifugal fuel supply center channel 7, the fuel pressure reaches its maximum value. This maximum pressure value is proportional to the square of the rotational angular velocity of the rotor assembly, the radial length of the blade-type centrifugal rotating fuel supply component 6, and the fuel density. By controlling the rotational speed of the rotor assembly and the geometric dimensions of the fuel supply component, the final injection pressure of the fuel can be precisely adjusted, thereby achieving optimized control of the fuel atomization quality.

[0066] SS4. Combustion Chamber Annular Gas Pressurization and Coordination Stage:

[0067] The blade-type centrifugal rotary fuel supply component 6 has a blade-type outer contour structure that generates a compressor-like boosting effect on the gas in the annular cavity 155 of the combustion chamber during the rotation of the rotor assembly, thereby increasing the gas pressure in the annular cavity 155 of the combustion chamber and forming a high-pressure aerodynamic environment that is conducive to fuel atomization injection. At the same time, the pressure balance between the annular cavity 153 outside the combustion chamber and the annular cavity 155 inside the combustion chamber is adjusted by the axial flow turbine guide 16 with ventilation channel set at the combustion chamber outlet.

[0068] Preferably, during the combustion chamber annular gas pressurization and coordination stage, the blade-type centrifugal rotary fuel supply component 6 achieves coordinated optimization of the pressurization process of the gas in the combustion chamber annular cavity 155 and the fuel pressurization process: the blade geometry and installation angle of the blade-type fuel supply component 6 are specially designed so that while pressurizing the fuel in the centrifugal fuel supply center channel 7, the outer surface of the blades generates a moderate compression and pressurization effect on the gas in the combustion chamber annular cavity 155. The increase in the pressure of the inner annular cavity gas maintains a reasonable matching relationship with the fuel pressurization, ensuring that the fuel has a suitable pressure difference when it is sprayed out from the fuel supply gap 151, which not only ensures sufficient atomization effect, but also avoids unstable fuel injection caused by excessive pressure difference. At the same time, the pressure balance is precisely adjusted through the ventilation channel of the axial turbine guide 16.

[0069] SS5. High-pressure atomization injection and combustion stage:

[0070] High-pressure fuel, after being pressurized by centrifugal force, is ejected from the centrifugal fuel supply center channel 7 at the top of the blade-type centrifugal rotary fuel supply component 6. The fuel flows through the annular fuel supply gap on the inner wall 152 of the combustion chamber and enters the main combustion area of ​​the co-current combustion chamber 15. Under the action of high pressure difference and high-speed rotational shearing, it achieves full atomization and dispersion. The atomized fuel is fully mixed with the high-pressure air compressed by the axial flow compressor 13 and undergoes a combustion reaction. The high-temperature and high-pressure gas generated drives the axial flow turbine to do work.

[0071] SS6. Coordinated Operation Phase of the Sealing System:

[0072] Throughout the fuel atomization supply process, the rotary fuel supply front shaft seal 5 and rotary fuel supply rear shaft seal 8 ensure a reliable seal between the vane-type centrifugal rotary fuel supply component 6 and the engine inner casing 154. This is used to dynamically seal the annular cavity 155 inside the combustion chamber, prevent leakage of high-pressure gas inside, and ensure the stable operation of the fuel supply system and the balance of annular cavity gas pressure.

[0073] Preferably, during the coordinated operation phase of the sealing system, the sealing performance control of the shaft seals before and after the rotary fuel supply adopts a dynamic adjustment method: during the engine start-up phase, when the rotor assembly speed is low, the shaft seal system mainly relies on contact sealing to ensure the initial sealing effect; as the rotor assembly speed increases, the shaft seal system gradually switches to a non-contact dynamic sealing mode, utilizing the aerodynamic effect generated by high-speed rotation and the fluid dynamic characteristics of the sealing gap to achieve reliable sealing; during the stable operation phase of the engine, by monitoring the pressure difference between the annular cavity 155 and the outer annular cavity 153 in the combustion chamber, the working state of the shaft seal system is dynamically adjusted to ensure that the sealing integrity of the blade-type centrifugal rotary fuel supply device can be maintained under different operating conditions, preventing combustion chamber pressure loss and abnormal operation of the fuel supply system due to seal failure.

[0074] The fuel atomization supply method of the present invention directly uses the rotational power of the rotor assembly for centrifugal pressurization and atomization of fuel, thereby achieving the technical goal of obtaining high-quality fuel atomization under low fuel supply pressure input conditions. This avoids the complex structure and high power consumption problems of traditional high-pressure fuel pump systems. At the same time, by combining the compact configuration advantages of axial compressor, co-current combustion chamber and axial turbine, it achieves the comprehensive technical effects of simplifying the fuel supply system, reducing accessory power consumption and increasing the thrust per unit cross section of the engine.

[0075] The objectives of this invention have been fully and effectively achieved through the above embodiments. Those skilled in the art will understand that this invention includes, but is not limited to, the contents described in the accompanying drawings and the specific embodiments described above. Although the invention has been described with reference to what is currently considered the most practical and preferred embodiments, it should be understood that the invention is not limited to the disclosed embodiments, and any modifications that do not depart from the functional and structural principles of the invention will be included within the scope of the claims.

Claims

1. A lightweight aircraft engine with a blade-type centrifugal rotary fuel supply, comprising a compressor, a combustion chamber, and a turbine arranged sequentially along the flow direction, characterized in that: The compressor is an axial flow structure, the combustion chamber is a co-flow structure, and the turbine is an axial flow structure. The rotating parts of the compressor, the rotating parts of the turbine, and the central shaft of the engine constitute an integrated rotor assembly. The annular space between the outer wall of the co-flow combustion chamber and the outer casing of the engine forms an outer annular cavity of the combustion chamber, and the space between the inner wall of the combustion chamber and the inner casing of the engine forms an inner annular cavity of the combustion chamber. The rotor assembly is equipped with a blade-type centrifugal rotary fuel supply device. The fuel supply device includes a central channel formed inside the engine's central shaft, multiple blade-type centrifugal rotary fuel supply components with their main bodies disposed in the annular cavity of the combustion chamber, and an external fuel supply system communicating with the central channel and guiding fuel to the fuel supply components. Wherein: The outer contour of the blade-type centrifugal rotary fuel supply component is blade-shaped. Its main body is located in the annular cavity of the combustion chamber and is arranged axially near the head of the combustion chamber. Its root passes through the annular slit on the inner casing of the engine and is fixed on the outer wall of the engine central shaft without mechanical interference. Its top extends to a position close to the inner wall of the combustion chamber. It has a radially extending centrifugal fuel supply central channel. The bottom inlet of the centrifugal fuel supply central channel is connected to the upstream end of the central channel, and the top outlet passes through the annular fuel supply gap on the inner wall of the combustion chamber and extends into the combustion chamber cavity without mechanical interference. The external fuel supply system includes a fuel supply pipe that passes through the engine rear frame support plate. The fuel supply pipe is a fixed, non-rotating structure, and its end is provided with a axial fuel supply dynamic seal structure between it and the downstream inlet of the engine central shaft, so that the axial channel guides low-pressure fuel axially to the root position of multiple blade-type centrifugal rotating fuel supply components.

2. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, The engine inner casing employs an axially disconnected structure at the point where the blade-type centrifugal rotating fuel supply component passes through, forming an annular gap. The axial dimension of the annular gap is larger than the root outer diameter of the blade-type centrifugal rotating fuel supply component, allowing the fuel supply component to move without mechanical interference when the engine central shaft rotates at high speed. Furthermore, the front and rear ends of the fuel supply component are respectively equipped with a rotary fuel supply front shaft seal and a rotary fuel supply rear shaft seal. Both front and rear shaft seals adopt a dynamic sealing structure and are respectively arranged at the corresponding positions of the front and rear disconnected areas between the fuel supply component and the engine inner casing, achieving effective sealing of the annular cavity inside the combustion chamber.

3. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, The inner wall of the combustion chamber is designed with a discontinuous structure at the top outlet of the blade-type centrifugal rotating fuel supply component to form an annular fuel supply gap, allowing atomized fuel to be injected into the combustion chamber cavity from the top outlet of the centrifugal fuel supply center channel, and the fuel supply gap and the top outlet of the fuel supply component maintain a clearance fit relationship without mechanical interference.

4. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to any one of claims 1 to 3, characterized in that, The main body of multiple blade-type centrifugal rotary fuel supply components is evenly distributed circumferentially in the annular cavity of the combustion chamber. The blade profile configuration is similar to the geometric features of centrifugal compressor blades. When the rotor assembly rotates at high speed, its blade profile pressurizes the gas in the annular cavity of the combustion chamber, thereby increasing the gas pressure and flow kinetic energy in the annular cavity of the combustion chamber.

5. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, The engine's central shaft is a hollow structure to form a central channel. The central channel runs through the rotor assembly along the engine's axial direction, extending from the turbine end to the compressor end. It is used to transmit low-pressure fuel to the root of the blade-type centrifugal rotating fuel supply component. At the same time, it is connected to the centrifugal fuel supply central channel at the combustion chamber location to ensure that the fuel is evenly distributed to multiple fuel supply components under the action of centrifugal force.

6. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, An axial turbine guide vane is provided at the outlet of the co-current combustion chamber, which is adjacent to the axial turbine blades. The turbine guide vane has a radially extending ventilation channel, the two ends of which are connected to the outer annular cavity of the combustion chamber and the inner annular cavity of the combustion chamber, respectively, to achieve pressure balance between the inner and outer annular cavities of the combustion chamber.

7. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, The external fuel supply system adopts a low-pressure fuel supply method. The fuel relies on the initial pressure to flow through the shaft channel to the root of the blade-type centrifugal rotating fuel supply component. Then, the centrifugal force generated by the high-speed rotation of the rotor assembly increases the pressure in the centrifugal fuel supply center channel, and finally sprays out from the top of the fuel supply component in a high-pressure atomized state.

8. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 1, characterized in that, The fuel supply pipe is inserted and supported by the engine rear frame support plate, which is located downstream of the axial turbine and is combined with the tail nozzle to form a stable rear frame, thereby enhancing the overall rigidity and vibration resistance of the engine.

9. The lightweight aircraft engine mechanism with blade-type centrifugal rotary fuel supply according to claim 8, characterized in that, The engine adopts an outer casing force transmission structure to transfer the thrust generated by the engine and loads in all directions to the engine mounting bracket. The outer casing surrounds the stationary components of the compressor, combustion chamber and turbine and forms the main load-bearing structure of the engine. At the same time, the outer casing is combined with the engine rear frame support plate and tail nozzle to form an integrated structure.

10. A fuel atomization supply method for a lightweight aircraft engine, based on the blade-type centrifugal rotary fuel supply mechanism of any one of claims 1 to 9, characterized in that, include: SS1. The rotor assembly is started by driving the integrated motor or air blowing starter, so that the rotor assembly is gradually accelerated from a stationary state to the working speed, and at the same time the axial compressor begins to compress the air; SS2. Low-pressure fuel is delivered to the central channel inside the engine's central shaft through the fuel supply pipe. The fuel supply pipe and the rotor assembly are reliably sealed through the central oil supply dynamic seal structure. The fuel flows from the downstream end to the upstream end of the rotor assembly along the central channel. SS3. As the rotor assembly rotates at high speed, the blade-type centrifugal rotary oil supply component rotates synchronously. Fuel enters each centrifugal oil supply center channel from the shaft channel and is transported outward in the radial direction under the action of centrifugal force. The fuel pressure is increased from low pressure to high pressure and initial atomization occurs near the channel outlet. SS4. The blade-type outer contour structure of the fuel supply component pressurizes the gas in the annular cavity of the combustion chamber during the rotation of the rotor assembly, forming a high-pressure aerodynamic environment that is conducive to fuel atomization and injection. At the same time, the pressure balance between the inner and outer annular cavities of the combustion chamber is adjusted through the ventilation channel of the axial turbine guide. SS5. High-pressure fuel is sprayed out from the top outlet of the centrifugal fuel supply center channel. The fuel enters the main combustion zone of the combustion chamber through the fuel supply gap on the inner wall of the combustion chamber. Under the action of high pressure difference and high-speed rotational shear, it is fully atomized and dispersed. The atomized fuel is fully mixed with the high-pressure air compressed by the axial flow compressor and undergoes a combustion reaction. The high-temperature and high-pressure gas generated drives the axial flow turbine to do work. SS6. During the fuel atomization supply process, the front and rear shaft seals of the fuel supply unit are rotated to ensure a reliable seal between the fuel supply components and the engine casing, dynamically sealing the annular cavity inside the combustion chamber.

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