Self-adaptive hybrid air suction system of aviation piston engine
By using an adaptive hybrid air intake system, which utilizes a nickel-titanium-based shape memory alloy guide ring and an adjustable air intake mechanism, the problem of low efficiency and slow response of traditional air intake systems under complex flight conditions is solved, and efficient air intake and power output of aero-piston engines under different operating conditions are achieved.
Patent Information
- Application Number
- CN202511517381.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-23
- Publication Date
- 2026-01-23
AI Technical Summary
Traditional aircraft piston engines have mechanically fixed air intake duct shapes and guide vane angles, which cannot adapt to complex and ever-changing flight conditions, resulting in low efficiency and slow response.
An adaptive mixing intake system is adopted, which utilizes a nickel-titanium-based shape memory alloy guide ring and an adjustable intake mechanism. The intake angle and shape are adjusted by the phase change of the shape memory alloy spring. Combined with a vortex generator and a compressor unit, gas mixing and compression are achieved. The toroidal iron core transformer and linkage mechanism are combined to improve response speed and stability.
Improving intake efficiency under different flight conditions enhances the system's adaptability and response speed, ensures power output stability and combustion efficiency, improves fuel economy, and enhances structural stability and environmental adaptability.
Smart Images
Figure CN121382415A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of an aero-engine air intake system, in particular to a self-adaptive hybrid air intake system of an aero-piston engine. BACKGROUND
[0002] The air intake system of an aero-piston engine is a core component that determines the combustion efficiency, power output and running stability, and its function is to efficiently introduce external air into the combustion chamber, while meeting the functions of filtration, pressure stabilization, ice prevention, etc.
[0003] The shape of the air intake duct and the angle of the guide vane of the traditional air intake system are mechanically fixed, and only high efficiency can be maintained under the design working condition. In the real situation, the air intake duct is prone to air flow separation under high-altitude working conditions, resulting in insufficient air intake. When encountering an emergency acceleration working condition, the guide vane cannot guide the air flow to smoothly enter the combustion chamber. The fixed single structure makes the air intake system unable to adapt to complex and variable flight conditions, resulting in low efficiency and slow response. Therefore, we propose a self-adaptive hybrid air intake system of an aero-piston engine. SUMMARY
[0004] The purpose of the present application is to provide a self-adaptive hybrid air intake system of an aero-piston engine to solve the problem of the fixed shape of the air intake duct and the angle of the guide vane of the traditional air intake system in the background art, which can only maintain high efficiency under the design working condition, and the fixed single structure makes the air intake system unable to adapt to complex and variable flight conditions, resulting in low efficiency and slow response.
[0005] To achieve the above purpose, the present application provides the following technical scheme: a self-adaptive hybrid air intake system of an aero-piston engine, comprising an engine body for providing power for aviation flight, characterized in that: one end of an inner cavity of the engine body is fixedly provided with an air intake unit for air intake, the air intake unit comprises an air intake part for air intake, a vortex generator for improving gas mixing, and an air intake adjusting mechanism for adjusting the air intake angle, and the air intake adjusting mechanism is fixedly connected with the vortex generator and the air intake part, one end of the air intake unit is fixedly provided with a gas compression unit for compressing gas, the end of the gas compression unit away from the air intake unit is fixedly connected with a combustion unit for burning the compressed gas, and the end of the combustion unit away from the gas compression unit is fixedly connected with an exhaust unit for providing power.
[0006] Preferably, the air intake adjusting mechanism comprises an adjusting assembly, the adjusting assembly is fixedly arranged at the end of the vortex generator away from the air intake part, the adjusting assembly comprises a toroidal core transformer, the toroidal core transformer is fixedly connected at the end of the vortex generator away from the air intake part, and the toroidal core transformer is fixedly connected at one end of the inner cavity of the engine body.
[0007] Preferably, the adjusting assembly further comprises an electrical contact head fixedly connected to the inner cavity of one end of the toroidal core transformer, and a conductive framework fixedly connected to the end of the toroidal core transformer away from the electrical contact head, wherein the conductive framework is circumferentially symmetrically provided with a plurality of groups.
[0008] Preferably, the inner cavity of the conductive framework is fixedly connected with a memory alloy spring, the end of the memory alloy spring away from the conductive framework is fixedly connected with a push plate, the end of the push plate close to the memory alloy spring is sequentially provided with a toroidal fixed column, the inner cavity of the toroidal fixed column is slidingly connected with the memory alloy spring, and one end of the toroidal fixed column is fixedly connected with the engine body.
[0009] Preferably, the memory alloy spring is made of a nickel-titanium-based shape memory alloy, has a phase transition temperature range of 50-100℃, can contract to a preset shape and generate an axial driving force when the temperature rises to an austenite transition temperature, and can restore the initial elongation state under external force when the temperature decreases to a martensite transition temperature.
[0010] Preferably, the end of the push plate away from the memory alloy spring is fixedly connected with a connecting column, the end of the connecting column away from the push plate is fixedly connected with a first hinged column, the outer side of the first hinged column is hingedly connected with a first connecting plate, and the end of the first connecting plate away from the first hinged column is hingedly connected with a second hinged column.
[0011] Preferably, the end of the toroidal fixed column away from the engine body is fixedly connected with a third hinged column, the end of the third hinged column away from the toroidal fixed column is hingedly connected with a second connecting plate, the end of the second connecting plate away from the third hinged column is hingedly connected with a fourth hinged column, one end of the fourth hinged column is fixedly connected with a memory alloy flow guide ring, and the memory alloy flow guide ring is fixedly connected to one end of the second hinged column.
[0012] Preferably, the memory alloy flow guide ring is made of a nickel-titanium-based shape memory alloy, can adjust the curvature through the transmission of the first connecting plate and the second connecting plate according to the extension and contraction action of the memory alloy spring, and has a horn mouth shape to increase the curvature and the inlet area of the inlet duct at low speed flight, and has a streamline shape to reduce the curvature and the contraction inlet area at high speed flight.
[0013] Preferably, the memory alloy flow guide ring is fixedly connected with a sealing ring near one end of the second and fourth hinge columns, and the memory alloy flow guide ring is fixedly connected through the sealing ring and the annular fixed column, the sealing ring is made of high and low temperature resistant silicone rubber or fluororubber, the inner side of the sealing ring is tightly attached to the outer peripheral surface of the memory alloy flow guide ring, and the outer side of the sealing ring is in sliding sealing cooperation with the inner side wall of the annular fixed column, so as to prevent air leakage from the gap between the memory alloy flow guide ring and the annular fixed column when the memory alloy flow guide ring changes in curvature with working condition adjustment, and to adapt to the dynamic deformation of the flow guide ring and reduce the friction loss.
[0014] Preferably, the air intake adjusting mechanism further comprises an air intake grille assembly fixedly connected to one end of the adjusting assembly close to the engine body, the air intake grille assembly comprises a rotating rod, the rotating rod is rotatably connected to one end of the annular core transformer away from the conductive framework, the outer side of the rotating rod is rotatably connected with an adjusting grille, and a plurality of groups of the adjusting grille are circumferentially symmetrically arranged.
[0015] Compared with the prior art, the beneficial effects of the present application are: The present application adjusts the curvature of the memory alloy flow guide ring in the air intake adjusting mechanism with the flight speed, optimizes the air intake mode through the adjusting grille, and enhances the gas mixing through the vortex generator and the air intake density through the air compression unit, so as to improve the air intake efficiency under different working conditions and solve the problem that the traditional fixed structure cannot adapt to complex flight working conditions; the rapid phase change response of the nickel-titanium-based shape memory alloy spring, the stable power supply of the annular core transformer and the high-efficiency transmission of the connecting rod mechanism improve the self-adaptive ability and response speed of the system, and ensure the rapid adaptation during working condition switching; the reliable sealing of the sealing ring avoids air leakage, the fixed connection and symmetric arrangement of the components enhance the structural stability and vibration resistance, the selection of high and low temperature resistant materials improves the environmental adaptability, and the redundant design of multiple components improves the fault tolerance, which finally significantly improves the power output stability, combustion efficiency and fuel economy of the engine, and has reliability and practicality. BRIEF DESCRIPTION OF DRAWINGS
[0016] Figure 1 It is a whole structure schematic diagram of an adaptive hybrid air intake system of an aviation piston engine. Figure 2 It is a connecting schematic diagram of the air intake unit of the present application. Figure 3 It is a connecting schematic diagram of the air intake part of the air intake unit of the present application. Figure 4 It is a connecting schematic diagram of the adjusting assembly of the air intake adjusting mechanism of the air intake unit of the present application. Figure 5 It is a connecting schematic diagram of the annular core transformer of the present application. Figure 6Figure 1 is a schematic diagram of the rotating rod connection of the present application; Figure 7 Figure 2 is a schematic diagram of the contact connection of the present application; Figure 8 Figure 3 is a schematic diagram of the memory alloy guide ring connection of the present application; Figure 9 Figure 4 is a schematic diagram of the adjustment grid connection of the present application.
[0017] In the figure: 1, engine body; 2, air intake unit; 21, air intake part; 22, vortex generator; 23, air intake adjustment mechanism; 231, adjustment assembly; 23101, annular core transformer; 23102, contact; 23103, conductive framework; 23104, memory alloy spring; 23105, push plate; 23106, annular fixed column; 23107, connecting column; 23108, first hinged column; 23109, first connecting plate; 23110, second hinged column; 23111, third hinged column; 23112, second connecting plate; 23113, fourth hinged column; 23114, memory alloy guide ring; 23115, sealing ring; 232, air intake grid assembly; 23201, rotating rod; 23202, adjustment grid; 3, air compression unit; 4, combustion unit; 5, exhaust unit. DETAILED DESCRIPTION
[0018] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.
[0019] Please refer to Figures 1-9 The present application provides a technical solution: an adaptive hybrid air intake system of an aviation piston engine, including an engine body 1 for providing power for aviation flight, characterized in that: one end of the inner cavity of the engine body 1 is fixedly provided with an air intake unit 2 for air intake, the air intake unit 2 includes an air intake part 21 for air intake, a vortex generator 22 for improving gas mixing, and an air intake adjustment mechanism 23 for adjusting the air intake angle, and the air intake adjustment mechanism 23 is fixedly connected through the vortex generator 22 and the air intake part 21, one end of the air intake unit 2 is fixedly provided with an air compression unit 3 for compressing gas, the end of the air compression unit 3 away from the air intake unit 2 is fixedly connected with a combustion unit 4 for burning the compressed gas, and the end of the combustion unit 4 away from the air compression unit 3 is fixedly connected with an exhaust unit 5 for providing power through exhaust.
[0020] Further, the outside air first enters the system through the air intake unit 2, the air intake part 21 is responsible for introducing air, the vortex generator 22 disturbs the air to improve the mixing effect with the subsequent fuel, and the air intake adjusting mechanism 23 dynamically adjusts the air intake angle and form according to the flight working condition; then the air enters the compression unit 3 and is compressed to improve the air intake pressure and density, laying a foundation for efficient combustion; the compressed air enters the combustion unit 4 and mixes with the fuel to burn and release energy to convert into power; finally, the exhaust gas generated by combustion is discharged through the exhaust unit 5, and part of the energy can be recovered during the exhaust process to assist the system operation. The advantage is that through the cooperation of each unit, efficient connection of air intake, compression, combustion and exhaust is realized, the problems of low efficiency and slow response of the traditional air intake system under complex working conditions are solved, and the power output and fuel economy of the engine are significantly improved.
[0021] In the preferred technical solution of the embodiment, referring to Figures 1-6 As shown in the figure, the air intake adjusting mechanism 23 includes an adjusting assembly 231, which is fixedly arranged at one end of the vortex generator 22 away from the air intake part 21. The adjusting assembly 231 includes a toroidal core transformer 23101, which is fixedly connected to one end of the vortex generator 22 away from the air intake part 21, and is fixedly connected to one end of the inner cavity of the engine body 1.
[0022] Further, the toroidal core transformer 23101 as the core power source of the adjusting assembly 231 converts electrical energy into stable voltage output through electromagnetic induction principle, providing accurate power for heating of the memory alloy spring 23104. When the system needs to adjust the air intake state, the corresponding current is output and transmitted to the conductive framework 23103 through the power contact 23102, thereby driving the memory alloy spring 23104 to change phase. The advantage is that the toroidal core transformer 23101 has the characteristics of stable output and high efficiency, can provide reliable power support for the memory alloy assembly, ensure that the adjusting assembly 231 can quickly respond under different working conditions, and its fixed connection mode ensures the stability of the structure, avoids loose connection caused by vibration and other factors, and improves the reliability of the system.
[0023] In the preferred technical solution of the embodiment, referring to Figures 6-7 As shown in the figure, the adjusting assembly 231 also includes a power contact 23102, which is fixedly connected to the inner cavity of one end of the toroidal core transformer 23101. The end of the power contact 23102 away from the toroidal core transformer 23101 is fixedly connected with the conductive framework 23103, and the conductive framework 23103 is circumferentially symmetrically provided with a plurality of groups.
[0024] Further, the power contact 23102 plays a bridge role of electric energy transmission, and the current output by the toroidal core transformer 23101 is stably introduced into the conductive framework 23103. Since the conductive framework 23103 is arranged in a circumferential symmetry, the current can be uniformly distributed to each memory alloy spring 23104, so as to ensure that multiple groups of springs are uniformly stressed and perform synchronous stretching and contraction actions. Such a symmetrical structure design makes the memory alloy current guide ring 23114 be uniformly stressed during the adjustment process, and avoids problems of local excessive deformation or adjustment angle deviation. The advantages are that the fixed connection of the power contact 23102 ensures the stability of the current transmission, and reduces the energy loss caused by the contact resistance; and the circumferential symmetry arrangement of the conductive framework 23103 realizes the synchronism and consistency of the adjustment action, improves the precision of the air intake adjustment, and the design of multiple groups of frameworks enhances the redundancy of the system, so that even if a group fails, other groups can still maintain the basic adjustment function, and the fault tolerance of the system is improved.
[0025] In the preferred technical solution of the embodiment, as shown in Figures 6-9 The inner cavity of the conductive framework 23103 is fixedly connected with the memory alloy spring 23104, one end of the memory alloy spring 23104 away from the conductive framework 23103 is fixedly connected with the push plate 23105, one end of the push plate 23105 close to the memory alloy spring 23104 is sequentially provided with the annular fixed column 23106, the memory alloy spring 23104 is slidingly connected in the inner cavity of the annular fixed column 23106, and the annular fixed column 23106 is fixedly connected to one end of the engine body 1.
[0026] Further, the conductive framework 23103 transmits the current to the memory alloy spring 23104, the Joule heat generated by the current makes the spring temperature rise, when the phase change temperature of 50-100℃ is reached, the memory alloy spring 23104 changes from the martensite state to the austenite state, shrinks and generates an axial driving force, and pushes the push plate 23105 to slide along the inner cavity of the annular fixed column 23106. The annular fixed column 23106 provides a stable movement track for the memory alloy spring 23104 and the push plate 23105, limits the radial displacement thereof, and ensures that the stretching force of the spring can be efficiently converted into the axial thrust of the push plate 23105. When the temperature decreases, the memory alloy spring 23104 restores to the martensite state under the external force, the length is elongated, and drives the push plate 23105 to slide reversely and reset. The advantages are that the phase change characteristics of the memory alloy spring 23104 realize efficient conversion of electric energy into mechanical energy, the response speed is fast, and the stretching and contraction actions can be completed within milliseconds; the guiding effect of the annular fixed column 23106 improves the stability and precision of the movement, and reduces the energy loss; and the push plate 23105 converts the single-point thrust of the spring into a surface thrust, so that the subsequent connecting rod mechanism is more uniformly stressed, and the service life of the components is prolonged.
[0027] Austenite is a stable structure of iron-carbon alloy formed at high temperature, which has a face-centered cubic crystal structure and can dissolve more carbon and alloying elements. At room temperature, pure iron austenite is not stable, but adding nickel, manganese and other alloying elements can make it stable at room temperature. Austenite has excellent plasticity, toughness and weldability.
[0028] Martensite is a hard and brittle metal structure formed after steel is rapidly cooled, and its crystal structure is body-centered tetragonal. In the process of phase transition, austenite cannot complete the diffusion type transformation due to the excessive cooling speed, and the atoms are forced to rearrange in a shear way to form martensite.
[0029] In the preferred technical solution of the embodiment, referring to Figures 7-9 As shown in the figure, the memory alloy spring 23104 is made of nickel-titanium-based shape memory alloy, and its phase transition temperature range is 50-100℃. When the temperature rises to the austenite transition temperature, it can shrink from the martensite state to the preset shape and generate an axial driving force. When the temperature drops to the martensite transition temperature, it can recover to the initial elongation state under external force.
[0030] Further, the nickel-titanium-based shape memory alloy has unique thermal elastic martensite phase transition characteristics. At low temperature, it is in the martensite state, soft and easy to be deformed by external force. When the temperature rises to the austenite transition temperature, the crystal structure inside the alloy is restructured, and it automatically recovers to the preset austenite shape, while generating a large shrinkage force. In the system, when the current passes through the conductive framework 23103 to heat the memory alloy spring 23104 to 50-100℃, the spring shrinks to generate an axial driving force. When the heating is stopped and the temperature drops below the martensite transition temperature, the spring is elongated under the reverse force of the push plate 23105 or the air pressure, and recovers to the initial length. The advantage is that the phase transition temperature range of the nickel-titanium-based alloy matches the working environment temperature of the aircraft engine, and can accurately respond to the temperature regulation requirements of the system; its shape memory effect is stable, and can be used repeatedly for tens of thousands of times with little performance degradation, meeting the long-life requirements of aviation equipment; at the same time, the elastic modulus of the alloy is moderate, which can absorb part of the vibration energy during deformation, reducing the mechanical impact of the system.
[0031] In the preferred technical solution of the embodiment, referring to Figures 7-9 As shown in the figure, the end of the push plate 23105 away from the memory alloy spring 23104 is fixedly connected with a connecting column 23107, the end of the connecting column 23107 away from the push plate 23105 is fixedly connected with a first hinged column 23108, the outer side of the first hinged column 23108 is hingedly connected with a first connecting plate 23109, and the end of the first connecting plate 23109 away from the first hinged column 23108 is hingedly connected with a second hinged column 23110.
[0032] Further, the axial movement of the push plate 23105 is transmitted to the first hinged column 23108 through the connecting column 23107, the first hinged column 23108 drives the first connecting plate 23109 to rotate around its axis, since the first connecting plate 23109 is hinged with the second hinged column 23110, the rotation of the connecting plate is converted into the swing of the second hinged column 23110, and further converts the linear motion of the push plate 23105 into the curvature adjustment action of the memory alloy guide ring 23114. The hinged structure allows a certain relative rotation angle between the components, reducing the rigid friction and stress concentration in the movement process. The advantage is that through the movement conversion of the connecting rod mechanism, the axial force of the memory alloy spring 23104 is efficiently transmitted to the curvature adjustment force of the guide ring, and the transmission efficiency is high; the flexibility of the hinged structure makes the whole adjustment process more stable, reduces the mechanical wear, and prolongs the service life of the components; at the same time, this structure design is convenient for parameter optimization by changing the length of the connecting plate or the position of the hinge point according to different adjustment range requirements, and enhances the adaptability of the system.
[0033] In the preferred technical solution of the embodiment, referring to Figures 7-9 As shown in the figure, the third hinged column 23111 is fixedly connected to one end of the annular fixed column 23106 away from the engine body 1, the second connecting plate 23112 is hinged to one end of the third hinged column 23111 away from the annular fixed column 23106, the fourth hinged column 23113 is hinged to one end of the second connecting plate 23112 away from the third hinged column 23111, the memory alloy guide ring 23114 is fixedly connected to one end of the fourth hinged column 23113, and the memory alloy guide ring 23114 is fixedly connected to one end of the second hinged column 23110.
[0034] Further, the third hinge column 23111 serves as a fixed fulcrum of the second connecting plate 23112, when the second hinge column 23110 swings under the drive of the first connecting plate 23109, the memory alloy flow guide ring 23114 deforms accordingly, and simultaneously pulls the second connecting plate 23112 to rotate around the third hinge column 23111 through the fourth hinge column 23113. The cooperative action of the second connecting plate 23112 with the fourth hinge column 23113 and the third hinge column 23111, and the transmission of the first connecting plate 23109, the first hinge column 23108 and the second hinge column 23110, jointly control the curvature change of the memory alloy flow guide ring 23114. When the memory alloy spring 23104 contracts, through the linkage of the linkage mechanism, the curvature of the memory alloy flow guide ring 23114 decreases and becomes streamlined; when the spring is elongated, the curvature of the flow guide ring increases and becomes a trumpet mouth shape. The advantage is that the cooperative action of the two groups of linkage mechanisms makes the adjustment of the memory alloy flow guide ring 23114 more stable and accurate, avoiding the possible distortion or jamming of the flow guide ring caused by single linkage driving; the fixed setting of the third hinge column 23111 provides stable support for the entire transmission system, enhancing the structural rigidity; and the flexible rotation of the hinge point ensures that the flow guide ring can realize curvature adjustment in a larger range to meet the air intake demand under different flight conditions.
[0035] In the preferred technical solution of the present embodiment, referring to Figures 7-9 As shown in the figure, the memory alloy flow guide ring 23114 is made of nickel-titanium-based shape memory alloy, which can realize curvature adjustment through the transmission of the first connecting plate 23109 and the second connecting plate 23112 with the extension and contraction action of the memory alloy spring 23104; the memory alloy flow guide ring 23114 is trumpet-shaped at low speed to increase the curvature and inlet area of the air inlet, and is streamlined at high speed to reduce the curvature and shrink the inlet area.
[0036] Further, the flow guide ring made of nickel-titanium based shape memory alloy itself has a certain elastic deformation capacity, and under the driving force of the connecting rod mechanism, the curvature of the flow guide ring can be changed according to the extension amount of the memory alloy spring 23104. When flying at low speed (<200km / h), the memory alloy spring 23104 is in an elongated state, the connecting rod mechanism drives the flow guide ring to increase the curvature, and the flow guide ring is in a trumpet shape. At this time, the inlet area of the inlet duct is expanded, the airflow speed is reduced, and the air intake shortage at low speed is reduced; when flying at high speed (>400km / h), the spring is contracted, the connecting rod mechanism pulls the flow guide ring to reduce the curvature, and the flow guide ring is in a streamline shape. The inlet area is contracted, according to Bernoulli's principle, the airflow speed is increased, and the subsequent supercharging link can be more smoothly entered to avoid turbulence caused by impact on the inner wall. At the same time, the memory alloy material of the flow guide ring can partially restore the initial shape under the conditions of temperature change and the like after deformation, which assists the adjustment process. The advantage is that the characteristics of nickel-titanium based alloy make the flow guide ring have good deformation capacity and structural strength, and can maintain stable performance in repeated adjustment; the dynamic adjustment of the curvature realizes the optimal matching of the inlet shape under different flight speeds, which significantly improves the inlet efficiency; in addition, the cooperation of the flow guide ring and the connecting rod mechanism ensures the timeliness and accuracy of the adjustment action, so that the engine can quickly adapt when the working condition is switched, and the power loss is reduced.
[0037] In the preferred technical solution of the embodiment, referring to Figures 7-9 As shown in the figure, the memory alloy flow guide ring 23114 is fixedly connected with a sealing ring 23115 at one end close to the second hinge column 23110 and the fourth hinge column 23113, and the memory alloy flow guide ring 23114 is fixedly connected through the sealing ring 23115 and the annular fixed column 23106. The sealing ring 23115 is made of high and low temperature resistant silicone rubber or fluorine rubber, the inner side of which is tightly fitted with the outer peripheral surface of the memory alloy flow guide ring 23114, and the outer side is in sliding sealing cooperation with the inner side wall of the annular fixed column 23106. When the curvature of the memory alloy flow guide ring 23114 changes with the working condition adjustment, the sealing ring 23115 prevents air leakage from the gap between the memory alloy flow guide ring 23114 and the annular fixed column 23106, and at the same time, it can adapt to the dynamic deformation of the flow guide ring and reduce the friction loss.
[0038] Further, the inner side of the sealing ring 23115 is closely attached to the shape memory alloy flow guide ring 23114, and the outer side is in sliding fit with the annular fixing column 23106. When the flow guide ring changes in curvature, the sealing ring 23115 can change in shape synchronously with the flow guide ring due to the use of elastic material, and always maintains close contact on both sides to block the air leakage channel. The selection of high and low temperature resistant material ensures that the sealing ring 23115 does not lose elasticity or age due to temperature change in the temperature range of -50℃ to 150℃, and can continuously play a sealing role. At the same time, the surface friction coefficient of the sealing ring 23115 is low, and the friction generated when the flow guide ring moves is small, reducing the resistance to adjustment action. The advantage is that the sealing ring 23115 effectively prevents air leakage from the gap, ensures the stability of the air intake amount, and improves the air intake efficiency; its elastic deformation capacity meets the dynamic adjustment demand of the flow guide ring, avoiding the restriction of the sealing member on the adjustment action; and the high and low temperature resistant and low friction characteristics prolong the service life of the sealing ring 23115, reduce the maintenance cost, and ensure that the system can still operate reliably in extreme environments.
[0039] In the preferred technical solution of the present embodiment, referring to Figures 7-9 As shown in FIG. 8, the air intake adjusting mechanism 23 further comprises an air intake grille assembly 232 fixedly connected to one end of the adjusting assembly 231 close to the engine body 1. The air intake grille assembly 232 comprises a rotating rod 23201 rotatably connected to one end of the annular core transformer 23101 away from the conductive skeleton 23103. The outer side of the rotating rod 23201 is rotatably connected with an adjusting grille 23202, and the adjusting grille 23202 is circumferentially symmetrically provided with a plurality of groups.
[0040] Further, the rotating rod 23201 rotates around its own axis under the driving of the annular core transformer 23101, thereby driving the adjusting grille 23202 to rotate synchronously and changing the included angle between the grilles. In low-speed flight, the adjusting grille 23202 is rotated to a diffusion shape to increase the flow area and reduce air resistance; in high-speed flight, the grille is rotated to a contraction shape to comb the airflow, so that the airflow enters the cylinder at a more uniform speed. The rotatable connection of the rotating rod 23201 and the annular core transformer 23101 ensures the flexibility of the grille adjustment action, and the circumferentially symmetrically arranged adjusting grilles 23202 make the airflow more uniformly distributed in the circumferential direction. The advantage is that the arrangement of the adjusting grilles 23202 further optimizes the uniformity of air intake, cooperates with the adjustment of the shape memory alloy flow guide ring 23114, and improves the overall air intake efficiency; the flexible rotation of the rotating rod 23201 makes the grille angle adjustment accurate and rapid in response, and can quickly adapt to changes in working conditions; the circumferentially symmetric layout avoids airflow deviation and reduces turbulence, providing more stable gas conditions for the subsequent combustion process.
[0041] It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting; it is not intended to exclude myriad other embodiments of the present application that other inventors can develop based on the same general inventive concepts embodied by the described embodiments. That is, although the present application is described in terms of particular embodiments and illustrative figures, it should be apparent that the scope of the present application is not limited to these specific embodiments.
[0042] While the embodiments of the application have been shown and described herein, it will be understood by those skilled in the art that many changes, modifications, substitutions and alterations to these embodiments can be made without departing from the principles and spirits of the application, the scope of which is defined by the appended claims and their equivalents.
Claims
1. An adaptive hybrid induction system for an aero-piston engine, comprising an engine block (1) for powering an aero-flight, characterized in that: One end of the inner cavity of the engine body (1) is fixedly provided with an air intake unit (2) for air intake, the air intake unit (2) comprises an air intake part (21) for air intake, a vortex generator (22) for improving gas mixing, and an air intake adjusting mechanism (23) for adjusting the air intake angle, and the air intake adjusting mechanism (23) is fixedly connected through the vortex generator (22) and the air intake part (21), one end of the air intake unit (2) is fixedly provided with a gas compression unit (3) for compressing gas, the gas compression unit (3) is fixedly connected with a combustion unit (4) for burning compressed gas at the end away from the air intake unit (2), and the combustion unit (4) is fixedly connected with an exhaust unit (5) for providing power at the end away from the gas compression unit (3).
2. An adaptive mixed induction system for an aviation piston engine according to claim 1, characterized in that: The air intake adjusting mechanism (23) comprises an adjusting assembly (231), which is fixedly arranged at the end of the vortex generator (22) away from the air intake part (21), and the adjusting assembly (231) comprises a toroidal core transformer (23101), which is fixedly connected at the end of the vortex generator (22) away from the air intake part (21), and the toroidal core transformer (23101) is fixedly connected at one end of the inner cavity of the engine body (1).
3. An adaptive mixed induction system for an aviation piston engine according to claim 2, characterized in that: The adjusting assembly (231) further comprises an electrical contact (23102), which is fixedly connected to the inner cavity of one end of the toroidal core transformer (23101), and the electrical contact (23102) is fixedly connected with a conductive framework (23103) at the end away from the toroidal core transformer (23101), and the conductive framework (23103) is circumferentially symmetrically provided with a plurality of groups.
4. An adaptive mixed induction system for an aviation piston engine according to claim 3, characterized in that: The inner cavity of the conductive framework (23103) is fixedly connected with a memory alloy spring (23104), the memory alloy spring (23104) is fixedly connected with a push plate (23105) at the end away from the conductive framework (23103), the push plate (23105) is immediately provided with a ring-shaped fixed column (23106) at the end close to the memory alloy spring (23104), the memory alloy spring (23104) is slidingly connected to the inner cavity of the ring-shaped fixed column (23106), and the ring-shaped fixed column (23106) is fixedly connected to one end of the engine body (1).
5. An adaptive mixed induction system for an aviation piston engine according to claim 4, characterized in that: The memory alloy spring (23104) is made of a nickel-titanium-based shape memory alloy, and its phase transition temperature range is 50-100℃, which can contract to a preset shape and generate an axial driving force when the temperature rises to the austenite transition temperature, and can restore the initial elongation state under external force when the temperature decreases to the martensite transition temperature.
6. An adaptive ported air induction system for an aviation piston engine as recited in claim 4, wherein: The push plate (23105) is fixedly connected with a connecting column (23107) at one end away from the memory alloy spring (23104), one end of the connecting column (23107) away from the push plate (23105) is fixedly connected with a first hinged column (23108), and the outer side of the first hinged column (23108) is hingedly connected with a first connecting plate (23109), one end of the first connecting plate (23109) away from the first hinged column (23108) is hingedly connected with a second hinged column (23110).
7. An adaptive mixed induction system for an aviation piston engine as in claim 4, wherein: The annular fixed column (23106) is fixedly connected with a third hinged column (23111) at one end away from the engine body (1), one end of the third hinged column (23111) away from the annular fixed column (23106) is hingedly connected with a second connecting plate (23112), one end of the second connecting plate (23112) away from the third hinged column (23111) is hingedly connected with a fourth hinged column (23113), and one end of the fourth hinged column (23113) is fixedly connected with a memory alloy flow guide ring (23114), and the memory alloy flow guide ring (23114) is fixedly connected to one end of the second hinged column (23110).
8. An adaptive mixed induction system for an aviation piston engine according to claim 7, characterized in that: The memory alloy flow guide ring (23114) is made of a nickel-titanium-based shape memory alloy, can realize curvature adjustment through the transmission of the first connecting plate (23109) and the second connecting plate (23112) according to the expansion and contraction action of the memory alloy spring (23104), and is trumpet-shaped at low speed to increase the curvature and the inlet area of the air inlet, and is streamlined at high speed to reduce the curvature and the shrinkage of the inlet area.
9. An adaptive mixed induction system for an aviation piston engine according to claim 8, characterized in that: One end of the memory alloy flow guide ring (23114) close to the second hinged column (23110) and the fourth hinged column (23113) is fixedly connected with a sealing ring (23115), and the memory alloy flow guide ring (23114) is fixedly connected with the annular fixed column (23106) through the sealing ring (23115), the sealing ring (23115) is made of high-temperature-resistant silicone rubber or fluororubber, the inner side of the sealing ring (23115) is tightly attached to the outer circumferential surface of the memory alloy flow guide ring (23114), the outer side of the sealing ring (23115) is in sliding sealing cooperation with the inner side wall of the annular fixed column (23106), and the sealing ring (23115) is used to prevent air leakage from the gap between the memory alloy flow guide ring (23114) and the annular fixed column (23106) when the memory alloy flow guide ring (23114) changes in curvature according to working condition adjustment, and simultaneously adapt to the dynamic deformation of the flow guide ring and reduce friction loss.
10. An adaptive mixed induction system for an aviation piston engine as in claim 2, wherein: The adjusting air intake mechanism (23) further comprises an air intake grille assembly (232) fixedly connected to the adjusting assembly (231) at one end close to the engine body (1), the air intake grille assembly (232) comprises a rotating rod (23201) rotatably connected to one end of the ring core transformer (23101) away from the conductive framework (23103), and the outer side of the rotating rod (23201) is rotatably connected with an adjusting grille (23202), and the adjusting grille (23202) is circumferentially symmetrically provided with a plurality of groups.