An air inlet structure applied to a high-power aircraft power system

Abstract

The application discloses an air inlet channel structure applied to a high-power aircraft power system, which comprises a speed reducer, a compressor, a combustion chamber and a tail nozzle which are sequentially connected, the compressor comprises an air inlet casing, a cooling air channel is arranged on the air inlet casing, one end of the cooling air channel is communicated with the speed reducer, the other end of the cooling air channel is communicated with the outside of the air inlet casing, a negative pressure pipe is further arranged on the speed reducer, and the free end of the negative pressure pipe is communicated with the tail nozzle; the air inlet casing comprises a front casing and a rear casing which are connected with each other, an air inlet flow channel is arranged between the front casing and the rear casing, a front pressure-increasing cover is arranged on the rear casing, a rear pressure-increasing cover is arranged on the front pressure-increasing cover, the front pressure-increasing cover and the rear pressure-increasing cover are buckled with each other, an internal pressure-increasing cavity is formed, a compressor impeller is arranged in the pressure-increasing cavity in cooperation, when the compressor impeller rotates, air flow is sucked into the pressure-increasing cavity from the air inlet flow channel, and enters the combustion chamber after being pressurized by the compressor impeller. The structure has the advantages of strong linkage, high assembly precision, excellent heat dissipation and air inlet efficiency, convenient maintenance and stable work.

Description

Technical Field

[0001] This application belongs to the technical field of air intake structure for aircraft power systems, and in particular relates to an air intake structure for high-power aircraft power systems. Background Technology

[0002] The aircraft propulsion system is the core power unit of aviation equipment. Its power output and operational stability are directly related to the structural design of the air intake system. This is especially true for high-power aircraft propulsion systems, which, under high-speed and high-load conditions, place stringent requirements on the air intake structure's airflow guidance, pressurization efficiency, heat dissipation protection, and component linkage reliability. As a key component of the aircraft propulsion system, the air intake duct is primarily responsible for introducing, regulating, pressurizing, and filtering external airflow. It also needs to work in conjunction with other core engine components (such as the gearbox and combustion chamber) to achieve coordinated power transmission and thermal management. Its structural rationality directly affects the engine's overall performance, service life, and operational safety.

[0003] In the existing intake structures of high-power aircraft propulsion systems, the connection between the compressor, gearbox, and combustion chamber is mostly integrated or simply spliced, resulting in poor structural linkage and insufficient assembly precision. On the one hand, the gearbox generates a large amount of heat during high-power output. Existing cooling structures are mostly independently arranged cooling pipes, resulting in poor airflow and low heat dissipation efficiency. This easily leads to aging and accelerated wear of internal gearbox components due to high temperatures, thus affecting the stability of power transmission. On the other hand, the independent layout of the cooling pipes and the intake structure occupies a large amount of space inside the engine, resulting in insufficient overall structural compactness and limited adaptability.

[0004] On the other hand, most existing intake casings are integral structures or are assembled from simply disassembled parts. The forming precision of the intake air passage is low, and the airflow is prone to turbulence during the flow process, which leads to increased airflow resistance and reduced boosting efficiency. This makes it impossible to provide a stable high-pressure airflow to the combustion chamber, thereby affecting combustion efficiency and engine power output. Although some intake structures are equipped with guide components, the connection strength between the guide components and the casing is insufficient. Under high-frequency vibration conditions of the engine, it is easy to loosen, which not only fails to effectively regulate the airflow, but may also cause component fatigue damage due to structural vibration.

[0005] Furthermore, the existing intake structure suffers from a lack of balance between filtration protection and ease of maintenance. Most protective components are fixedly connected to the intake casing, requiring the entire intake casing to be disassembled when the protective components are damaged or need cleaning, resulting in significant maintenance difficulties and time consumption. At the same time, the design of the compressor impeller shaft support structure is unreasonable, often using single bearings or simple double bearings. Under high speed and high load conditions, the coaxiality of the shaft is difficult to guarantee, easily leading to problems such as eccentric rotation and radial runout. This causes friction and collision between the compressor impeller and the inner wall of the turbocharger shroud, seriously affecting the engine's operational safety.

[0006] Furthermore, in the existing intake structure, there are blind spots in the cooling protection of the front casing, rear casing, and guide components. The cooling air passages are scattered and not interconnected, making it impossible to achieve uniform cooling of the entire intake casing. Under the high-temperature environment of long-term operation of high-power engines, local areas are prone to deformation due to high temperature, which can damage the intake air passages and affect intake stability. At the same time, the sealing of the connection between the compressor, reducer, and combustion chamber is insufficient, which can easily lead to airflow leakage or power transmission deviation, further reducing the overall working efficiency of the engine.

[0007] Therefore, we need to design an air intake structure for high-power aircraft propulsion systems to solve these problems. Summary of the Invention

[0008] This application provides an air intake structure for a high-power aircraft power system that features strong structural linkage, high assembly precision, excellent heat dissipation and air intake efficiency, convenient maintenance, and stable operation. By optimizing the connection relationship and structural layout of each component, it achieves coordinated operation of airflow guidance, pressurization, heat dissipation, protection, and power transmission, thus meeting the high reliability and high efficiency requirements of a high-power aircraft power system.

[0009] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0010] An air intake structure for a high-power aircraft propulsion system includes a speed reducer, a compressor, a combustion chamber, and a tail nozzle connected in sequence. The compressor includes an air intake casing with a cooling duct. One end of the cooling duct is connected to the speed reducer, and the other end is connected to the outside of the air intake casing. A negative pressure pipe is also provided on the speed reducer, and its free end is connected to the tail nozzle. The air intake casing includes a front casing and a rear casing connected to each other, with an air intake duct between the front and rear casings. A front supercharger shroud is provided on the rear casing, and a rear supercharger shroud is provided on the front supercharger shroud. The front and rear supercharger shrouds are interlocked to form a supercharger chamber. A compressor impeller is fitted inside the supercharger chamber. When the compressor impeller rotates, airflow is drawn into the supercharger chamber from the air intake duct, pressurized by the compressor impeller, and then enters the combustion chamber.

[0011] Preferably, both the front casing and the rear casing have a flared structure, and the small opening of the front casing is inserted into the large opening of the rear casing. A plurality of guide plates are fixedly installed in the air intake channel. The guide plates are fixedly connected to the front casing and the rear casing respectively, for connecting the front casing and the rear casing, and guiding the gas flowing into the air intake channel.

[0012] This design, with both the front and rear casings employing a flared structure and connected by inserting the smaller end of the front casing into the larger end of the rear casing, aligns with the airflow characteristics of entering through a larger diameter and exiting through a smaller diameter. This creates a natural convergence and guidance of the airflow, reducing flow resistance at the casing connection. The guide plates within the intake duct not only achieve a rigid connection between the front and rear casings, enhancing the overall structural stability of the intake casing and preventing loosening due to vibration during high-power engine operation, but also regulate and guide the gas flowing into the intake duct, dispersing turbulence and ensuring a smooth airflow into the boost chamber along a predetermined direction. This further reduces energy loss in the airflow and improves intake smoothness.

[0013] Preferably, a volute can be detachably installed on the intake casing. The volute includes a flow guide and an air intake shroud. The flow guide and the air intake shroud are spliced ​​together and fastened to the outside of the intake air passage. An air intake port is opened on the air intake shroud, and a protective net is fixedly installed on the air intake port.

[0014] This design, with the volute removable from the intake casing, allows for easy installation and replacement based on engine operating conditions and environment, adapting to different intake requirements. During maintenance, the volute can be disassembled for repair without disassembling the entire intake casing, reducing maintenance difficulty and cost. The air deflector and intake shroud are fitted together on the outside of the intake duct, providing protection and secondary airflow guidance, allowing for more concentrated external airflow into the intake duct and reducing interference from external stray air. The protective mesh at the intake effectively blocks foreign objects and impurities from entering the intake duct and booster chamber, preventing damage to the compressor impeller from impacts and preventing impurities from entering the combustion chamber, thus protecting the engine's core components and improving engine reliability.

[0015] Preferably, a mounting hole is provided on the inner side of the large opening end of the front casing, and a mounting sleeve is inserted into the mounting hole. A ring of protrusions is provided on the outer wall of the mounting sleeve located outside the mounting hole. When the mounting sleeve is fully inserted into the mounting hole, the protrusions fit against the opening end of the mounting hole. A bearing groove is also provided on the inner wall of the mounting sleeve. A bushing is detachably provided on the small opening end of the rear casing by means of bolts.

[0016] This design, by setting mounting holes on the inner side of the large opening end of the front casing and inserting mounting sleeves, allows the protrusions on the outer wall of the mounting sleeve to fit against the opening end of the mounting hole after full insertion, achieving rapid positioning and limiting of the mounting sleeve. This prevents axial movement of the mounting sleeve during engine operation and ensures the accuracy of the installation position. The bearing groove on the inner wall of the mounting sleeve provides a standardized and suitable installation space for subsequent bearing installation, making the bearing installation more regular and improving the coaxiality of the bearing and the shaft. The small opening end of the rear casing is equipped with a detachable bushing via bolts. The bushing protects the inner wall of the small opening end of the rear casing, preventing long-term airflow scouring and impurity friction from causing wear on the rear casing body, extending the service life of the rear casing. Furthermore, the detachable bolt connection allows for quick replacement of the bushing after wear, making maintenance convenient.

[0017] Preferably, a rotating shaft is provided through the compressor impeller, one end of the rotating shaft is located inside the reducer, and the other end is located inside the cooling lubricator of the combustion chamber. The rotating shaft includes a mandrel and a sleeve shaft that are coaxially fitted together. An oil flow channel is reserved between the mandrel and the sleeve shaft. One end of the oil flow channel is located inside the reducer, and the other end is located inside the cooling lubricator.

[0018] With this design, the compressor impeller shaft adopts a coaxial assembly of the mandrel and sleeve shaft with a reserved lubricating oil flow channel. The lubricating oil delivery channel is integrated inside the shaft, eliminating the need for additional lubricating oil pipelines outside the engine. This simplifies the overall pipeline layout of the engine, reduces the space occupied by external pipelines, and makes the engine structure more compact. The two ends of the lubricating oil flow channel are connected to the reducer and the cooling lubricator, respectively, enabling directional circulation of lubricating oil between the reducer, shaft bearings, and cooling lubricator. This provides lubrication for the internal components of the reducer and the bearings of the shaft, reducing frictional losses of moving parts. At the same time, the cooling lubricator cools the circulated lubricating oil, ensuring the lubrication and cooling effect of the lubricating oil, preventing lubricating oil failure due to high temperature, and extending the service life of the shaft and the moving parts of the reducer.

[0019] Preferably, the compressor impeller is fixedly mounted on the sleeve shaft, and a front sleeve bearing and a rear sleeve bearing are fixedly mounted on the sleeve shaft. The front sleeve bearing is located in the bearing groove and is fixedly connected to the mounting sleeve by an interference fit. The rear sleeve bearing is located in the coolant and lubricator, and its outer ring is fixedly connected to the coolant and lubricator.

[0020] With this configuration, the compressor impeller is fixed to the sleeve shaft. The front bearing on the sleeve shaft is interference-fitted with the bearing groove of the mounting sleeve, and the outer ring of the rear bearing is fixedly connected to the coolant and lubricator. The two bearings provide end-to-end positioning support for the sleeve shaft, ensuring the coaxiality of the sleeve shaft and the compressor impeller during rotation. This prevents eccentric rotation of the compressor impeller under high-power, high-speed conditions, prevents the impeller from colliding with the inner wall of the turbocharger shroud, and reduces radial runout of the sleeve shaft, thus improving the stability of the compressor impeller rotation. The interference fit connection makes the connection between the front bearing and the mounting sleeve more robust, able to withstand the vibration and impact during engine operation, ensuring the installation stability of the bearing and the smooth rotation of the sleeve shaft.

[0021] Preferably, both ends of the mandrel extend from the sleeve shaft, and a front bearing assembly is fixedly mounted on the mandrel located inside the reducer. All outer rings of the bearings in the front bearing assembly are fixedly connected to the reducer. A rear bearing is fixedly mounted on the mandrel located inside the coolant and lubricator, and the outer ring of the rear bearing is fixedly connected to the coolant and lubricator.

[0022] With this configuration, both ends of the mandrel extend from the sleeve shaft and are fixedly connected to the reducer and coolant / lubricator via the front bearing assembly and the rear bearing assembly, respectively. The front bearing assembly uses a multi-bearing configuration to distribute the radial load on the mandrel at high speeds. Compared to single bearing support, this significantly improves the radial load-bearing capacity of the mandrel and prevents bending deformation due to excessive load. The bearings at both ends of the mandrel are fixed to the reducer and coolant / lubricator, respectively, achieving full axial positioning support for the mandrel. This ensures the coaxiality of the mandrel and sleeve shaft, making the mandrel more stable during rotation. At the same time, it allows the load of the mandrel to be evenly transmitted to the reducer and coolant / lubricator, reducing the load pressure on individual components and improving the overall structural reliability and operational stability of the shaft.

[0023] Preferably, cooling air passages are provided on the front casing, the rear casing, and the guide plate, and the cooling air passages on the front casing and the rear casing are connected through the cooling air passages that penetrate the guide plate.

[0024] This configuration, with cooling air passages in the front casing, rear casing, and guide vanes, interconnected to form an integrated cooling air path, allows the cooling airflow to simultaneously pass through all parts of the front and rear casings and guide vanes, achieving all-round cooling of the entire intake casing. This prevents localized high-temperature deformation due to inadequate cooling, making it suitable for the high-temperature operating environment of high-power engines. The cooling air passages run through the guide vanes, utilizing the structural space of the guide vanes to arrange the cooling channels. This eliminates the need for additional complex channels on the intake casing, simplifying the intake casing manufacturing process and allowing for a more compact cooling air path layout, thus improving the efficiency of cooling airflow.

[0025] Preferably, a front flange is fixedly installed at the large opening end of the front casing, the reducer is connected to the compressor through the front flange, a rear flange is installed around the small opening end of the rear casing, a connecting cover is fixedly installed on the rear flange, the front booster cover is located inside the connecting cover, and the combustion chamber is connected to the compressor through the connecting cover.

[0026] This configuration, with a front flange at the large opening end of the front casing, allows for a standardized and rigid connection between the reducer and compressor. This results in a higher degree of fit between the connection surfaces, improving the sealing and structural stability of the reducer-compressor connection and preventing gaps from forming at the connection point due to vibration during engine operation. The flange connection also facilitates the disassembly and maintenance of the reducer and compressor. A connecting cover is installed on the rear flange at the small opening end of the rear casing, with the front turbocharger cover placed inside. This provides protection for the front turbocharger cover, preventing structural damage from external impacts. Simultaneously, the combustion chamber connects to the compressor via the connecting cover, which provides precise positioning and transition space for the docking of the combustion chamber and compressor. This ensures accurate docking of the intake ports of the turbocharger chamber and combustion chamber, preventing leakage of pressurized airflow at the docking point and improving the efficiency of airflow transmission from the compressor to the combustion chamber.

[0027] The advantages and positive effects of this application are:

[0028] This application connects the reducer and the tail nozzle through a negative pressure pipe. The negative pressure generated by the tail nozzle during operation creates a directional suction force for the cooling air passage, allowing the heat inside the reducer to be quickly discharged to the outside through the cooling air passage with the cooling airflow, greatly improving the cooling efficiency of the reducer and preventing the reducer from failing due to high temperature under high power conditions. The intake casing is split into front and rear casings and forms independent intake air passages, making the airflow entry path more regular and reducing airflow turbulence loss. The supercharging chamber formed by the front and rear supercharger covers provides a closed and suitable working space for the compressor impeller, which can effectively constrain the airflow direction after the compressor impeller is pressurized, prevent airflow leakage, ensure the supercharging effect of the compressor impeller on the airflow, and enable the pressurized airflow to enter the combustion chamber efficiently, improving the overall efficiency of engine intake supercharging. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the overall state of the air intake structure of this application;

[0031] Figure 2 This is a schematic cross-sectional view of the internal structure of the air intake structure of this application;

[0032] Figure 3 This is a schematic diagram showing the location of the mounting holes on the intake casing of this application;

[0033] Figure 4 This is a schematic diagram of the location of the cooling air passage on the intake casing of this application;

[0034] Figure 5 This is a cross-sectional schematic diagram of the internal structure of the intake casing in this application;

[0035] Figure 6 This is a schematic diagram of the connection structure between the air intake structure and other components on the engine in this application;

[0036] Figure 7 This is a cross-sectional schematic diagram of the connection between the air intake structure and other components on the engine in this application.

[0037] The annotations in the attached figures are explained as follows:

[0038] 1. Volute; 101. Draft shield; 102. Air inlet shroud; 103. Protective net; 104. Air inlet; 2. Air intake casing; 201. Front casing; 202. Rear casing; 203. Air intake passage; 204. Draft guide plate; 205. Mounting sleeve; 206. Bearing groove; 207. Cooling air passage; 208. Front flange; 209. Mounting hole; 210. Rear flange; 211. 1. Front supercharger shroud; 212. Rear supercharger shroud; 213. Compressor impeller; 214. Front bearing sleeve; 215. Bushing; 216. Front bearing assembly; 217. Rear bearing sleeve; 218. Rear bearing sleeve; 3. Connecting cover; 4. Combustion chamber; 5. Spindle; 6. Compressor; 7. Reducer; 8. Tail nozzle; 9. Negative pressure pipe; 10. Sleeve shaft; 11. Cooling lubricator; 12. Lubricating oil passage. Detailed Implementation

[0039] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0040] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art will understand the specific meaning of the above terms in this application based on the specific circumstances.

[0041] The following description, in conjunction with the accompanying drawings, further illustrates this application:

[0042] Example 1: As Figures 1-7As shown, an air intake structure for a high-power aircraft propulsion system includes a speed reducer 7, a compressor 6, a combustion chamber 4, and a tail nozzle 8 connected in sequence. These components are arranged in series along the engine axis, forming the core power transmission and airflow path of the engine. The compressor 6 includes an air intake casing 2, which serves as the core load-bearing and airflow guiding component of the compressor 6. A cooling air duct 207 is mounted on the air intake casing 207, with one end connected to the speed reducer 7 and the other end connected to the outside of the air intake casing 2, forming a cooling airflow channel penetrating the speed reducer 7 and the outside environment. A negative pressure pipe 9 is also mounted on the speed reducer 7, with its free end connected to the tail nozzle 8. The negative pressure effect generated by the tail nozzle 8 during operation provides power for the airflow within the cooling air duct 207. The air intake casing 2 includes a front casing 201 and a rear casing 202 connected to each other. The connection structure between the front casing 201 and the rear casing 202... The forming effect of the intake duct 203 is directly determined, and the intake duct 203 is provided between the front casing 201 and the rear casing 202. This intake duct 203 is the core channel for external airflow to enter the compressor 6. A front booster shroud 211 is provided on the rear casing 202, and the front booster shroud 211 and the rear casing 202 form a fixed assembly relationship. A rear booster shroud 212 is provided on the front booster shroud 211. After the front booster shroud 211 and the rear booster shroud 212 are interlocked, the interior... A pressurization chamber is formed, and the sealing of the pressurization chamber directly affects the pressurization efficiency of the compressor impeller 213. The compressor impeller 213 is installed in the pressurization chamber and is the core actuator for airflow pressurization. When the compressor impeller 213 rotates, a negative pressure suction is formed in the pressurization chamber. The airflow is drawn into the pressurization chamber from the air inlet channel 203. After being pressurized by the compressor impeller 213, it enters the combustion chamber 4 along the airflow outlet path of the pressurization chamber, providing high-pressure airflow for the combustion process.

[0043] Both the front casing 201 and the rear casing 202 have a trumpet-shaped structure, which is adapted to the flow characteristics of airflow from diffusion to contraction. The small opening of the front casing 201 is inserted into the large opening of the rear casing 202. Through this nested connection, the front casing 201 and the rear casing 202 are precisely positioned and sealed, thus forming a continuous air intake channel 203. Several guide plates 204 are fixedly installed in the air intake channel 203. The guide plates 204 are fixedly connected to the front casing 201 and the rear casing 202 respectively. On the one hand, the rigid connection of the guide plates 204 strengthens the assembly stability of the front casing 201 and the rear casing 202, and prevents the connection from loosening due to vibration during engine operation. On the other hand, the guide plates 204 are arranged along the airflow direction of the air intake channel 203, which can guide and regulate the gas flowing into the air intake channel 203, eliminate airflow turbulence, and ensure that the airflow smoothly enters the pressurization chamber along the preset path, realizing the dual functions of connection and fixation and airflow guidance.

[0044] A volute 1 can also be detachably installed on the intake casing 2. The volute 1 is assembled with the intake casing 2 through a detachable connection structure, which facilitates later maintenance and component replacement. The volute 1 includes a guide shroud 101 and an air intake shroud 102. The guide shroud 101 and the air intake shroud 102 are the two core components of the volute 1. The guide shroud 101 and the air intake shroud 102 are spliced ​​together and fastened to the outside of the intake air passage 203. The splicing structure forms a protective enclosure for the air intake end of the intake air passage 203, while optimizing the introduction path of external airflow. An air intake port 104 is opened on the air intake shroud 102. The air intake port 104 is the only entrance for external airflow into the intake air passage 203. A protective net 103 is fixedly installed on the air intake port 104. The protective net 103 and the air intake port 104 form a fixed assembly, which can block foreign objects from entering the intake air passage 203, prevent foreign objects from hitting the compressor impeller 213 or entering the combustion chamber 4, ensure the working safety of the core components, and achieve the coordinated cooperation of protection and air intake.

[0045] A mounting hole 209 is provided on the inner side of the large opening end of the front casing 201. The mounting hole 209 provides a precise positioning reference for the assembly of the mounting sleeve 205. The mounting sleeve 205 is inserted into the mounting hole 209, and the mounting sleeve 205 and the mounting hole 209 form a clearance fit or transition fit, which facilitates assembly and disassembly. A ring of protrusions is provided on the outer wall of the mounting sleeve 205 located outside the mounting hole 209. This protrusion is an assembly limiting structure for the mounting sleeve 205. When the mounting sleeve 205 is fully inserted into the mounting hole 209, the protrusions fit against the opening end of the mounting hole 209, realizing the axial limiting of the mounting sleeve 205 and preventing the mounting sleeve 205 from collapsing when the engine is running. Axial movement; a bearing groove 206 is also provided on the inner wall of the mounting sleeve 205. The bearing groove 206 provides fitting space for the subsequent assembly of bearing components and ensures the coaxiality of the bearing installation; a bushing 215 is detachably provided at the small opening end of the rear casing 202 by bolts. The bolt connection structure realizes the detachable fixation of the bushing 215 and the rear casing 202. The bushing 215 covers the inner wall of the small opening end of the rear casing 202, which can reduce the wear of the rear casing 202 body by airflow scouring and impurity friction. At the same time, the detachable design of the bushing 215 facilitates replacement and maintenance after wear, and forms a protective linkage with the overall structure of the rear casing 202.

[0046] A rotating shaft is installed through the compressor impeller 213. The rotating shaft is the core component for power transmission of the compressor impeller 213, and its assembly accuracy directly affects the rotational stability of the compressor impeller 213. One end of the rotating shaft is located inside the reducer 7, which provides power input to the rotating shaft. The other end is located inside the cooling lubricator 11 of the combustion chamber 4. The cooling lubricator 11 provides cooling and lubrication for the end of the rotating shaft and also cools the combustion chamber 4. The rotating shaft includes a coaxially mounted mandrel 5 and a sleeve shaft. 10. The spindle 5 and the sleeve shaft 10 adopt a coaxial assembly structure to realize the separation of power transmission and lubricating oil circulation. A lubricating oil flow channel 12 is reserved between the spindle 5 and the sleeve shaft 10. The lubricating oil flow channel 12 is a dedicated channel for lubricating oil circulation. One end of the lubricating oil flow channel 12 is located in the reducer 7, and the other end is located in the cooler lubricator 11. It can guide the lubricating oil of the cooler lubricator 11 back into the reducer 7 to form a lubricating oil return circulation, providing continuous lubrication and cooling for the shaft and related rotating parts.

[0047] The compressor impeller 213 is fixedly mounted on the sleeve shaft 10. The sleeve shaft 10 drives the compressor impeller 213 to rotate through torque transmission, realizing direct power transmission. A front bearing 214 and a rear bearing 217 are fixedly mounted on the sleeve shaft 10. The front bearing 214 and the rear bearing 217 provide support and positioning for both ends of the sleeve shaft 10, respectively. The front bearing 214 is located in the bearing groove 206 and is fixedly connected to the mounting sleeve 205 through an interference fit. The radial positioning of the front bearing 214 is achieved by the fixing action of the mounting sleeve 205. The rear bearing 217 is located in the cooler lubricator 11, and its outer ring is fixedly connected to the cooler lubricator 11. The radial positioning of the rear bearing 217 is achieved by the cooler lubricator 11. The two together form a support structure for both ends of the sleeve shaft 10, ensuring the coaxiality of the sleeve shaft 10 and the compressor impeller 213 when rotating, avoiding eccentric vibration at high speeds, and ensuring the stable operation of the compressor impeller 213.

[0048] Both ends of the mandrel 5 extend from the sleeve shaft 10. The extended structure of the mandrel 5 provides space for the assembly of the bearings at both ends. A front bearing assembly 216 is fixedly mounted on the mandrel 5 located inside the reducer 7. The front bearing assembly 216 is composed of multiple bearings and can distribute the radial load borne by the mandrel 5 when it rotates. All the outer rings of the bearings in the front bearing assembly 216 are fixedly connected to the reducer 7. The positioning of the front bearing assembly 216 is achieved through the fixing structure of the reducer 7, thereby providing stable support for one end of the mandrel 5. A rear bearing 218 is fixedly mounted on the mandrel 5 located inside the cooler lubricator 11. The outer ring of the rear bearing 218 is fixedly connected to the cooler lubricator 11. The positioning of the rear bearing 218 is achieved through the cooler lubricator 11, providing support for the other end of the mandrel 5. The front bearing assembly 216 and the rear bearing 218 cooperate to achieve full axial positioning support for the mandrel 5, ensuring the coaxial rotation of the mandrel 5 and the sleeve shaft 10, and providing structural protection for stable power transmission.

[0049] Cooling air passages 207 are provided on the front casing 201, rear casing 202, and guide plate 204, forming an overall cooling system for the intake casing 2. The cooling air passages 207 on the front casing 201 and rear casing 202 are connected by the cooling air passages 207 that penetrate the guide plate 204. With the help of the connecting structure of the guide plate 204, the cooling air passages 207 of the front casing 201 and rear casing 202 are connected, so that the cooling airflow can flow smoothly among the three, covering all key parts of the intake casing 2, achieving uniform cooling of the entire intake casing 2, avoiding structural deformation caused by local high temperature, and working in synergy with the air guiding function of the guide plate 204 to achieve cooling and protection of core components while ensuring smooth airflow.

[0050] A front flange 208 is fixedly installed at the large opening end of the front casing 201, forming an integrated fixed structure with the front casing 201. The reducer 7 is connected to the compressor 6 through the front flange 208. The flange connection structure ensures the sealing and rigidity of the connection between the reducer 7 and the compressor 6, achieving precise docking of power transmission and avoiding energy loss during power transmission. A rear flange 210 is installed around the small opening end of the rear casing 202, forming a fixed assembly with the rear casing 202. A fixed... A connecting cover 3 is provided, which is stably connected to the rear casing 202 via the rear flange 210. The front turbocharger cover 211 is located inside the connecting cover 3. The connecting cover 3 can protect the front turbocharger cover 211 and prevent external impacts from damaging the structure of the front turbocharger cover 211. The combustion chamber 4 is connected to the compressor 6 via the connecting cover 3. As a transitional connection component between the compressor 6 and the combustion chamber 4, the connecting cover 3 can ensure that the high-pressure airflow exported from the turbocharger chamber accurately enters the combustion chamber 4, realize the docking of the airflow channels between the compressor 6 and the combustion chamber 4, and ensure the efficient transmission of high-pressure airflow.

[0051] The working process of this embodiment is as follows: Figure 6 and Figure 7As shown, the air intake structure of this application is used on a turboprop engine. During operation, the fuel pump delivers fuel to the combustion chamber 4 for combustion. The fuel pump is installed in the fuel tank of the turboprop engine and delivers fuel to the combustion chamber 4 through fuel pipelines. The power impeller is installed in the combustion chamber 4 to provide power to the turboprop engine. The high-temperature gas generated after the fuel delivered by the fuel pump to the combustion chamber 4 mixes with air and combusts drives the power impeller to rotate. The rotation of the power impeller drives the shaft to rotate, which in turn drives the compressor impeller 213 to rotate and the gearbox on the turboprop engine used for power output to rotate together. When 213 rotates, it draws in air through the intake channel 203. External gas passes through the protective net 103 on the intake port 104 and enters the air intake shroud 102. Then, guided by the guide shroud 101, it passes through the intake channel 203 between the two guide plates 204 and enters the booster chamber. As the compressor impeller 213 in the booster chamber rotates continuously, it compresses the incoming gas. The compressed gas is sent into the combustion chamber 4 and fully mixed with the fuel delivered to the combustion chamber 4 by the fuel pump for combustion. The combusted gas then drives the power impeller to rotate, and the rotation of the power impeller provides power to the compressor impeller 213, achieving a balance.

[0052] The faster the compressor impeller 213 rotates, the better its gas compression effect. Therefore, the combustion efficiency is controlled by controlling the fuel pump output, and the gas compression effect is adjusted by influencing the compressor impeller 213 through the power impeller, thereby achieving control and adjustment of the output power.

[0053] When the engine is running, the combustion gases are ejected from the tail nozzle 8. At this time, the gas flow rate in the tail nozzle 8 is high, and the pressure will decrease. The inside of the reducer 7 is connected to the tail nozzle 8 through the negative pressure pipe 9. Therefore, the gas in the reducer 7 will flow out along the negative pressure pipe 9, so the reducer 7 will form a negative pressure environment. One end of the cooling air passage 207 is connected to the inside of the reducer 7, and the other end is connected to the outside. Therefore, the external airflow will pass through the cooling air passage 207 and enter the reducer 7. During this process, the airflow flowing through the cooling air passage 207 can cool the intake casing 2 and prevent the temperature from being too high during operation.

[0054] The foregoing has provided a detailed description of one embodiment of this application, but the description is merely a preferred embodiment and should not be construed as limiting the scope of this application. All equivalent variations and improvements made within the scope of this application should still fall within the patent coverage of this application.

Claims

1. An air intake structure for a high-power aircraft propulsion system, comprising a speed reducer (7), a compressor (6), a combustion chamber (4), and a tail nozzle (8) connected in sequence, characterized in that: The compressor (6) includes an intake casing (2), on which a cooling air passage (207) is provided. One end of the cooling air passage (207) is connected to the reducer (7), and the other end is connected to the outside of the intake casing (2). A negative pressure pipe (9) is also provided on the reducer (7), and the free end of the negative pressure pipe (9) is connected to the tail nozzle (8). The intake casing (2) includes a front casing (201) and a rear casing (202) connected to each other. An air intake passage (203) is provided between the two sides. A front booster shroud (211) is provided on the rear casing (202). A rear booster shroud (212) is provided on the front booster shroud (211). The front booster shroud (211) and the rear booster shroud (212) are interlocked to form a booster chamber. A compressor impeller (213) is provided in the booster chamber. When the compressor impeller (213) rotates, the airflow is drawn into the booster chamber from the air intake passage (203), and after being boosted by the compressor impeller (213), it enters the combustion chamber (4). Both the front casing (201) and the rear casing (202) have a flared structure, and the small end of the front casing (201) is inserted into the large end of the rear casing (202). Several guide plates (204) are fixedly installed in the air intake channel (203). The guide plates (204) are fixedly connected to the front casing (201) and the rear casing (202) respectively, and are used to connect the front casing (201) and the rear casing (202) and guide the gas flowing into the air intake channel (203). A volute (1) can also be detachably installed on the intake casing (2). The volute (1) includes a flow guide (101) and an air inlet shroud (102). The flow guide (101) and the air inlet shroud (102) are fitted together and fastened to the outside of the intake air passage (203). An air inlet (104) is opened on the air inlet shroud (102), and a protective net (103) is fixedly installed on the air inlet (104). Cooling air passages (207) are provided on the front casing (201), the rear casing (202), and the guide plate (204), and the cooling air passages (207) on the front casing (201) and the rear casing (202) are connected by the cooling air passages (207) that penetrate the guide plate (204).

2. The air intake structure for a high-power aircraft propulsion system according to claim 1, characterized in that: A mounting hole (209) is provided on the inner side of the large opening end of the front casing (201). A mounting sleeve (205) is inserted into the mounting hole (209). A ring of protrusions is provided on the outer wall of the mounting sleeve (205) located outside the mounting hole (209). When the mounting sleeve (205) is fully inserted into the mounting hole (209), the protrusions fit against the opening end of the mounting hole (209). A bearing groove (206) is also provided on the inner wall of the mounting sleeve (205). A bushing (215) is detachably provided on the small opening end of the rear casing (202) by bolts.

3. The air intake structure for a high-power aircraft propulsion system according to claim 2, characterized in that: A rotating shaft is provided through the compressor impeller (213). One end of the rotating shaft is located inside the reducer (7), and the other end is located inside the cooling lubricator (11) of the combustion chamber (4). The rotating shaft includes a mandrel (5) and a sleeve (10) that are coaxially fitted together. An oil flow channel (12) is reserved between the mandrel (5) and the sleeve (10). One end of the oil flow channel (12) is located inside the reducer (7), and the other end is located inside the cooling lubricator (11).

4. The air intake structure for a high-power aircraft propulsion system according to claim 3, characterized in that: The compressor impeller (213) is fixedly mounted on the sleeve shaft (10). A front sleeve bearing (214) and a rear sleeve bearing (217) are fixedly mounted on the sleeve shaft (10). The front sleeve bearing (214) is located in the bearing groove (206) and is fixedly connected to the mounting sleeve (205) by an interference fit. The rear sleeve bearing (217) is located in the cooler lubricator (11) and its outer ring is fixedly connected to the cooler lubricator (11).

5. The air intake structure for a high-power aircraft propulsion system according to claim 4, characterized in that: Both ends of the mandrel (5) extend from the sleeve (10). A front bearing assembly (216) is fixedly mounted on the mandrel (5) located inside the reducer (7). All the outer rings of the bearings in the front bearing assembly (216) are fixedly connected to the reducer (7). A rear bearing (218) is fixedly mounted on the mandrel (5) located inside the cooler (11). The outer ring of the rear bearing (218) is fixedly connected to the cooler (11).

6. The air intake structure for a high-power aircraft propulsion system according to claim 1, characterized in that: A front flange (208) is fixedly installed at the large opening end of the front casing (201). The reducer (7) is connected to the compressor (6) through the front flange (208). A rear flange (210) is installed around the small opening end of the rear casing (202). A connecting cover (3) is fixedly installed on the rear flange (210). The front booster cover (211) is located inside the connecting cover (3), and the combustion chamber (4) is connected to the compressor (6) through the connecting cover (3).

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