Hydrogen combustion lift fan system

Abstract

The invention belongs to the field of fan design, and particularly relates to a hydrogen combustion lift fan system which comprises a lift fan, a box type spray pipe, an output shaft, a main engine and a superconducting motor. The lift fan is coaxially and fixedly connected with the box type spray pipe, one end of the output shaft is connected with rotor blades of the lift fan, the other end of the output shaft is connected with the superconducting motor and the main engine, and the superconducting motor is coaxially arranged in the main engine. A liquid hydrogen tank is arranged on the outer side of the main engine, a rectifying support plate is arranged in the lift fan, and an ignition electric nozzle is arranged on a cartridge receiver of the lift fan; hydrogen in the liquid hydrogen tank can flow into the ignition electric nozzle after passing through the superconducting motor and the rectifying support plate, and is burnt and heated after ignition to generate thrust. The energy conversion mode of a traditional lift fan is optimized, the temperature of airflow behind the lift fan can be increased from 300 DEG C to 1000 DEG C or above, the lift amplification of the lift fan exceeds 150%, and the requirement of a power system for lift is met. According to the scheme, hydrogen for cooling the superconducting motor can be recycled.

Description

Technical Field

[0001] This application belongs to the field of fan design, and specifically relates to a hydrogen-fired lift fan system. Background Technology

[0002] Short takeoff and vertical landing (STOVL) aircraft combine the advantages of fixed-wing and rotary-wing aircraft, significantly reducing the requirements for takeoff and landing ground conditions while possessing high flight performance and attack capabilities. The propulsion system is the decisive factor in achieving STOVL; the success of an aircraft is directly affected by the lift and thrust performance of its engine. Currently, research on propulsion systems is limited, and further research in this area is needed.

[0003] Current short takeoff / vertical landing (STOVL) propulsion systems employ shaft-driven fans to balance and control lift and torque. The lift fan is a crucial component of these systems, providing upward lift during short takeoff and vertical landing. The traditional lift fan operates by having airflow enter the fan, where the ambient temperature and pressure gas is compressed by the low-pressure shaft into a medium-temperature, medium-pressure gas before being expelled, thus generating lift. This method converts the mechanical energy of the drive shaft into the kinetic energy of the gas to produce lift, resulting in low power density and failing to meet the lift requirements of STOVL propulsion systems.

[0004] Therefore, a new type of power system needs to be designed to change the traditional energy conversion method of lift fans and increase the power density of lift fans in order to meet the lift requirements of the power system. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a hydrogen-fired lift fan system to solve the problem that traditional lift fans in the prior art cannot meet the lift requirements of short-haul / vertical takeoff and landing power systems.

[0006] The technical solution of this application is: a hydrogen-fueled lift fan system, including a lift fan, a box-type nozzle, an output shaft, a main engine, and a superconducting motor;

[0007] The lift fan is coaxially and fixedly connected to the box-type nozzle. One end of the output shaft is connected to the rotor blades of the lift fan, and the other end is connected to the superconducting motor and the main engine. The superconducting motor is coaxially located inside the main engine.

[0008] The main engine is equipped with a liquid hydrogen tank on its outside, the lift fan is equipped with a rectifier plate inside, and the lift fan casing is equipped with an ignition nozzle.

[0009] The hydrogen gas in the liquid hydrogen tank can flow into the ignition nozzle after passing through the superconducting motor and rectifier plate. After ignition, it burns and heats up to generate thrust.

[0010] Preferably, a first hydrogen supply pipe is provided between the liquid hydrogen tank and the superconducting motor; a second hydrogen supply pipe is provided between the rectifier support plate and the superconducting motor; the hydrogen gas is injected from the injection port of the rectifier blade using a multi-point gas film injection method.

[0011] Preferably, the outer wall of the box-type nozzle is provided with a shockproof and heat-insulating screen.

[0012] Preferably, the inlet of the lift fan is provided with a rectifier cone, the rectifier support plate and rotor blades are provided on the rectifier cone, and a clutch is coaxially provided inside the rectifier cone, the clutch being connected to the output shaft.

[0013] Preferably, the lift fan, main engine, box nozzle, superconducting motor, first hydrogen delivery pipe, second hydrogen delivery pipe, output shaft, and shockproof heat insulation screen are all one piece; the ignition nozzle is two pieces; and the rotor blades and rectifier support plates are 8 to 30 pieces.

[0014] Preferably, the box-type nozzle is opened during the takeoff and landing phases of the aircraft and closed during other phases.

[0015] The hydrogen-fired lift fan system of this application has the following advantages:

[0016] This design optimizes the energy conversion of traditional lift fans by replacing the fan stator with rectifier blades and adding a combustion chamber above the box-type nozzle. Hydrogen, heated after cooling the superconducting motor, is injected at the rectifier blade location. The hydrogen is then ejected from the nozzle of the rectifier blade, ignited by an ignition electrode, and combusted to generate thrust. This process raises the temperature of the airflow after the lift fan from 300°C to over 1000°C, increasing the lift fan's lift by over 150%, meeting the lift requirements of the propulsion system. This design also allows for the reuse of the hydrogen used to cool the superconducting motor. Furthermore, due to the rapid combustion of hydrogen, the overall length of the lift fan is not increased, resulting in a significant increase in lift while only a slight increase in weight, thus greatly improving the lift-to-weight ratio of the propulsion system. To improve structural reliability, a vibration-damping and heat-insulating shield is installed on the box-type nozzle to prevent ablation of the lift fan and suppress oscillating combustion. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the deflection state principle in this application;

[0018] Figure 2 This is a schematic diagram of the horizontal state of this application;

[0019] Figure 3 This is a schematic diagram of the second hydrogen transport pipe structure in this application;

[0020] Figure 4 This is a schematic diagram of the rectifier support plate structure of this application;

[0021] Figure 5This is a schematic diagram of the shockproof and heat-insulating screen structure of this application.

[0022] 1. Lift fan; 2. Main engine; 3. Box nozzle; 4. Superconducting motor; 5. First hydrogen delivery pipe; 6. Second hydrogen delivery pipe; 7. Rotor blades; 8. Rectifier support plate; 9. Output shaft; 10. Ignition nozzle; 11. Shockproof and heat-insulating shield; 12. Clutch; 13. Liquid hydrogen tank. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0024] The first aspect of this application provides a hydrogen-fired lift fan system, which changes the traditional energy conversion method of lift fans and has the advantages of high power density, high reliability, and high cleanliness.

[0025] like Figures 1-5 It includes a lift fan 1, a box nozzle 3, an output shaft 9, a main engine 2, and a superconducting motor 4.

[0026] The lift fan 1 is coaxially and fixedly connected to the box nozzle 3. One end of the output shaft 9 is connected to the rotor blade 7 of the lift fan 1, and the other end is connected to the superconducting motor 4 and the main engine 2. The superconducting motor 4 is coaxially located inside the main engine 2.

[0027] The main engine 2 has a liquid hydrogen tank 13 on its outside, a rectifier plate 8 inside the lift fan 1, and an ignition nozzle 10 on the casing of the lift fan 1.

[0028] The hydrogen in the liquid hydrogen tank 13 can flow into the ignition nozzle 10 after passing through the superconducting motor 4 and the rectifier plate 8. After ignition, it burns and heats up, generating thrust.

[0029] The working principle is as follows:

[0030] The hydrogen in the liquid hydrogen tank 13 first enters the superconducting motor 4. After cooling and heating the superconducting motor 4, the hydrogen flows into the rectifier blades behind the rotor of the lift fan 1. The hydrogen is sprayed out from the nozzle of the rectifier blades, ignited by the ignition nozzle 10, and then burned and heated to generate thrust.

[0031] Hydrogen is injected at multiple points to achieve rapid mixing and combustion of hydrogen and oxygen. The superconducting motor 4, cooled by liquid hydrogen, is used only during takeoff and landing. The liquid hydrogen system is shut down during other phases. This motor is a conventional generator that meets the power requirements of the power system and the aircraft. The box nozzle 3 is opened only during takeoff and landing and closed during other phases. The box nozzle 3, which rotates on three bearings, deflects 90° during takeoff and landing and remains horizontal during other phases.

[0032] By coordinating and connecting core components such as liquid hydrogen tank 13, superconducting motor 4, rectifier support plate 8, ignition nozzle 10, lift fan 1, and main engine 2, an integrated power chain of "hydrogen cooling superconducting motor 4 - flowing into lift fan 1 - ignition and combustion" is constructed. This breaks the traditional single mode of lift fan 1 relying solely on the mechanical energy of the drive shaft to convert into gas kinetic energy, and converts the chemical energy of hydrogen into high-temperature and high-pressure gas kinetic energy, significantly improving power density.

[0033] Preferably, a first hydrogen supply pipe 5 is provided between the liquid hydrogen tank 13 and the superconducting motor 4; a second hydrogen supply pipe 6 is provided between the rectifier support plate 8 and the superconducting motor 4; the hydrogen is injected from the nozzles of the rectifier blades using a multi-point film injection method. This multi-point film injection method ensures that the hydrogen is evenly injected from the nozzles of the rectifier blades, allowing for rapid and thorough mixing with oxygen, reducing incomplete combustion, improving combustion efficiency, reducing pollutant emissions, and enhancing system cleanliness.

[0034] Preferably, a shockproof and heat-insulating screen 11 is provided on the outer wall of the box-type nozzle 3. The shockproof and heat-insulating screen 11 covers the outer wall of the box-type nozzle 3, which can effectively block the high temperature generated by hydrogen combustion from corroding the lift fan 1 and surrounding components, prevent the lift fan 1 from burning, and extend the service life of the core components.

[0035] Preferably, the lift fan 1 has a rectifier cone at its inlet, with a rectifier support plate 8 and rotor blades 7 mounted on the rectifier cone. A clutch 12 is coaxially mounted inside the rectifier cone and connected to the output shaft 9. The rectifier cone at the inlet of the lift fan 1 can pre-rectify the airflow entering the fan. Combined with the secondary rectification effect of the rectifier support plate 8, it ensures that the airflow flows uniformly downward, avoiding the generation of airflow components in non-lift directions and maximizing the focus of lift generation.

[0036] Preferably, the number of each of the following components is 1: lift fan 1, main engine 2, box-type nozzle 3, superconducting motor 4, first hydrogen delivery pipe 5, second hydrogen delivery pipe 6, output shaft 9, and shockproof and heat-insulating screen 11; the number of ignition nozzles 10 is 2; and the number of rotor blades 7 and rectifier support plates 8 is 8 to 30.

[0037] It not only meets the basic power requirements of short takeoff / vertical landing power systems, but also allows for flexible adjustment of the number of rotor blades 7 and rectifier support plates 8 according to actual scenarios such as aircraft type and load, to adapt to different lift output requirements.

[0038] Preferably, the box-type nozzle 3 is opened during takeoff and landing, and closed during other phases. This reduces unnecessary airflow resistance and energy consumption, enables on-demand energy allocation, and improves the aircraft's range.

[0039] In summary, this application has the following advantages:

[0040] The energy conversion method of traditional lift fans has been optimized by burning hydrogen inside the lift fan, converting the chemical energy of hydrogen into the kinetic energy of high-temperature, high-pressure gas. Hydrogen is injected at multiple points using a multi-point film injection method, achieving rapid mixing and combustion of hydrogen and oxygen, resulting in high combustion efficiency and cleanliness. The rectifier blades of the lift fan system rectify the rotating airflow, ensuring a uniform downward flow and preventing force components in other directions, maximizing lift generation. Simultaneously, they provide excellent conditions for subsequent combustion, preventing airflow diversion at the support plate and tail plate. The rectifier support plate also acts as a flame stabilizer, creating a low-speed zone for combustion and meeting basic combustion requirements. A vibration-damping and heat-insulating screen is installed at the rear of the lift fan to prevent ablation, suppress oscillating combustion, and improve structural reliability.

[0041] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A hydrogen-fired lift fan system, characterized in that, It includes a lift fan (1), a box nozzle (3), an output shaft (9), a main engine (2), and a superconducting motor (4); The lift fan (1) is coaxially fixedly connected to the box nozzle (3). One end of the output shaft (9) is connected to the rotor blade (7) of the lift fan (1), and the other end is connected to the superconducting motor (4) and the main engine (2). The superconducting motor (4) is coaxially located inside the main engine (2). The main engine (2) is provided with a liquid hydrogen tank (13) on the outside, the lift fan (1) is provided with a rectifier plate (8) inside, and the lift fan (1) is provided with an ignition nozzle (10) on the casing of the lift fan (1). The hydrogen in the liquid hydrogen tank (13) can flow into the ignition nozzle (10) after passing through the superconducting motor (4) and the rectifier plate (8). After ignition, it burns and heats up to generate thrust.

2. The hydrogen-fired lift fan system as described in claim 1, characterized in that, A first hydrogen supply pipe (5) is provided between the liquid hydrogen tank (13) and the superconducting motor (4); a second hydrogen supply pipe (6) is provided between the rectifier support plate (8) and the superconducting motor (4); the hydrogen gas is sprayed out from the injection port of the rectifier blade using a multi-point gas film injection method.

3. The hydrogen-fired lift fan system as described in claim 1, characterized in that, The outer wall of the box-type nozzle (3) is provided with a shockproof and heat-insulating screen (11).

4. The hydrogen-fired lift fan system as described in claim 1, characterized in that, The inlet of the lift fan (1) is provided with a rectifier cone, the rectifier support plate (8) and the rotor blades (7) are provided on the rectifier cone, and a clutch (12) is coaxially provided inside the rectifier cone. The clutch (12) is connected to the output shaft (9).

5. The hydrogen-fired lift fan system as described in claim 1, characterized in that, The number of each of the following components is 1: lift fan (1), main engine (2), box nozzle (3), superconducting motor (4), first hydrogen delivery pipe (5), second hydrogen delivery pipe (6), output shaft (9), and shockproof and heat-insulating screen (11); the number of ignition nozzles (10) is 2; and the number of rotor blades (7) and rectifier support plates (8) is 8 to 30.

6. The hydrogen-fired lift fan system as described in claim 1, characterized in that, The box-type nozzle (3) is opened during the takeoff and landing phases of the aircraft and closed during other phases.

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