A co-directional momentum coupling combined pressurized air source device and a large-format aircraft

Abstract

This invention discloses a conformal, co-directional momentum coupling converging pressurization air source device and an aircraft, belonging to the field of fluid pressurization propulsion and aero-engine technology. The invention utilizes the equipment's shape to set up distributed conformal inlets, combined with flow dividers and boundary separators to form a fuzzy boundary-type main channel. Multiple airflows converge into the main channel in a co-directional manner at angles not exceeding 30°, preferably 15°±5°. Utilizing multi-level momentum coupling superposition and negative pressure suction effects, the airflow achieves autonomous convergence, acceleration, and stable pressurization. The entire device requires no additional mechanical drive and consumes zero additional energy. The invention also designs a blunt-tipped column-shaped, all-dimensional co-directional momentum coupling air source device, suitable for narrow-space installation scenarios such as wings. This invention can be widely applied to various aircraft, transport aircraft, rockets, missiles, and other equipment, overcoming the shortcomings of traditional pressurization devices such as high aerodynamic drag, high operating energy consumption, significant fluctuations in air source pressure and flow, poor stealth performance, and weak adaptability to complex operating conditions. It features a compact structure, stable air supply, and excellent aerodynamic shape. In addition to the aerospace field, by replacing the working medium with liquid fluid, it can also be applied to ships, underwater vehicles, amphibious equipment and general fluid transport equipment, with a wide range of applications.

Description

Technical Field

[0001] This invention belongs to the field of fluid pressurization propulsion, aircraft power and fluid energy utilization technology, specifically relating to a co-directional momentum coupling confluence pressurization air source device and a large-format aircraft equipped with the device.

[0002] In addition to being compatible with large-format aircraft, this invention is also widely compatible with various types of aircraft and tactical missiles, and can also be extended to water flow pressurization and power supply scenarios for surface ships, underwater vehicles, amphibious transport equipment, and special hydrodynamic equipment. Background Technology

[0003] In the field of fluid propulsion and aircraft power supply technology, most existing mainstream power booster devices adopt a single-duct, single-inlet integrated layout structure, mainly relying on a high-speed rotating intake fan inside the inlet to achieve airflow introduction and pressurization. The overall structure is redundant, the operating energy consumption is high, and the aerodynamic and mechanical noise is prominent; the equipment failure rate is high, and the later maintenance is cumbersome, which greatly increases the equipment operation and maintenance costs and makes it difficult to meet the requirements of high-speed, long-endurance, and high-reliability flight operations.

[0004] The Venturi effect, as a mature fluid acceleration and pressurization principle, has been widely used in conventional fluid transportation and ventilation pressurization fields. However, most existing Venturi flow-guiding structures are only used as small auxiliary accessories. There is a lack of complete pressurization air source solutions that integrate with the aerodynamic shape of the aircraft and achieve multi-stage unidirectional momentum coupling and convergence. These solutions cannot meet the continuous and stable pressure supply requirements of high-power detonation engines and have not yet achieved targeted and large-scale adaptation applications in the fields of aerospace high-speed equipment and ship special fluid power. There is a lack of complete technical solutions that deeply integrate the Venturi flow-guiding pressurization principle with the aerodynamic shape of aircraft.

[0005] To address the aforementioned technical shortcomings, there is an urgent need to develop a new type of airflow convergence and pressurization air source structure that is simple and compact in structure, consumes zero additional energy, has good pressure stabilization effect, is adaptable to complex working conditions, and does not damage the aerodynamic shape of the equipment. Summary of the Invention

[0006] This invention addresses the common technical shortcomings of existing fluid pressurization propulsion devices, such as structural redundancy and high operating energy consumption, by providing a co-directional momentum coupling confluence pressurization air source device and a large-format aircraft.

[0007] The core idea of ​​the invention is to set up an air source device that utilizes external air pressure to perform work, thereby achieving automatic air intake, collection and pressurization, in an area with smooth airflow and high air pressure at the front end of the aircraft's power equipment installation location, without adding any additional power components, based on the principle of fluid acceleration and pressurization caused by the Venturi effect. This invention is called the same-direction momentum coupling converging pressurization air source device.

[0008] The core structure of the co-current momentum coupling and boosting air source device includes a conformal strip-shaped inlet region that is basically aligned with the external airflow direction. Airflow boundary separators are arranged along the airflow direction within the inlet region. Several flow-dividing guide plates are fitted into the strip-shaped inlet region, dividing it into a corresponding number of branch inlets. The airflow boundary separators and flow-dividing guide plates form a fuzzy boundary type main airflow channel, which is basically parallel to the inlet surface. The airflow from the first inlet is directly introduced into the head of the main airflow channel. The branch airflows from the remaining inlets, guided by the flow-dividing guide plates, are directed at angles not exceeding 30°. The flow angle is continuously and progressively sheared into the main channel, with the preferred inflow angle being 15°±5°. Relying on the multi-level near-unidirectional momentum coupling and superposition effect, the low-speed, discrete airflow captured on the surface of the aircraft body is autonomously gathered to the end of the main channel, realizing concentrated airflow, rapid acceleration and stable pressure boosting, forming a stable high-pressure air source. The higher the flight speed of the aircraft, the more significant the pressure boosting effect of the unidirectional momentum coupling and converging, and the negative pressure suction effect generated by the airflow convergence is synchronously enhanced with the incoming flow speed.

[0009] As the airflow converges step by step within the main channel, the airflow velocity and flow rate within the main channel continuously increase. At the same time, the high-speed airflow generates a negative pressure adsorption effect, which actively draws in and guides the flow to each subsequent inlet, further enhancing the flow collection and pressurization effect.

[0010] In aircraft applications, a single conformal momentum coupling air source device can be configured to provide a high-energy-density, pressure-stable, and flow-balanced air source for rear-mounted jet propulsion equipment and ducted propulsion equipment; multiple devices can also be connected in parallel, and then through a pipeline-type momentum coupling structure, secondary multi-level near-co-directional momentum coupling superposition can be carried out on multiple output airflows to further improve key parameters such as air source pressure and flow rate.

[0011] One method for implementing a co-directional momentum coupling confluence pressurization air source device is to utilize the original aerodynamic shape characteristics of the aircraft, directly open a strip-shaped inlet area along the airflow streamline direction in the area of ​​concentrated air pressure on the surface of the aircraft shell, and construct a corresponding co-directional momentum coupling confluence pressurization air source device in the aforementioned manner.

[0012] Method 2 for implementing a co-current momentum coupling and pressurization gas source device: Construct an independent cylindrical full-dimensional co-current momentum coupling gas source device. The whole is a cylindrical or frustum structure (collectively referred to as a column). The inner cavity is equipped with multiple airflow partition plates, which divide the inner cavity into multiple parallel airflow channels. The outer edge of the column is a strip-shaped inlet area, which is divided into several continuous conformal branch inlets by several inwardly inclined diverting guide plates. The partition plates and the inwardly inclined diverting guide plates form a fuzzy boundary type main channel. The head inlet airflow directly enters the main channel, and the side branch airflow is guided by the inwardly inclined diverting guide plates and merges into the main channel in a forward direction at an angle of no more than 30°. The end of each airflow channel is connected to a gradually narrowing converging pipe. After the multiple airflows are converged twice through the converging pipe, a large flow rate and high pressure gas source is output to the rear port.

[0013] The columnar all-dimensional unidirectional momentum coupling booster air source device is preferably a blunt-tipped, radially expanding frustum or flat frustum with a blunt tip. The inner cavity is equipped with four coaxial partition plates, which divide the cavity into four central axis symmetrical and parallel airflow channels. Each strip-shaped inlet area is divided into several inlets by an inwardly inclined arc-shaped diverter plate. The angle between the branch airflow and the main channel is 15°±5°.

[0014] The column-shaped all-dimensional unidirectional momentum coupling pressurization air source device is mainly suitable for installation positions with small longitudinal width, such as aircraft wings. After reinforcement, the device is independently and externally installed in the airflow smooth area at the front end of the ducted power unit, or it is fixed along with the power components in the corresponding power installation position on the aircraft. The device is connected to the rear power unit through the air duct.

[0015] The conformal, co-directional momentum coupling air source device of this invention provides core technical support for achieving efficient adaptive airflow diversion, negative pressure suction, and lightweight equipment design in aircraft. The device operates entirely based on the fluid's own flow characteristics and the principle of momentum coupling superposition, requiring no additional front-mounted mechanical drive components. Furthermore, its overall design conforms to the aircraft's shape, preserving the aircraft's streamlined aerodynamic layout. It can autonomously complete the entire process of adaptive capture, convergence, acceleration, pressure stabilization, and pressurization of oncoming airflow. This effectively simplifies the overall structure of fluid propulsion systems for aircraft, missiles, and ship special power equipment, reducing equipment weight and subsequent maintenance costs.

[0016] This invention can work in conjunction with a high thrust-to-weight ratio ducted fan, and in particular, it can provide a stable high-pressure air source with zero additional energy consumption for the applicant's prior patent application "A Multi-chamber Annular Array Cyclic Intermittent Ordered Detonation Vibration Power Device" (application number: 202610687077.3), which greatly improves the overall working efficiency and long-term operational stability of the power system. It is especially compatible with the miniaturized multi-chamber annular array cyclic intermittent ordered detonation ducted engine disclosed in embodiment 3 of the prior patent, and can provide stable air supply for its direct-drive ducted fan.

[0017] This invention's device can be installed at the air inlet of indoor dust removal and ventilation ducts, improving dust removal and ventilation efficiency by over 30%. It can also be extended to the fields of naval vessels and amphibious equipment, simply by replacing the working medium from air to water. Relying on a homogeneous momentum coupling and confluence structure, it achieves directional convergence, acceleration, and pressurization of liquid water, providing a high-energy concentrated water flow source for ship ducted propellers. This structure optimizes the propeller's water entry flow field, effectively reducing water cavitation loss and turbulence, lowering ship noise, significantly improving fluid propulsion efficiency, and helping ships achieve quieter and more efficient propulsion operations.

[0018] Compared to existing traditional fluid booster propulsion devices, this invention relies on the principle of near-unidirectional momentum coupling and superposition to eliminate mechanically driven booster components. It combines a dual-structure collaborative design of fuzzy boundary type and pipeline type, fundamentally solving many technical defects of traditional devices, such as structural redundancy, high energy consumption, large wind resistance, unstable intake pressure and flow, poor adaptability to operating conditions, and insufficient stealth performance. It has core advantages such as lightweight structure, no additional energy consumption, excellent aerodynamic characteristics, strong air supply stability, and wide range of application scenarios. Attached Figure Description

[0019] To clearly and completely illustrate the technical solution of this invention, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. This invention adopts a form-fit design, has a wide range of applications, and can be placed in areas of concentrated air pressure outside an aircraft, including the front of the nose, the left and right sides of the fuselage, the front of the wings, and near the tail of long cylindrical rockets and missiles, without a fixed configuration.

[0020] The following detailed description uses large-format, eagle-spreading biomimetic aircraft, transport aircraft, and rocket missiles as typical embodiments, while also supplementing the adaptable structural features of disc-shaped and near-equilateral triangular aircraft. All adaptable implementation methods derived by those skilled in the art based on the technical concept of this invention without inventive effort fall within the protection scope of this invention.

[0021] Figure 1: Top view of the conformal momentum coupling and pressurization air source device applied to a large-format eagle-wing biomimetic aircraft.

[0022] Figure 2: Top view of the cylindrical unidirectional momentum coupling and boosting air source device applied to a transport aircraft.

[0023] Figure 3: Central cross-sectional view of a fuzzy boundary-type conformal unidirectional momentum coupling gas source device.

[0024] Figure 4: Front view of the cylindrical structure full-dimensional unidirectional momentum coupling and boosting air source device.

[0025] Figure 5: Cross-sectional view of the three-vector nozzle of the one-in-three-out intelligent valve.

[0026] Figure 6: Cross-sectional view of the center of the two-vector nozzle of the one-inlet, two-outlet intelligent valve.

[0027] Figure 7: A diagram of the longitudinal conformal momentum coupling and boosting gas source device applied to the external structure of a missile.

[0028] Figure 8: Top view of the multifunctional large-format roc spreading its wings biomimetic aircraft.

[0029] In the diagram: 1. Side-edge conformal unidirectional momentum coupling air source system; 2. Mid-section conformal unidirectional momentum coupling air source system; 3. Ducted fan or ducted fan detonation jet engine; 4. Ducted fan or ducted fan detonation jet engine with integrated power generation module; 5. Air duct; 6. One-in-two-out intelligent valve two-vector nozzle; 7. Forward pitch rudder; 8. Main wing; 9. Flaps and ailerons; 10. Tail; 11. Transport aircraft main wing; 12. Column-type all-dimensional unidirectional momentum coupling air source device; 13. Flow divider vane; 14. Main flow inlet; 15. One-in-three-out intelligent valve three-vector nozzle; 16. Compartment; 17. Fuel storage container; 18. Conformal air inlet; 19. Fuzzy boundary main flow; 20. Lateral inlet; 21. 22. Converging manifold; 23. Transport aircraft tail fin; 24. Intelligent control tilt valve; 25. Longitudinal conformal intake co-momentum coupling air source system; 26. Detonation jet engine; 27. Inwardly inclined arc-shaped diverter; 28. Separator plate; 29. ​​Electric propulsion ducted fan. Detailed Implementation

[0030] It should be noted that the following embodiments are only some preferred embodiments of the present invention, and not all embodiments. Based on the technical concept and core principles of the present invention, any modifications, substitutions, variations, and adaptations made by those skilled in the art for different aircraft configurations and application scenarios without departing from the purpose and core logic of the present invention should fall within the protection scope of the present invention.

[0031] Example 1: A large-format, eagle-wing-inspired biomimetic aircraft equipped with a conformal, co-directional momentum coupling and pressurization air source device (Figure 1). The core structure of the aircraft includes: a circular or elliptical symmetrical compartment 16, two sets of side edge conformal momentum coupling air source systems 1, a set of front and middle conformal momentum coupling air source systems 2, three sets of high thrust-to-weight ratio ducted power components, air ducts 5 connecting the air source systems and ducted power components, two triangular main wings 8, a tail fin 10, a front pitch control 7 that can tilt up and down at the nose, and flaps and ailerons 9 that can tilt at the trailing edge of the main wings.

[0032] This aircraft can switch operating modes according to the model of the ducted propulsion system it carries, and can be set to three power operation modes: pure electric, pure fuel, and hybrid electric, so as to flexibly adapt to different flight conditions and range requirements.

[0033] In this embodiment, the ducted propulsion components on both sides of the aircraft use ducted fan detonation jet engines 3, which are symmetrically installed in front of the vertical line of the cabin center and at the lower edge of the cabin. They are independently supplied with air by the corresponding side edge conformal momentum coupling air source system 1. The ducted propulsion component at the rear of the aircraft uses a ducted fan detonation jet engine 4 with an integrated power generation module, which is installed at the lower part of the rear edge of the cabin near the central axis. Its integrated power generation module can achieve self-sufficiency in the power consumption of the whole machine, meeting all the power needs of methanol-to-hydrogen working fluid heating, electronic control system, attitude adjustment system, etc. This propulsion component is uniformly supplied with air by the front middle conformal momentum coupling air source system 2.

[0034] All detonation jet engines adopt a vertically downward airflow output layout and are equipped with vibration reduction and noise reduction structures to ensure the overall flight stability of the aircraft. The air supply system's outlet port and the detonation jet engine's inlet port are sealed and connected using a high-temperature resistant, high-pressure, vibration-resistant, and flexible metal hose or corrugated pipe to adapt to changes in aircraft attitude and flight vibration conditions. The outlet ports 3 and 4 of the detonation jet engine are respectively sealed and fitted to the inlet ports of the high-strength, high-temperature resistant, one-in-three-out intelligent valve three-vector nozzle 15 and the one-in-two-out intelligent valve two-vector nozzle 6.

[0035] Among them, the three nozzles of the one-in-three-out intelligent valve three-vector nozzle 15 are oriented downward, rear-lower, and sideways, respectively, while the two nozzles of the one-in-two-out intelligent valve two-vector nozzle 6 are oriented downward and rear-lower, respectively. By electronically adjusting the opening angle and tilt attitude of the intelligent tilt valve 23, the vector jet direction can be precisely switched, realizing precise control of the aircraft's attitude. It can complete complex flight maneuvers such as vertical takeoff and landing, hovering, hovering backward, and rapid deceleration, significantly improving the overall maneuverability of the aircraft.

[0036] In this embodiment, the side edge conformal momentum coupling air source system 1 is configured with the fuzzy boundary type main flow channel 19 shown in Figure 3; when the side upper, side lower, and side multi-directional conformal air inlets 18 are arranged at the same time, in order to avoid the upper and lower airflows from colliding and blocking each other, a horizontal partition plate is installed in the middle of the flow channel to achieve multi-directional capture of incoming airflow and provide sufficient and stable coupling and converging air source for the front ducted fan type detonation jet engine 3.

[0037] The front-middle conformal momentum coupling air source system 2 consists of two sets of single-sided linear segment type fuzzy boundary type conformal momentum coupling confluence air source devices. The two sets of devices correspond to the conformal air intake areas in the front middle of the upper and lower shell surfaces of the aircraft, respectively, and each is independently configured with a fuzzy boundary type main flow channel 19. After the two airflows complete the superposition of conformal momentum coupling, they are precisely converged and balanced through a hard boundary type two-in-one near-conformal momentum coupling interface, delivering a stable high-pressure coupling air source to the rear ducted fan type detonation jet engine 4, improving power output efficiency and operational stability.

[0038] The liquid fuel or working fluid storage container 17 for the aircraft adopts a cylindrical sealed pressure-bearing structure, with an integrated piston and guide rod assembly inside. The working fluid inlet and outlet are located at the bottom of the container, and the gas pressure inlet and outlet are located at the top. Relying on external nitrogen pressure to drive the internal piston to move smoothly, it can achieve stable and continuous delivery of liquid fuel and hydrogen production working fluid without medium sloshing or cavitation. It can adapt to all flight attitudes of the aircraft and complex atmospheric pressure environments at high and low altitudes, ensuring a stable supply of media to the power system.

[0039] Nitrogen used for pressurized fuel supply is stored in a compression gas storage ring adapted to the airframe. This serves two purposes: firstly, it ensures a stable fuel supply through pressure balance; secondly, it isolates the fuel medium from oxygen, inhibiting fuel oxidation and deterioration, and extending the storage period. Multiple fuel storage containers 17 are evenly distributed along the rear edge of the compartment, ensuring that the aircraft's overall center of gravity falls near the central axis between the three detonation jet engines, guaranteeing balanced weight distribution and stable flight attitude.

[0040] To adapt to extreme flight conditions such as deep space, low pressure, and vacuum, the aircraft is additionally equipped with an oxygen storage ring. Simultaneously, an automatic one-way control valve is installed between the detonation jet engine intake and the same-direction momentum coupling gas source device to effectively prevent reverse leakage of oxygen and fuel at the engine front end under vacuum and low pressure environments, ensuring normal start-up, shutdown, and stable operation of the power system under extreme conditions. Both the nitrogen and oxygen storage rings adopt a conformal layout, fitting snugly against the edge of compartment 16 to maximize the use of internal space and without adding extra drag.

[0041] To reduce the footprint of the aircraft and adapt to shipborne, airborne, and land transportation scenarios, the main wing 8 and tail fin of this aircraft are designed to be foldable upwards. The folding, locking, and resetting are achieved through hinges and buckles, and a dedicated lifting device is equipped to complete the fully automatic folding, unfolding, and locking switching to meet the requirements of ship and vehicle loading and storage.

[0042] The aircraft features a pitch control rudder 7 at the front of the nose, a foldable main wing 8, and a V-shaped tilting flap aileron 9 on the trailing edge. These features can assist in attitude control during high-speed flight, compensate for the shortcomings of pure aerodynamic control in terms of high-speed response lag and insufficient stability, improve the overall flight stability and maneuverability of the aircraft, and adapt to complex flight environments such as low-altitude turbulence and high-speed maneuvering.

[0043] The aircraft can be equipped with the applicant's previously optimized and upgraded universal unpowered landing device. This device is an improvement on the patent "A Dedicated Unpowered Landing Device for Disc-Shaped Aircraft" (application number: 202511336419.9), breaking through the original limitation of only being compatible with disc-shaped devices, and can be compatible with various annular umbrella storage containers such as elliptical and non-pointed rings. The core improvements are: replacing the original support pulleys on the inner and outer sides of the storage container with C-shaped closed-loop rigid inner guide rails; changing the original rigid rotating ring to a deformable rotating closed-loop structure with evenly distributed pulleys; and optimizing the original circular lifting ring into an irregularly shaped lifting ring that matches the annular umbrella storage container. The remaining structure and working principle are consistent with the prior patent.

[0044] The installation requirements for this unpowered landing device are as follows: the annular storage container should cover as much area as possible, and there should be no vertical airflow within the storage area to ensure a complete drag structure after the parachute unfolds. Therefore, when selecting this device, no conformal air inlet should be provided on the lower shell surface of the storage area; if an air inlet structure is provided, the air inlet should be blocked and the vertical airflow interrupted by an electronically controlled sealing valve in landing mode to ensure a cushioned landing effect.

[0045] Large-format variant model adaptation instructions: The aerodynamic structure, power layout, air source system, and electronic control attitude structure of the near-equilateral triangle aircraft are completely consistent with this embodiment, except that the rear tail 10 is removed, resulting in a simpler overall structure and stronger lateral maneuverability; the disc-shaped aircraft optimizes the overall airframe into a circular structure, removes the external wings, tail, pitch rudder, and flaps and ailerons, and changes the main air source channel of the side edge air source system from a straight line to an arc shape, while the rest of the core principles, layout, and power configuration remain unchanged.

[0046] Example 1 Beneficial effects: (1) The aircraft adopts a conformal air intake structure with no external protruding parts. The aerodynamic shape is complete and smooth, the flight drag is small, the radar cross-section is low, the stealth performance is excellent, and the requirements of high-speed flight and covert operation are met. (2) The air source system relies on the fluid's own energy for pressurization throughout the process, with no additional energy consumption. Combined with the power components of the integrated power generation module, the whole machine can achieve energy self-sufficiency, effectively improving the aircraft's endurance and payload ratio. (3) Multiple gas source systems are independently supplied in different zones, and a multi-stage momentum coupling confluence structure is used to ensure stable gas source pressure and flow rate. This can perfectly match the intermittent air intake working characteristics of detonation jet engines, completely solve the problem of power output pulsation, and achieve precise flight attitude control and outstanding maneuverability. (4) Equipped with foldable wings and tail structure, it is suitable for storage and transportation in multiple scenarios such as shipborne, airborne, and land transfer; equipped with an optimized unpowered landing device, which has high landing safety and expands the operating scenarios of the aircraft. (5) It can switch between three power modes: pure electric, pure fuel, and hybrid electric. Combined with the nitrogen and oxygen storage ring design, it can not only meet the flight requirements of conventional atmospheric environment, but also adapt to extreme working conditions such as low pressure and vacuum. It has strong adaptability to all environments. (6) The fuel storage container adopts a piston-type pressure-bearing structure, which ensures smooth and stable medium transportation without shaking or cavitation. Combined with the gas storage ring, it prevents medium oxidation, improves the stability of power supply and the service life of the equipment, and reduces the overall maintenance cost.

[0047] Example 2: Multifunctional large-format roc-shaped biomimetic aircraft (Figure 8) This embodiment expands the wingspan laterally and increases the internal cabin space longitudinally, based on the structure of Embodiment 1. The core difference between this embodiment and the aforementioned scheme is that a high thrust-to-weight ratio electric ducted fan 28 is added at the root of both wings, and this component is embedded in the wing structure; the cylindrical all-dimensional unidirectional momentum coupling air source device 12 shown in Figure 4 is exposed and reinforced and installed at the front of the wing root. This device is connected to the electric ducted fan through an air duct to supply it with a stable high-pressure air source.

[0048] Meanwhile, the conformal momentum coupling air source system 1 on the side edge of the fuselage supplies airflow to the ducted fan detonation jet engine 3 through the reversing airflow valve; it can also supply airflow through pipelines, and after completing the same momentum coupling superposition with the airflow of the conformal momentum coupling air source system 2 in the front middle of the aircraft, it is delivered to the ducted fan detonation jet engine 4 with integrated power generation module in the rear, providing the engine with a sufficient high-pressure air source.

[0049] The electric-powered ducted fan 28 and the ducted fan-type detonation jet engines 3 on both sides of the fuselage operate in a asynchronous mode: the ducted fan-type detonation jet engines 3 mainly start and operate during vertical takeoff and landing, hovering, and rapid acceleration and deceleration; the electric-powered ducted fan 28 is activated during the aircraft's constant speed cruise or hypersonic flight phases. The ducted fan-type detonation jet engine 4, with its integrated power generation module, remains operational throughout the entire process, providing thrust to the aircraft and supplying electricity to the electric-powered ducted fan 28 through its power generation function.

[0050] The specific structure of the cylindrical all-dimensional unidirectional momentum coupling air source device 12 is as follows: As shown in Figure 4, the head of the device has a small diameter and a blunt pointed structure, gradually expanding in diameter towards the rear along the axial direction, with an overall shape approximately cylindrical or flattened cylindrical. Inside the device, four partition plates 27 with a common central axis divide the inner cavity into four parallel airflow channels. The strip-shaped inlet area on the side of the device is divided into several continuous conformal inlets 20 by an inwardly inclined arc-shaped diverting guide plate 26. The partition plates and diverting guide plates combine to form a fuzzy boundary type main flow channel. The head airflow directly enters the channel from the inlets 14 of each main flow channel, while the remaining branch airflows on the side of the device are guided by the inwardly inclined arc-shaped diverting guide plate 26, following the principle of unidirectional momentum coupling to guide and converge the flow step by step. The airflow in all channels eventually converges into a gradually narrowing converging pipe 21 to complete secondary convergence, thereby providing a high-energy, high-pressure, and high-flow-rate air source for the rear-mounted electric propulsion ducted fan 28.

[0051] Example 2 Beneficial effects: This embodiment optimizes the structure and upgrades the power system based on the overall structure of the aforementioned embodiment 1. By adding a columnar all-dimensional unidirectional momentum coupling air source device and an electric propulsion ducted fan at the wing root, and matching it with a power control logic of time-sharing and zone-based coordinated air supply and staggered operation, it has the following technical advantages: (1) This embodiment adopts a column-type independent front-mounted pressurized air source structure. Based on the principle of multi-channel unidirectional momentum coupling and step-by-step convergence pressurization, it can provide a continuous and stable high-pressure and high-flow air source for the electric propulsion ducted fan without additional mechanical energy consumption. Combined with the time-sharing working mechanism of the detonation engine and the electric propulsion ducted fan, it can effectively broaden the operating condition adaptability range of the aircraft, improve the response efficiency of the power system and the overall flight maneuverability, and meet the power supply requirements for hypersonic stable flight. (2) By using multiple sets of conformal air source systems to couple and superimpose airflow and stabilize the air supply, the engine intake flow and pressure stability under constant speed cruise conditions are greatly improved, effectively reducing the high temperature of the exhaust and airflow pulsation disturbance of the detonation jet engine, reducing the infrared radiation characteristics and aerodynamic noise of the whole aircraft, and effectively improving the acoustic stealth and infrared stealth performance of the aircraft without destroying the original aerodynamic shape of the aircraft. (3) The detonation engine of the rear-mounted integrated power generation module continues to work, which can provide in-situ autonomous power supply for the electric propulsion ducted fan, build a power self-circulation supply system, reduce the dependence of the whole machine on external energy, and improve the long-endurance flight capability and operational reliability of the aircraft. (4) The structure of this embodiment is highly versatile and can be directly adapted to the structural modification of irregularly shaped biomimetic aircraft such as large triangles, which effectively expands the applicable models and engineering application scenarios of the present invention.

[0052] Example 3: Transport aircraft equipped with a column-shaped air source device (Figure 2) The aircraft comprises the main body, the main wing 11, and the tail wing 22. Its core features include: four sets of cylindrical, unidirectional momentum-coupled, supercharging air source devices and ducted fan-type detonation jet engines symmetrically arranged on the main wing 11; and, to counteract the coupled lateral torque, rotating structures of the same properties are arranged according to the principle of adjacent, centrally symmetrical, and opposite rotation directions.

[0053] The two air source devices near the root of the main wing adopt the cylindrical all-dimensional unidirectional momentum coupling air source device 12 shown in Figure 4. The ducted fan detonation jet engine 4 with integrated power generation module is embedded in the inner side of the wing root. The cylindrical air source device is reinforced and installed directly in front of the wing root and is connected to the air supply through the air duct.

[0054] The two sets of air source devices located in the middle of the main wing also adopt the cylindrical full-dimensional unidirectional momentum coupling air source device to provide pressurized air source for the rear-mounted ducted fan detonation jet engine 3. This power system is preferably reinforced and hoisted on the underside of the main wing.

[0055] Example 3 Beneficial effects: (1) The air source device and power components are concentrated in the wing area, and the internal space of the fuselage is complete, which can maximize the use of the fuselage compartment to load cargo and equipment, and give full play to the load advantage of the transport aircraft; (2) The column-type air source device has a compact structure and light weight, good all-dimensional suction and pressurization effect, and zero additional energy consumption design effectively reduces the power loss of the whole machine and improves the load capacity and flight range of the transport aircraft. (3) The power components are symmetrically arranged and rotate in opposite directions, which can effectively counteract the lateral torque generated during flight, greatly improving the overall flight stability and handling stability, making it suitable for long-distance, heavy-load transportation operations. (4) The power components are embedded in the root of the wing, with no protruding external structure, resulting in a regular aerodynamic shape, low flight drag, reduced aerodynamic noise, and improved flight economy. (5) The modular assembly structure is simple in design, the parts are highly interchangeable, and the installation, inspection and maintenance are convenient, making it suitable for large-scale mass production and routine operation.

[0056] Example 4: Missile equipped with a conformal gas source device (Figure 7) This scheme adds a detonation jet engine 25 to the existing conventional missile structure; and deploys a longitudinal conformal air intake and momentum coupling air source system 24 in the high-pressure area of ​​the middle and rear section of the missile body to continuously deliver pressurized airflow to the matching detonation jet engine 25.

[0057] Example 4 Beneficial effects: (1) The longitudinal conformal air intake structure fits the cylindrical shell shape of the rocket and missile perfectly, without damaging the original streamlined configuration, and the wind resistance during flight does not increase significantly, thus ensuring high-speed flight characteristics; (2) The longitudinally arranged momentum coupling air source system can efficiently capture the airflow in the middle and rear section, and output a high-pressure stable air source after multi-stage confluence and pressure stabilization, which perfectly matches the working requirements of the detonation jet engine, and the power output is continuous and stable with small thrust fluctuation. (3) The entire air source system has no exposed moving parts, has a robust structure, strong resistance to high-speed airflow scouring and aerodynamic heating, can adapt to the harsh working environment of missiles with high speed and strong vibration, and has high equipment reliability. (4) No additional energy consumption throughout the entire process, no need for additional pressurization power equipment, simplifying the internal structure of the rocket / projectile, reducing its own weight, and further improving flight speed and range; (5) The conformal structure has no external protrusions and weak radar reflection characteristics. Combined with stable power output, it effectively improves the penetration capability and operational reliability of missiles and rockets.

[0058] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention. The protection scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A co-directional momentum coupling combined pressurization gas source device, characterized in that: It includes a conformal strip-shaped inlet zone that is basically consistent with the external airflow direction. Inside the inlet zone, airflow boundary separators are arranged along the airflow direction. The strip-shaped inlet zone is equipped with several diversion guides, which divide the strip-shaped inlet zone into a corresponding number of branch inlets. The airflow boundary separators and diversion guides form a fuzzy boundary type main airflow channel. The main airflow channel is basically parallel to the inlet surface. The airflow of the first inlet is directly introduced into the head of the main airflow channel. Under the guidance of the diversion guides, the branch airflows of the remaining inlets are sequentially and continuously sheared into the main airflow channel with a flow direction angle of no more than 30°. The preferred inlet angle is 15°±5°. Relying on the multi-level near-unidirectional momentum coupling and superposition effect, the low-speed, discrete airflow captured on the surface is autonomously gathered to the end of the main airflow channel.

2. The same-direction momentum coupling booster gas source device according to claim 1, characterized in that: By utilizing the original aerodynamic shape characteristics of the aircraft, a conformal strip-shaped inlet area is directly opened in the air pressure concentration area on the surface of the aircraft shell along the airflow streamline direction, and a conformal unidirectional momentum coupling confluence pressurization air source device is constructed according to the same momentum coupling confluence pressurization principle.

3. The same-direction momentum coupling booster gas source device according to claim 1, characterized in that: An independent, columnar, all-dimensional, unidirectional momentum coupling gas source device is constructed, with the overall structure being a column or frustum. Multiple airflow partitions are installed within the cavity, dividing it into multiple airflow channels. The outer edge of the column forms a strip-shaped inlet area, which is divided into several continuous conformal branch inlets by inward-sloping diversion guides. The partitions and inward-sloping diversion guides together form a fuzzy boundary-type main channel. The head airflow directly enters the main channel, while the side branch airflows are guided by the inward-sloping diversion guides, gradually merging into the main channel at an angle not exceeding 30°. Each airflow channel is connected to a gradually converging converging pipe at its end, allowing multiple airflows to converge twice before being output as a high-flow, high-pressure gas source from the rear port.

4. The column-shaped all-dimensional unidirectional momentum coupling booster gas source device according to claim 3, characterized in that: Preferably, it is a blunt-tipped, radially expanding frustum or flat frustum. The inner cavity is equipped with four coaxial partition plates, which divide the cavity into four central axis symmetrical and parallel airflow channels. Each strip-shaped inlet area is divided into several inlet ports by an inwardly inclined arc-shaped diverter plate. The angle between the branch airflow and the main channel is 15°±5°.

5. The column-shaped all-dimensional unidirectional momentum coupling booster gas source device according to claim 3, characterized in that: The device, after being reinforced, is independently and externally installed in a region with smooth airflow at the front end of the power unit, or it is fixedly installed in the aircraft's power unit mounting position along with the power unit. The device is connected to the rear-mounted power unit through an air duct.

6. The same-direction momentum coupling combined pressurization gas source device according to any one of claims 1 to 4, characterized in that: Multiple gas source devices are arranged in parallel, and then the gas flow is pressurized in a secondary stage through a pipeline-type unidirectional momentum coupling structure, which further improves the gas source pressure, flow rate and other parameters.

7. An aircraft equipped with any one of the conformal momentum coupling pressurization air source devices according to claims 1 to 6, the aircraft comprising a large-area disc-shaped aircraft, a near-equilateral triangular aircraft, and a roc-shaped biomimetic aircraft, characterized in that: The conformal momentum coupling pressurized air source device of claim 2 is symmetrically arranged along the left and right sides of the front edge of the aircraft and the high-pressure area of ​​the upper and lower shell surfaces of the front shell. Continuous conformal inlets are opened along the streamline of the aircraft to form a co-momentum pressurized air source unit, which is used to deliver high-pressure air source to the front and rear ducted fans and jet propulsion equipment of the fuselage respectively. The exhaust port of each ducted power unit can be fixedly formed into a fixed nozzle to realize directional jet propulsion, or equipped with electronic control accessories and extended and modified to form an electronically adjustable vector nozzle, and the jet vector direction is controlled by the electronic control system. The nose of the near equilateral triangle aircraft and the roc spreading wings bionic aircraft is equipped with a tiltable forward pitch rudder, and the sides of the fuselage are equipped with fixed or foldable main wings. The trailing edge of the main wings is equipped with tiltable flaps and a tail fin. The pitch rudder and the flaps and ailerons work together to control the flight attitude. Further, the air source device and its matching ducted power unit of any one of claims 1 to 6 are installed at the root of the main wings to optimize and improve the handling performance of the aircraft.

8. The aircraft according to claim 7, characterized in that: The liquid fuel and working fluid storage tank of the aircraft adopts a piston-pressure cylindrical container. The container has a built-in piston and guide rod. The bottom of the tank is equipped with a working fluid inlet and outlet, and the top is equipped with a gas pressure inlet and outlet. The working fluid is stably and continuously supplied by the piston reciprocating by external gas pressure. Nitrogen is preferred as the driving gas source. The airborne gas storage component adopts a body-conforming annular container. An optional unpowered landing device is available. This device is an improvement based on the prior patent (application number: 202511336419.9 "An Unpowered Landing Device for Disc-shaped Aircraft"): the inner and outer wall support pulleys of the storage container are replaced with C-shaped closed-loop rigid inner guide rails, the original rigid rotating ring is replaced with a deformable closed-loop rotating component with evenly distributed pulleys, and the original circular lifting ring is replaced with an irregularly shaped lifting ring that matches the shape of the annular umbrella storage container. The rest of the structure and working principle of the device follow the prior patent.

9. The same-direction momentum coupling combined pressurization gas source device according to any one of claims 1 to 6, characterized in that: The air source device can be adapted to various aircraft to provide air source for their ducted power, and can also improve the dust removal, exhaust and air intake structure; after changing the fluid medium to liquid, it can be used for fluid pressurization and power transmission of ships, underwater vehicles and amphibious equipment.

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