A water pump for an engine, an aeroengine and an aircraft

Abstract

The application relates to an engine water pump, an aero-engine and an aircraft, and belongs to the technical field of aerospace, and solves one of the problems that the safety of the water pump is insufficient due to single-redundancy driving, the structure of an external power source used by a pneumatic driving device is complex, energy is wasted, and the discharged gas is insufficient in pressure stabilization after entering the engine. The application comprises a water pump body, an electric driving device and a pneumatic driving device; the electric driving device comprises a motor, and the output shaft of the motor is connected with a rotating shaft; the pneumatic driving device comprises a fan blade and a rotating shaft, the fan blade is arranged on the rotating shaft and can rotate around the rotating shaft, and the rotating shaft is connected with the rotating shaft; wherein, an overrunning clutch bearing is arranged between the output shaft of the motor and the rotating shaft; the output shaft of the motor, the rotating shaft and the rotating shaft are coaxially arranged. The application realizes double-redundancy driving, the pneumatic driving device uses an internal gas source of the engine, the structure is simple, energy saving and emission reduction are achieved, and the discharged gas is stable in pressure and flow.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and more particularly to an engine water pump, an aero-engine, and an aircraft. Background Technology

[0002] Currently, the water pumps used in engines are all single-redundant pumps. When the single driving force source of the water pump is interrupted, the water pump will not work properly, the engine water temperature will rise rapidly, and eventually the engine will be damaged due to high water temperature, rendering it unusable. Ultimately, the aircraft will lose its power source. Dual-redundant drive sources can solve the above problems, but dual-redundant drive sources have a complex structure and waste energy. Summary of the Invention

[0003] Based on the above analysis, the embodiments of the present invention aim to provide an engine water pump, an aero engine, and an aircraft to solve one of the problems of insufficient water pump safety caused by existing single-redundant drives, energy waste caused by the complex external power structure of pneumatic drive devices, and insufficient pressure stabilization of gas discharged from gas drive devices after entering the engine, which affects engine safety.

[0004] This invention is achieved through the following technical solution: A first aspect of the present invention provides an engine water pump, comprising: The water pump body includes an impeller and a rotating shaft, wherein the impeller is mounted on the rotating shaft and rotates around the rotating shaft; The driving device includes an electric driving device and a pneumatic driving device; the electric driving device includes a motor having a motor output shaft; the pneumatic driving device includes fan blades and a rotating shaft, the fan blades being disposed on the rotating shaft and capable of rotating around the rotating shaft. An overrunning clutch bearing is provided between the output shaft of the motor and the rotating shaft; both the output shaft of the motor and the rotating shaft are connected to the rotating shaft, and the output shaft of the motor, the rotating shaft and the rotating shaft are arranged coaxially.

[0005] Furthermore, the pneumatic drive device also includes a housing, and multiple fan blades are provided inside the housing.

[0006] Furthermore, the pneumatic drive device also includes a pneumatic component for driving the fan blades to rotate.

[0007] Furthermore, the pneumatic assembly includes an intake pipe and an exhaust pipe; the ends of both the intake pipe and the exhaust pipe extend into the side wall of the housing.

[0008] Furthermore, the opening of the intake pipe faces the end of the fan blade near the edge of the housing and is located in the lower region of the end; the opening of the exhaust pipe faces the end of the fan blade near the edge of the housing and is located in the upper region of the end.

[0009] Furthermore, the opening of the air intake pipe is inclined, and the opening direction is towards the fan blade.

[0010] Furthermore, multiple intake pipes and multiple exhaust pipes are provided, and the multiple intake pipes and multiple exhaust pipes are arranged at intervals.

[0011] Furthermore, the number of the intake pipe and the exhaust pipe are the same as the number of the fan blades.

[0012] A second aspect of the present invention provides an aircraft engine, including a supercharger, an engine intake manifold, and the aforementioned engine water pump; The air intake end of the pneumatic drive device is connected to the turbocharger, and the exhaust end of the pneumatic drive device is connected to the engine intake manifold.

[0013] A third aspect of the invention provides an aircraft including the aforementioned aircraft engine.

[0014] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects: 1. In order to solve the problem of low safety caused by single-redundant water pumps, the water pump of the present invention is equipped with a dual-redundant drive device. When the motor fails, the pneumatic drive device drives the rotating shaft to rotate. The overrunning clutch bearing is set between the output shaft of the motor and the rotating shaft, which is responsible for unidirectional power transmission. The fan blade rotates and drives the rotating shaft to rotate. The rotating shaft drives the rotating shaft and the impeller to rotate. At this time, the motor shaft does not rotate, saving the motor's power resources.

[0015] 2. In this invention, the fan blade is designed with an arc-shaped structure. The opening of the air intake pipe is located at the lower part of the fan blade near the edge of the shell, so that the high-pressure gas impacts the arc surface of the fan blade tangentially from the root or lower middle part of the fan blade. The opening of the exhaust pipe is located at the upper part of the fan blade near the edge of the shell. The arc-shaped surface guides the airflow to smoothly change direction, reducing the separation of airflow and eddy current loss on the fan blade surface. This allows the fan blade to obtain a larger aerodynamic driving torque, improves the energy conversion efficiency of the aerodynamic drive device, and reduces aerodynamic noise.

[0016] 3. In this invention, the intake pipe opening is inclined and faces the fan blade, which can guide the high-pressure gas to enter tangentially along the rotation direction of the fan blade, reducing intake impact loss and flow resistance, and increasing the effective intake flow rate; at the same time, tangential intake makes the gas flow more smoothly against the surface of the fan blade, reducing airflow separation and turbulence intensity, thereby reducing intake noise and further enhancing the smoothness of aerodynamic torque.

[0017] 4. In this invention, the number of intake pipes and exhaust pipes is the same as the number of fan blades, which allows each fan blade to have an independent intake port and exhaust port. This ensures that each fan blade receives the same aerodynamic impact force and the same exhaust flow in the circumferential position, achieving overall dynamic balance and aerodynamic torque balance of the fan blade assembly. This eliminates periodic vibration and noise caused by uneven force, extends the service life of the fan blades and rotating shaft, and improves the stability of aerodynamic drive efficiency.

[0018] 5. The air intake end of the pneumatic drive device of the present invention is connected to the turbocharger of the engine to divert a small portion of the gas from the gas after turbocharging and cooling as a pneumatic driving force; the exhaust end of the pneumatic drive device is connected to the intake manifold of the engine to allow the exhaust gas to be fed into the engine intake manifold for recycling, making full use of the residual pressure energy of the diverted gas and reducing energy waste.

[0019] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0020] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts. Figure 1 This is one of the structural schematic diagrams of the water pump provided in Embodiment 1 of the present invention; Figure 2 This is a second schematic diagram of the water pump provided in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the pneumatic drive device provided in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the external structure of the voltage stabilizing device provided in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the internal structure of the voltage stabilizing device provided in Embodiment 1 of the present invention.

[0021] Figure label: 1-Pump body; 11-Pump casing; 12-Impeller; 13-Shaft; 2-Motor; 21-Motor output shaft; 3-Pneumatic drive unit; 31-Rotating shaft; 32-Fan blade; 33-Housing; 34-Pneumatic assembly; 341-Inlet pipe; 342-Exhaust pipe; 343-Inlet valve; 344-Exhaust valve; 4-Overrunning clutch bearing; 5- Voltage stabilizing device; 51-Outer shell; 511-Large diameter end; 512-Middle section; 513-Small diameter end; 52-Pressure stabilizing plate; 521-First tapered perforated plate; 5211-First through hole; 522-Second tapered perforated plate; 5221-Second through hole; 523-Parallel perforated plate; 5231-Third through hole; 53-First annular plate; 531-First guide section; 54-Second annular plate; 541-Second guide section; 55-Center rod; 551-First flange; 552-Second flange; 56-First spring; 57-Second spring. Detailed Implementation

[0022] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0023] Example 1 One specific embodiment of the present invention discloses an engine water pump, such as... Figures 1-3 As shown, it includes: The water pump body 1 includes an impeller 12 and a rotating shaft 13. The impeller 12 is mounted on the rotating shaft 13 and rotates around the rotating shaft 13. The drive device includes an electric drive device and a pneumatic drive device 3; the electric drive device includes a motor 2, which has a motor output shaft 21; the pneumatic drive device 3 includes a fan blade 32 and a rotating shaft 31, the fan blade 32 is disposed on the rotating shaft 31 and can rotate around the rotating shaft 31. An overrunning clutch bearing 4 is provided between the motor output shaft 21 and the rotating shaft 31; both the motor output shaft 21 and the rotating shaft 31 are connected to the rotating shaft 13; the output shaft 21, the rotating shaft 13 and the rotating shaft 31 of the motor 2 are arranged on the same axis.

[0024] To address the low safety issue caused by a single-redundant water pump, this embodiment employs a dual-redundant drive system. An electric drive unit serves as the main drive source, while a pneumatic drive unit 3 acts as an auxiliary drive source. In the event of a motor 2 failure, the pneumatic drive unit 3 drives the rotating shaft 13 to rotate. An overrunning clutch bearing 4 is positioned between the output shaft 21 of the motor 2 and the rotating shaft 31, responsible for unidirectional power transmission. In this state, the motor 2 does not rotate, but the fan blade 32 rotates, driving the rotating shaft 31 to rotate. The rotating shaft 31 then drives the rotating shaft 13 and the impeller 12 to rotate, thus conserving the power resources of the motor 2.

[0025] For example, such as Figure 1 and Figure 2As shown, the motor 2 and the impeller 12 are respectively located on both sides of the pneumatic drive device 3, and the rotating shaft of the motor 2 passes through the interior of the rotating shaft 31 and is connected to the rotating shaft 13.

[0026] Furthermore, such as Figure 3 As shown, the pneumatic drive device 3 also includes a housing 33, and fan blades 32 are disposed inside the housing 33. One end of the rotating shaft 31 extends out of the housing 33 and is connected to the rotating shaft 13 of the impeller 12. Multiple fan blades 32 are provided, and the multiple fan blades 32 are arranged circumferentially on the rotating shaft 31.

[0027] Preferably, the fan blade 32 has an arc-shaped structure. The arc-shaped surface of the arc-shaped structure can guide the airflow to change direction smoothly, reduce the separation and eddy loss of the airflow on the surface of the fan blade 32, so as to output a larger driving torque, thereby improving the response speed and conversion efficiency of the device.

[0028] Furthermore, such as Figure 1 As shown, the pneumatic drive device 3 also includes a pneumatic assembly 34, which drives the fan blade 32 to rotate. The pneumatic assembly 34 includes an intake pipe 341 and an exhaust pipe 342.

[0029] Furthermore, in order to solve the problem that the pneumatic drive device 3 is complicated by the air source and that the air source is unstable, in this embodiment, the intake pipe 341 is connected to the engine's turbocharger to divert a small portion of the gas from the turbocharged and cooled gas as a pneumatic driving force; the exhaust pipe 342 is connected to the engine's intake manifold to allow the exhaust gas to be circulated into the engine's intake manifold for reuse, making full use of the remaining pressure energy of the diverted gas and reducing energy waste.

[0030] like Figure 3 As shown, the ends of the intake pipe 341 and the exhaust pipe 342 both extend into the side wall of the housing 33 to achieve air intake and exhaust inside the housing 33.

[0031] Furthermore, to address the issues of poor aerodynamic flow and low energy conversion efficiency, the opening of the intake pipe 341 faces the end of the fan blade 32 near the edge of the housing 33 and is located in the lower region of the end; the opening of the exhaust pipe 342 faces the end of the fan blade 32 near the edge of the housing 33 and is located in the upper region of the end. This design maximizes the aerodynamic torque of the fan blade 32, driving it to operate efficiently. It also aligns with the flow direction of the gas within the housing 33 after being subjected to the centrifugal force of the rotating fan blade 32, reducing backflow or turbulence within the housing 33 and minimizing kinetic energy loss caused by the airflow. After the high-pressure gas enters the housing 33 through the opening of the intake pipe 341, it impacts tangentially along the arc surface of the fan blade 32, generating a large initial rotational torque, enabling rapid pneumatic drive response and startup. Simultaneously, the gas swirls along the arc surface of the fan blade 32 and is finally discharged from the exhaust port at the top edge.

[0032] Preferably, the opening of the intake pipe 341 is inclined and faces the fan blade 32, so as to guide more intake air to cut tangentially along the rotation direction of the fan blade 32, reduce intake resistance, increase intake volume, and reduce intake noise.

[0033] Multiple intake pipes 341 and exhaust pipes 342 are provided, with multiple intake pipes 341 and multiple exhaust pipes 342 arranged at intervals. The combination of multiple intake pipes 341 and exhaust pipes 342 realizes multi-path synchronous air intake and exhaust, so that the air intake and exhaust within the housing 33 can operate smoothly.

[0034] Preferably, the number of intake pipes 341 and exhaust pipes 342 is the same as the number of fan blades 32, so that the fan blades 32 are subjected to uniform force in the circumference.

[0035] Furthermore, the pneumatic assembly 34 also includes an intake valve 343 and an exhaust valve 344. The intake valve 343 is disposed on the intake pipe 341 and is used to control the intake speed of the intake pipe 341. The exhaust valve 344 is disposed on the exhaust pipe 342 and is used to control the exhaust speed of the exhaust pipe 342.

[0036] Furthermore, to address the issue of excessive turbulence, significant impact, and instability in the exhaust gas from the pneumatic assembly 34, which directly enters the engine intake manifold and affects normal engine operation, such as... Figure 1 As shown, in this embodiment, a pressure stabilizing device 5 is provided before the exhaust pipe 342 enters the engine intake manifold. One end of the pressure stabilizing device 5 is connected to the exhaust pipe 342, and the other end is connected to the engine intake manifold, so that the gas in the exhaust pipe 342 enters the engine intake manifold after being stabilized by the pressure stabilizing device 5, eliminating pulsation and swirl in the pneumatically driven gas, making the airflow entering the engine intake manifold more stable, thereby ensuring the stability of engine combustion, while reducing airflow noise and vibration.

[0037] Specifically, such as Figure 4 As shown, the pressure stabilizing device 5 includes a conical outer shell 51. The outer shell 51 has a large-diameter end 511, a small-diameter end 513, and a middle section 512. The middle section 512 connects the large-diameter end 511 and the small-diameter end 513. The large-diameter end 511 is provided with a gas inlet, and the small-diameter end 513 is provided with a gas outlet. The gas inlet and gas outlet are coaxially arranged along the central axis of the outer shell 51. The conical shape of the outer shell 51 creates a Venturi effect; when gas flows from the gas inlet to the gas outlet, it is converged by the inner wall of the outer shell 51, causing the gas in the boundary layer to gather towards the center, thus increasing the velocity of the outlet airflow.

[0038] Furthermore, such as Figure 5 As shown, the pressure stabilizing device 5 has a pressure stabilizing structure inside, which includes multiple pressure stabilizing plates 52 to achieve multi-stage throttling and buffering, thereby reducing the fluctuation amplitude of airflow pressure.

[0039] Furthermore, to address the multi-stage buffering issue within the pressure stabilizing device 5, the pressure stabilizing plate 52 in this embodiment includes a first conical perforated plate 521, a second conical perforated plate 522, and a parallel perforated plate 523. The first conical perforated plate 521, the second conical perforated plate 522, and the parallel perforated plate 523 are disposed inside the housing. The first conical perforated plate 521 is located near the gas inlet, the parallel perforated plate 523 is located near the gas outlet, and the second conical perforated plate 522 is located between the first conical perforated plate 521 and the parallel perforated plate 523. Through the sequential buffering and pressure reduction by the first conical perforated plate 521, the second conical perforated plate 522, and the parallel perforated plate 523, gas smoothly enters the engine intake manifold.

[0040] Furthermore, the first conical orifice plate 521 and the second conical orifice plate 522 are conical structures, with the larger diameter end of the conical structure facing the gas inlet. The parallel orifice plate 523 is a flat plate structure.

[0041] Preferably, the first conical orifice plate 521, the second conical orifice plate 522, and the parallel orifice plate 523 are arranged along the central axis of the housing 51 so that the airflow flows symmetrically along the axial direction, reducing the risk of local pressure fluctuations caused by flow deviation.

[0042] Preferably, the maximum diameter of the first conical orifice plate 521 is greater than the maximum diameter of the second conical orifice plate 522, and the maximum diameter of the second conical orifice plate 522 is greater than the diameter of the parallel orifice plate 523. The angle between the first conical orifice plate 521 and the central axis of the outer shell 51 is greater than the angle between the second conical orifice plate 522 and the central axis of the outer shell 51. When the airflow rushes towards the first conical orifice plate 521 at high speed, the flow velocity drops rapidly, absorbing most of the pulsating impact energy and buffering the airflow. When it enters the second conical orifice plate 522, the angle between the second conical orifice plate 522 and the central axis of the outer shell 51 decreases, the conical surface becomes smooth, achieving a small-angle, gentle contraction, reducing pressure oscillations and pressure fluctuations.

[0043] Furthermore, a first through hole 5211 is provided on the upper part of the first conical perforated plate 521; a second through hole 5221 is provided on the upper part of the second conical perforated plate 522; and a third through hole 5231 is provided on the parallel perforated plate 523. The diameter of the first through hole 5211 is larger than the diameter of the second through hole 5221, and the diameter of the second through hole 5221 is larger than the diameter of the third through hole 5231.

[0044] The airflow passes through the first through hole 5211, then enters the second conical orifice plate 522, and passes through the second through hole 5221, where the pressure is reduced and the flow is stabilized again.

[0045] The central axes of the first through hole 5211 and the second through hole 5221 are in the same direction as the normal direction of their respective locations. The central axis of the third through hole 5231 is in the same direction as the central axis of the outer shell 51. The central axes of the first through hole 5211 and the second through hole 5221 are set along the normal and axial directions of the conical surface, respectively, so that the airflow forms a deflected flow inside the outer shell, which further enhances the breaking effect of turbulence and eddies and improves the flow stabilization accuracy.

[0046] Furthermore, to address the issue of reflected waves and pressure oscillations caused by airflow directly impacting the orifice plate edge, the pressure stabilizing structure also includes a first annular plate 53. The first annular plate 53 is located above the first conical orifice plate 521 and extends radially inward from the inner wall of the outer casing 51. The first annular plate 53 and the inner wall of the large-diameter end 511 of the outer casing 51 form an expanded cavity, providing a buffer space for the airflow, reducing reflected waves generated by the airflow directly impacting the orifice plate edge, and further reducing pressure pulsation. By setting the expanded cavity and the first annular plate 53, the initial impact energy of the high-speed airflow is absorbed, reducing the pressure fluctuation amplitude at the inlet of the pressure stabilizing device 5.

[0047] The inner edge of the first annular plate 53 corresponds to the first through hole 5211 of the first conical perforated plate 521. Preferably, the inner edge of the first annular plate 53 is provided with a downward-facing first guide portion 531, which is formed by bending the edge of the first annular plate 53 downwards. The first guide portion 531 guides gas from the first annular plate 53 into the first through hole 5211. The first guide portion 531 also has a limiting function, which can prevent the first conical perforated plate 521 from colliding with the first annular plate 53.

[0048] Furthermore, the pressure stabilizing structure also includes a second annular plate 54, which is located above the second conical perforated plate 522 and extends radially inward from the inner wall of the outer casing 51. A second-stage buffer zone is formed between the second annular plate 54 and the first conical perforated plate 521, allowing the airflow to undergo pressure equalization again before entering the second conical perforated plate 522, further reducing localized high-pressure impacts.

[0049] The inner edge of the second annular plate 54 corresponds to the second through hole 5221 of the second conical perforated plate 522. Preferably, the inner edge of the second annular plate 54 is provided with a downward-facing second guide portion 541, which is formed by bending the edge of the second annular plate 54 downwards. The second guide portion 541 guides gas from the second annular plate 54 into the second through hole 5221. The second guide portion 541 also has a limiting function, which can prevent the second conical perforated plate 522 from colliding with the second annular plate 54.

[0050] Furthermore, to address the issue of radial displacement or jamming of the orifice plates under airflow impact, the pressure stabilizing structure also includes a central rod 55. The central rod 55 passes through the center of the first conical orifice plate 521, the second conical orifice plate 522, and the parallel orifice plate 523. The first conical orifice plate 521, the second conical orifice plate 522, and the parallel orifice plate 523 can slide along the central rod 55 to guide their movement. Through the constraint of the central rod 55, each orifice plate floats coaxially along the axial direction, reducing the risk of orifice plate tilting or eccentricity.

[0051] Furthermore, the center rod 55 is provided with a first flange 551 and a second flange 552. The first flange 551 is located at one end of the center rod 55, and the second flange 552 is located at the middle of the center rod 55. The other end of the center rod 55 is fixed to the center of the parallel hole plate 523, and the parallel hole plate 523 is fixed to the inner wall surface of the small diameter end 513.

[0052] The voltage stabilizing structure also includes a first spring 56 and a second spring 57. The first spring 56 is disposed between the bottom end of the first tapered orifice plate 521 and the second flange 552, and the second spring 57 is disposed between the bottom end of the second tapered orifice plate 522 and the third flange; the third flange is located below the parallel orifice plate 523. The first spring 56 and the second spring 57 have a shock-absorbing function. When gas impacts the first tapered orifice plate 521 and the second tapered orifice plate 522, the first spring 56 and the second spring 57 reduce the impact vibration through elastic deformation. The first flange 551 and the second flange 552 respectively limit the movement of the first tapered orifice plate 521 and the second tapered orifice plate 522.

[0053] Furthermore, in order to further reduce the vibration caused by airflow impact, this embodiment is provided with a central rod 55 and a spring floating support structure. When each orifice plate is impacted by airflow, it can generate elastic displacement along the axial direction, thereby converting the impact energy of the airflow into the elastic potential energy of the spring, absorbing and buffering pressure pulsation, and reducing the structural resonance caused by the rigid fixation of the orifice plate, further improving the adaptive pressure stabilization capability of the pressure stabilizing chamber in a wide flow range.

[0054] The driving method of the pneumatic drive device for the engine water pump in this embodiment is as follows: When motor 2 fails, the intake valve 343 is slowly opened, and part of the intercooled gas in the engine turbocharger enters the intake pipe 341. After the high-pressure gas enters the housing 33 from the opening of the intake pipe 341, it impacts tangentially along the arc surface of the fan blade 32, generating a large initial rotational torque, which enables the pneumatic drive to respond and start quickly. At the same time, the gas swirls along the arc surface of the fan blade 32 and is finally discharged from the exhaust port at the top edge.

[0055] Open the exhaust valve 344 to release the gas into the pressure stabilizing device 5.

[0056] Gas enters the interior of the outer casing 51 through the gas inlet, expands through the expansion cavity, and decreases in airflow velocity, resulting in initial vibration damping and pressure reduction. Part of the airflow flows from the first annular plate 53 through the first guide section 531 to the first through-hole 5211; another part of the airflow enters directly from the gas inlet to the bottom of the first conical perforated plate 521. The impact force causes the first conical perforated plate 521 to move downwards, and the first spring 56 at the bottom of the first conical perforated plate 521 uses elastic deformation to achieve vibration damping. When the gas impacts the area of ​​the first conical perforated plate 521 without the first through-hole 5211, it rebounds to the first through-hole 5211. The turbulent airflow is initially broken up and buffered by the first through-hole 5211, and then its pressure is reduced again. The airflow flows obliquely from the first through-hole 5211 along the central axis of the first through-hole 5211, i.e., the normal direction of the conical surface, impacting... The second annular plate 54 enters the second through hole 5221 through the second guide section 541. Part of the airflow near the middle of the first conical orifice plate 521 directly enters the second through hole 5221 of the second conical orifice plate 522 from the first through hole 5211. The angle between the second conical orifice plate 522 and the central axis of the outer shell 51 increases, the buffering force decreases, and the diameter of the second through hole 5221 decreases. The gas is broken and buffered again by the second through hole 5221 and rectified. The airflow flows obliquely from the second through hole 5221 along the central axis of the second through hole 5221, that is, the normal direction of the conical curved surface, impacts the parallel orifice plate 523, and enters the gas outlet into the engine intake manifold through the third through hole 5231 of the parallel orifice plate 523 along the central axis of the third through hole 5231, that is, the central axis of the outer shell 51. At this time, the gas is in a stable pressure and flow state.

[0057] Example 2 This embodiment discloses an aero-engine, including a supercharger, an engine manifold pressure regulating chamber, and the engine water pump of Embodiment 1.

[0058] The air intake end of the pneumatic drive device 3 is connected to the turbocharger, and the exhaust end of the pneumatic drive device 3 is connected to the engine intake manifold.

[0059] Specifically, intake pipe 341 is connected to the turbocharger, and exhaust pipe 342 is connected to the engine manifold pressure regulating chamber. The pneumatic drive air source for the water pump is drawn from the gas after the turbocharger is intercooled, and the driven gas is returned to the intake manifold, making full use of energy and saving energy and reducing emissions.

[0060] Compared with the prior art, the advantages of the aero-engine in this embodiment are the same as those of the engine water pump in Embodiment 1, and will not be repeated here.

[0061] Example 3 This embodiment discloses an aircraft, including the aircraft engine of Embodiment 2.

[0062] Compared with the prior art, the advantages of the aircraft in this embodiment are the same as those of the aircraft engine in Embodiment 2, and will not be repeated here.

[0063] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine water pump, characterized in that, include: The water pump body (1) includes an impeller (12) and a rotating shaft (13), wherein the impeller (12) is disposed on the rotating shaft (13) and rotates around the rotating shaft (13); The drive device includes an electric drive device and a pneumatic drive device (3); the electric drive device includes a motor (2) having a motor output shaft (21); the pneumatic drive device (3) includes a fan blade (32) and a rotating shaft (31), the fan blade (32) being disposed on the rotating shaft (31) and capable of rotating around the rotating shaft (31); An overrunning clutch bearing (4) is provided between the motor output shaft (21) and the rotating shaft (31); both the motor output shaft (21) and the rotating shaft (31) are connected to the rotating shaft (13); the output shaft (21) of the motor (2), the rotating shaft (13) and the rotating shaft (31) are arranged on the same axis.

2. The engine water pump according to claim 1, characterized in that, The pneumatic drive device (3) also includes a housing (33), and multiple fan blades (32) are provided, with the multiple fan blades (32) disposed inside the housing (33).

3. The engine water pump according to claim 2, characterized in that, The pneumatic drive device (3) further includes a pneumatic component (34) for driving the fan blade (32) to rotate.

4. The engine water pump according to claim 3, characterized in that, The pneumatic assembly (34) includes an intake pipe (341) and an exhaust pipe (342), the ends of which extend into the side wall of the housing (33).

5. The engine water pump according to claim 4, characterized in that, The opening of the intake pipe (341) faces the end of the fan blade (32) near the edge of the housing (33) and is located in the lower region of the end; the opening of the exhaust pipe (342) faces the end of the fan blade (32) near the edge of the housing (33) and is located in the upper region of the end.

6. The engine water pump according to claim 5, characterized in that, The opening of the air intake pipe (341) is inclined and the opening direction is towards the fan blade (32).

7. The engine water pump according to any one of claims 4-6, characterized in that, Multiple intake pipes (341) and multiple exhaust pipes (342) are provided, and the multiple intake pipes (341) and multiple exhaust pipes (342) are arranged at intervals.

8. The engine water pump according to claim 7, characterized in that, The number of the intake pipe (341) and the exhaust pipe (342) are the same as the number of the fan blades (32).

9. An aircraft engine, characterized in that, Includes a turbocharger, an engine intake manifold, and an engine water pump as described in any one of claims 1-8; The air intake end of the pneumatic drive device (3) is connected to the turbocharger, and the exhaust end of the pneumatic drive device (3) is connected to the engine intake manifold.

10. An aircraft, characterized in that, Including the aircraft engine as described in claim 9.

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