Y-shaped channel propelling system of cross-domain aircraft

Abstract

The utility model provides a Y-shaped channel propulsion system of a cross-domain aircraft, which comprises an S-bend air inlet channel, the S-bend air inlet channel is connected with an air engine in series, the air engine is connected with a Y-shaped channel in series, one end of the Y-shaped channel is a Y-shaped channel air inlet, one end of the Y-shaped channel is connected with a spray pipe in series, and the other end of the Y-shaped channel is an underwater engine inlet and is connected with an underwater engine in series. The Y-shaped channel is further internally connected with a flow dividing valve plate. The utility model has the following advantages: the two engines share one set of spray pipe, so that the water-air cross-domain sailing capability of the propulsion system is realized, and the space occupation caused by dispersed layout of the propulsion system in the fuselage is effectively reduced; switching of different working media and different engines is achieved through the Y-shaped channel, and the efficient water surface sailing capacity is achieved; the S-bend air inlet channel design with the special area change rule is adopted, the influence of waves on water surface navigation of the cross-domain aircraft is avoided, and the take-off sea condition of an existing cross-domain aircraft is expected to be improved from the first-level sea condition to the third-level sea condition or above.

Description

Technical Field

[0001] The utility model designs a Y-channel propulsion system for a cross-domain vehicle, belonging to the technical field of advanced cross-domain vehicles and the power systems of water-air amphibious vehicles / aircraft. Background Technique

[0002] With the development of science and technology and the urgent needs in practical applications, cross-domain vehicles that can swim in water and fly in the air have become important development targets.

[0003] To achieve the above goals, cross-domain vehicles must have configurations suitable for flying in the air and navigating underwater at the same time, that is, they must meet the working requirements of the vehicle in the air and also meet the navigation requirements in water. As is well known, the density of water is 800 times that of air, and the viscosity of water is 1000 times that of air. Therefore, obtaining a design scheme for a vehicle that can fly in the air and swim underwater at the same time has become an important difficulty. Further, the environments underwater and in the air are extremely different, and how to achieve efficient propulsion in water and air has become a huge technical bottleneck. In particular, the common working process of cross-domain vehicles is to navigate underwater to the water surface, take off by skimming on the water surface, and fly at high speed in the air to reach the designated area; further, gradually land on the water surface from high-speed flight in the air and gradually sink for underwater navigation. During the above working process, taking off and landing on the water surface are the most difficult affected by water waves and wind on the water surface.

[0004] At present, the design schemes of cross-domain vehicles are often variant schemes, that is, the functions of cross-domain navigation are realized by changing the shape, replacing the propulsion system, etc. Therefore, many cross-domain vehicles use two sets of independent propulsion systems without common components to realize air and underwater navigation and the switching between the two working states respectively. Two independent engines occupy a huge space inside the fuselage of the cross-domain vehicle, seriously affecting the range, speed and other indicators of the cross-domain vehicle. Therefore, designing a propulsion system with common components or even designing only one set of propulsion systems to achieve swimming in water and flying in the air has become an important technical development direction. Summary of the Invention

[0005] Object of the Invention: The utility model provides a Y-channel propulsion system for a cross-domain vehicle, which mainly consists of an S-bend air inlet, an air engine, an underwater engine, a Y-channel, a flow dividing valve plate and a nozzle, wherein the flow dividing valve plate is arranged in the Y-channel. The air engine and the underwater engine jointly use the Y-channel, the flow dividing valve plate and the nozzle to complete the propulsion of air flight, underwater navigation and surface navigation respectively. Using as many components as possible saves the internal space of the cross-domain vehicle and can improve the performance such as the range and flight time of the cross-domain vehicle.

[0006] Technical Solution:

[0007] A Y-shaped channel propulsion system for a cross-domain vehicle, including an S-shaped intake duct. The two ends of the S-shaped intake duct are respectively an S-shaped intake duct inlet and an S-shaped intake duct outlet. An air engine is connected in series to the S-shaped intake duct outlet. A Y-shaped channel is connected in series to the air engine. One end of the Y-shaped channel is a Y-shaped channel air inlet, one end is connected in series to a nozzle, and the other end is an underwater engine inlet and is connected in series to an underwater engine. A diverter valve plate is also connected in the Y-shaped channel. The Y-shaped channel water inlet is between the underwater engine inlet and the diverter valve plate. The two sides of the nozzle are respectively a nozzle inlet and a nozzle outlet, and the middle part is a nozzle throat.

[0008] Preferably, a drainage device is provided at the lowest point of the lower wall surface of the S-shaped intake duct. The drainage device includes, but is not limited to, a drain valve and a pump.

[0009] Preferably, the side wall surface of the S-shaped intake duct inlet is of a swept configuration.

[0010] Preferably, the selection of the air engine includes, but is not limited to, a turbojet engine, a turbofan engine, and an electric ducted fan engine; the selection of the underwater engine includes, but is not limited to, a pumpjet engine and an electric ducted fan engine.

[0011] Preferably, the nozzle is a Laval nozzle or a convergent nozzle.

[0012] Beneficial effects: The Y-shaped channel propulsion system for a cross-domain vehicle provided by the present utility model has the following advantages compared with the prior art:

[0013] (1) By sharing a set of nozzles for two engines, the water-air cross-domain navigation ability of the propulsion system is realized, effectively reducing the space occupation inside the fuselage caused by the scattered layout of the propulsion system;

[0014] (2) Through the Y-shaped channel, the switching of different working media and different engines is realized, and the ability of efficient surface navigation is possessed. Description of the Drawings

[0015] Figure 1 It is a schematic diagram of a Y-shaped channel propulsion system for a cross-domain vehicle;

[0016] Figure 2 It is a schematic diagram of a Y-shaped channel propulsion system for a cross-domain vehicle during air propulsion;

[0017] Figure 3 It is a schematic diagram of a Y-shaped channel propulsion system for a cross-domain vehicle during underwater propulsion;

[0018] Figure 4 It is a schematic diagram of a Y-shaped channel propulsion system for a cross-domain vehicle during surface navigation;

[0019] Figure 5It is a physical diagram of an embodiment of a Y-shaped channel propulsion system for a cross-domain vehicle;

[0020] As shown in the figure, it includes: 1. S-bend inlet, 2. S-bend intake duct, 3. S-bend outlet, 4. air engine, 5. Y-shaped channel air inlet, 6. Y-shaped channel, 7. nozzle, 8. underwater engine, 9. underwater engine inlet, 10. Y-shaped channel water inlet, 11. flow dividing valve plate, 12. nozzle inlet, 13. nozzle throat, 14. nozzle outlet. Specific implementation method

[0021] During air flight, the air flow flows into the air engine 4 through the S-bend intake duct 2, and after passing through the Y-shaped channel 6 and being affected by the flow dividing valve plate 11, it enters the nozzle 7, and expands to generate the thrust for the cross-domain vehicle to fly in the air. During underwater navigation, the water flow flows into the underwater engine 8, and after passing through the Y-shaped channel 6 and being affected by the flow dividing valve plate 11, it enters the nozzle 7 and is ejected at high speed to generate the thrust for the cross-domain vehicle to navigate underwater. During surface navigation, the above two working conditions occur simultaneously. The Y-shaped channel 6 converges the air flow and the water flow at the same time and then enters the nozzle 7 to generate thrust.

[0022] The S-bend intake duct 2 can effectively prevent the waves near the vehicle from directly hitting the air engine 4 during surface navigation, causing the air engine 4 to stall and affecting surface navigation.

[0023] Furthermore, the area change rule of the S-bend intake duct 2 should be to expand first and then contract. The position of its maximum cross-sectional area should be at the lowest point of the lower wall surface of the S-bend intake duct 2, and the maximum cross-sectional area should be more than 150% of the inlet area of the air engine 4.

[0024] Furthermore, the lowest point of the lower wall surface of the S-bend intake duct 2 should be lower than the lowest point of the inlet of the air engine 4; preferably, the projection of the lowest point of the lower wall surface of the S-bend intake duct 2 and the lowest point of the inlet of the air engine 4 in the height direction should be not less than 50% of the diameter of the air engine 4, so as to make better use of the water storage on the lower wall surface of the S-bend intake duct 2 and reduce the waves from directly hitting the air engine 4.

[0025] Furthermore, the lowest point of the upper wall surface of the S-bend intake duct 2 should be higher than the lowest point of the inlet of the air engine 4; preferably, the projection of the lowest point of the upper wall surface of the S-bend intake duct 2 and the lowest point of the inlet of the air engine 4 in the height direction should be not less than 75% of the diameter of the air engine 4, so as to prevent the S-bend intake duct 2 from being difficult to intake air normally and causing the air engine 4 to stall due to the water storage on the lower wall surface of the S-bend intake duct 2.

[0026] Furthermore, devices such as drainage valves and pumps are arranged near the lowest point of the lower wall surface of the S-bend intake duct 2, and the water discharged from the S-bend intake duct 2 can be discharged outside the cross-domain vehicle.

[0027] Furthermore, the inlet sidewall of the S-bend inlet duct 2 should be in a swept configuration; preferably, the angle between the sidewall and the horizontal plane should be between 35° and 60°. And the inlet of the S-bend inlet duct 2 should be located on the back of the cross-domain vehicle to make full use of the vehicle body to shield the waves and further reduce the impact of waves on the propulsion system.

[0028] Furthermore, the design method of the S-bend inlet duct 2 is extremely mature, and the design method of the change in the shape of the flow cross-section is also very mature. It can be designed based on the above key dimension constraints and using mature methods.

[0029] The air engine 4 is mainly used for the propulsion of the cross-domain vehicle during air flight and surface navigation; further, the air engine 4 can be selected from turbojet engines, turbofan engines, electric ducted fans, etc.

[0030] The underwater engine 8 is mainly used for the propulsion of the cross-domain vehicle during underwater navigation and surface navigation; further, the underwater engine 8 can be selected from pump-jet engines, electric ducted fans, etc.

[0031] The Y-shaped channel 6 is an important component connecting the air engine 4, the underwater engine 8 and the nozzle 7, and undertakes the functions of switching the working medium and the working engine. The Y-shaped channel 6 is divided into an air channel, a water channel and a confluence channel. The water channel is parallel to the axis of the confluence channel and has basically the same height, or the axis of the water channel is slightly lower than that of the confluence channel. The air channel joins the confluence channel after two turns.

[0032] Furthermore, the smaller the turning angle of the air channel of the Y-shaped channel 6 is under the constraint of limited space, the better. Since the two turning angles are generally equal, preferably, the turning angle should be greater than 15° and less than 40° to ensure that the total pressure recovery coefficient of the air channel is not less than 0.98 and maintain a high intake efficiency.

[0033] Furthermore, the flow control valve plate 11 is located at the junction of the air channel, the water channel and the confluence channel, and is used to switch the working medium and adjust the working conditions of the working engine. When the cross-domain vehicle is flying in the air, the flow control valve plate 11 completely blocks the water channel. When the cross-domain vehicle is navigating underwater, the flow control valve plate 11 completely blocks the air channel. When the cross-domain vehicle is navigating on the water surface, the flow control valve plate 11 is adjusted to a position where both water and air can flow. Further, when the cross-domain vehicle is navigating stably on the water surface, the ratio of the flow area of the water channel controlled by the flow control valve plate 11 to the flow area of the air channel should be between 1 / 5 and 1 / 3 to ensure that both water and air can flow through.

[0034] The nozzle 7 is at the end of the entire propulsion system and is responsible for functions such as regulating the engine operating state and realizing air expansion to generate thrust. Since the propulsion system of the cross-domain vehicle needs to take into account the requirements of underwater, surface, and air navigation, the working fluids used include water, air, and water and air, and the working conditions are complex. Therefore, the nozzle 7 must have the ability to adjust the flow rate over a wide range, that is, the throat area is adjustable. Generally speaking, it is advisable that the maximum adjustable throat area of the nozzle 7 is more than 2 times the minimum area; preferably, it is more than 3.5 times. There is no limit to the specific adjustment method, and existing mature adjustment technologies can be selected.

[0035] Furthermore, in addition to the flow rate adjustment ability that the throat of the nozzle 7 must have, other functions and adjustments can be adjusted according to actual needs. If only high-efficiency thrust during cross-domain navigation needs to be generated, a Laval nozzle (converging-diverging nozzle) or a converging nozzle can be selected for the nozzle. If the nozzle is also required to generate attitude control forces and torques, a thrust vector nozzle with an adjustable throat area can be selected.

[0036] Figure 5 A typical configuration cross-domain vehicle Y-channel propulsion system verified by experiments is shown. Through matching design with the cross-domain vehicle, a micro turbojet engine is used for the air engine 4, and a pump-jet engine is used for the underwater engine 8. The mode switching is completed through the Y-channel 6; it realizes a thrust of about 10 daN during air flight and a thrust of about 25 daN during underwater navigation.

[0037] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A Y-shaped channel propulsion system for a cross-domain vehicle, characterized in that, It includes an S-bend inlet duct (2). The two ends of the S-bend inlet duct (2) are respectively an S-bend inlet duct inlet (1) and an S-bend inlet duct outlet (3). The S-bend inlet duct outlet (3) is connected in series with an air engine (4). The air engine (4) is connected in series with a Y-shaped channel (6). One end of the Y-shaped channel (6) is a Y-shaped channel air inlet (5), one end is connected in series with a nozzle (7), the other end is an underwater engine inlet (9) and is connected in series with an underwater engine (8). A flow dividing valve plate (11) is also connected in the Y-shaped channel (6). Between the underwater engine inlet (9) and the flow dividing valve plate (11) is a Y-shaped channel water inlet (10). On both sides of the nozzle (7) are respectively a nozzle inlet (12) and a nozzle outlet (14), and in the middle is a nozzle throat (13).

2. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that, A drainage device is provided at the lowest point of the lower wall surface of the S-bend inlet duct (2). The drainage device includes a drain valve and a pump.

3. The Y-channel propulsion system of a cross-domain vehicle as claimed in claim 1, characterized in that, The side wall surface of the S-bend inlet duct inlet (1) is of a swept configuration.

4. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that, The selection of the air engine (4) includes turbojet engines, turbofan engines, and electric ducted fans; the selection of the underwater engine (8) includes pump jet engines and electric ducted fans.

5. The Y-channel propulsion system of a cross-domain vehicle according to claim 1, characterized in that, The nozzle (7) is selected from a Laval nozzle or a convergent nozzle.

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