Bimodal oil-electric hybrid aero-engine

Abstract

The utility model relates to the technical field of unmanned aerial vehicle power, in particular to a bimodal oil-electric hybrid aero-engine. The device is characterized by comprising an electric ducted fan, a flaring, a combustion chamber and an exhaust nozzle which are sequentially connected, the ducted fan is connected with the front end of the flaring through a first mounting edge arranged at the tail, the tail of the flaring is connected with the combustion chamber through a second mounting edge, and the combustion chamber is connected with the exhaust nozzle through a fourth mounting edge at the tail. Through the coupling of the electric ducted fan and the combustion chamber, the maximum thrust of the engine is improved on the premise of ensuring the endurance time, and the thrust range is expanded; the unmanned aerial vehicle has two modes of a cruising state and an augmentation state, in the cruising state, only the electric ducted fan is started to guarantee stable flight of the unmanned aerial vehicle, and in the augmentation state, the electric ducted fan and the fuel oil combustion chamber are started at the same time to generate larger thrust so as to meet the power requirements of maneuvering flight such as acceleration of the unmanned aerial vehicle.

Description

TECHNICAL FIELD

[0001] The utility model relates to unmanned aerial vehicle power technical field especially relates to a bimodal oil electricity hybrid aeroengine. BACKGROUND

[0002] With the proposal of the double carbon target and the rapid development of global aviation industry, more and more aeroengine research focuses on aviation energy saving, environmental protection and sustainability. In the field of medium and large unmanned aerial vehicle power, with the increase of unmanned aerial vehicle application demand, the flight state of unmanned aerial vehicle gradually diversifies, on the one hand, it is necessary to ensure stable flight and longer endurance in cruising state, on the other hand, it is necessary to provide sufficient thrust in a short time to support the unmanned aerial vehicle to realize rapid climbing, acceleration and other high maneuvering actions, and the demand for power is increasing.

[0003] Although the existing fuel engine has been mature and widely used, it still faces many technical bottlenecks, such as low energy efficiency of fuel engine, single fuel, large noise pollution, and is difficult to adapt to the requirements of future sustainable development. Electric propulsion system has therefore received widespread attention, but under the existing technical conditions, pure electric propulsion aircraft is limited by the energy density of the battery, so that the endurance time and the thrust size cannot realize essential leap. SUMMARY

[0004] The utility model aims at avoiding the insufficient of prior art, provide a bimodal oil electricity hybrid aeroengine, its through the coupling of electric ducted fan and combustion chamber, realize longer endurance capacity and greater thrust size, can satisfy the more extensive flight demand of medium and large unmanned aerial vehicle, solve the technical problem in prior art.

[0005] In order to realize the above-mentioned purpose, the technical scheme that the utility model adopts is as follows: a bimodal oil electricity hybrid aeroengine, comprising electric ducted fan, flared mouth, combustion chamber and tail nozzle connected in sequence, the electric ducted fan is connected with the front end of flared mouth through the first mounting edge arranged at the tail, the tail of flared mouth is connected with the combustion chamber through the second mounting edge, the combustion chamber is connected with the tail nozzle through the fourth mounting edge at the tail.

[0006] Further, the electric ducted fan comprises blades, motor and ducted fan shell, the blades and motor are fixed through screws and blocks, the first mounting edge is arranged at the tail of the ducted fan shell, the ducted fan shell is fixedly connected with the flared mouth through the first mounting edge, screw nut, the flared mouth is fixedly connected with the combustion chamber through the second mounting edge, screw nut.

[0007] Further, the combustion chamber comprises a first combustion chamber shell, a second combustion chamber shell, a first oil pipe, a second oil pipe, an oil injection ring, a flame stabilizer and an igniter; the first combustion chamber shell and the second combustion chamber shell are fixedly connected through third mounting edges on two sides, screws and nuts; the oil injection ring is connected with the first oil pipe, the second oil pipe, a first mounting column and a second mounting column through welding; the flame stabilizer is fixed with the oil injection ring through a first connecting column and a second connecting column; a fourth mounting edge is arranged at the front end of the tail nozzle, and the tail nozzle is fixed with the first combustion chamber shell and the second combustion chamber shell through the fourth mounting edge, screws and nuts.

[0008] Further, twelve horn-shaped oil injection holes are arranged on the oil injection ring; the first oil pipe and the second oil pipe pass through holes in the first combustion chamber shell and the second combustion chamber shell; the first connecting column and the second connecting column are fixedly connected with the first combustion chamber shell and the second combustion chamber shell through threaded holes arranged on the outer sides and screws; the first connecting column and the second connecting column are connected with the oil injection ring and the flame stabilizer through welding; and the igniter is fixedly arranged on the first combustion chamber shell through a threaded hole and a nut.

[0009] Further, the flame stabilizer is a V-shaped groove structure, the diameter of the bottom of the flame stabilizer is the same as that of the oil injection ring, the length in the horizontal direction is 15±2 mm, and the V-shaped angle is 70±5 degrees; the gas flow rate is reduced, and a stable area for starting the combustion reaction is provided.

[0010] Further, the overall diameter of the oil injection ring ranges from 78 mm to 83 mm, the outer diameter of the ring body of the oil injection ring is 5±0.2 mm, and the wall thickness is 0.5±0.05 mm; the angle of the oil injection hole of the oil injection ring relative to the flow direction ranges from 45 degrees to 8 degrees.

[0011] Further, the diameter of the electric ducted fan ranges from 95 mm to 105 mm; the diameter of the blade of the electric ducted fan ranges from 90 mm to 100 mm; and the number of blades ranges from 8 to 12.

[0012] Further, the diameter of the combustion chamber ranges from 115 mm to 125 mm, and the length of the combustion chamber ranges from 180 mm to 200 mm.

[0013] Compared with the prior art, the utility model has the following technical effects: a dual-mode oil-electric hybrid aero-engine, which is coupled with an electric ducted fan and a combustion chamber, improves the maximum thrust size of the engine and expands the thrust range on the premise of ensuring the endurance time; the aero-engine has two modes of cruising state and boosting state; in the cruising state, only the electric ducted fan is started to ensure the stable flight of the unmanned aerial vehicle; in the boosting state, the electric ducted fan and the fuel combustion chamber are started at the same time to generate greater thrust, so as to meet the power demand of the unmanned aerial vehicle in the process of accelerating and other maneuvers. Attached Figure Description

[0014] Figure 1 This is a schematic diagram illustrating the structural principle of this utility model;

[0015] Figure 2 This utility model Figure 1 A schematic diagram of the combustion chamber structure;

[0016] Figure 3 This is a utility model Figure 2 A partial structural diagram of the fuel injection ring and flame stabilizer.

[0017] In the diagram: 1. Stop block; 2. Electric ducted fan; 3. Blade; 4. Ducted fan housing; 5. Motor; 6. First mounting edge; 7. Flange; 8. Second mounting edge; 9. Third mounting edge; 10. First fuel supply pipe; 11. Fuel injection ring; 12. Combustion chamber; 13. Second fuel supply pipe; 14. First connecting post; 15. Second connecting post; 16. Flame stabilizer; 17. Igniter; 18. Fourth mounting edge; 19. Tail nozzle; 20. First mounting post; 21. Second mounting post; 22. First combustion chamber housing; 23. Second combustion chamber housing. Detailed Implementation

[0018] The principles and features of this utility model are described below with reference to the accompanying drawings; the examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0019] To achieve the above objectives, the present invention provides the following specific embodiments:

[0020] Example 1: As Figure 1 , Figure 2 and Figure 3 As shown, a dual-mode hybrid electric aircraft engine is characterized by comprising an electric ducted fan 2, a flare 7, a combustion chamber 12, and a tail nozzle 19 connected in sequence. The electric ducted fan 2 is connected to the front end of the flare 7 via a first mounting edge 6 at the tail end. The tail end of the flare 7 is connected to the combustion chamber 12 via a second mounting edge 8. The combustion chamber 12 is connected to the tail nozzle 19 via a fourth mounting edge 18 at the tail end.

[0021] The electric ducted fan 2 includes blades 3, a motor 5, and a ducted fan housing 4. The blades 3 and the motor 5 are fixed by screws and a stop block 1. The first mounting edge 6 is located at the tail of the ducted fan housing 4. The ducted fan housing 4 is fixedly connected to the flared end 7 by the first mounting edge 6, screws and nuts. The flared end 7 is fixedly connected to the combustion chamber 12 by the second mounting edge 8, screws and nuts.

[0022] The diameter of the ducted fan housing 4 of the electric ducted fan 2 is 98mm; the diameter of the blades 3 of the electric ducted fan 2 is 90mm; and the number of blades 3 is 12.

[0023] The combustion chamber 12 comprises a first combustion chamber shell 22, a second combustion chamber shell 23, a first oil delivery pipe 10, a second oil delivery pipe 13, an oil injection ring 11, a flame stabilizer 16 and an igniter 17; the first combustion chamber shell 22 and the second combustion chamber shell 23 are fixedly connected through the third mounting edges 9 on both sides, screws and nuts, the oil injection ring 11 is welded with the first oil delivery pipe 10, the second oil delivery pipe 13, the first mounting column 20 and the second mounting column 21, and the flame stabilizer 16 is fixed with the oil injection ring 11 through the first connecting column 14 and the second connecting column 15; the fourth mounting edge 18 is arranged at the front end of the tail nozzle 19, and the tail nozzle 19 is fixed with the first combustion chamber shell 22 and the second combustion chamber shell 23 through the fourth mounting edge 18, screws and nuts; according to the principle of gas dynamics, the airflow is further accelerated to enhance the thrust.

[0024] The diameter of the combustion chamber 12 ranges from 120 mm, and the length of the combustion chamber 12 ranges from 200 mm.

[0025] The oil injection ring 11 is provided with twelve horn-shaped oil injection holes; the first oil delivery pipe 10 and the second oil delivery pipe 13 pass through the holes of the first combustion chamber shell 22 and the second combustion chamber shell 23; the first mounting column 20 and the second mounting column 21 are fixedly connected with the first combustion chamber shell 22 and the second combustion chamber shell 23 respectively through the externally arranged threaded holes and screws; the first mounting column 20 and the second mounting column 21 are welded with the oil injection ring 11 and the flame stabilizer 16, and the igniter 17 is fixedly arranged on the first combustion chamber shell 22 through the arranged threads and nuts.

[0026] The overall diameter of the oil injection ring 11 ranges from 80 mm, the outer diameter of the ring body of the oil injection ring 11 is 5 mm, and the wall thickness is 0.5 mm; the angle of the oil injection hole of the oil injection ring 11 relative to the flow direction ranges from 45 degrees.

[0027] The flame stabilizer 16 is a V-shaped groove structure, the bottom diameter of the flame stabilizer 16 is the same as that of the oil injection ring 11, the horizontal length is 15 mm, and the V-shaped angle is 75 degrees; the gas flow rate is reduced, and a stable area for starting the combustion reaction is provided.

[0028] In use, only the electric ducted fan 2 is turned on in the cruising state of the engine, the motor 5 is turned on through the transmission module, the motor 5 drives the fan blades to rotate, and the airflow generates thrust.

[0029] In the afterburner state of the engine, the electric ducted fan 2 and the combustion chamber 12 are turned on at the same time. At this time, the fan not only generates thrust, but also compresses the incoming air as a compressor relative to the combustion chamber. In the combustion chamber, oil is input from the outside to the oil delivery pipe to the oil delivery ring, and is atomized and sprayed through the horn-shaped injection hole on the oil delivery ring under the action of pressure difference. Under the shearing force of the high-speed airflow of the ducted fan, the liquid droplets break up and become smaller. The V-shaped groove of the flame stabilizer 16 generates a gas flow stabilization zone, and most of the oil is in this area, which is ignited by the igniter to produce a violent reaction. The high-temperature and high-pressure gas generated in the combustion process is accelerated through the convergent nozzle, and according to the momentum conservation theorem, the momentum change rate generated by the high-speed jet flow and the vector sum of the pressure difference force constitute the engine thrust. This energy conversion process follows the basic principles of the Brayton thermodynamic cycle, i.e. isentropic compression, isobaric heating and isentropic expansion.

[0030] The above only describes the preferred embodiment of the present application; it is not intended to limit the present application; any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A dual-mode hybrid-electric aircraft engine, characterized in that, It comprises electric ducted fan (2), flared (7), combustion chamber (12) and tail nozzle (19) connected in turn, the electric ducted fan (2) is connected with the front end of flared (7) through the first mounting edge (6) arranged at the tail, the tail of flared (7) is connected with combustion chamber (12) through the second mounting edge (8), and combustion chamber (12) is connected with tail nozzle (19) through the fourth mounting edge (18) at the tail.

2. A dual-mode hybrid-electric aircraft engine as claimed in claim 1, wherein, The electric ducted fan (2) comprises blades (3), motor (5) and ducted fan shell (4), the blades (3) and motor (5) are fixed by screws and stoppers, the first mounting edge (6) is arranged at the tail of ducted fan shell (4), and the ducted fan shell (4) is fixedly connected with flared (7) through the first mounting edge (6), screw and nut, and the flared (7) is fixedly connected with combustion chamber (12) through the second mounting edge (8), screw and nut.

3. A dual-mode hybrid-electric aircraft engine as recited in claim 1, wherein, The combustion chamber (12) comprises first combustion chamber shell (22), second combustion chamber shell (23), first oil pipe (10), second oil pipe (13), oil injection ring (11), flame stabilizer (16) and igniter (17), the first combustion chamber shell (22) and second combustion chamber shell (23) are fixedly connected through the third mounting edge (9) on both sides, screw and nut, the oil injection ring (11) is connected with first oil pipe (10), second oil pipe (13), first mounting column (20) and second mounting column (21) by welding, the flame stabilizer (16) is fixed with the oil injection ring (11) through the first connecting column (14) and second connecting column (15), and the fourth mounting edge (18) is arranged at the front end of tail nozzle (19), and the tail nozzle (19) is fixed with the first combustion chamber shell (22) and second combustion chamber shell (23) through the fourth mounting edge (18), screw and nut.

4. A dual-mode hybrid-electric aircraft engine as recited in claim 3, wherein, Twelve horn-shaped oil injection holes are arranged on the oil injection ring (11), the first oil pipe (10) and second oil pipe (13) pass through the holes in the first combustion chamber shell (22) and second combustion chamber shell (23), the first connecting column (14) and second connecting column (15) are fixedly connected with the first combustion chamber shell (22) and second combustion chamber shell (23) through the threaded holes arranged on the outer sides and screws respectively, the first connecting column (14) and second connecting column (15) are connected with the oil injection ring (11) and flame stabilizer (16) by welding, and the igniter (17) is fixedly arranged on the first combustion chamber shell (22) through the arranged thread and nut.

5. A dual-mode hybrid-electric aircraft engine of claim 3, wherein, The flame stabilizer (16) is V-shaped groove structure, the bottom diameter of the flame stabilizer (16) is same as that of the oil injection ring (11), the length in horizontal direction is 15±2mm, and the V-shaped angle is 70±5 degrees, so that the gas flow rate is reduced, and the stable area for starting combustion reaction is provided.

6. A dual-mode hybrid-electric aircraft engine of claim 3, wherein, The overall diameter of the oil injection ring (11) ranges from 78mm to 83mm, the outer diameter of the ring body of the oil injection ring is 5±0.2mm, and the wall thickness is 0.5±0.05mm, and the relative flow direction angle of the oil injection hole of the oil injection ring ranges from 45 degrees to 8 degrees.

7. A dual-mode hybrid-electric aircraft engine as recited in claim 1, wherein, The diameter of the ducted fan shell (4) of the electric ducted fan (2) ranges from 95 to 105 mm; the diameter of the blade of the electric ducted fan (2) ranges from 90 to 100 mm; the number of blades ranges from 8 to 12.

8. A dual-mode hybrid-electric aircraft engine as in any of claims 1-7, wherein, The diameter of the combustion chamber (12) ranges from 115 to 125 mm, and the length of the combustion chamber ranges from 180 to 200 mm.

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