Jet propulsion system and flying object

Abstract

Provided is a technology for enhancing economy in a jet propulsion system that operates by switching between a scramjet engine and a turbojet engine. 【Solution means】A jet propulsion system 500 having a jet engine 200 provided in a flying object and an inflow rate adjustment unit 300 for adjusting the air intake amount to the jet engine 200 in front of the jet engine 200. The jet engine 200 functions as a scramjet engine and a turbojet engine, and the inflow rate adjustment unit 300 is provided separately from the jet engine 200 in front of the jet engine 200 and is movably provided in the front-rear direction on the flying object body or the wing. An ignition method for preventing explosion of the exhaust nozzle, and changing the ignition position of the fuel according to the expansion speed by combustion.

Description

Technical Field

[0001] The present invention relates to a jet propulsion system and an aircraft. Specifically, the present invention relates to a jet propulsion system having functions of a scramjet engine and a turbojet engine, and an aircraft equipped with such a jet propulsion system.

[0002] As the activity area of aircraft and other aircraft expands into outer space or the boundary area between outer space and the Earth's atmosphere, a low-cost and highly reliable aircraft is desired. As one means, the development of an aircraft equipped with a scramjet engine is being carried out in various countries.

[0003] When an aircraft flies with a scramjet engine, it does not function as a scramjet engine unless the flight speed is fast enough. Therefore, an aircraft equipped only with a scramjet engine cannot take off by itself and must be carried to the upper air by another aircraft. Also, at the time of landing, it glides and lands dangerously. Therefore, a composite technology has been proposed in which a scramjet engine and a turbojet engine are mounted and the engine is switched according to the flight speed (see Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] As technologies for scramjet engines themselves, various technologies have been proposed aiming at high efficiency. On the other hand, when considering actual operation, the scramjet engine and the turbojet engine will be switched for flight, and it becomes important how to make the system economical. That is, even if the performance is very high, if the introduction cost is too high or the maintenance cost becomes high, it will be difficult to actually introduce it into the market and the spread will be delayed.

[0006] The present invention has been made in view of the above circumstances, and its object is to provide a technology for enhancing economy in a jet propulsion system that operates by switching between a scramjet engine and a turbojet engine. In other words, it is to provide a technology that can easily reduce the introduction cost and also suppress the operation cost.

Means for Solving the Problems

[0007] According to the present invention, the following technologies are realized. 1. A jet engine provided in an aircraft, In front of the jet engine, having an inflow rate adjustment unit for adjusting the amount of air taken into the jet engine, The jet engine functions as a scramjet engine and a turbojet engine, The inflow rate adjustment unit is provided separately from the jet engine, in front of the jet engine, and is movably provided in the longitudinal direction on the fuselage or the wing, a jet propulsion system. 2. The jet propulsion system according to 1., wherein the inflow rate adjustment unit is housed inside the fuselage or inside the wing when functioning as the scramjet engine. 3. The inflow rate adjustment unit is in a position between a first position and a second position when the jet engine functions as a turbojet engine, The first position is in front of the second position, The jet propulsion system according to 1. or 2., wherein when the inflow adjustment unit is in the first position, the amount of air taken into the jet engine is larger than when it is in the second position. 4. The jet engine has, from the front, an air intake, a compression section, a combustion section, and an exhaust section, The compression section has a ring motor and a plurality of fins radially attached to the ring motor. When operating the scramjet engine, the inflow adjustment unit is housed inside the fuselage or inside the wing, and the air obtained from the air intake with the front open is passed through the inside of the ring motor after stopping the operation of the ring motor and sent to the combustion section. The jet propulsion system according to 3., wherein when operating the turbojet engine, the inflow adjustment unit is positioned from the first position to the second position to adjust the amount of air taken in, and the air is compressed by the fins of the ring motor through the compression section and supplied to the combustion section. 5. The ring motor has a through hole penetrating in the front-rear direction along the central axis. The jet propulsion system according to 4., wherein when functioning as the scramjet engine, air passes through the through hole. 6. The jet propulsion system according to 4., wherein when the jet engine functions as a scramjet engine, the fins of the ring motor of the turbojet engine are controlled to be parallel to the air flow. 7. The jet engine has, as a structure for functioning as the turbojet engine, from the front, a first air intake, a first flow path, a compression section, a first combustion section, and a first exhaust section. As a structure for functioning as the ramjet engine, it has, from the front, a second air intake, a second flow path, a second combustion section, and a second exhaust section. The second flow path merges with the first flow path behind the compression section. When viewed from the front, the inflow adjustment unit does not cover the second air intake. When functioning as the ramjet engine, the inflow rate adjustment unit moves to a position closing the first air intake and is controlled to intake air from the second air intake, the jet propulsion system according to 1. 8. The jet propulsion system according to 1. or 2., wherein the inflow rate adjustment unit has a wedge-shaped or cone-shaped configuration with a tapered front tip. 9. The jet propulsion system according to 1. or 2., wherein the inflow rate adjustment unit is replaceable with different configurations according to the speed at which the aircraft flies. 10. The jet propulsion system according to 1. or 2., wherein the jet engine is not provided with a diffuser mechanism for switching the air intake flow path between the scramjet engine and the turbojet engine. 11. The jet propulsion system according to 1. or 2., having an ignition position moving unit for moving the ignition position when functioning as the scramjet engine.

Advantages of the Invention

[0008] According to the present invention, in a jet propulsion system that operates by switching between a scramjet engine and a turbojet engine, it is possible to provide a technique for enhancing economy.

Brief Description of the Drawings

[0009]

Figure 1

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Figure 4B

Figure 4C

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Figure 15

Mode for Carrying Out the Invention

[0010] <First Embodiment> FIGS. 1 and 2 are plan views of the flying object 1000, FIG. 1 shows the state where the main wing 1002 is closed, and FIG. 2 shows the state where the main wing 1002 is open. FIG. 3 is a side view of the flying object 1000. FIG. 4A is a cross-sectional view schematically showing the internal structure of the jet propulsion system 500. FIG. 4B is a cross-sectional view taken along the line A-A of FIG. 4A. FIG. 4C is a cross-sectional view taken along the line B-B of FIG. 4A.

[0011] The aircraft 1000 has a main wing 1002, which is a variable wing, at approximately the center in the front-rear direction of the fuselage 1001, a horizontal tail 1003 at the rear, a vertical tail 1004, and a jet propulsion system 500.

[0012] The jet propulsion system 500 has a jet engine 200 and an inflow adjustment unit 300. The jet engines 200 are attached to the respective horizontal tails 1003. The inflow adjustment unit 300 is provided in front of each jet engine 200 and is controllably movable in the front-rear direction to adjust the air intake amount and the speed of the intake air to the jet engine 200. The inflow adjustment unit 300 is separate from the jet engine 200 and is attached to the fuselage 1001 or the horizontal tail 1003. The jet propulsion system 500 may be integrally formed with the fuselage 1001. The operation of the inflow adjustment unit 300 is controlled, for example, by hydraulic pressure.

[0013] Although details will be described later, the jet engine 200 is configured to function as a ramjet engine and a turbojet engine (a turbine engine including a turbofan engine and a turboprop engine). The jet engine 200 operates as a turbojet engine up to a certain speed range and operates as a ramjet engine at a speed range above a certain speed. Hereinafter, for convenience, the speed range in which the jet engine 200 operates as a turbojet engine will be referred to as the "first speed range", and the speed range in which the ramjet engine operates will be referred to as the "second speed range". The first speed range is, for example, a speed range up to about Mach 2.0. The second speed range is, for example, a speed range of Mach 2.0 or higher. It is assumed that the output of the turbojet engine is sufficiently high and has the ability to reach the speed range borne by the ramjet engine, and the operation is directly shifted from the turbojet engine to the operation of the ramjet engine. In addition, the hypersonic speed range of, for example, Mach 5.0 or higher borne by the scramjet engine described in the second embodiment will be described as the "third speed range".

[0014] The inflow adjustment unit 300 is movable in the front-rear direction in front of the jet engine 200, and in the first speed range, it is located at the first position P1 to the second position P2 to adjust the amount of air taken in and the air flow velocity according to the speed. In the second speed range, it is located at the second position P2 at the rear and is controlled so that air flows through the second flow path 212 (second air intake 211). This will be described in detail below.

[0015] <Jet engine> As shown in the cross-sectional view of the jet engine 200 in Fig. 4A, the jet engine 200 is generally cylindrical. As a configuration of a well-known turbojet engine, in order from the front to the rear, it has a first flow path 210 (first air intake 201), a compressor 202, a combustion chamber 203, an exhaust turbine 204, and an exhaust section 205. As a configuration of a ramjet engine, it has a second flow path 212 (second air intake 211). The second flow path 212 is annularly provided outside the first flow path 210 from the upstream side to the position downstream of the exhaust turbine 204 and is configured to merge immediately before the frame holder 214. Hereinafter, the configuration as a turbojet engine will be described, and then the ramjet engine configuration will be described.

[0016] <Turbojet engine> The turbojet engine will be described. The air taken in at the first air intake 201 is compressed by the compressor 202 provided in the first flow path 210 and introduced into the combustion chamber 203. In the combustion chamber 203, fuel is introduced into the compressed air from the first fuel injection unit 207 and mixed to be ignited and burned (exploded). The exhaust flow generated by the combustion (explosion) is discharged from the exhaust section 205. The exhaust flow becomes the propulsion force. An afterburner may be performed in the exhaust section 205. The exhaust section 205 is provided in common with the configuration as a ramjet engine described below. Note that the fuel injected in the case of a turbojet engine is, for example, jet fuel, and the fuel injected in the case of a ramjet engine is, for example, hydrogen fuel.

[0017] <Ramjet engine> The configuration as a ramjet engine will be described. The jet engine 200 has a configuration as a ramjet engine outside the configuration as the above-described turbojet engine. Specifically, as the configuration as a ramjet engine, the jet engine 200 has, from the front to the rear, a second air intake 211, a second flow path 212 (air bypass section), and a confluence section 213. The combustion chamber 203 and the exhaust section 205 (afterburner section) are provided in common with the configuration as a turbojet engine. Note that, in the combustion chamber 203 and the exhaust section 205, configurations specific to each of the turbojet engine and the ramjet engine may be provided.

[0018] When functioning as a ramjet engine, the inflow rate adjustment unit 300 closes the first air intake 201 at the second position P2 in the front-rear direction, for example. At this time, air is taken into the ramjet engine supersonically from the second air intake 211 in front of the jet engine 200. The air taken in at the second air intake 211 is supplied with fuel by a second fuel injection unit 209 provided downstream of the second flow path 212 for the ramjet engine, and the gas is agitated and mixed at the confluence section 213. The gas decelerates, is ignited by a flame holder 214, burns and expands in the combustion chamber 208, is accelerated by a nozzle section 215, and is sent to the exhaust section 205. The nozzle section 215 has a de Laval nozzle structure, and the principle of the de Laval nozzle is applied, so that the cross-sectional area becomes narrower toward the rear, whereby the air is compressed and accelerated. The gas generates a shock wave against a frame 240. Further combustion (expansion) occurs behind the frame 240, and the exhaust flow generated by the combustion (expanded gas) is further accelerated and ejected from the exhaust section 205.

[0019] <Inflow rate adjustment unit> As described above, the air inflow regulator 300 is disposed in front of the jet engine 200 and is movable back and forth, and can be accommodated in the fuselage 1001. The air inflow regulator 300 has a shape with a pointed front tip portion, for example, a wedge shape or a cone shape. In the present embodiment, the air inflow regulator 300 has a shape in which the bottom surfaces of cones with pointed front and rear ends are bonded together.

[0020] Generally, when the aircraft 1000 is a passenger aircraft, inspection and maintenance are required at predetermined operating times. When the structure is complex, the inspection and maintenance are also complex and time-consuming and costly. However, in the present embodiment, the structure of the jet engine itself is simple, and the above-described operating costs (time and financial costs) can be suppressed. Further, since the air inflow regulator 300 is outside the jet engine 200, the influence of the combustion of the jet engine 200 can be reduced, and thus the operating costs can be suppressed in this regard.

[0021] The more specific shape of the air inflow regulator 300 is optimized according to the assumed speed range, the shape and arrangement of the first air intake 201 and the second air intake 211 of the jet engine 200, etc. In other words, according to the speed range in which the aircraft 1000 is operated, it may be possible to replace the air inflow regulator 300 with a shape that is optimal for that speed range.

[0022] The air inflow regulator 300 is controlled to be at the first position P1 in front in the first speed range (i.e., when functioning as a turbojet engine), and is controlled to be at the second position P2 in the rear in the second speed range (i.e., when functioning as a ramjet engine).

[0023] Also at the first position P1 and the second position P2, for example, feedback control or the like is performed so that the amount of air taken in and the shock wave become optimal. The parameters used for the feedback control are not particularly limited as long as they are for optimally controlling the turbojet engine, and the necessary sensors are provided.

[0024] For example, as shown in FIG. 3, the inflow rate adjustment unit 300 at the first position P1 has its rear end located in front of the tip of the jet engine 200. That is, sufficient space is formed in front of the first air intake 201 of the jet engine 200, and air can be smoothly taken in. Furthermore, by optimizing the shape of the inflow rate adjustment unit 300, the amount of air taken in can be optimized.

[0025] In the inflow rate adjustment unit 300 at the second position P2, the rear end approaches the jet engine 200. In the present embodiment, the rear end of the inflow rate adjustment unit 300 enters the first air intake 201 of the jet engine 200 and blocks the first air intake 201. At this time, the outer peripheral wall of the inflow rate adjustment unit 300 comes into contact with the first air intake 201.

[0026] <Second Embodiment> The second embodiment will be described with reference to FIGS. 5 to 15. The difference from the first embodiment lies in the jet propulsion system 500A (more specifically, the jet engine 200A). Hereinafter, mainly the differences will be described, and the description of the same structure and function will be omitted as appropriate.

[0027] FIG. 5 is a cross-sectional view showing a schematic configuration of the internal structure of the jet propulsion system 500A of the present embodiment. FIG. 6 is a diagram for explaining the position of the inflow rate adjustment unit 300 according to the flight state (or flight speed). FIG. 7 is a cross-sectional view taken along line A-A of FIG. 5, showing the relationship between the inflow rate adjustment unit 300 as viewed from the front and the air intake 206 of the jet engine 200A. FIG. 8 is a cross-sectional view taken along line B-B of FIG. 5, showing an elevation view of the rear ring motor 100. FIG. 9 is a diagram for explaining the schematic operating principle of the ring motor 100. (Outer peripheral part of the ring motor 100) FIG. 10 is an enlarged view of the region X in FIG. 5, which is a partially enlarged view of the ring motor 100. FIG. 11 is a diagram showing an example of the arrangement of magnets and coils of the ring motor 100, which is a cross-sectional view taken along line D-D of FIG. 9 (also the region C in FIG. 10). FIG. 12 is a diagram showing an example of the arrangement of magnets and coils of the ring motor 100, where FIG. 12(a) is a view taken along the Z1 arrow of FIG. 11 and FIG. 12(b) is a view taken along the Z2 arrow of FIG. 11. FIG. 13 is a diagram for explaining the orientation of the fin 103 when functioning as a turbojet engine. FIG. 14 is a diagram for explaining the orientation of the fin 103 when functioning as a scramjet engine. FIG. 15 is a cross-sectional view for explaining the internal structure of the nozzle portion 3.

[0028] The jet engine 200A of the second embodiment has a function as a turbojet engine and a function as a scramjet engine. That is, in the first speed range and the second speed range, it operates as a turbojet engine for normal flight, and when in the third speed range (hypersonic speed range), the engine propulsion mode is switched so that it functions as a scramjet engine.

[0029] The jet propulsion system 500A includes an inflow rate adjustment unit 300 and a jet engine 200A.

[0030] The jet engine 200A includes an engine housing 1 having an outer cylindrical shape, and in the internal flow path 206A, in order from the front to the rear, an air intake 206 (intake port), a ring motor 100, a nozzle portion 3, an exhaust portion 205, a first fuel injection portion 207, and a second fuel injection portion 209.

[0031] The structure and operation of the air inflow adjustment unit 300 will be briefly described with reference to FIG. 6. As shown in FIG. 6(a), in a state where high power (maximum power and power close thereto) is required at low speed as during takeoff, the air inflow adjustment unit 300 is controlled to the most forward position, and a large amount of air is taken into the jet engine 200A.

[0032] As shown in FIG. 6(b), during acceleration or cruising, the air inflow adjustment unit 300 is controlled back and forth according to the engine output around the intermediate position, and the amount of air taken in is optimized.

[0033] As shown in FIG. 6(c), immediately before reaching the second speed range (for example, immediately before reaching Mach 5), the air inflow adjustment unit 300 is controlled to the most rearward position, and the amount of air taken in is optimized.

[0034] As shown in FIG. 6(d), when reaching the third speed range (for example, hypersonic speed exceeding Mach 5), it operates as a scramjet engine. The air inflow adjustment unit 300 moves to the forward position and is housed inside the fuselage 1001. As a result, structures that would obstruct the intake of air from the front of the jet engine 200A are removed.

[0035] Note that the control of the position of the air inflow adjustment unit 300 and the timing of housing it in the fuselage 1001 are optimized according to the performance of the jet engine 200A and the like.

[0036] In a conventional proposed composite type jet engine of a scramjet engine and a turbojet engine, a diffuser mechanism for switching the air intake passage was provided inside the engine. In this embodiment, the diffuser mechanism inside the engine is unnecessary, and the structure of the jet engine 200 itself can be simplified. Also, when functioning as a scramjet engine, it is possible to avoid the diffuser mechanism getting in the way and reducing the intake efficiency of ultra-high-speed air.

[0037] Referring to FIGS. 9 to 11, the operating principle of the ring motor 100 will be described. The jet engine 200A has a ring motor 100 as a compressor when functioning as a turbojet engine. The ring motor 100 can use the technology described in Patent No. 7193893 made by the inventor of the present application. As shown in FIG. 9, the ring motor 100 has a ring-shaped outer ring 111 and a ring-shaped inner ring 112. One (here, the outer ring 111) functions as a stator, and the other (here, the inner ring 112) functions as a rotor, and it is a motor having no rotating shaft as an output shaft. In the turbojet engine in which the ring motor 100 functions as a compressor, since the ring motor 100 rotates electrically, it is not necessary to recover the energy of the exhaust gas to rotate the compressor. Therefore, downstream of the ring motor 100, the degree of freedom of the structure for collecting the burned exhaust gas is increased. In other words, when using the air flow path when functioning as a turbojet engine as the air flow path when functioning as a scramjet engine, various structural shapes and arrangements can be made to avoid the structure that causes air resistance as much as possible and efficiently compress the air.

[0038] The ring motor 100 has a first ring motor 11, a second ring motor 12, a third ring motor 13, and a fourth ring motor 14. When not distinguishing the first to fourth ring motors 11 to 14, it is referred to as the ring motor 100 for convenience. The number of ring motors 100 is not limited to the above, and for example, one or a plurality may be used.

[0039] In this embodiment, two ring motors 100 arranged in a front-to-back manner are taken as a set. In this set, the rotation directions of the respective ring motors 100 are different. That is, the ring motor 100 functions as a double-reverse propeller. Here, the first ring motor 11 and the second ring motor 12 form a set and function as a double-reverse propeller. For example, the first ring motor 11 rotates clockwise, and the second ring motor 12 rotates counterclockwise. The third ring motor 13 and the fourth ring motor 14 form a set and function as a double-reverse propeller. For example, the third ring motor 13 rotates clockwise, and the fourth ring motor 14 rotates counterclockwise. As a result, the reaction force of rotation in the engine housing 1 and the central part 2 can be canceled out (cancellation of gyro moment). Further, the cancellation increases the flow velocity and the compression effect. As a result, the ring motor 100 can be lightened.

[0040] Also, the diameter of the ring motor 100 is larger than that of the air intake 206. As a result, even when the inflow velocity of the air at the air intake 206 exceeds the speed of sound, the air in the ring motor 100 does not exceed the speed of sound. More specifically, the cross-sectional area of the portion where the air passes through in the ring motor 100 is made larger than the cross-sectional area of the air intake 206. Here, the velocity of the air decreases in the ring motor 100. The air is compressed by the ring motor 100 and sent to the nozzle part 3. When the jet engine 200A operates as a scramjet engine, the fins 103 of the ring motor 100 are controlled to be in a direction generally parallel (for example, -10 degrees to +10 degrees) with respect to the air flow. For further efficiency improvement, the first air intake 201 in FIG. 5 may be omitted, and the blades of the ring motor 100 may be provided only from the outer peripheral part.

[0041] A specific configuration example of the ring motor 100 will be described. FIG. 10 is an enlarged view of region X in FIG. 5 and is a partially enlarged view of the ring motor 100. The shape of the region where the inner ring 112 and the outer ring 111 face each other is an uneven fitting structure. FIG. 11 is a cross-sectional view showing such an uneven fitting structure. Here, it is an enlarged view of region C in FIG. 10, and the outer ring 111 and the inner ring 112 have an uneven fitting arrangement. FIG. 12 shows the arrangement of the magnet (S pole) 103, magnet (N pole) 104, and coil 106 in the uneven fitting structure. FIG. 12(a) shows the view in the X direction of FIG. 11 (the planar arrangement of the coil 106), and FIG. 12(b) shows the view in the Y direction of FIG. 6 (the planar arrangement of the magnet (S pole) 103 and magnet (N pole) 104).

[0042] The inner peripheral surface of the outer ring 111 and the outer peripheral surface of the inner ring 112 are spaced apart from each other with a predetermined gap and face each other. In the facing portion, the inner peripheral surface and the outer peripheral surface constitute an uneven fitting structure 17, and in the uneven fitting structure 17, permanent magnets (magnet (S pole) 103, magnet (N pole) 104) and a coil 106 are arranged.

[0043] Here, the elements of the uneven fitting structure 17 of the outer ring 111 and the inner ring 112 will be described. The outer ring 111, which is a stator, has, on its inner peripheral surface, an inner peripheral surface recess that is concave outward and annularly provided in the circumferential direction. The inner peripheral surface recesses are provided in four places (four stages) in the thickness direction. That is, the inner peripheral surface recesses are configured to have the first to fourth stator recesses 25a to 25d from the top in the thickness direction. In other words, the inner peripheral surface has the first to fifth stator protrusions 24a to 24e that are convex on the rotating side arranged vertically, and the spaces between the adjacent stator protrusions above and below constitute the first to fourth stator recesses 25a to 25d. Although a configuration of four stages (here, the number of stages of the inner peripheral surface recesses) is exemplified as the uneven fitting structure, the number of stages is not limited to this and may be any number.

[0044] The first to fifth stator protrusions 24a to 24e and the first to fourth stator recesses 25a to 25d each have a substantially rectangular shape in the longitudinal cross-section.

[0045] The lateral depth and height of the first to fourth stator recesses 25a to 25d are set so that a predetermined gap is maintained so as not to come into contact with the first to fourth rotor protrusions 14a to 14d, which are elements of the recess-protrusion fitting structure 17 on the inner ring 112 side described later, when they are fitted therein.

[0046] 12(a), a plurality of coils 106 are provided in each of the first to fourth stator protrusions 24a to 24e so as to penetrate in the thickness direction (axial direction) between the lower surface 26 and the upper surface 26. As shown in the figure, the upper and lower ends of the coils 106 are arranged to be flush with the respective surfaces 16.

[0047] The inner ring 112, which is the rotor 91, has an outer peripheral surface convex portion on the outer peripheral surface 18 that is convex outward and arranged annularly in the circumferential direction. The outer peripheral surface convex portions are arranged in four locations (four stages) in the thickness direction. That is, the outer peripheral surface convex portions are configured to have first to fourth rotor convex portions 14a to 14d from the top in the thickness direction. In other words, the inner peripheral surface has first to third rotor concave portions 15a to 15c that are concave toward the rotation side and arranged vertically. The spaces between vertically adjacent rotor convex portions form the first to third rotor concave portions 15a to 15c.

[0048] The first to fourth rotor convex portions 14a to 14d and the first to third rotor concave portions 15a to 15c each have a substantially rectangular shape in vertical cross section.

[0049] The lateral depth and height of the first to third rotor recesses 15a to 15c are set so that a predetermined gap is maintained so as not to come into contact with the second to fourth stator protrusions 24b to 24d, which are elements of the recess-protrusion fitting structure 27 on the outer ring 20 side described above, when they are fitted in.

[0050] As shown in Fig. 12(b), in each of the first to fourth rotor protrusions 14a to 14d, a plurality of permanent magnets (magnet (S pole) 103, magnet (N pole) 108) are provided so as to penetrate in the thickness direction (axial direction) between the lower surface 16 and the upper surface 16, and adjacent magnets are provided with different polarities. That is, a plurality of permanent magnets (magnet (S pole) 103, magnet (N pole) 108) are arranged such that the polarities are sequentially switched in the circumferential direction. Further, a plurality of permanent magnets (magnet (S pole) 103, magnet (N pole) 108) are arranged such that the polarities are sequentially switched as going in the outer peripheral direction.

[0051] With such a configuration, the coil 106 and the permanent magnets (magnet (S pole) 103, magnet (N pole) 108) face each other. And, compared with the case where the inner peripheral surface 19 of the inner ring 112 and the outer peripheral surface 28 of the outer ring 20 are simply composed of surfaces, a large number of pairs of the coil 106 and the permanent magnets (magnet (S pole) 103, magnet (N pole) 108) can be opposed. That is, since a large electromagnetic force can be generated, the torque generated by the ring motor 100 can be significantly increased.

[0052] A nozzle portion 3 is provided on the downstream side of the ring motor 100. The first fuel injection portion 207 and the second fuel injection portion 209 are provided at a position immediately downstream of the ring motor 100 (a position immediately downstream of the fourth ring motor 14), but not limited to these positions. For example, it may be near the combustion chamber 203 or exactly in the middle between the ring motor 100 and the combustion chamber 203. The first fuel injection portion 207 and the second fuel injection portion 209 may be different in the front-rear direction. The fuel injected from the first fuel injection portion 207 or the second fuel injection portion 209 is mixed with air by turbulent flow in the path to the combustion chamber 203.

[0053] The first fuel injection unit 207 is a fuel injection means for a turbojet engine, and injects, for example, jet fuel as fuel. The second fuel injection unit 209 is a fuel injection means for a scramjet engine, and injects, for example, hydrogen fuel as fuel. Note that the fuel injection unit may function as a fuel injection means for both a scramjet engine and a turbojet engine as fuel switching, and in that case, more efficient fuel supply is achieved.

[0054] The operation with the above configuration will be described. In the aircraft 1000 of the present embodiment, the jet engine 200A functions as a turbojet engine during takeoff and normal flight. The operation of the inflow rate adjustment unit 300 during operation as a turbojet engine is the same as that of the first embodiment.

[0055] During operation as a turbojet engine, the ring motor 100 is used, and the nozzle unit 3 has a LaTeX nozzle structure to compress air, and the compressed air is injected from the second fuel injection unit 209 at high speed behind the nozzle together with the fuel for the turbojet engine. Thus, combustion occurs in the rear part of the LaTeX nozzle structure, and the aircraft flies by the exhaust. Since the compressor is realized by the ring motor 100, the degree of freedom in the shape for creating the air flow on the downstream side is high. This facilitates the optimization of the LaTeX nozzle structure.

[0056] After takeoff, after reaching the flight speed that has reached the third speed range (extremely hypersonic speed range) (for example, when exceeding Mach 5), extremely supersonic flight is enabled as a scramjet engine. The operation of the inflow rate adjustment unit 300 during operation as a scramjet engine is, for example, housed inside the fuselage 1001.

[0057] In a scramjet engine, since the intake air can be sufficiently compressed by its speed, it is a speed at which it is not necessary to compress the air with the fins 103 of the ring motor 100.

[0058] Referring to FIGS. 13 and 14, the movement (orientation) of fin 103 will be described. Fin 103 is provided on an inner ring 1121 that functions as a rotor via a rotating part 109. When the rotating part 109 rotates, the orientation of fin 103 is controlled. The driving means of the rotating part 109 is not particularly limited, and for example, hydraulic pressure or an electric motor is used.

[0059] FIG. 13 shows a state when jet engine 200A functions as a turbojet engine. The fins 103 of the ring motor 100 are rotating obliquely with respect to the air flow, compressing the air and sending it rearward, and fuel for the turbojet engine is injected by the second fuel injection part 209.

[0060] FIG. 14 shows the orientation of fin 103 when jet engine 200A functions as a scramjet engine. The fins 103 of the ring motor 100 are parallel to the air flow direction (i.e., fully open), and the rotation operation stops. Note that, from the viewpoint of mixing fuel, it may be rotated.

[0061] Then, fuel for the scramjet engine is injected by the first fuel injection part 207 provided behind the ring motor 100 (fin 103), mixed with air, and ignited and burned behind the frame 240 behind the narrowest region 216 of the nozzle part 3. The combustion gas is discharged from the exhaust part 205.

[0062] FIG. 15 is a diagram for explaining the shape of the nozzle part 3 of the present embodiment. FIG. 15(a) is a cross-sectional view for explaining the internal structure of the nozzle part 3, and FIG. 15(b) is a view from the Y direction of FIG. 15(a) showing the shock wave generating member 8. In studying the combustion of the scramjet engine, the inventor of the present application obtained the following technical idea regarding the length of the nozzle part 3 and combustion.

[0063] The more the fuel expands due to combustion, the higher the injection speed becomes. It is necessary to ensure at least the supply amount of the fuel and the density of the fuel for combustion. If it is possible to continue expanding greatly so as to obtain the fuel density at the minimum concentration, that is, if the residence time in the nozzle portion 3 is long, a larger explosion will occur and a large propulsion force can be obtained.

[0064] The reason why the jet flame of the rocket is long is that the combustion gas that has expanded due to combustion in the pressure vessel of the rocket engine part passes through the narrow constricted part and is ejected from the exhaust nozzle at an extremely supersonic speed (Laval nozzle effect), because the gas of incomplete combustion continues to expand due to combustion even after being exhausted. That is, if the exhaust nozzle is long, the nozzle will explode due to the pressure of the expanding combustion gas, so the exhaust nozzle has a short open type. The fact that the jet flame is long is because the combustion efficiency of the fuel is low. Conversely, if the exhaust nozzle is long, the combustion expansion can be efficiently utilized to obtain propulsion force. Therefore, in the jet engine 200 of the present embodiment, it is controlled so that the speed in the rear nozzle becomes 2 times or less (hypothetically) the speed at the center of the nozzle, and the expansion pressure of the combustion gas also becomes 2 times or less. Incidentally, if the jet flame of the rocket is long, it is necessary to load a large amount of fuel. If a large amount of fuel is loaded, the weight increases, and it becomes a vicious cycle of loading even more fuel.

[0065] As shown in FIG. 15, a shock wave generating member 8 is provided at a portion where the cross-sectional area of the nozzle portion 3 expands rearward. As the shock wave generating member 8, for example, there is a member having a mesh structure, which may have a lattice shape, a honeycomb shape, or multiple circles, and various shapes can be adopted.

[0066] At takeoff, the ring motor 100 accelerates the air. Even if it is subsonic before entering the front constriction part, the air flow ejected behind the constriction part can be made supersonic (Laval nozzle effect). When the ejected supersonic air flow hits the shock wave generating member 8 (mesh), a shock wave is generated. Just by this shock wave, an electric engine that takes off and flies can be realized. The electric motor may be other than the ring motor. The ejected fuel mixture flow is made subsonic, and no shock wave is generated by the shock wave generating member 8 (mesh). Ignition, combustion, and expansion are carried out behind the nozzle part to increase the exhaust velocity and obtain thrust. This is realistic as a noise countermeasure.

[0067] By providing the shock wave generating member 8 to generate a shock wave, the backflow of the gas (i.e., combustion gas) expanded by the rear combustion can be prevented, and the exhaust velocity can be increased. If the exhaust velocity is 2 times or less the passing velocity of the nozzle part 3, the shock wave generating member 8 may not be provided so as not to generate a shock wave.

[0068] The oblique shock wave generated at the front (intake side) increases in velocity when passing through the constricted part, and the Mach angle of the oblique shock wave becomes smaller, resulting in a high-speed air flow that almost travels straight. Therefore, by providing the shock wave generating member 8 behind the constricted part, a shock wave is generated again.

[0069] The combustion time is controlled so that the nozzle part 3 is within the range that can withstand the pressure of the gas expanded by combustion. (If the pressure resistance of the nozzle is 2 times (assuming a safety factor), the combustion time when the expansion pressure is 2 times or less)

[0070] The method of controlling the combustion time will be described. The ignition position of the fuel is changed according to the expansion speed due to combustion.

[0071] Specifically, during acceleration, as the speed increases, the ignition position is moved from behind the nozzle to in front of the nozzle. In the illustrated example, it moves to position 1, position 2, position 3, ···, position (n−1), position n.

[0072] During deceleration, as the speed decreases, the ignition position is moved from the front of the nozzle to the rear of the nozzle. In the illustrated example, it moves to position n, position (n−1), ···, position 3, position 2, position 1.

[0073] The residence time in the nozzle is controlled by the exhaust velocity resulting from the expansion combustion. By controlling the expansion amount, explosion is prevented.

[0074] For example, when the combustion time (residence time) is 1 / 1000 second, the gas expansion can be set to 2 times or less, and when the combustion time (residence time) is 1 / 500 second, the gas expansion can be set to 2 times or less. This is set according to the pressure resistance of the nozzle part 3.

[0075] Calculate the required length of the rear nozzle when it is 1 / 1000 second from the start of combustion to the exhaust. Assuming that the maximum velocity of the airflow in the nozzle becomes about Mach 20, it is 1 / 1000 second from the start of combustion to the exhaust. The moving distance of the combustion gas during this time, that is, the required length as the length of the nozzle part 3, is about 6 m. Control is performed so that the combustion expansion volume becomes 2 times or less. Naturally, during takeoff and landing, even at subsonic speed, it is 1 / 1000 second from the start of combustion to the exhaust. Adjust the ignition position during this time.

[0076] Note that a safety factor of about 2 to 5 times can be adopted for the pressure resistance of the nozzle part 3. Also, for a drone, the safety factor may be made smaller.

[0077] According to the flying object 1000 of the present embodiment described above, during takeoff and normal flight, the ring motor 100 is utilized to compress air in the form of a Laver nozzle structure, and it is injected at high speed together with fuel behind the nozzle, and burned behind the nozzle to serve as an engine for high-speed flight as a turbojet engine. More specifically, the air that enters from the narrow inlet (air intake 206) slows down because the cross-sectional area of the flow path expands inside the engine (the path up to the ring motor 100). The slowed-down air is pressurized by the ring motor 100, and after combustion, it is discharged at high speed from the rear nozzle section 3 to obtain high-speed propulsion force. The discharge speed exceeds the speed of sound, enabling supersonic flight.

[0078] After takeoff and reaching supersonic speed, it operates as a scramjet engine. The angle of the fins 103 of the ring motor 100 is changed to be parallel to the air flow (i.e., the front-rear direction), minimizing the decrease in the flow velocity at the fins 103. The supersonic air flow generates an oblique shock wave at the fins 103 to obtain a compression effect. Fuel for the scramjet engine is injected into the air that has passed through the ring motor 100, and it flies at hypersonic speed as a scramjet engine.

[0079] During landing, the speed is reduced from hypersonic flight, and it can switch from a scramjet engine to a turbojet engine and fly. A single jet engine 200A can handle speeds from low speed to hypersonic speed.

[0080] In a scramjet engine, combustion occurs at a rear position (nozzle section 3) where air reaches a narrow central part of the flow path. After passing through the narrow central part, the volume of the post-combustion gas (combustion gas) is expanded to accelerate the exhaust velocity. To obtain the expansion effect of the combustion gas, the rear nozzle is lengthened. Looking at a rocket as a comparison object in this embodiment, the rocket has a short nozzle and combustion continues after ejection, resulting in poor fuel efficiency. The short nozzle is because the nozzle cannot withstand high pressure and high heat. Since it is assumed that the rocket is discarded after one use, a high-cost structure in which the nozzle section can withstand high pressure cannot be adopted. In this embodiment, a function for controlling the expansion and convection time of the combustion gas is given to the nozzle, making it possible to lengthen the nozzle section. Further, by installing a refractory tile, providing a structure for cooling the nozzle, or adopting a fuel with a low combustion temperature, etc., a jet engine 200A that can withstand high heat can be realized.

[0081] As described above, according to this embodiment, the following effects can be obtained. (1) High efficiency: By using both a scramjet engine and a turbojet engine, efficient flight is possible in various speed ranges. (2) Flexibility: Since the intake adjustment unit 300 can adjust the intake amount of air, it becomes easier to adapt to different flight conditions. (3) High-speed flight: The scramjet engine is particularly suitable for supersonic flight and enables high-speed flight. (4) Improved combustion efficiency: By optimizing the air inflow amount, the combustion efficiency of the engine can be improved.

[0082] As described above, the present invention has been described based on the embodiments. However, it is understood by those skilled in the art that the above embodiments are examples of the present invention and can be applied to various modifications.

Explanation of reference numerals

[0083] 1000 Aircraft 1001 Carcass 100 Ring motor 103 Fin 200, 200A Jet engine 300 Inflow adjustment unit 500, 500A Jet propulsion system

Claims

1. A jet engine provided in an aircraft, and an inflow rate adjustment unit that adjusts the amount of air taken into the jet engine in front of the jet engine, having, the jet engine functions as a scramjet engine and a turbojet engine, the inflow rate adjustment unit is provided separately from the jet engine, in front of the jet engine, and is movably provided in the longitudinal direction on the fuselage or the wing, a jet propulsion system.

2. The jet propulsion system according to claim 1, wherein the inflow rate adjustment unit is housed inside the fuselage or the wing when functioning as the scramjet engine.

3. The inflow rate adjustment unit is in a position between a first position and a second position when the jet engine functions as a turbojet engine, the first position is in front of the second position, The jet propulsion system according to claim 1 or 2, wherein when the inflow rate adjustment unit is in the first position, the amount of air taken into the jet engine is larger than when in the second position.

4. The jet engine has, from the front, an air intake, a compression section, a combustion section, and an exhaust section, the compression section has a ring motor and a plurality of fins radially attached to the ring motor, When operating the scramjet engine, the inflow rate adjustment unit is housed inside the fuselage or the wing, and the air obtained from the air intake with the front open is passed through the inside of the ring motor after stopping the operation of the ring motor and sent to the combustion section, When operating the turbojet engine, the inflow rate adjustment unit is located from the first position to the second position, adjusts the amount of air taken in, compresses the air with the fins of the ring motor through the compression section, and supplies it to the combustion section, the jet propulsion system according to claim 3.

5. The ring motor has a through hole penetrating in the longitudinal direction along the central axis, The jet propulsion system according to claim 4, wherein air passes through the through hole when functioning as the scramjet engine.

6. The jet propulsion system according to claim 4, wherein when the jet engine functions as a scramjet engine, the fins of the ring motor of the turbojet engine are controlled to be parallel to the air flow.

7. As a structure in which the jet engine functions as the turbojet engine, from the front, it has a first air intake, a first flow path, a compression section, a first combustion section, and a first exhaust section. As a structure in which it functions as a ramjet engine, from the front, it has a second air intake, a second flow path, a second combustion section, and a second exhaust section. The second flow path merges with the first flow path behind the compression section. When viewed from the front, the inflow rate adjustment unit does not cover the second air intake. The jet propulsion system according to claim 1, wherein when functioning as the ramjet engine, the inflow rate adjustment unit moves to a position closing the first air intake and is controlled to take in air from the second air intake.

8. The jet propulsion system according to claim 1 or 2, wherein the inflow rate adjustment unit has a wedge-shaped or conical shape with a tapered front tip.

9. The jet propulsion system according to claim 1 or 2, wherein the inflow rate adjustment unit can be replaced with different shapes according to the speed at which the flying object flies.

10. The jet propulsion system according to claim 1 or 2, wherein the jet engine is not provided with a diffuser mechanism for switching the air intake flow paths of the scramjet engine and the turbojet engine.

11. The jet propulsion system according to claim 1 or 2, having an ignition position moving unit for moving the ignition position when functioning as the scramjet engine.

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