RU2102280C1 - Motor-propeller - Google Patents

Abstract

FIELD: aeronautical engineering; construction of internal combustion engines and aircraft propellers. SUBSTANCE: motor-propeller includes four- teeth rotor located coaxially in propeller hub and connected with it by means of shaft and bearing supports. Rotor is placed in inner cylindrical cavity whose height is equal to width of rotor tooth. Outer wall of this cavity is closed with flanged seal made integral with rotor. Interior of this cavity is divided into four combustion chambers by rotor teeth; combustion chambers are provided with intake and exhaust holes. Exhaust gases are directed tangentially relative to circle of rotation of blades due to exhaust passages provided inside blades, thus giving rise to torque. These passages from ejectors together with other passages provided inside blades. Rarefaction created by ejectors is used for blowing and suction of combustible mixture inside each combustion chamber in turn followed by ignition due to transfer of flame front from one combustion chamber to another since width of exhaust hole slightly exceeds width of rotor tooth. Thermal gaps are provided between rotor and propeller hub, thus excluding sliding friction between them. EFFECT: enhanced reliability. 4 dwg

Description

 The invention relates to aircraft, in particular to the design of internal combustion engines and aircraft propellers.

Aircraft rotors are known for the rotation of which gas jets from jet engines located on the rotor blades [1] are used. Reactive torque from such rotors is not transmitted to the aircraft body. However, the location of the engines on the rotor blades has several disadvantages:
engines are in the field of centrifugal forces;
the control system and fuel supply of such engines is quite complex.

 A known design of a rotary internal combustion engine, comprising a housing with two intersecting cylindrical working cavities, in which mutually conjugate driving and driven rotors are located on shafts connected by a synchronizing gear, respectively, with teeth and cavities of a cycloidal profile, and combustion chambers are located in the hollows of the driven rotor. The suction and supply of each portion of the combustible mixture into the interdental space of both rotors is carried out using an ejector made in the exhaust manifold of each rotor at the time of exhaust gas [2]. The design of this rotary engine eliminates the flywheel and eccentric counterweights, which greatly facilitates the engine.

The main disadvantages of this engine are:
the mandatory presence of two rotors of the driven and the leading;
the presence of synchronizing transmission;
the need for mechanical and radial seals.

Known rotary engine, comprising a housing, a shaft located therein with a working rotor, in which a combustion chamber and a nozzle connected with it are made, fuel nozzles and a dosing system for supplying air and fuel [3,4]
The disadvantage of this engine design is the need for forced supply of fuel and oxidizer separately through nozzles and valves.

 The aim of the invention is to simplify the design of a jet propeller with a jet drive by using the energy of the exhaust gases of a rotary engine located in its sleeve.

This goal is achieved in that the rotor blades are made hollow inside and along the outlet edge have a slot-shaped hole. Inside each cavity there are two channels forming an ejector. In one of them, passing along the contour of the blade’s inlet edge, gaseous products of combustion of the fuel-air mixture are supplied and are directed tangentially to the circle of rotation of the blade, and the outlet of this channel is located at some distance from the slot-like opening at the outlet edge, due to which exhaust gas rarefaction occurs in the second channel. This vacuum is used to purge, suction and supply the hot mixture to the interdental space of the rotor located in the screw hub. The inner cylindrical surface of the screw and the separation walls (teeth) are made together with the flange seal of the rotor and form a combustion chamber. On the inner lateral cylindrical surface of the screw holes are made for connecting the combustion chambers to the suction and exhaust channels of the ejectors, located 90 ^o from each other, and on the plane of the base there are holes periodically connecting the combustion chambers by means of an intake manifold with a carburetor or gas mixer, forming a spool valve moreover, these holes lie on the same plane of the axial section with the suction holes of the ejectors, and the middle line of the blades passage um through this plane. When the screw rotates, the rotor is stationary. The shaft on which the screw is mounted passes through a through hole along the axis of the rotor and rotates on two bearing bearings. Through the hole inside the shaft, fuel is supplied to the carburetor and its operation is controlled. Between the inner cylindrical surface of the screw and the separation walls and the flange seal of the rotor, thermal gaps are made, due to which there is no sliding friction between them. Leaks of combustion products between the screw and the flange seal are directed in the same direction as the air flow from the screw, as a result of which their energy is added to the energy of the main air flow.

 When the screw rotates, the centrifugal flow inside the blades increases the vacuum in the suction channel. Ignition of the combustible mixture is carried out by spark plugs located on the flange seal inside each combustion chamber. The width of the outlet is made slightly wider than the thickness of the rotor dividing walls, due to which the flame front is transferred from one combustion chamber to another, which ensures the process of self-ignition of the combustible mixture during operation, and the ignition system is used only for starting.

 In FIG. 1 shows a conditional cross section of a motor screw; figure 2 is a conditional longitudinal section of a motor screw; figure 3 is a cross section of the blade; in Fig.4 the moment of self-ignition of the combustible mixture due to the transfer of the flame front from one combustion chamber to another.

 The motor screw consists of a fixed rotor 1 of a rotating sleeve with blades 2, interconnected by means of a shaft 3, a hollow inside and bearing bearings 4. The nut and thrust bearing 5 allows you to adjust the thermal clearance between the sleeve and the rotor. Through the hole inside the shaft passes the rod 6, ending with a regulating cone 7, which has openings for spraying the fuel supplied through the fuel line 8. The screw sleeve has a constriction forming an inlet 9, which serves for air intake, the effective section of which is regulated by the cone 7 when the rod 6 is moved along its axis. This allows you to adjust the amount of fuel-air mixture entering the combustion chamber 10, which through the holes 11 when rotating the screw are alternately paired with the inlet 9. The ignition of the fuel-air mixture at startup is carried out by spark plugs 12. The combustion products through the exhaust holes 13 fall into exhaust channels 14, made inside the blade along the input edge and ending with a slit-like hole 15, located opposite the exhaust hole 16, directing the exhaust gases along the tangent hydrochloric blades to the circle of rotation. In this case, a vacuum is created in the channel 17, which through the holes 18 and holes 11 purges and fills the combustion chambers 10 with a fresh fuel-air mixture. Flange 19 is designed for mounting the motor screw at the installation site.

 In FIG. 3 shows the operation of the ejector.

 In FIG. 4 shows the process of transferring the flame front from one combustion chamber to another at the moment of transition of the outlet 13 above the top of the rotor tooth, since the width of the tooth is slightly less than the width of the outlet. The arrow indicates the direction of rotation of the screw sleeve. Spark plugs 12 mounted on the flange of the seal 20 (FIG. 2) are located near the top of the rotor tooth on the left side (FIG. 4). The ignition timing should occur with the beginning of the opening of the outlet. In this case, the flame front will propagate from one vertex of the tooth to another, which is necessary for more complete combustion of the fuel-air mixture in the volume of the combustion chamber, and not in the exhaust channel.

 The use of this motor-propeller in aviation and shipbuilding will increase the reliability of aircraft, hovercraft and similar devices, simplify their design, reduce weight due to the lack of a transmission for transmitting rotation to the engine shaft (in the design of rotorcraft), and increase the useful volume of the aircraft apparatus. Since there is no sliding friction between the rotor and the motor-screw hub due to the presence of thermal gaps, the motor-screw does not require lubrication, except for the lubrication of the shaft bearing bearings, which facilitates the operation of the device. In the manufacture of a zero-pitch motor screw, i.e. without the angle of attack of the blades, the motor-screw can be used as a conventional rotary internal combustion engine, the torque from which can be taken from the shaft of the screw hub.

Sources of information
1. Colombian patent N 445199, B 64 C 27/08 from 02.25.1969 (prototype).

 2. RF patent N 370353, F 02 B 55/00 of 01/15/1973.

 3. Auth. testimonial. 992778 F 02 K 11/00, F 02 B 53/00 dated 01/30/83.

 4. Auth. testimonial. SU, 1719695, A1 F 02 K 11/00 dated 03/15/1992.

Claims (1)

 Aircraft propeller, for the rotation of which gas jets are used, tangential to the circle of rotation of the blades, characterized in that, in order to simplify the design of the screw, the exhaust gases of a rotary engine located in its hub and consisting of a four-tooth rotor having on the one hand, a flange seal and a through hole along the axis, in which there are bearing bearings for fastening the shaft of the screw sleeve, adjacent its inner plane to the second side of the mouth having a cylindrical cavity with a height equal to the width of the rotor teeth, forms four combustion chambers due to the inner cylindrical surface, separated by the teeth of the rotor and having inlet and outlet openings made in the body of the screw hub, by which combustion products through exhaust channels made inside the blades are fed into nozzles having a slit-like shape and located at the ends of the blades, and create, in another channel made in the body of the blade, a vacuum due to ejection used for purging and suction of the combustible mixture into the interdental space of the rotor with its subsequent ignition due to the transfer of the flame front from one combustion chamber to another at the time of opening the outlet, since the width of the outlet is made slightly larger than the width of the rotor tooth.

Images