阅读说明：本技术 无扇叶气动喷气发动机 (Bladeless pneumatic jet engine ) 是由 万学先 于 2018-08-06 设计创作，主要内容包括：本发明名称是无扇叶气动喷气发动机,所属航空航天领域。其主要目的就是能使安装了本发明的发动机的飞行器大幅提升飞行速度,实现真正意义的超高速飞行。本发明是采取一种全新的设计思想,以初始速度为基础,以气流相对速度差为依托。提供了一种供飞行器使用的无扇叶气动喷气发动机。本发明从根本上摒弃了现有喷气发动机的工作思维和研究方法,提出了本人取名为喉管以及所谓门的单向导流技术的方案,利用速度产生的压力差,动态地考虑飞行器的推力问题。同时,降低了油耗、制造成本以及延长了发动机的使用寿命,增加了飞行器的巡航半径,实现静默飞行。(The invention discloses a flabellless pneumatic jet engine, belonging to the field of aerospace. The main purpose of the invention is to greatly increase the flying speed of the aircraft provided with the engine and realize the true ultra-high speed flight. The invention adopts a brand new design concept, takes the initial speed as the basis and takes the relative speed difference of the airflow as the basis. An airless jet engine for use with an aircraft is provided. The invention fundamentally abandons the working thinking and research method of the existing jet engine, provides a scheme of the unidirectional flow guiding technology named as a choke and a so-called door, and dynamically considers the thrust problem of an aircraft by utilizing the pressure difference generated by the speed. Meanwhile, the oil consumption and the manufacturing cost are reduced, the service life of the engine is prolonged, the cruising radius of the aircraft is increased, and silent flight is realized.)

1. An air jet engine without fan blades for an aircraft comprises a basic model and two improved models. The method is characterized in that: the basic model and the improved model both adopt the scheme of the one-way flow guiding technology named as a throat pipe and a door by the inventor.

2. The throat of an airless jet engine as set forth in claim 1, wherein: the part named as the throat comprises an air duct, an air supply pipe, a throat knot and an umbrella-shaped sealing door.

3. The laryngeal knot of claim 2, wherein: the part named as the laryngeal prominence comprises a laryngeal prominence shell, a laryngeal prominence cavity and a laryngeal prominence baffle.

4. The laryngeal knot housing of claim 3, wherein: the shell of the laryngeal structure is similar to a conical shell structure and is connected with the air supply pipe.

5. The laryngeal barrier of claim 3, wherein: the front part of the laryngeal barrier is in a conical shape, and the rear part of the laryngeal barrier is in a parabolic shape.

6. The umbrella-shaped door seal of claim 2, wherein: the part named as umbrella-shaped sealing door is formed by combining a plurality of metal sheets according to a certain design.

Technical Field

The invention relates to the aspects of national defense and military, belongs to the field of aerospace, and particularly provides a high-speed jet engine for an aircraft.

Background

Jet engines used by airplanes in the world at present all work by using a working principle that a fan blade system in a propeller mode is combined with a combustion chamber, and fan blades are divided into two groups; one group of fan blades are used for generating air intake and improving air intake compression ratio at the air inlet to provide enough air for the combustion chamber, and the other group of fan blades are arranged at the tail part of the combustion chamber and are used for generating rotary power under the blowing of strong tail jet flow and then driving the air inlet fan blade group to rotate through the central shaft, so that the circulation is continuously carried out, the rotary power and tail air flow thrust are formed, and different types are separated according to the composition structure and the application. However, in any type of engine, the core is the same point that the combustion chamber and the fan blade system work in cooperation with each other, and the core of the existing engine is also the core of the existing engine.

The working principle of the engine is the working principle of the jet engine used by the current aircraft. What is a problem with aircraft that rely on such jet engines for propulsion?

First, the thrust of the tail stream generated by such engines operating with a system of blades in conjunction with a combustion chamber is indeed sufficiently strong and the ejection speed is sufficiently fast, when the aircraft is at takeoff or at a speed which is not extremely fast. However, when the aircraft is lifted continuously to enter a high-speed motion state, because the fan blade system works in a spiral mode (as compared with screwing in a workpiece), the air inlet speed generated by the rotation of the fan blades is limited to be basically consistent with the air flow speed outside the aircraft body, and the speed at the moment is the limit speed of the aircraft, so that the aircraft cannot be lifted continuously.

Secondly, because the tail jet flow at the tail part of the combustion chamber needs to have a part of energy as power for generating the rotation of the fan blades, the energy sprayed by the tail gas is reduced, and the tail jet flow cannot be used for completely doing work for the pushing of the aircraft.

Thirdly, during the high-speed flight of the aircraft, the fuel supply must be maintained at a high fuel supply amount, so that the fuel consumption is high, the fuel saving is not facilitated, and as a result, the flight distance of the aircraft is shortened greatly.

Fourthly, the engine has a complex structure and strict requirements on various technical indexes, so that the production and the manufacture are difficult and the maintenance is difficult.

Fifthly, due to the restriction of materials, the service life of the engine is also influenced, and the possibility of accidents at any time is very high.

Sixth, mechanical failure and mechanical noise are also large due to the high speed movement of the fan blades of such engines in the airflow, and the mechanical operation of the fan blades and the rotating shaft system.

In summary, the engine with the fan system and the combustion chamber has many disadvantages and shortcomings, but it is undeniable that the engine has certain advantages, such as better output of rotation energy, because the rotation speed and the torque can reach higher indexes. Similar to the motor, the effect is still quite good if the output of the rotational energy is mainly used, especially for outputting the high-speed rotational energy. For example, it can be used to power a high speed blower.

Disclosure of Invention

Firstly, the invention is based on the basic model of the flabellless pneumatic jet engine, and two improved flabellless pneumatic jet engines are respectively added, which mainly aims to greatly improve the flying speed of an aircraft and simultaneously reduce the production difficulty and the production cost of the engine.

The technical problem solved by the invention is as follows:

1. a brand-new design idea is adopted, the working principle of the existing jet engine is abandoned, and the flabellum-free pneumatic jet engine is designed by using another idea, so that the speed is improved, the flying capability which is several times higher than that of the existing jet engine is achieved, and even the attack of a missile can be easily avoided.

2. Because the engine has no fan blades, the obstruction of air entering the engine is small at high speed, and the tail jet flow is fully used as the flight power of the aircraft, so that the navigation speed can reach extremely high speed, and in principle, the speed only depends on the oxygen content in the air and the firmness of the aircraft body structure.

3. When the flabellum-free pneumatic jet engine flies at a high speed, all tail jet flow is used for doing work for the flight of the aircraft, so that fuel oil combustion only needs to maintain a certain gas expansion ratio, the oil consumption is saved more, and the cruising time of the aircraft is prolonged.

4. The problem of current jet engine main part be difficult for manufacturing and each item technical index be difficult to satisfy is solved to this no flabellum pneumatic jet engine simple structure makes the manufacturing engine easier, has also reduced manufacturing cost.

5. Because the principle of gas flow mode is used for working, strong mechanical motion is avoided, noise is greatly reduced, and silent flight can be realized.

6. Many links are reduced in the aspect of maintenance of the engine, the failure rate is also infinitely reduced, the service life of the engine is greatly prolonged, and safety guarantee is also greatly improved.

Thirdly, the working principle and the working process of the invention are as follows:

the bladeless pneumatic jet engine is divided into a basic type and an improved type, and the improved type is generated by adding a secondary combustion chamber and corresponding facility improvement on the basis of the basic type. In addition, the invention solves the problem of gas flow direction by the designed door technology, thereby ensuring the aim of no fan blade of the jet engine. The main purpose of the added secondary combustion chamber is to improve the working efficiency and the working performance of the starting stage and the flying stage, thereby increasing the thrust of the engine. In order to be able to better illustrate the working principle and the technical solution adopted for an airless jet engine, it is necessary to start with the basic model of the engine. The basic type of the flabellless pneumatic jet engine is shown in a schematic structure diagram (figure 1), and the flabellless pneumatic jet engine consists of an air inlet, a throat pipe, a combustion chamber and a tail nozzle.

Before the working process of the flabellless pneumatic jet engine is explained, the throat part must be explained, because the throat part is the core part of the engine, and the working principle and the working process of the flabellless pneumatic jet engine can be better understood only by knowing the working principle of the throat. The part is named as the throat pipe, and is mainly used for better and simply and briefly describing the part in terms of characters, and in the process of describing the work of the engine, the throat pipe is used for simply and clearly describing various work states of the engine when the part is described; in addition, the structure itself is also the throat of the engine. Therefore, this part was named throat.

The throat pipe is shown in the structural schematic diagram (figure 2) and comprises a main air duct 1, a throat knot 2, an umbrella-shaped sealing door 3 and a compressed air supply pipe 4.

Wherein, the two parts of the (umbrella-shaped sealing door 3) and the (throat knot 2) are the most important and are the core of the whole throat pipe.

(umbrella-shaped sealing door 3) can have various designs, and the umbrella-shaped sealing door is formed by combining a plurality of metal sheets according to certain designs, is opened and closed like an umbrella, is opened and closed between an air duct and a combustion chamber, and has the function of forcing air to flow in a single direction. Therefore, the umbrella-shaped sealing door is named as an umbrella-shaped sealing door according to the sealing function.

The laryngeal knot 2 is composed of a laryngeal knot shell 11, a laryngeal knot cavity 12 and a laryngeal knot baffle 13, and the schematic diagram is shown in figure 3. The casing 11 is similar to a cone structure, so that the outer wall of the casing 11 can generate a certain compression ratio for the airflow entering the main air duct 1, see the density of arrows in the air duct (fig. 6). In addition, the wall of the throat housing 11 shown in FIG. 3 is distributed with several rows of small holes, which are connected to the compressed air supply pipe 4, and the compressed air supply pipe 4 and the throat housing 11 are connected in a tangential manner, which is a circle, as seen in the schematic left view of the throat structure in FIG. 2. The purpose is to make the compressed air form high-speed spiral rotation when entering the hollow throat 12 through the compressed air supply pipe 4. In (fig. 3), in order to facilitate understanding of the working principle of the laryngeal structure, it is necessary to specifically explain here that the connecting bracket (the laryngeal structure housing 11) and the laryngeal structure stopper 13) are not shown in the drawing (and actually the laryngeal structure stopper 13 is connected to the inner wall of the laryngeal structure housing 11 through the bracket). To better illustrate the working principle of the throat, the role of the (laryngeal prominence baffle 13) in the laryngeal prominence must first be explained.

The function of the (laryngeal barrier 13) is two:

first, the perspective view (figure 3) of the (throat baffle 13) is that its front part is conical shape, which can make the high speed spiral compressed gas entering into the (throat cavity 12) form trumpet-shaped high speed spiral airflow under the action of the (throat baffle 13) in the way of blowing to the combustion chamber, if not (throat baffle 13), only high speed spiral airflow can be formed, but not trumpet-shaped high speed spiral airflow, so the high speed trumpet-shaped spiral airflow is formed, because the high speed trumpet-shaped spiral airflow has three advantages, its ①, which can form negative pressure in the (main air duct 1) of the (umbrella-shaped sealing door 3) and the throat, force the (umbrella-shaped sealing door 3) to open, thus the air of the engine inlet is sucked into the combustion chamber, its ②, which can form a wrap to the middle part of the combustion chamber, making the temperature of the center part of the combustion chamber highest, its ③, the trumpet-shaped high speed spiral airflow is not directly blowing to the combustion chamber outlet, thus the air of the combustion chamber moves along the path, thus the combustion chamber is heated, and the combustion chamber is heated, thus the time and the combustion chamber is increased.

Secondly, the rear part of the (throat) baffle body 13 is a parabolic circular structure, and according to the design concept of the invention, the spraying direction of the (fuel nozzle 5) is opposite to the central point of the parabolic structure, and the installation position is shown as (fuel nozzle 5) in figure 1. In this way, the flame ejected from the flame nozzle installed in this position forms a swirl-shaped flame, and the swirl-shaped flame also serves to increase the path of fuel combustion and to satisfy the function of sufficient combustion as much as possible. And the spiral airflow is matched, so that the combustion temperature of the combustion chamber is favorably improved, and the gas expansion ratio is fully improved. In addition, the safety of the flame is also ensured, namely the flame is not easy to extinguish.

The structure of the compressed air supply pipe 4 is in a flat oval shape, and four functions are provided, wherein one function is to convey compressed air provided from the outside into the hollow throat 12; secondly, the air supply pipe 4 is connected with the hollow throat shell 11 in a tangential manner of a circle, as shown in the schematic left view of the throat structure (figure 2), in order to make the air flow blown into the hollow throat 12 move spirally. Thirdly, when the outside air enters the air channel through the air inlet, the outside air entering the air channel also generates spiral motion and is consistent with the rotating direction in the combustion chamber under the guiding action of the compressed air supply pipe 4. Fourthly, the compressed air supply pipe 4 also plays a role of a bracket for fixing the throat node 2 in the air duct 1.

The working principle of the throat pipe is as follows:

according to the functions of the (umbrella-shaped sealing door 3) and the (throat node 2), the working principle of the throat pipe is realized based on the functions. The throat pipe is shown in a schematic structural diagram (figure 2), because the function of the umbrella-shaped sealing door 3 is to open and close the passage between the main air duct 1 and the combustion chamber, and the opening and closing state is determined by the pressure on two sides of the umbrella-shaped sealing door 3 and is automatically opened or closed or is in a semi-opening and closing state, so that the effective work of the engine can be ensured. The working process for the throat is described below;

as shown in fig. 4, when the compressed air supplied from the outside enters from the inlet end of the compressed air supply pipe 4 and is injected to the hollow throat 12 through the compressed air supply pipe 4, since the compressed air supply pipe 4 is arranged in a tangential manner of a circle, a high-speed rotating spiral air flow is formed in the hollow throat 12, and the air flow forms a high-speed rotating trumpet-shaped spiral air flow under the action of the inner wall of the hollow throat 11 and the hollow throat stopper 13, and since the high-speed rotating trumpet-shaped spiral air flow moves to the tail direction of the nozzle along the inner walls of the umbrella-shaped sealing door 3 and the combustion chamber in the process of being blown to the combustion chamber, a negative pressure is formed in the inner side of the umbrella-shaped sealing door 3 and the main air duct 1 of the hollow throat. The opening degree of the umbrella-shaped sealing door 3 is automatically adjusted according to the pressure difference of the two sides of the door, and due to the action of the horn-shaped spiral airflow rotating at high speed, the umbrella-shaped sealing door 3 can be opened towards the interior of the combustion chamber, so that air sucked into the air inlet enters the combustion chamber, and participates in combustion together as shown in fig. 5.

In order to better understand the working principle of the throat, the most intuitive method is to show the throat in schematic diagrams in different working states.

(fig. 4) is the initial state that the compressed air provided outside enters the throat through the compressed air supply pipe 4, and at the time (the umbrella-shaped sealing door 3) is in the fully closed state, the gas flow of the throat is schematically shown.

(fig. 5) is a schematic view of the gas flow of the throat pipe when compressed air provided from the outside enters the throat pipe through the compressed air supply pipe 4 and forms negative pressure inside the umbrella-shaped sealing door 3 so that the umbrella-shaped sealing door 3 is just opened.

FIG. 6 is a schematic view showing the flow of gas in the throat when the umbrella-shaped shutter 3 is fully opened.

1. The basic type of the flabellless pneumatic jet engine works according to the following principle:

(figure 1) is a structural schematic diagram of the basic type of the flabellless pneumatic jet engine, and the working principle of the engine is based on the working principle of a throat pipe and the matching of an air inlet, a combustion chamber and a tail nozzle. Since in this design it is necessary to have available a powerful compressed air supply for the engines, a blower system for supplying the engines with compressed air must be installed on board the aircraft. Since the invention is primarily directed to the engine part and the blower system is only conventional. The purpose of the flabellless pneumatic jet engine is to increase the flight speed of the aircraft, so that the introduction of a blowing system is not involved.

Since the flabellless air jet engine is mounted on an aircraft, the operation state of the aircraft can be divided into two states, namely a starting state and a flight state.

A starting stage: at start-up, as shown in fig. 7, a blower system installed on the aircraft supplies strong compressed air to the engine, and the compressed air enters the inside of the throat (2) (throat cavity 12) through the compressed air supply pipe (4) and is blown into the combustion chamber through the action of the throat baffle (13), and at the same time, the combustion nozzle (5) in the combustion chamber is ignited. The fuel is combusted with air in the combustion chamber through the burner 5, heating the air in the combustion chamber, and expanding the air continuously entering the combustion chamber. Due to the existence of the umbrella-shaped sealing door 3, the expanded air can be flushed out only through the tail nozzle to generate thrust, so that the aircraft provided with the engine is pushed to move forwards, and the purpose of pushing the aircraft to take off is achieved.

A flight phase: when the aircraft is under the pushing action, the speed of the aircraft is increased until the takeoff process is completed. After take-off, the aircraft has a speed, and the pressure in the (main duct 1) increases with increasing speed in the air intake opening facing forward because of the speed. Then, (the umbrella-shaped sealing door 3) can be gradually opened under the combined action of the pressure which is transmitted to the throat pipe (the main air duct 1) from the air inlet and the negative pressure at the inner side of the (the umbrella-shaped sealing door 3). In addition, because the front end area of the air inlet is larger than the rear end area of the air inlet, a certain compression ratio is generated when the airflow enters the throat (the main air duct 1), so that the pressure is increased, and the flow rate of the gas is also increased. Therefore, air at the front end of the engine also enters the combustion chamber to be combusted, and the thrust of the tail nozzle is further increased. The speed of the aircraft is increased along with the increase of the thrust, so that the opening degree of the umbrella-shaped sealing door 3 is increased, the air is introduced more and more, and the virtuous cycle is realized until the opening degree of the umbrella-shaped sealing door 3 is maximized, and the speed of the aircraft also reaches extremely high speed. The aircraft has now entered a flight phase at extremely high speed. As shown in figure (fig. 8).

Because the fan blades of the existing engine are not used, the resistance on the windward side of the air inlet of the engine is reduced, and meanwhile, the energy loss of the tail nozzle caused by the fan blade system is avoided. So, even though some drag may still be present, the drag is nearly negligible compared to existing engines, so the speed of the aircraft at this point should be several times that of existing engines. In such high-speed flight situations, the blower system installed on the aircraft can be substantially deactivated, the engine can no longer be supplied with air, or a small supply of air can be maintained, depending on the situation. The fuel supply to the combustion chamber only needs to be maintained at a level that overcomes the drag of the aircraft in flight, thus saving fuel and increasing cruising distance.

Since this basic flabellless pneumatic jet engine is in the takeoff phase, it relies entirely on the blower system installed on the aircraft to provide compressed air. In order to meet the thrust required to start the aircraft, sufficient compressed air must be provided to the basic engine. In order to provide sufficient compressed air, the power of the blower must be increased, which increases the energy consumption during the takeoff phase of the aircraft. In particular, the takeoff phase of the aircraft is basically the heavy-load takeoff, so that the aircraft cannot take off even at all except for large takeoff energy consumption, and the defects of the basic type of the bladeless pneumatic jet engine exist.

Of course, if the aircraft is large in volume, a plurality of engines can be installed, the blower system can be large, the fuel loading is sufficient, and the problem does not exist.

Just because the basic model of the flabellless pneumatic jet engine has the problem of the starting stage, the invention designs two improved flabellless pneumatic jet engines on the basic model aiming at the problem. The improved engine is designed to solve the problem that the takeoff requirement of the aircraft cannot be effectively pushed because the blower system equipped in the aircraft cannot provide strong enough compressed air when the aircraft takes off, particularly when the aircraft takes off under heavy load. The main design idea is to fully utilize external facilities to help the aircraft to take off so as to overcome the problem of difficult taking off of the aircraft. The invention aims to fully utilize the advantage that various facilities can be additionally arranged on the ground, namely, the ground facilities are utilized to help the aircraft take off as much as possible, so that the consumption of necessary configured equipment and energy sources of the aircraft is reduced as much as possible, and the aircraft takes off with assistance. The design is that a blower station is specially built on the ground, and because the design is built on the ground, the size, the weight and the energy supply do not need to be considered, a blower station with very strong power can be built. With the blower station, the air is led to the takeoff tower or the takeoff runway of the aircraft through the pipeline, and finally the air is connected with the engine on the aircraft through the rubber hose, so that sufficient assistance can be provided for the takeoff of the aircraft. The improved engine of the present invention is designed to assist aircraft takeoff by providing robust ground support. Two improved types of bladeless pneumatic jet engines are described below.

2. Flabellum-free pneumatic jet engine improved 1:

the schematic diagram of the modified flabellum-free pneumatic jet engine 1 is shown in fig. 9, which is formed by adding a compressed air supply box 6, a secondary combustion chamber, a starting compressed air supply box 8, an intermediate air door and a starting air inlet pipe 7 on the basic flabellum-free pneumatic jet engine. As can be seen from the illustration in (fig. 9), there is an intermediate damper between the primary and secondary combustion chambers which acts to prevent the reverse flow of gas from the secondary combustion chamber into the primary combustion chamber, i.e. the direction of gas flow is unidirectional and can only flow from the primary combustion chamber to the secondary combustion chamber.

The structure of the intermediate damper is shown in fig. 10, which shows a state in which the damper is fully opened. The middle air door is formed by forming a plurality of round holes on a round metal plate, and consists of a plurality of big holes and small holes, and each hole is provided with 4 triangular air doors and a cross-shaped supporting frame. The specific structure of each hole is shown in fig. 11, wherein the cross-shaped support frame is used for supporting the air door when the air door is closed. Further, (fig. 12) shows three positions of the triangular damper in the opened and closed states, respectively.

Similarly, the operating state of the flabellless turbojet improved 1 will be described in two states, namely a start phase and a flight phase.

A starting stage: as can be seen from the illustration (fig. 9), the flabellless pneumatic jet engine modification 1 adds a secondary combustion chamber to its basic form, and its function is to provide sufficient starting air for the aircraft on which it is installed, mainly during the starting phase, by means of the powerful compressed air provided by the ground blower station. It should be noted that, unlike the basic model of an airless jet engine, the blower system installed on the aircraft may not be activated at all during the start-up phase, or may be activated to ensure the safety after takeoff, but it is not necessary to operate at full load, and it is only necessary to perform the function of being able to quickly put into normal operation after takeoff.

In order to better describe the flabellless pneumatic jet engine modification 1, at start-upOperating mode, (fig. 13) shows a schematic view of the gas flow at the start of the engine, it being noted that the one shown in the figure

And

is referred to as externally providing compressed air to the engine. WhereinA blowing system arranged on the aircraft is connected to the compressed air supply box 6 through a pipeline to supply compressed air to the primary combustion chamber; while

The ground blower station is connected to a compressed air supply box (8) through a specially designed interface through a pipeline and a rubber hose to provide compressed air for the secondary combustion chamber. In the drawings and the description that follow, reference will be made and described to the extent necessary.

As can be seen from the schematic gas flow diagram (fig. 13), when the aircraft is started, the ground blower station provides powerful compressed air to the secondary combustion chamber of the engine through the pipeline and the interface, and due to the unidirectional gas flow effect of the intermediate damper, the air delivered into the secondary combustion chamber cannot reversely flow into the front primary combustion chamber, but only flows to the tail nozzle at the rear part of the engine. Meanwhile, the secondary combustion chamber of the engine supplies oil to the combustion chamber through the burner 5 and ignites the oil (the burner 5), so that air entering the secondary combustion chamber is heated and expanded, and expanded gas rushes out through the tail nozzle, thereby generating thrust for pushing the aircraft to start and achieving the purpose of heavy-load takeoff.

Due to the powerful compressed air provided by the ground blower station, the aircraft driven by the engine is accelerated gradually from rest under the action of starting thrust until the speed reaches the speed required by the takeoff of the aircraft. After the aircraft departs from the ground, the starting task provided by the ground blower station is completed. To this end, the rubber hose connected to the engine is disconnected from the aircraft by means of a specially designed interface, and at the same time the interface of the engine is automatically closed, so that the (start compressed air supply tank 8) is closed off from the passage for supply of start compressed air and from the outside. Meanwhile, the first-stage combustion chamber is rapidly put into normal operation, and the aircraft enters a flight stage.

A flight phase: after the aircraft takes off, the umbrella-shaped sealing door 3 is gradually opened due to the certain speed of the aircraft, as in the basic model of the flabellless pneumatic jet engine. The faster the speed, the larger the opening degree of the (umbrella-shaped sealing door 3); in the virtuous cycle that the speed is higher as the opening degree of the umbrella-shaped sealing door 3 is larger, the speed of the aircraft can reach unprecedented high-speed flight.

The schematic gas flow diagram of the flabellless jet engine modification 1 when the aircraft enters the high-speed flight phase is shown in the figure (fig. 14). In normal flight, the engine (the umbrella-shaped sealing door 3) has an automatic adjusting function according to the pressure of the inner side and the outer side and is supported by the speed of the aircraft according to the function of the throat pipe. At this time, the fuel should be consumed to maintain the speed of the aircraft and maintain a certain air expansion ratio. That is, the aircraft may cruise at such a high speed as long as the resistance of the air to the aircraft at that time can be maintained against. In this way, fuel consumption can be minimized.

In the normal flight phase of the flabellless pneumatic jet engine modified type 1, although the secondary combustion chamber can perform secondary combustion on oxygen which is not fully combusted in the primary combustion, the capability of the secondary combustion chamber is not utilized better. In order to be able to make better and more efficient use of the secondary combustion chamber, the aircraft is then powered up again. Therefore, the invention improves the flabellless pneumatic jet engine on the basis of the improved flabellless pneumatic jet engine 1, thereby designing the improved flabellless pneumatic jet engine 2.

3. Flabellless pneumatic jet engine improved type 2:

in order to increase the starting power of the basic model of the flabellless pneumatic jet engine, a flabellless pneumatic jet engine improved model 1 is designed, and auxiliary facilities of a ground blower station are added. Then, also in order to increase the flight power of the flabellless air jet engine modified type 1, a flabellless air jet engine modified type 2 is designed.

The structure schematic diagram of the flabellless pneumatic jet engine modified type 2 is shown as (fig. 15). It can be seen from the figure that the improved flabellless air jet engine 2 is formed by adding one (outer air duct 9) and the other (umbrella-shaped sealing door 3) on the basis of the improved flabellless air jet engine 1. In addition, the (compressed air supply tank 6) is also moved outward, and the (compressed air supply duct 4) is also lengthened, so that the (compressed air supply duct 4) also passes through the (outer duct 9). Thus, when the external air passes through the external air duct 9, the air entering the external air duct 9 also generates spiral motion under the guiding action of the external shape of the compressed air supply pipe 4, and the rotating direction is consistent with the rotating direction of the main air duct 1, as in the main air duct 1.

A starting stage: the schematic flow of the air flow during the start-up phase of the flabellless aerodynamic jet engine modification 2 is shown in fig. 16. Since (the umbrella-shaped sealing door 3) between (the outer air duct 9) and (the starting compressed air supply tank 8) is completely closed, it can be seen from the figure that the starting phase of the flawless turbojet 2 is the same as the starting phase of the flawless turbojet 1. That is, flabellless aero-jet engine modification 2 is identical to flabellless aero-jet engine modification 1 in the start-up phase.

A flight phase: the difference between the flabellless air jet engine modified type 2 and the flabellless air jet engine modified type 1 is mainly embodied in the flight stage, and the schematic airflow flow diagram in the flight stage is shown as (fig. 17). As can be seen from this figure, the flow of air (outer duct 9) is increased when the aircraft is in flight, except as is the flow of air (main duct 1) of the flabellless aero-jet engine modification 1. As can be seen from the illustration in (fig. 17), since the aircraft is in a state of high-speed flight, the (umbrella-shaped sealing door 3) between the (outer air duct 9) and the (start compressed air supply tank 8) opens as a function of the pressure difference due to the speed, so that outside air enters the (outer air duct 9) in addition to the (main air duct 1) and is supplied to the secondary combustion chamber via the (umbrella-shaped sealing door 3) and the (start compressed air supply tank 8). Therefore, the secondary combustion chamber not only can carry out secondary combustion on air which is not completely combusted in the primary combustion chamber, but also obtains fresh air entering through the (outer air duct 9), so that the air is combusted more fully. Thus, the flabellless air jet engine modification 2 burns air through two combustion chambers, as if two engines were operating. It is also conceivable that the propulsion force generated through the jet nozzle of the engine is also enormous.

The foregoing is the primary description and illustration of the invention. Because the flabelless pneumatic jet engine of the present invention operates on a speed basis, it does not simply emphasize thrust-to-weight ratio in the static state, unlike the traditional static thinking approach. But rather the ratio of the relative velocities between the aircraft and the relatively stationary air in space is an important consideration. And instead, the main task of the starting stage is handed to the ground blower station, and the ground blower station is used for helping the aircraft to meet the task of thrust-weight ratio in a static state. The main task of the flabellless pneumatic jet engine of the present invention is speed.

Drawings

1. For the purpose of describing the operating principle of the flabellless air jet engine of the present invention, the respective local operating states and the overall operating states will be described in more detail. Therefore, the drawings are basically schematic diagrams (except for fig. 10, 11 and 12).

2. In the schematic drawings fig. 2, 4, 5, 6, the left side views are given so as to illustrate that the gas flow is such that it can be as shown in (fig. 18) (arrows indicate gas flow direction). Because the space between (the compressed air supply pipe 4) is sufficiently large.

3. In all the illustrations, the connecting brackets (13) to the inner wall of the housing (11) are not shown, again to better illustrate the flow of the gas stream. In fig. 3, a perspective view of the (laryngeal prominence 13) is given specifically for the purpose of actually understanding the specific structure of the (laryngeal prominence 13).

4. Attached drawings title

FIG. 1 is a schematic view of the basic structure of a flabellless pneumatic jet engine

FIG. 2 is a schematic view of a throat structure

FIG. 3 is a schematic view of the structure of the laryngeal prominence 2 and a perspective view of the laryngeal prominence 13

FIG. 4 is a schematic view of the closed state of the umbrella-shaped sealing door

FIG. 5 is a schematic view of half-opened state of the umbrella-shaped door

FIG. 6 is a schematic view of the fully opened state of the umbrella-shaped door

FIG. 7 is a schematic view of the basic type start-up phase airflow of the flabellless pneumatic jet engine

FIG. 8 is a schematic view of the basic type flight phase airflow of the flabellless pneumatic jet engine

FIG. 9 is a schematic view of an improved structure 1 of a flabellless pneumatic jet engine

FIG. 10 is a view showing a structure of a middle damper (triangular damper in a fully opened state)

FIG. 11 is a detailed view of a single hole (triangular damper closed in front view)

FIG. 12 is a schematic view of the three positions of the triangular damper opening and closing

FIG. 13 schematic view of the airflow at start-up phase of the improved Bladeless turbojet 1

FIG. 14 schematic view of the modified Bladeless aerodynamic jet Engine 1 flight phase airflow

FIG. 15 is a schematic view of an improved Bladeless pneumatic jet engine 2

FIG. 16 schematic view of the airflow at the improved 2-start phase of a flabellless pneumatic jet engine

FIG. 17 schematic view of the modified 2 flight phase airflow of the flabellless pneumatic jet engine

FIG. 18 is a schematic view of the flow of air through the spaces between the compressed air supply pipes 4

5. Reference numerals

In all figures: 1. a main air duct; 2. a laryngeal prominence; 3. sealing the door in an umbrella shape; 4. a compressed air supply pipe; 5. a fuel burner; 6. a compressed air supply box; 7. starting an air inlet pipe; 8. starting a compressed air supply box; 9. an outer air duct;

wherein (throat 2) is shown in a structural schematic diagram: 11. a laryngeal prominence housing: 12. a laryngeal prominence cavity; 13. the laryngeal prominence keeps off the body.

Detailed Description

The specific embodiment of the invention is as follows:

one important link for improving the flabellless pneumatic jet engine is an interface device for providing assistance for takeoff of an aircraft. The key point for ensuring whether the invention can be implemented is to ensure that the rubber hose can be separated from the connected rubber hose in time at the moment of taking off of the aircraft. While such solutions are available in many varieties, I have also conducted extensive research and have expended considerable effort. For this reason, the latter patent application is prepared and is intended to assume a double-safety configuration, which is not described in detail here.

Secondly, for the improved flabellum-free pneumatic jet engine 2, because the outer air duct 9 is added, according to the high-speed flowing property of air, when high-speed airflow enters the main air duct 1 and the outer air duct 9 at the same time, the vibration of the air duct wall between the two air ducts is easily caused. For this purpose, a flow guide bracket is added at the inlet of the main air duct 1 and the outer air duct 9 to eliminate the vibration of the air duct wall. The guide bracket is used not only to eliminate the vibration of the air duct wall, but also to guide the incoming air to form a spiral motion like the external shape of the (compressed air supply pipe 4).

And thirdly, the construction of the blower station must meet the requirement of providing enough air for the engine, and the construction is better if the air with higher oxygen content can be provided.

And fourthly, the shape of the rubber hose is produced according to a spiral type and embedded into a spiral steel wire.