WO2026031566A1 - Cage engine - Google Patents

Abstract

A cage engine, comprising a cage cylinder (1), a rotary shaft (2) and a base (3), wherein the cage cylinder (1) is in the shape of a hollow spherical cage; the cage cylinder (1) is arranged on the rotary shaft (2), and the rotary shaft (2) is arranged on the base (3); the cage cylinder (1) can rotate relative to the rotary shaft (2) or/and the base (3). The cage cylinder (1) is composed of a plurality of blades (11), which are distributed around the cage cylinder (1) coaxially with the rotary shaft (2); the plurality of blades (11) are curved and have both ends close to the rotary shaft (2), and the blades (11) are inclined in one direction along the surface of the cage cylinder (1). The rotary shaft (2) is at least partially hollow; fuel is fed through the hollow part of the rotary shaft (2) into the interior of the cage cylinder (1), where the fuel is ignited to generate high-pressure gas that expands outward; the high-pressure gas acts on the blades and then flows out of the cage cylinder (1), and the blades (11) drive the cage cylinder (1) to rotate, thereby outputting kinetic energy. At least one cage cylinder (1) is provided, and a plurality of cage cylinders (1) of different sizes are concentrically nested one inside another.

Description

A cage-type engine Technical Field

This application relates to the field of internal combustion engine technology, specifically a cage-type engine.

Background Technology

Existing internal combustion engines are mainly piston-type and jet-type. In the structure of these two types of internal combustion engines, the piston and impeller are used to perform work and output kinetic energy. The main body of a piston-type internal combustion engine is a cylinder housed inside a robust cylinder block. The piston seals one end of the cylinder. When the fuel inside the cylinder burns, it produces expanding gas, which pushes the piston to reciprocate along the inner wall of the cylinder. This reciprocating motion is converted into gear rotation via a rocker arm. During this process, to ensure that the piston effectively transmits energy, a seal is required between the piston and the inner wall of the cylinder. Piston rings are placed between the piston and the inner wall of the cylinder. Friction between the piston and cylinder wall consumes energy and is prone to damage. This type of internal combustion engine requires a heavy cylinder block to maintain internal pressure. Furthermore, as a combination of cylinder and piston, only the piston's reciprocating motion performs external work; the remaining parts are used to maintain pressure, fix the fuel supply nozzle and spark plug, and set the intake and exhaust valves, etc., without performing external work. Therefore, the structure is complex, heavy, and inefficient, affecting its use. The piston and impeller only constitute a small portion of the overall internal combustion engine components; the majority of the remaining parts are designed for... Internal combustion engines are complex structures with large weights and volumes due to their combustion chambers and other components that provide power for the pistons and impellers. For example, the engine of a small car can account for almost half the weight of the entire vehicle. This has led to the development of several improved technologies. Related applications include (CN1847664A Radial Blade Compressor), (CN2895787Y Rotary Shaft Air-Supply Rotor Engine), (CN102434215A An External Rotor Fluid Power Machine), (GB1205632A A Radial Outflow Steam Turbine with an Integrated Condenser), and (CN104929691A Multifunctional Fluid Engine). These structures utilize radial blades to convert fluid into mechanical kinetic energy. While called engines, they do not generate the energy-carrying fluid themselves; other devices are needed to generate and supply the fluid to these conversion structures. They are not true internal combustion engines. Further improvements are needed on how the high-pressure, high-speed fluid used for power generation is generated and transported to these structures. Patent application (CN2906079Y Internal Combustion Injection Rotor Engine) provides an engine with internal spark plugs. The ignition system and fuel supply system generate high-pressure, high-speed gas that is ejected outward after fuel ignition and combustion. The structure for converting fluid energy into mechanical kinetic energy also employs a radially arranged blade (stator and rotor) structure similar to those mentioned in the previous applications. This radially arranged blade structure can achieve greater torque and reduce volume compared to piston structures and turbine axially arranged blade structures. However, it suffers from the problem of high stress at the blade root, preventing the creation of long blades (a problem also present in existing axially arranged blades). Furthermore, a sufficiently robust disc-shaped structure is needed at the blade root to mount and fix the radial blades, increasing the overall volume and weight. This part of the technology needs improvement. Additionally, the patent application (CN2906079Y Internal Combustion Injection Rotary Engine) still uses the working principle of existing piston internal combustion engines in its fuel ignition and combustion process, namely, "the injection chamber and combustion chamber are spatially misaligned," "this utility model simulates an electric motor structure, combining the principles of piston internal combustion engines and jet engines," and "the number of injection chambers and combustion chambers in the turbine rotor is unequal, resulting in spatial asynchrony between the injection chamber and combustion chamber, affecting combustion..." The combustion chamber creates opportunities for fuel injection and ignition. The ignition system and pump assembly includes structures such as an ignition position sensor, etc. While this structure eliminates the reciprocating motion of the piston in a piston engine, rotating entirely in one direction, thus eliminating inertial losses caused by reciprocating piston motion and eliminating valves, significantly improving efficiency, its structure requires computer control. It needs a precise ignition control system based on the rotor's speed and torque requirements. The principle of creating opportunities for fuel injection and ignition in the combustion chamber is the same as that of a piston internal combustion engine. This is achieved by using a design where the number of injection chambers and combustion chambers on the turbine rotor are unequal, creating spatial asynchrony between the injection chambers and combustion chambers. This results in the opening or closing of a particular injection chamber and combustion chamber, requiring ignition at the appropriate time. Otherwise, it will produce a series of problems similar to those in piston internal combustion engines due to inaccurate ignition timing, leading to low efficiency or even engine damage. Therefore, an ignition system and fuel injection system need to be installed in each combustion chamber, so this part of the technology also needs improvement.

Technical solutions

The purpose of this application is to provide a cage-type engine that has a simple structure, light weight, and improves the power-to-weight ratio of the engine.

To achieve the above objectives, this application provides the following technical solution: a cage-type engine, comprising a cage-type cylinder block, a rotating shaft, and a base. The cage-type cylinder block is in the shape of a hollow spherical cage. The cage-type cylinder block is mounted on the rotating shaft, which is mounted on the base. The cage-type cylinder block can rotate relative to the rotating shaft and/or the base. The cage-type cylinder block is composed of multiple blades. The blades are distributed coaxially around the cage-type cylinder block and the rotating shaft. The multiple blades are bent along the axial direction of the rotating shaft, with both ends close to the rotating shaft. The blades are inclined in one direction along the surface of the cage-type cylinder block. The rotating shaft is at least partially hollow. Fuel is fed into the cage-type cylinder block through the hollow part of the rotating shaft and ignited to generate high-pressure gas that expands outwards. After acting on the blades, the gas flows to the outside of the cage-type cylinder block. The blades drive the cage-type cylinder block to rotate and output kinetic energy.

The blade has a streamlined cross-section.

The chord length of the same blade cross section gradually decreases from the middle to both ends, making it suitable for connection into a cage-type cylinder.

The angle between the chord of the same blade section and the tangent on the surface of the cage cylinder is different from the middle to both ends.

Reinforcing ribs are provided between multiple blades, and the reinforcing ribs are radially surrounding the cage-type cylinder along the axis of rotation. The reinforcing ribs are plate-shaped along the radial direction of the axis of rotation.

The cage-type cylinder body is provided at least one, and multiple cage-type cylinder bodies of different sizes are nested inside and outside the same center.

The blades of the plurality of cage cylinders have progressively increasing cross-sectional chord lengths from the inner layer to the outer layer and/or progressively decreasing angles between the blades and the tangents to the surface of the cage cylinders from the inner layer to the outer layer.

The rotating shaft is equipped with an igniter and a fuel nozzle inside the cage-type cylinder block. The igniter is connected to the inside and outside of the cage-type cylinder block through an igniter tube, and the fuel nozzle is connected to the inside and outside of the cage-type cylinder block through a fuel nozzle tube.

The shaft is also provided with a combustion-supporting agent channel connecting the inside and outside of the cage-type cylinder.

The combustion aid channel is a one-way pipe structure. The resistance of the one-way pipe structure to fluid entering the cage cylinder is less than the resistance to fluid flowing out of the cage cylinder. The one-way pipe structure is a Tesla valve structure.

The rotating shaft consists of two parts: a left shaft and a right shaft. The left shaft and the right shaft are symmetrically arranged at both ends of the cage cylinder body, passing through the center line of the cage cylinder body.

A cone is provided on the inner side of the cage-type cylinder near the rotating shaft, with the tip of the cone facing the center of the cage-type cylinder. The cone surrounds or covers the end of the rotating shaft and is fixedly connected to the cage-type cylinder or to the rotating shaft.

Multiple cage-type cylinders are rotatably connected to a rotating shaft. At the connection point, the multiple cage-type cylinders are connected and fixed to each other, and are connected to the rotating shaft through two bearings.

Multiple cage-type cylinders are concentrically nested together. Between the two layers of the multiple cage-type cylinders, multiple guide vanes are provided to form a guide cage that is coaxially distributed around the cage-type cylinders and the rotating shaft. The guide vanes are located between the blades and are inclined in the opposite direction to the blades. The guide vanes are bent along the axial direction of the rotating shaft with both ends close to the rotating shaft. The cross-section of the guide vanes is hook-shaped.

The length of the chord of the cross section of the guide vane increases sequentially from the inner layer to the outer layer and/or the angle between the guide vane and the tangent of the guide cage surface decreases sequentially from the inner layer to the outer layer.

Reinforcing ribs are provided between multiple flow guide vanes. The reinforcing ribs are radially surrounding the flow guide cage along the rotation axis and are plate-shaped along the radial direction of the rotation axis.

Furthermore, the rotating shaft and the cage cylinder are configured such that the rotating shaft passes through the center line of one or more cage cylinders and is rotatably connected to the cage cylinder, the two ends of the rotating shaft are fixed to the base, the rotating shaft is hollow, and a rotating shaft hole is provided at the position of the rotating shaft near the center of the cage cylinder, the igniter and the fuel nozzle reach the position of the rotating shaft hole through the inside of the rotating shaft, and a power wheel is provided between the outside of the cage cylinder and the base.

The rotating shaft comprises two parts: a left shaft and a right shaft. The left and right shafts are symmetrically arranged at both ends of the cage cylinder body along the center line. The left shaft is fixedly connected to the base and rotatably connected to one or more cage cylinder bodies. The right shaft is fixedly connected to one or more cage cylinder bodies and rotatably connected to the base. The outer side of the base of the right shaft is the power output end. The hollow left shaft connects the inside and outside of the cage cylinder body. The igniter and fuel nozzle enter the inside of the cage cylinder body through the left shaft.

The rotating shaft comprises two parts, a left shaft and a right shaft, which are symmetrically arranged at both ends of the cage-type cylinder body along the center line. The left shaft and the right shaft are fixedly connected to the base and rotatably connected to one or more cage-type cylinder bodies. A power wheel is arranged on the outside of the cage-type cylinder body. The left shaft and the right shaft are hollow, connecting the inside and outside of the cage-type cylinder body. The igniter and the fuel nozzle enter the inside of the cage-type cylinder body through the left shaft and the right shaft, respectively.

The rotating shaft comprises two parts, a left shaft and a right shaft, which are symmetrically arranged at both ends of the cage-type cylinder body along the center line. The left shaft and the right shaft are fixedly connected to the base and rotatably connected to one or more cage-type cylinder bodies. A power wheel is provided on the outside of the cage-type cylinder body. The left shaft and the right shaft are hollow, connecting the inside and outside of the cage-type cylinder body. The igniter and fuel nozzle enter the inside of the cage-type cylinder body through the left shaft. The igniter and fuel nozzle also enter the inside of the cage-type cylinder body through the left shaft. Combustion-supporting channels are also provided on the left shaft and/or the right shaft.

The rotating shaft comprises two parts: a left shaft and a right shaft. The left and right shafts are symmetrically arranged at both ends of the cage-like cylinder body along the centerline. The left shaft is fixedly connected to the base on the outside of the cage-like cylinder body, and the right shaft is rotatably connected to the base on the outside of the cage-like cylinder body. The left shaft is rotatably connected to one or more cage-like cylinder bodies, and the right shaft is fixedly connected to one or more cage-like cylinder bodies. A drive wheel is provided on the outside of the base of the right shaft. The hollow left shaft connects the inside and outside of the cage-like cylinder body. The igniter and fuel nozzle enter the inside of the cage-like cylinder body through the left shaft. The hollow right shaft connects the inside and outside of the cage-like cylinder body. The right shaft has a combustion-supporting channel with a one-way tube structure, which is a Tesla valve structure. The resistance of the combustion-supporting agent entering the cage-like cylinder body through the right shaft is less than the resistance of flowing out of the cage-like cylinder body through the right shaft.

The rotating shaft comprises two parts: a left shaft and a right shaft. The left and right shafts are symmetrically arranged at both ends of the cage-type cylinder body along the center line. The left shaft is fixedly connected to the base and rotatably connected to multiple cage-type cylinder bodies. The left shaft is fixedly connected to a flow guide cage. The right shaft is rotatably connected to the base and fixedly connected to the cage-type cylinder body. The right shaft is rotatably connected to the flow guide cage. The igniter and fuel nozzle enter the interior of the cage-type cylinder body through the left shaft. An accelerant channel is also provided on the left shaft. A power wheel is provided on the outside of the base on the right shaft.

The cage-type engine can be manufactured by sequentially inserting the innermost cage-type cylinder block into the rotating shaft. The cage-type cylinder block can be formed by CNC machining of a sphere with a certain thickness, including blade forming, blade rib forming, and holes for rotating shaft mounting. When a cage-type engine with multiple cage-type cylinder blocks is used, the outer cage-type cylinder block can be hemispherically fitted onto the inner cage-type cylinder block and then welded together. The cage-type cylinder block can also be formed by casting or industrial printing. When casting and industrial printing are used, multiple nested cage-type cylinder blocks can be formed in one step.

The aforementioned cage engine balancing method involves setting balancing patches on the cage cylinder block of the cage engine. These balancing patches are set incrementally or subtractively, i.e., increasing or decreasing the weight at the location of the balancing patch. Furthermore, when the cage cylinder block has multiple layers, the innermost cage cylinder block is first manufactured. A balancing machine is used to rotate the innermost cage cylinder block to find the balance point, and a balancing patch is set at the balance point. Then, the outermost cage cylinder block is manufactured, and the balancing machine is used again to rotate the cage cylinder block to find the balance point, and a balancing patch is set at the balance point. This process of setting balancing patches on multiple layers of cage cylinder blocks sequentially enables the cage engine to operate in a balanced manner.

The cage-type engine operates as follows: fuel is injected into the cage-type cylinder by a fuel nozzle; an oxidizer is pumped into the cage-type cylinder by a gas pump and/or drawn into the cage-type cylinder through a one-way pipe structure; an igniter ignites or detonates the mixture of fuel and oxidizer entering the cage-type cylinder; the combustion or explosion of the fuel generates a large amount of high-temperature, high-pressure gas that rapidly expands and diffuses outwards, filling the cage-type cylinder with high-temperature, high-pressure gas. The gas acts on blades inclined in the same direction on the cage-type cylinder, causing the cage-type cylinder to rotate, outputting power and expelling it from the cage-type cylinder. The rotation of the cage-type cylinder causes the fuel and oxidizer inside to rotate, rapidly mixing and distributing evenly. When the fuel and oxidizer operate in a combustion-explosion manner, an expansion wave is generated. This expansion wave diffuses from the center of the cage-type cylinder outwards, creating a low-pressure state near the center, allowing oxidizer and/or fuel to be drawn in from the hollow shaft for continued operation. The cage-type engine operates more efficiently in a combustion-explosion manner than in a combustion-only manner. Combustion-explosion or combustion can be achieved through existing technologies such as adjusting the mixing ratio of fuel and oxidizer and adjusting the ignition timing. The operation involves: fuel being injected into the cage-like cylinder block via fuel nozzles or/and drawn into the cage-like cylinder block through a one-way pipe structure; and combustion-supporting agent being pumped into the cage-like cylinder block or/and drawn into the cage-like cylinder block through a one-way pipe structure. During the fuel combustion phase, the one-way pipe structure prevents gas leakage from the cage-like cylinder block due to its unidirectional action on the fluid. After the fuel combustion is complete, the internal gas pressure of the cage-like cylinder block decreases, and the cage-like cylinder block draws in combustion-supporting agent from the outside through the one-way pipe structure. During the starting phase of the cage-like engine, the air pump is used to introduce an appropriate amount of combustion-supporting agent into the engine, which is beneficial for engine starting. When there is available combustion-supporting agent in the external environment of the cage-like engine, such as when the engine has sufficient air in the atmosphere, the one-way pipe structure is used to draw in air to conserve the combustion-supporting agent carried by the engine, reducing the consumption of the air pump. When the cage-like engine enters outer space and there is no external air available, the air pump is used to provide the combustion-supporting agent carried by the engine, thereby increasing the applicability of the cage-like engine and improving its utilization efficiency.

The one-way pipe structure includes at least one-way pipe unit. The one-way pipe unit includes an outer pipe wall, an inner pipe wall, and an inner pipe wall support. The outer pipe wall is a conical hollow structure with through holes at the top and bottom. The inner pipe wall is a trumpet-shaped structure with through holes at the top and bottom. The inner pipe wall is suspended inside the outer pipe wall by the inner pipe wall support. The upper and lower through holes of the outer and inner pipe walls are aligned and arranged on the same axis, forming the reverse port and forward port of the one-way pipe unit. The reverse port and forward port form a main channel, and the inner pipe wall and outer pipe wall form a "U"-shaped diversion channel. Multiple one-way pipe units are connected in series to form a one-way pipe. The one-way pipe has an air inlet located outside the cage cylinder and an air outlet located inside the cage cylinder. The air inlet corresponds to the forward port of the one-way pipe unit, and the air outlet corresponds to the reverse port of the one-way pipe unit.

An aircraft includes an aircraft body with an engine nacelle at its front. A cage-type engine is fixedly mounted inside the engine nacelle. An igniter and fuel nozzle, connecting the aircraft's ignition system and fuel supply system, are located inside the left shaft of the cage-type engine facing inwards. A propeller is fixedly mounted on the right shaft of the cage-type engine facing the aircraft's forward direction, and the propeller is fixed to a flange mount outside the right shaft. An exhaust port is provided in the engine nacelle, and the exhaust port passes through an opening on the side of the aircraft body and/or at the tail of the aircraft. The internal combustion-supporting channel is a one-way tube structure. An expander is provided at the right end of the combustion-supporting channel. The expander is flared, with one end wider than the other. The narrower end connects to the combustion-supporting channel. The expander has external threads that match the internal threads on the combustion-supporting channel. The expander is tightened and fixed to the combustion-supporting channel in the opposite direction to the propeller rotation. The rotation of the right shaft drives the propeller to rotate. A flange propeller seat is provided on the outside of the right shaft. The flange propeller seat has threaded holes. The propeller is fitted onto the outside of the right shaft. Bolts pass through the washer and the holes of the propeller to secure the propeller to the flange propeller seat.

The rotating shaft is made of conductive material. The igniter enters the cage cylinder body through an igniter tube set inside the rotating shaft. The igniter tube is an insulating tube. The high-voltage wire passes through the inside of the igniter tube and is electrically connected to the positive terminal of the igniter. The igniter is a spark plug. The spark plug is screwed and fixed in a groove at one end of the rotating shaft inside the cage cylinder body, so that the negative terminal of the spark plug is electrically connected to the rotating shaft. The positive terminal in the center of the spark plug is inserted into the socket at one end of the high-voltage wire and electrically connected to the high-voltage wire. The positive and negative terminals of the spark plug are insulated from each other.

Furthermore, to facilitate the installation and maintenance of the shaft and its internal components, the shaft is provided with a fastening cap and an inner part. The fastening cap is a ring-shaped part with a curved edge. The inner part is closely attached to the inner side of the shaft and is used to accommodate at least one of the igniter, fuel nozzle, and oxidizer channel. The fastening cap is screwed onto the outer end of the shaft on the cage-type cylinder block by threads, and the inner part is pressed against the constricted bottom edge of the inner end of the shaft inside the cage-type cylinder block.

The rotating shaft and the cage cylinder are rotatably connected by a bearing. The outer ring of the bearing is connected to the cage cylinder, and the inner ring of the bearing is connected to the left shaft and/or the right shaft. An annular bearing retainer is provided on the side of the bearing. The bearing retainer is fixed to the rotating shaft or the cage cylinder. The bearing retainer can be fixed by conventional methods such as welding or riveting. A gap is left between the cage cylinder and the rotating shaft at the bearing location, and a sealing ring is provided at the gap.

An oxygen sensor is installed near the exterior of the cage-type engine to detect the oxygen content of the exhaust gas from the cage-type engine. A throttle valve and a throttle valve opening sensor are installed in the combustion-supporting agent passage. Using existing electronic control technology, the amount of combustion-supporting agent can be adjusted by regulating the throttle valve opening based on the detection of exhaust oxygen content.

An engine temperature sensor is installed near the exterior of the cage-type engine to detect the external temperature of the cage-type engine. The internal temperature is calculated according to the ratio between the external temperature and the internal temperature determined during the experimental phase. This internal temperature is then used to detect the temperature inside the cage-type engine. The temperature data is used for the electronic control of the cage-type engine, including transmitting data to the ECU controller. During the experimental phase, multiple temperature sensors can be used to detect the temperature changes inside and outside the cage-type engine under different operating conditions and generate a ratio between the two. In actual mass production and use of the cage-type engine, temperature detection can be set only on the exterior of the cage-type engine. For example, an infrared laser temperature sensor installed on the base can be used to detect the external temperature of the cage-type engine, without having to detect the temperature in the harsh environment of high temperature and high pressure changes inside the cage-type engine.

The cage-type engine is equipped with an ECU controller, which is electrically connected to a combustion-supporting temperature sensor, a combustion-supporting pressure sensor, an oxygen sensor, a throttle opening sensor, and an engine temperature sensor located in the combustion-supporting channel. The ECU controller is electrically connected to each actuator to control the operation of the throttle, fuel pump, fuel injector, and igniter. The connection and control between the ECU controller and each part can be achieved by referring to existing internal combustion engine control technology.

The cage-type engine outputs power through a rotating shaft, or by setting a power wheel on the rotating shaft, or by setting a power wheel at one end of the cage-shaped cylinder block.

The unidirectional pipe structure includes various structures, including those employing the Tesla valve principle. The Tesla valve has no moving parts but generates different resistances to fluids passing through it from different directions. There are various variations of it in the prior art, which will not be described here. Those skilled in the art can understand and implement it based on its principle.

In addition to adopting the connection and setting technology different from the prior art provided in this application, the connection and control of the igniter, fuel nozzle and combustion improver of this application can be implemented with reference to the existing internal combustion engine technology. For example, the fixing and working settings of the igniter and fuel nozzle with the shaft can adopt the fixing and working settings of the existing internal combustion engine igniter and fuel nozzle with the cylinder block.

Engine casings provide protection and support, as well as a reaction force that obstructs internal jet exhaust. These are advantages of engine casings and are standard features in existing engines. However, they also increase weight and introduce resistance as internal jet exhaust passes through specific channels within the casing to reach the outside. This is particularly important in aerospace, where the engine's power-to-weight ratio is crucial and often requires sacrificing some engine efficiency to maintain the highest possible power-to-weight ratio. For example, existing jet engines, while less efficient than piston engines, have a much higher power-to-weight ratio, making them suitable for passenger aircraft and fighter jets. The technical solutions provided in this application include embodiments that omit the casing. While the efficiency of these embodiments may vary depending on the specific environment, the casing-free structure is particularly suitable for aerospace applications. With proper design, the exhaust gas, free from the casing's obstruction, achieves higher speeds, generating sufficient power and improving overall engine efficiency.

The beneficial effects of this application are as follows: The cage-type engine described in this application has the following advantages: Existing engines with radially and axially arranged impellers discharge the working fluid in only one direction, while other directions and parts are used to maintain structural sealing. Therefore, the output energy is concentrated, which places very high demands on the materials and processing technology of the piston and impeller blades. This application uses a cage-type cylinder block, which maximizes the area of the working parts within the entire engine body. This allows the gas fluid injected from the inside to the outside to be dispersed and act on almost the entire cage-type cylinder block except for a very small area near the shaft. This drives the cage-type cylinder block to rotate, and the force is dispersed within the engine cage-type cylinder block, which greatly reduces the requirements for engine component materials and processing technology, facilitates manufacturing, and reduces costs.

Furthermore, existing technologies can increase blade length to improve efficiency and power. However, the radial or axial blades of the prior art are subjected to the force of gas acting perpendicularly on their surface. As the blade length increases, the requirement for the blade root to withstand tangential force increases significantly, which limits the application requirements. The cage engine blade structure provided in this application is arc-shaped. The blade itself is both a power conversion device and a cylinder block device. When the high-pressure gas inside the cage engine expands outward, it is converted into a tensile force at the root of the blade near the shaft. Using existing conventional materials, it can withstand greater force than the radial or axial blades of the prior art. It can also be made thinner and lighter, reducing engine weight and improving engine instantaneous performance and explosive power.

Furthermore, the technical solution of this application significantly reduces the number of components used compared to the prior art, has a simpler structure, is more reliable, and is easier to maintain.

Furthermore, the technical solution of this application significantly reduces the weight of the engine due to the increase in working area and the substantial reduction in components, thereby improving the engine's power-to-weight ratio. Combined with the use of different fuel and combustion aid supply methods, it can operate continuously using the Earth's atmosphere and outer space, making it particularly suitable for the aerospace field.

Furthermore, the technical solution of this application adopts an intake and/or exhaust method with a one-way valve structure, which overcomes the complex mechanical structure of the intake and exhaust valves of existing piston engines, as well as the complex mechanical structure of existing jet engines with multi-stage turbine blades to assist intake, and is simpler and more durable because it has no moving parts.

Furthermore, the technical solution of this application does not have pistons and intake/exhaust valve distribution mechanisms, does not require piston seals, does not use lubricating oil and its circulation system, and has no fixed stroke limitation of the piston. Therefore, it is not worried about the hazards of knocking and is suitable for various combustion states. On the contrary, the more intense the internal combustion of the engine of this application, the higher the power and efficiency. It has extremely low fuel requirements and is suitable for fuels including combustible gases, liquid fuels and solid powder fuels, that is, gaseous, liquid and solid phase fuels.

Furthermore, in the structure of the technical solution of this application, by setting different shaft and cage cylinder block connection schemes and shaft internal arrangement schemes, the multi-layer cage engine can transmit torque outward together.

Jet engines can be classified into two types: isobaric combustion and isochoric combustion. Isobaric combustion is more efficient. The cage-type engine of this application is an isochoric combustion engine. If it adopts the detonation mode, the advantages of this technical solution can be better utilized by combining the above advantages.

Attached Figure Description

Figure 1 is a schematic cross-sectional view of a cage-type engine embodiment of this application along the axial direction of the rotating shaft;

Figure 2 is a schematic cross-sectional view of a cage-type engine embodiment of this application along the axial direction of the rotating shaft;

Figure 3 is a schematic cross-sectional view of a cage-type engine embodiment of this application along the axial direction of the rotating shaft;

Figure 4 is a schematic cross-sectional view of a cage-type engine embodiment of this application along the axial direction of the rotating shaft;

Figure 5 is a schematic cross-sectional view of a cage-type engine embodiment of this application along the axial direction of the rotating shaft;

Figure 6 is an external schematic diagram of one end of the rotating shaft of an embodiment of a cage-type engine according to this application;

Figure 7 is a schematic diagram of the blade and blade rib arrangement of an embodiment of a cage engine according to this application;

Figure 8 is a schematic diagram of the blade cross-section along the dashed line passing through the center and the radial direction of the rotation axis in the embodiment of Figure 2;

Figure 9 is a schematic diagram of the left-axis cross-section in the embodiment of Figure 2;

Figure 10 is a schematic diagram of the right-axis section in the embodiment of Figure 2;

Figure 11 is a cross-sectional schematic diagram of an embodiment of a cage-type engine with guide vanes according to this application;

Figure 12 is a schematic cross-sectional view along the axis of rotation of the embodiment in Figure 11;

Figure 13 is a schematic diagram of the working gas flow in the embodiments of Figures 11 and 12;

Figure 14 is a schematic diagram of the left-axis section of the embodiment in Figure 12;

Figure 15 is a schematic diagram of the right-axis section of the embodiment in Figure 12;

Figure 16 is a schematic diagram of the blade arrangement of a cage-type engine according to this application;

Figure 17 is a schematic diagram of the combustion-supporting channel of a cage-type engine according to this application;

Figure 18 is a schematic diagram of a unidirectional tube unit of a cage-type engine according to this application;

Figure 19 is a partial structural schematic diagram of an embodiment of a cage-type engine according to this application;

Figure 20 is a partial structural schematic diagram of an embodiment of a cage-type engine according to this application;

Figure 21 is a cross-sectional schematic diagram of a cage-type engine of this application applied to an aircraft;

Figure 22 is a schematic diagram of the connecting cross section of the propeller in Figure 21;

Figure 23 is a schematic diagram of the connecting side of the propeller in Figure 21;

Figure 24 is a partial schematic diagram of the rotating shaft in Figure 1;

In the diagram: 1-Cage cylinder block, 11-Blade, 12-Guide vane, 111-Blade rib, 2-Shaft, 21-Left shaft, 22-Right shaft, 23-Expander, 24-Fastening cap, 25-Bottom edge, 26-Insertion, 3-Base, 4-Drive wheel, 5-Cone, 6-Igniter tube, 61-Igniter, 62-High voltage wire, 63-Insulating tube, 7-Fuel nozzle tube, 71-Fuel nozzle, 72-Fuel pipe, 73-Solenoid valve wire, 8-Shaft hole, 81-Combustion oxidizer passage, 9-Outer shell 10-Guide cage, 14-Propeller, 141-Flange propeller seat, 142-Washer, 143-Propeller bolt, 16-Engine nacelle, 812-Outer tube wall, 813-Inner tube wall, 814-Bracket, 815-Diverter channel, 816-Forward port, 817-Reverse port, 15-Bearing, 151-Bearing retaining ring, 152-Bearing cylinder.

Detailed Implementation

The present application will be further described below with reference to specific embodiments.

Figure 1 is a schematic cross-sectional view along the axial direction of a cage-type engine embodiment according to this application; a cage-type engine includes a cage-type cylinder body 1, a rotating shaft 2, and a base 3. The cage-type cylinder body 1 is in the shape of a hollow sphere. The cage-type cylinder body 1 is mounted on the rotating shaft 2, and the rotating shaft 2 is mounted on the base 3. The cage-type cylinder body 1 can rotate relative to the rotating shaft 2 and/or the base 3. A plurality of blades 11 are provided on the surface of the cage-type cylinder body 1. The rotating shaft 2 is hollow. The blades 11 are distributed coaxially around the cage-type cylinder body 1 and the rotating shaft 2. The plurality of blades 11 are bent... The two ends of the curved section are close to the rotating shaft 2. The blades 11 are inclined in one direction along the surface of the cage cylinder 1. Fuel is fed into the cage cylinder 1 through the hollow part of the rotating shaft 2 and ignited to generate high-pressure gas that expands outwards. After acting on the blades 11, the gas flows to the outside of the cage cylinder 1. The blades 11 drive the cage cylinder 1 to rotate and output kinetic energy. In this embodiment, the cage cylinder 1 is concentrically arranged in 5 layers. All cage cylinder 1s are connected and fixed to each other near the rotating shaft 2 and are rotatably connected to the rotating shaft 2 through bearings 15. The outermost layer... A power wheel 4, which outputs power externally, is fixedly installed near the rotating shaft 2 in the cage-like cylinder body. The power wheel 4 is a pulley, sprocket, or gear. A cone 5 is installed near the rotating shaft 2 in the innermost cage-like cylinder body 1. Its function is to guide the gas flow near the rotating shaft 2 during the operation of the cage-like cylinder body 1, forming a low-pressure area near the rotating shaft 2 and bearing 15. The rotating shaft 2 has multiple shaft openings 8 in the central region inside the cage-like cylinder body 1. These openings allow the gas to enter the cage-like cylinder body through the igniter 61 outside the cage-like cylinder body 2 via the igniter tube 6 on the rotating shaft 2. Inside the cylinder 1, and fixed to the shaft opening 8, the fuel nozzle 71, which is outside the cage cylinder 1 and passes through the shaft 2, enters the cage cylinder 1 through the fuel nozzle pipe 7 on the shaft 2. The combustion improver can enter the cage cylinder 1 through the shaft 2. In this embodiment, the fuel nozzle 71 can be used to spray fuel or a mixture of fuel and combustion improver, and is fixed to the shaft opening 8. The base 3 can be set independently or replaced by other devices in the usage environment. For example, when the cage engine is fixed to the car frame, the car frame is the base 3.

Figure 2 is a schematic cross-sectional view along the axial direction of a cage-type engine embodiment according to this application. In this figure, the rotating shaft 2 includes a left shaft 21 and a right shaft 22. The left shaft 21 is hollow inside, connecting the inside and outside of the cage-type cylinder 1. The left shaft 21 is fixedly connected to the base 3, and the igniter 61, fuel nozzle 71, and combustion aid channel 81 can enter the cage-type cylinder 1 through it. In this figure, the cage-type cylinder 1 is provided with 5 layers of inner and outer casings. The outermost layer is also provided with an outer shell 9, which has many vent holes for the cage-type cylinder 1 to discharge exhaust gas. The 5-layer cage-type cylinder... The body 1 is fixedly connected to each other near the left shaft 21 and rotatably connected to the left shaft 21 via bearing 15. The five-layer cage cylinder 1 is fixedly connected to the right shaft 22 near the right shaft 22. The right shaft 22 is rotatably connected to the outer shell 9 via bearing 15. The outer shell 9 is fixedly connected to the base 3 and the left shaft 21. The right shaft 22 outputs power to the outside. A cone 5 is provided inside the cage cylinder 1 near the left shaft 21 and the right shaft 22. The fuel nozzle 71 in this embodiment can spray fuel or a mixture of fuel and combustion aid.

Figure 3 is a schematic cross-sectional view along the axial direction of an embodiment of a cage-type engine according to this application. In this figure, the rotating shaft 2 includes a left shaft 21 and a right shaft 22. The left shaft 21 is hollow and connects the inside and outside of the cage-type cylinder block 1. The left shaft 21 is fixedly connected to the base 3. The igniter 61 and the fuel nozzle 71 enter the cage-type cylinder block 1 from the left shaft 21 through the igniter tube 6 and the fuel nozzle tube 7, respectively. At the same time, the igniter 61 and the fuel nozzle 71 enter the cage-type cylinder block 1 from the right shaft 22 through the igniter tube 6 and the fuel nozzle tube 7, respectively. In this figure, the cage-type cylinder block 1 is provided with 5 layers inside and outside. The five-layer cage cylinder body 1 is fixedly connected to each other near the left shaft 21 and rotatably connected to the left shaft 21 via bearing 15. The five-layer cage cylinder body is fixedly connected to each other near the right shaft 22 and rotatably connected to the right shaft 22 via bearing 15. The right shaft 22 is fixedly connected to the base 3. The outer cage cylinder body 1 is provided with a power wheel 4 near the right shaft 22 to output power. The cage cylinder body 1 is provided with a cone 5 near the left shaft 21 and the right shaft 22. The fuel nozzle 71 in this embodiment can spray fuel or a mixture of fuel and combustion accelerant.

Figure 4 is a schematic cross-sectional view along the axial direction of an embodiment of a cage-type engine according to this application. In this figure, the rotating shaft 2 includes a left shaft 21 and a right shaft 22. The left shaft 21 is hollow and connects the inside and outside of the cage-type cylinder block 1. The left shaft 21 is fixedly connected to the base 3. The igniter 61 and the fuel nozzle 71 enter the cage-type cylinder block 1 from the left shaft 21 through the igniter tube 6 and the fuel nozzle tube 7, respectively. At the same time, the igniter 61 and the fuel nozzle 71 enter the cage-type cylinder block 1 from the right shaft 22 through the igniter tube 6 and the fuel nozzle tube 7, respectively. In this figure, the cage-type cylinder block 1 is provided with 5 layers inside and outside. Five cage-type cylinder bodies 1 are fixedly connected to each other near the left shaft 21 and rotatably connected to the left shaft 21 via bearing 15. Five cage-type cylinder bodies are fixedly connected to each other near the right shaft 22 and rotatably connected to the right shaft 22 via bearing 15. The right shaft 22 is fixedly connected to the base 3. A power wheel 4 is provided near the right shaft 22 of the outer cage-type cylinder body 1 to output power externally. A cone 5 is provided inside the cage-type cylinder body 1 near the left shaft 21 and the right shaft 22. In this figure, the left shaft 21 and the right shaft 22 are also provided with combustion-supporting agent channels 81. An expander 23 is provided at the outer end of the left shaft 21 and the right shaft 22 facing the cage-type cylinder body 1.

Figure 5 is a schematic cross-sectional view along the shaft axis of an embodiment of a cage-type engine according to this application. In this figure, the shaft 2 includes a left shaft 21 and a right shaft 22. The left shaft 21 is hollow inside, connecting the inside and outside of the cage-type cylinder 1. The left shaft 21 is fixedly connected to the base 3. The igniter 61 and the fuel nozzle 71 enter the cage-type cylinder 1 through this shaft. The igniter 61 and the fuel nozzle 71 are not shown in the figure. The cage-type cylinder 1 in this figure is provided with 5 layers of inner and outer casings. The outermost layer is also provided with an outer shell 9. The outer shell 9 has many vents for the cage-type cylinder 1 to discharge exhaust gas. The 5-layer cage... The cage-type cylinder 1 is fixedly connected to each other near the left shaft 21 and rotatably connected to the left shaft 21 via bearing 15. The five-layer cage-type cylinder is fixedly connected to the right shaft 22 near the right shaft 22. The right shaft 22 is rotatably connected to the outer shell 9 via bearing 15. The outer shell 9 is fixedly connected to the base 3. The right shaft 22 is provided with a power wheel 4 on the outside of the base to output power. The right shaft 22 is provided with an expander 23 at the outer end of the cage-type cylinder 1. The inside of the right shaft 22 is hollow and is used for the combustion aid channel 81. A cone 5 is provided inside the cage-type cylinder 1 near the left shaft 21 and the right shaft 22.

Figure 6 is an external schematic diagram of one end of a cage-type engine embodiment of the present application along the rotating shaft; in this figure, the blade 11 is axially aligned with the rotating shaft 2 and is arranged around it to form a cage-type cylinder 1. The cross-section of the blade 11 is inclined in the same direction. The size of the end of the blade 11 near the rotating shaft 2 gradually decreases. The ends of the blade 11 near the rotating shaft 2 are connected as one piece. The rotating shaft 2 is installed at the center of the cage-type cylinder 1 in this figure.

Figure 7 is a schematic diagram of the blade and blade rib arrangement of an embodiment of a cage engine according to this application; as shown in the figure, blade ribs 111 are arranged between the blades 11. The blade ribs 111 are arranged by welding, casting or industrial printing, etc., and the blade ribs 111 are radially plate-shaped around the rotating shaft of the blades 11.

Figure 8 is a schematic diagram of the blade cross-section along the dotted line passing through the center and the radial direction of the axis of rotation in the embodiment of Figure 2; the blade 11 shown in this figure is arranged around the center and its cross-section is streamlined. The blade 11 shown in this figure gradually increases in length along the blade chord direction from the inner layer to the outer layer. The multiple layers of blades 11 constitute a multi-layer cage cylinder 1, and the outermost layer is provided with a shell 9, which is porous.

Figure 9 is a schematic cross-sectional view of the left shaft in the embodiment shown in Figure 2. This figure shows that the left shaft 21 is fixedly connected to the base 3. The hollow interior of the left shaft 21 connects the inside and outside of the cage cylinder 1. The igniter 61, fuel nozzle 71, and combustion aid channel 81 can enter the interior of the cage cylinder 1 through this connection. In this figure, the cage cylinder 1 is provided with 5 layers inside and outside, and the outermost layer is also provided with a shell 9. The left shaft 21 is fixedly connected to the shell 9 between the base 3 and the cage cylinder 2. The 5 layers of cage cylinder 1 are fixedly connected to each other near the left shaft 21 and are rotatably connected to the left shaft 21 through bearing 15. The cone 5 is fixed to the left shaft 21 around the inner cage cylinder 1 and has a gap between it and the cage cylinder 1. Alternatively, as shown in Figure 2, the cone 5 is fixed to the cage cylinder 1 and has a gap between it and the left shaft 21.

Figure 10 is a schematic diagram of the right axis cross section in the embodiment of Figure 2. In this figure, the 5-layer cage cylinder 1 is fixedly connected to the right axis 22 at the position near the right axis 22. The right axis 22 is rotatably connected to the outer shell 9 through the bearing 15. The outer shell 9 is fixedly connected to the base 3. The right axis 22 outputs power to the outside. A cone 5 is provided inside the inner cage cylinder 1 near the end of the right axis 22 to cover the end of the right axis. The cone 5 is fixed to the cage cylinder 1.

Figure 11 is a cross-sectional schematic diagram of an embodiment of a cage-type engine with guide vanes according to this application. In this figure, guide vanes 12 are arranged between the blades 11 of different layers of cage-type cylinder blocks 1. The cross-section of the guide vane 12 is hook-shaped. The guide vane 12 is inclined in the opposite direction to the blades 11. The guide vane 12 is bent along the axis of the rotating shaft 2 and its two ends are close to the rotating shaft 2. Multiple guide vanes 12 are distributed around the cage-type cylinder block 1 and the rotating shaft 2 in the same axis to form a guide cage 10. In this figure, three layers of cage-type cylinder blocks 1 and three layers of guide cage 10 are arranged at intervals. The innermost layer is the cage-type cylinder block 1 and the outermost layer is the guide cage 10. The chord length of the cross section of the guide vane 12 increases from the inner layer to the outer layer and/or the angle between the guide vane 12 and the tangent of the surface of the guide cage 10 decreases from the inner layer to the outer layer.

Figure 12 is a schematic cross-sectional view along the axis of rotation of the embodiment in Figure 11. In this figure, a cage-like cylinder body 1 composed of blades 11 is provided in three layers, inner and outer. A guide cage body 10 composed of guide vanes 12 is provided at intervals between the multiple cage-like cylinder bodies 1. The innermost layer is the cage-like cylinder body 1, and the outermost layer is the guide cage body 10. The left shaft 21 is fixedly connected to the base 3, rotatably connected to the multiple cage-like cylinder bodies 1, and fixedly connected to the multiple guide cage bodies 10. Igniter 6... 1 and fuel nozzle 71 enter the cage cylinder 1 through igniter tube 6 and fuel nozzle tube 7 respectively from the left shaft 21. In this figure, the left shaft 21 is also provided with a combustion-supporting channel 81. The right shaft 22 is fixedly connected to multiple cage cylinders 1 and rotatably connected to multiple guide cages 10. The outermost guide cage 10 is fixedly connected to the base 3 near the right shaft 22. The right shaft 22 is provided with a power wheel 4 to output power. The dashed line in this figure is the cross-sectional position of Figure 11.

Figure 13 is a schematic diagram of the working gas flow in the embodiments of Figures 11 and 12. In this figure, the fuel burns or explodes inside the cage cylinder 1, generating high-pressure gas that rapidly expands and diffuses to the surroundings. After encountering the inclined blades 11, the gas generates a force that pushes the cage cylinder 1 to rotate. When the high-pressure gas encounters the guide vane 12, because its hook shape and inclination direction are opposite to those of the blades 11, the guide gas flows in the opposite direction. The high-pressure gas encounters the second layer of blades 11 again and repeats the above process until the gas is discharged. The arrows in the figure indicate the direction of gas flow.

Figure 14 is a schematic diagram of the left-axis cross-section of the embodiment in Figure 12. In this figure, the left shaft 21 is fixedly connected to the base 3, rotatably connected to multiple cage-type cylinders 1, and fixedly connected to multiple guide cages 10. The igniter 61 and the fuel nozzle 71 enter the cage-type cylinder 1 through the igniter tube 6 and the fuel nozzle tube 7 respectively from the left shaft 21. The igniter 61 and the fuel nozzle 71 are located inside the cone 5. In this figure, the cone 5 is fixedly connected to the left shaft 21, with a gap between it and the inner cage-type cylinder 1, or the cone 5 shown in Figure 12... The cage cylinder 1 is fixed to the left shaft 21 with a gap between them. In this figure, the left shaft 21 is also provided with a combustion-supporting agent channel 81. An expander 23 is provided at the left end of the left shaft 21. The left shaft 21 and multiple cage cylinders 1 are rotatably connected by bearings 15. A bearing sleeve 152 is provided at the position of the cage cylinder 1 near the left shaft 21 to accommodate and fix the bearing 15. A bearing retainer ring 151 is provided at the opening of the bearing sleeve 152 to prevent the bearing 15 from falling off. The bearing retainer ring 151 is fixed by welding, riveting or other methods. Therefore, the cage cylinder 1 is fixedly connected to the outer ring of the bearing 15, and the inner ring of the bearing 15 is fixedly connected to the left shaft 21.

Figure 15 is a schematic cross-sectional view of the right shaft of the embodiment in Figure 12. In this figure, the right shaft 22 is fixedly connected to multiple cage-type cylinders 1 respectively, and the right shaft 22 is rotatably connected to multiple guide cages 10 respectively. The bearing 15 is fixed inside the bearing cylinder 152 of the guide cage 10 near the right shaft 22 by the bearing retainer ring 151. The right shaft 22 is fixed to the inner ring of the bearing 15. The outermost guide cage 10 is fixedly connected to the base 3 near the right shaft 22. The right shaft 22 is provided with a power wheel 4 to output power. The cone 5 covers one end of the right shaft 22 inside the cage-type cylinder 1.

Figure 16 is a schematic diagram of the blade arrangement of a cage-type engine according to this application. In this figure, the lower part is the cross-section of the blade 11 of the inner cage-type cylinder 1, the dashed line is its chord A1, X is the tangent direction of the surface of the cage-type cylinder, and the angle between the chord A1 and the tangent X is θ1. The upper part is the cross-section of the blade 11 of the outer cage-type cylinder 1, the dashed line is its chord A2, X is the tangent direction of the surface of the cage-type cylinder, and the angle between the chord A2 and the tangent X is θ2. The length of the chord A1 of the blade 11 is set to be less than the length of A2, and θ1 is set to be greater than θ2.

Figure 17 is a cross-sectional schematic diagram of the combustion-supporting channel of a cage-type engine according to this application; in this figure, the combustion-supporting channel 81 is provided with a unidirectional tube structure including multiple unidirectional tube units. Figure 18 is a cross-sectional schematic diagram of a unidirectional tube unit of a cage-type engine according to this application; Figure 18 shows a unidirectional tube unit, which includes an outer tube wall 812, an inner tube wall 813, and an inner tube wall support 814. The outer tube wall 812 is a conical hollow structure with through holes at the top and bottom, and the inner tube wall 813 is a trumpet-shaped structure with through holes at the top and bottom. The inner tube wall 813 is suspended inside the outer tube wall 812 by the inner tube wall support 814. The outer tube wall 812 and The upper and lower through holes of the inner tube wall 813 are aligned and set on the same axis to form the reverse port 817 and forward port 816 of the one-way tube unit. The reverse port 817 and forward port 816 form a main channel, and the inner tube wall 813 and the outer tube wall 812 form a "U"-shaped diversion channel 814. Multiple one-way tube units are connected in series to form the one-way tube structure of the combustion-supporting agent channel 81. One end of the combustion-supporting agent channel 81 on the outside of the cage cylinder 1 corresponds to the forward port 816 of the one-way tube unit, and the other end of the combustion-supporting agent channel 81 on the inside of the cage cylinder corresponds to the reverse port 817 of the one-way tube unit. The combustion-supporting agent enters the combustion-supporting agent channel 81 and the interior of the cage cylinder 1 through the forward port 816.

Figure 19 is a partial structural schematic diagram of an embodiment of a cage-type engine according to this application. In this figure, an inlay 26 is shown, consisting of a unidirectional combustion-supporting channel 81 and other parts. The inlay 26 is disposed inside the left shaft 21 and/or the right shaft 22. The unidirectional combustion-supporting channel 81 is located in the center of the inlay 26. The igniter 61 and the fuel nozzle 71 reach the right end of the inlay 26 through the igniter tube 6 and the fuel nozzle tube 7, respectively, located near the outer ring of the combustion-supporting channel 81. The expander 23 is screwed and secured to the combustion aid channel 81 inside the left end of the insert 26. Referring to Figure 20, Figure 20 is a partial structural schematic diagram of an embodiment of a cage engine according to this application. The insert 26 is inserted into the left shaft 21 or/and right shaft 22 close to the inner wall of the left shaft 21 or/and right shaft 22. The fastening cap 24 is used to push and fix the insert 26 to the bottom edge 25 that is located at the right end of the left shaft 21 or/and right shaft 22 and converges inward towards the left shaft 21 or/and right shaft 22. The insert 26 can be made of conductive metal material.

Figure 21 is a cross-sectional schematic diagram of a cage-type engine applied to an aircraft according to this application; an aircraft includes an aircraft body, an engine nacelle 16 is provided at the front of the aircraft body, and the cage-type engine is fixedly installed inside the engine nacelle 16. The left shaft 21 of the cage-type engine, facing the interior of the aircraft, houses an igniter 61 and a fuel nozzle 71 connected to the aircraft's ignition system and fuel supply system via an igniter pipe 6 and a fuel nozzle pipe 7. A propeller 14 is fixedly installed on the right shaft 22 of the cage-type engine facing the forward direction of the aircraft, and the propeller 14 is fixed to a flange mount 141 outside the right shaft 22. The engine nacelle 16 is provided with an exhaust port. Referring to the arrow direction inside the engine compartment 16 in this attached figure, the exhaust port passes through an opening on the side of the aircraft body and/or an opening at the tail of the aircraft. The right shaft 22 has a one-way pipe structure for the combustion-supporting channel 81. An expander 23 is provided in the combustion-supporting channel 81 outside the cage-type cylinder block 1. The expander 23 is flared in shape with one end larger than the other, and its smaller end is connected to the combustion-supporting channel 81. The expander 23 has an external thread that matches the internal thread on the combustion-supporting channel 81. The expander 23 is screwed and fixed to the combustion-supporting channel 81. The expansion 23 is tightened in the opposite direction to the rotation of the propeller 14. The rotation of the right shaft 22 drives the propeller 14 to rotate. A flange propeller seat 141 is provided on the outside of the right shaft 22. The flange propeller seat 141 is provided with a threaded hole. The propeller 14 is sleeved on the outside of the right shaft 22. The bolt 143 passes through the washer 142 and the hole of the propeller 14 to fasten the propeller 14 to the flange propeller seat 141. See Figures 22 and 23. Figure 22 is a schematic cross-sectional view of the propeller connection in Figure 21. Figure 23 is a schematic side view of the propeller connection in Figure 21.

Figure 24 is a partial schematic diagram of the rotating shaft in Figure 1. In this figure, the rotating shaft 2 has multiple rotating shaft holes 8 facing the side of the rotating shaft 2. Two igniters 61 and two fuel nozzles 71 enter the cage cylinder 1 from the left end of the rotating shaft 2 through the igniter tube 6 and the fuel nozzle tube 7, respectively, and extend out from the rotating shaft holes 8 to the side of the rotating shaft 2. The combustion aid channel 81 enters from the right end of the rotating shaft 2 and connects to the cage cylinder 1 through the rotating shaft holes 8. The igniter tube 6 is equipped with a high-voltage wire 62 and an insulating tube 63. The conductive rotating shaft 2 can be used as the negative terminal of the igniter 61. The fuel nozzle 7 is equipped with a fuel tube 72 and a solenoid valve line 73 for controlling and supplying fuel to the fuel nozzle 71.

An intake air temperature sensor and an intake air pressure sensor are installed at the intake port of the combustion channel 81 of the rotating shaft 2 to detect the temperature and pressure of the intake air.

The throttle valve is set using existing conventional technology and is located in the intake part of the cage-type cylinder block 1, that is, the part where the combustion-supporting agent passage 81 enters the cage-type cylinder block. Its structural principle will not be repeated here, but those skilled in the art can understand and implement it based on this application.

The drive blade 11 can be understood as having multiple shapes with the same function, and the shape of the embodiment is not intended to limit the application without departing from the spirit of the application.

Combustion in this application is understood to include at least deflagration or quasi-deflagration, or external ignition such as spark discharge or laser pulse, or initiated by gas dynamic processes such as vibration focusing, autoignition, or another deflagration (i.e., tandem combustion).

In this application, fuel can be supplied to the cage cylinder 1 through a conventional fuel nozzle 71, which can be controlled by any known or conventional means, such as pressurizing fuel into the cage cylinder 1 by an oil pump; the combustion improver can be controlled by conventional known or conventional means, such as pressurizing air or oxygen into the cage cylinder 1 by an air pump.

The cage-type engine of this application has a multi-layer cage-type cylinder block 1. The manufacturing process is as follows: the cage-type cylinder block 1 is assembled by welding two halves together. After the innermost cage-type cylinder block 1 is assembled and welded, the outer layer is assembled and welded and fitted onto the outer ring of the innermost layer. The cage-type cylinder block 1 is assembled to the outermost layer in sequence. At the position where the bearing 15 is provided, the bearing 15 is installed and then the bearing retainer ring 151 is welded or riveted. A sealing ring can be provided at the position of the bearing retainer ring 151 and the cage-type cylinder block 1 near the rotating shaft 2 to seal the cage-type cylinder block 1 and further protect the bearing 15. The cage-type engine is completed by following the same manufacturing process.

This application employs multiple connection methods to transfer the kinetic energy of different layers of the multi-layer rotor cage cylinder block 1 to the outside of the cage engine.

The bearing 15 used in this application can be of different models depending on the actual size of the cage engine, such as single-row deep groove ball bearings, double-row ball bearings, angular bearings or roller bearings, to meet the axial and radial stability of the shaft and the cage cylinder block.

A premixed fuel mixture can be supplied to the cage engine described in this application via fuel nozzle 71 and ignited by igniter 61, for example using a mixture of fuel and air.

The terms "up," "down," "left," "right," "inside," and "outside" used in this application are for illustrative purposes only and are not intended to limit this application.

The base described in this application is understood to be an engine bracket, a device that serves the same function as fixing the engine described in this application, such as an automobile chassis or an aircraft engine compartment. For those skilled in the art, this is a replacement for the same technology and falls within the protection scope of this application.

It is understood that the schematic diagrams provided in this application are of the embodiments described, and the size proportions of the components are not drawn exactly according to the actual proportions. Those skilled in the art can understand and implement the relevant content, which is not intended to limit the technical solutions of this application.

The shapes of the aircraft drawings in the embodiments of this application are used to illustrate the use of this application. This application has been described only by means of selected embodiments. Therefore, it is obvious that the above embodiments are for illustration and not for limiting this application.

Claims (10)

A cage-type engine includes a cage-type cylinder block 1, a rotating shaft 2, and a base 3. The cage-type cylinder block 1 is in the shape of a hollow spherical cage. The cage-type cylinder block 1 is mounted on the rotating shaft 2, and the rotating shaft 2 is mounted on the base 3. The cage-type cylinder block 1 can rotate relative to the rotating shaft 2 and/or the base 3. The cage-type cylinder block 1 is composed of multiple blades 11, which are distributed coaxially around the cage-type cylinder block 1 and the rotating shaft 2. The multiple blades 11 are bent axially along the rotating shaft 2, with their ends close to the rotating shaft 2. The blades 11 are inclined in one direction along the surface of the cage-type cylinder block 1. The rotating shaft 2 is at least partially hollow. Fuel is fed into the cage-type cylinder block 1 through the hollow portion of the rotating shaft 2 and ignited to generate high-pressure gas that expands outwards. This gas acts on the blades 11 and flows to the outside of the cage-type cylinder block 1. The blades 11 drive the cage-type cylinder block 1 to rotate and output kinetic energy. At least one cage-type cylinder block 1 is provided, and multiple cage-type cylinder blocks 1 of different sizes are nested around the same center. According to claim 1, a cage-type engine is characterized in that: the cross-section of the blade 11 is streamlined, and the chord length of the cross-section of the blade 11 gradually decreases from the middle to both ends. According to claim 1, a cage-type engine is characterized in that: the chord length of the blades 11 of the plurality of cage-type cylinder blocks 1 increases sequentially from the inner layer to the outer layer and/or the angle between the blades 11 and the tangent to the surface of the cage-type cylinder block 1 decreases sequentially from the inner layer to the outer layer. According to claim 1, a cage-type engine is characterized in that: a cone 5 is provided on the inner side of the cage-type cylinder 1 near the rotating shaft 2, the tip of the cone 5 faces the center of the cage-type cylinder 1, and the cone 5 surrounds or covers the end of the rotating shaft 2. According to claim 1, a cage-type engine is characterized in that: multiple cage-type cylinder blocks 1 are concentrically nested together, and multiple guide vanes 12 are provided between the two layers of the multiple cage-type cylinder blocks 1 to form a guide cage 10 that is coaxially distributed around the cage-type cylinder blocks 1 and the rotating shaft 2. The guide vanes 12 are located between blades 11, the guide vanes 12 are inclined in the opposite direction to the blades 11, the guide vanes 12 are bent along the axial direction of the rotating shaft 2 with both ends close to the rotating shaft 2, and the cross section of the guide vanes 12 is hook-shaped. According to claim 1, a cage-type engine is characterized in that: the rotating shaft 2 and the cage-type cylinder block 1 are configured as follows: The rotating shaft 2 passes through the center line of one or more cage cylinder bodies 1 and is rotatably connected to the cage cylinder body 1. Both ends of the rotating shaft 2 are fixed to the base 3. The rotating shaft 2 is hollow. A rotating shaft hole 8 is provided at the position of the rotating shaft 2 near the center of the cage cylinder body 1. The igniter 61 and the fuel nozzle 71 reach the position of the rotating shaft hole 8 through the inside of the rotating shaft 2. A power wheel 4 is provided between the outside of the cage cylinder body 1 and the base 3. Alternatively, the rotating shaft 2 may include two parts: a left shaft 21 and a right shaft 22. The left shaft 21 and the right shaft 22 are symmetrically arranged at both ends of the cage cylinder 1 along the center line of the cage cylinder 1. The left shaft 21 is fixedly connected to the base 3, and the right shaft 22 is rotatably connected to the base 3. The left shaft 21 is rotatably connected to one or more cage cylinders 1, and the right shaft 22 is fixedly connected to one or more cage cylinders 1. The outside of the base 3 of the right shaft 22 is the power output end. The left shaft 21 is hollow and connects the inside and outside of the cage cylinder 1. The igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the left shaft 21. Alternatively, the rotating shaft 2 may include two parts: a left shaft 21 and a right shaft 22. The left shaft 21 and the right shaft 22 are symmetrically arranged at both ends of the cage cylinder 1 along the center line of the cage cylinder 1. The left shaft 21 and the right shaft 22 are fixedly connected to the base 3. The left shaft 21 and the right shaft 22 are rotatably connected to one or more cage cylinders 1. A power wheel 4 is arranged on the outside of the cage cylinder 1. The left shaft 21 and the right shaft 22 are hollowly connected to the inside and outside of the cage cylinder 1. The igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the left shaft 21, and the igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the right shaft 22. Alternatively, the rotating shaft 2 may include two parts: a left shaft 21 and a right shaft 22. The left shaft 21 and the right shaft 22 are symmetrically arranged at both ends of the cage cylinder 1 along the center line of the cage cylinder 1. The left shaft 21 and the right shaft 22 are fixedly connected to the base 3. The left shaft 21 and the right shaft 22 are rotatably connected to one or more cage cylinders 1. A power wheel 4 is arranged on the outside of the cage cylinder 1. The left shaft 21 and the right shaft 22 are hollowly connected to the inside and outside of the cage cylinder 1. The igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the left shaft 21. The igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the left shaft 21. A combustion-supporting channel 81 is also provided on the left shaft 21 and/or the right shaft 22. The combustion-supporting channel 81 is a one-way pipe structure, and the one-way pipe structure is a Tesla valve structure. Alternatively, the rotating shaft 2 may include two parts: a left shaft 21 and a right shaft 22. The left shaft 21 and the right shaft 22 are symmetrically arranged at both ends of the cage cylinder 1 along the center line of the cage cylinder 1. The left shaft 21 is fixedly connected to the base 3 on the outside of the cage cylinder 1, and the right shaft 22 is rotatably connected to the base 3 on the outside of the cage cylinder 1. The left shaft 21 is rotatably connected to one or more cage cylinders 1, and the right shaft 22 is fixedly connected to one or more cage cylinders 1. A power wheel 4 is provided on the outside of the base 3 of the right shaft 22. The left shaft 21 is hollow and connects the inside and outside of the cage cylinder 1. The igniter 61 and the fuel nozzle 71 enter the inside of the cage cylinder 1 through the left shaft 21. The right shaft 22 is hollow and connects the inside and outside of the cage cylinder 1. The right shaft 22 is provided with a combustion-supporting channel 81 with a one-way tube structure. The one-way tube structure is a Tesla valve structure. The resistance of the combustion-supporting agent entering the cage cylinder 1 through the right shaft 22 is less than the resistance of the agent flowing out of the cage cylinder 1 through the right shaft 22. Alternatively, the rotating shaft 2 may include two parts: a left shaft 21 and a right shaft 22. The left shaft 21 and the right shaft 22 are symmetrically arranged at both ends of the cage cylinder 1 along the center line of the cage cylinder 1. The left shaft 21 is fixedly connected to the base 3 and rotatably connected to multiple cage cylinders 1. The left shaft 21 is fixedly connected to the guide cage 10. The right shaft 22 is rotatably connected to the base 3 and fixedly connected to the cage cylinder 1. The right shaft 22 is rotatably connected to the guide cage 10. The igniter 61 and the fuel nozzle 71 enter the interior of the cage cylinder 1 through the left shaft 21. The left shaft 21 is also provided with a combustion aid channel 81 with a one-way tube structure. The right shaft 22 is provided with a power wheel 4 on the outside of the base 3. A cage-type engine according to claim 1, characterized in that: An oxygen sensor is installed near the outside of the cage engine to detect the oxygen content of the exhaust gas from the cage engine. A throttle valve and a throttle valve opening sensor are installed in the combustion aid passage 81. An engine temperature sensor is installed near the exterior of the cage engine to detect the surface temperature of the cage engine. The internal temperature is calculated according to the ratio between the surface temperature and the internal temperature determined during the experimental phase. The temperature data is used for the electronic control of the cage engine, including transmitting data to the ECU controller. During the experimental phase, multiple temperature sensors can be used to detect the temperature changes of the inside and outside of the cage engine under different operating conditions and generate a ratio between the two. The cage-type engine is equipped with an ECU controller, which is electrically connected to a combustion-supporting temperature sensor, a combustion-supporting pressure sensor, an oxygen sensor, a throttle opening sensor, and an engine temperature sensor located in the combustion-supporting passage 81. The ECU controller is electrically connected to each actuator to control the operation of the throttle, fuel pump, fuel injector 71, and igniter 61. According to claim 1, a cage-type engine is characterized in that: the rotating shaft 2 is provided with a fastening cap 24 and an inner part 26, the fastening cap 24 is a ring with a curved edge, the inner part 26 is closely attached to the inner side of the rotating shaft 2, the inner part 26 is used to accommodate and install at least one of the igniter 61, the fuel nozzle 71 and the combustion aid channel 81, the fastening cap 24 is screwed onto the end of the rotating shaft 2 outside the cage-type cylinder 1 by threads, and the inner part 26 is pressed against the bottom edge 25 of the end of the rotating shaft 2 inside the cage-type cylinder 1. A balancing method for a cage-type engine, comprising setting balancing patches on the cage-type cylinder block 1 of the cage-type engine, wherein the balancing patches are set by incrementing or decrementing, i.e., increasing or decreasing the weight at the location of the balancing patch. Further, when the cage-type cylinder block 1 has multiple layers, the innermost cage-type cylinder block 1 is first manufactured, and the innermost cage-type cylinder block 1 is rotated using a balancing machine to find the balance point, where a balancing patch is set. Then, the outermost cage-type cylinder block 1 is manufactured, and the cage-type cylinder block 1 is rotated again using a balancing machine to find the balance point, where a balancing patch is set. This process of setting balancing patches on multiple layers of cage-type cylinder blocks 1 sequentially enables the cage-type engine to operate in a balanced manner. An aircraft includes an aircraft body. An engine nacelle 16 is located at the front of the aircraft body. A cage-type engine is fixedly installed inside the engine nacelle 16. An igniter 61 and a fuel nozzle 71, connecting the aircraft's ignition system and fuel supply system, are located inside the left shaft 21 of the cage-type engine facing the interior of the aircraft. A propeller 14 is fixedly installed on the right shaft 22 of the cage-type engine facing the forward direction of the aircraft. The propeller 14 is fixed to a flange mount 141 outside the right shaft 22. An exhaust port is provided in the engine nacelle 16, which opens through an opening on the side of the aircraft body and/or at the tail of the aircraft. The interior of the right shaft 22 has a one-way pipe structure. The fuel channel 81 has an expander 23 at its right end. The expander 23 is flared, with one end wider than the other. The narrower end of the expander 23 is connected to the single fuel channel 81. The expander 23 has an external thread that matches the internal thread on the fuel channel 81. The expander 23 is tightened and fixed to the fuel channel 81. The tightening direction of the expander 23 is opposite to the rotation direction of the propeller. The rotation of the right shaft 22 drives the propeller 14 to rotate. A flange propeller seat 141 is provided on the outside of the right shaft 22. The flange propeller seat 141 has a threaded hole. The propeller 14 is fitted onto the outside of the right shaft 22. Bolts pass through the washer 142 and the hole of the propeller 14 to secure the propeller 14 to the flange propeller seat 141.