Rotary detonation combustion chamber, aircraft attitude control engine and application thereof

Abstract

The invention discloses a rotary detonation combustion chamber, an aircraft attitude control engine and application of the rotary detonation combustion chamber and the aircraft attitude control engine. The rotary detonation combustion chamber with the thermal protection structure comprises a housing and a combustion chamber body defined by the housing, the combustion chamber body is provided with a combustion section and a spray pipe section, the housing is provided with an oxidant injection structure and a fuel injection structure which are communicated with the combustion section, and a regeneration cooling channel is formed in the housing. The regenerative cooling channel communicates with the fuel injection structure, fuel is injected into the combustion chamber through the regenerative cooling channel and the fuel injection structure, and the regenerative cooling channel is arranged on the outer side of the combustion chamber and is in heat conduction fit with the housing. Fuel flowing through the regenerative cooling channel can exchange heat with the internal environment of the combustion chamber to be preheated, and the fuel entering the combustion chamber from the fuel injection structure forms a cooling film for isolating high-temperature fuel gas on the inner wall face of the combustion chamber while participating in combustion.

Description

Technical Field

[0001] The present invention particularly relates to a rotating detonation combustion chamber, an aircraft attitude control engine and applications thereof, and belongs to the field of power technology. Background Art

[0002] Attitude control engines (abbreviated as attitude control engines) generate thrust by discharging propellants or gases, thereby adjusting the orbit, attitude and position of the spacecraft. Attitude control engines can be divided into different types such as chemical propulsion, electric propulsion and cold gas propulsion. Chemical propulsion attitude control engines use high-temperature and high-pressure gases produced by chemical reactions to generate thrust, and are one of the most common and traditional types of thrusters. Electric propulsion attitude control engines use ion beams or plasma generated by electrical energy to propel spacecraft. Their propulsion efficiency is usually higher than that of chemical thrusters, but the thrust is smaller. Cold gas propulsion attitude control engines use inert gases (such as helium or xenon) to generate tiny thrusts, which are suitable for fine-tuning the attitude of spacecraft. Attitude control engines are crucial to maintaining the stable operation of spacecraft and are an indispensable part of modern aerospace technology.

[0003] At present, there are two main types of chemical propulsion attitude control engines that are most commonly used: liquid attitude control rocket engines and solid attitude control rocket engines. Liquid attitude control rocket engines use a mixture of liquid fuel and oxidizer to burn, producing high-temperature and high-pressure gas to generate thrust. Liquid attitude control rocket engines are usually composed of fuel and oxidizer supply systems, combustion chambers, nozzles, and control systems. When the engine is working, fuel and oxidizer are transported to the combustion chamber and burn under high pressure and high temperature to produce ejected gas to propel the spacecraft. The control system can adjust the supply rate of fuel and oxidizer, as well as the direction of the nozzle, to achieve precise control of the attitude and direction of the spacecraft.

[0004] Liquid attitude control rocket engines have the advantages of adjustable thrust, high propulsion efficiency and strong flexibility. They are widely used in spacecraft attitude control, orbit adjustment and precise positioning tasks. The working principle of solid attitude control rocket engines is similar to that of liquid attitude control rocket engines, but the fuel and oxidizer are stored in solid form inside the engine. Solid attitude control rockets have a simple structure, convenient fuel storage and low cost, but they can usually only be used once. Liquid attitude control rocket engines are reusable, but contain complex structures such as fuel pumps. The widely used unsymmetrical dimethylhydrazine fuel at room temperature has a high energy density, but it is highly toxic.

[0005] Detonation (also translated as "detonation") is an extreme combustion phenomenon of chemical reaction coupled with shock wave. The rotating detonation engine based on detonation combustion has the advantages of high thermal efficiency, rapid energy release, and compact structure. The working principle of the rotating detonation engine: the fuel is sprayed into the combustion chamber from the intake wall, mixed with the oxidant to form a combustible gas, and the detonation wave formed after ignition and detonation propagates along the circumference of the combustion chamber, and the generated combustion medium is ejected from the outlet. Theory shows that the thermodynamic cycle efficiency of detonation combustion is higher and the heat release efficiency is fast, which can further improve the specific impulse performance of liquid fuel attitude control engines, shorten the length of the combustion chamber, and simplify and lighten the overall structure of attitude control engines.

[0006] However, (1) the combustion chamber of the rotating detonation engine is in an extremely high temperature and high pressure working environment. The rotating detonation attitude control engine without a thermal protection structure is difficult to achieve long-term stable operation and repeatable ignition. Studies have pointed out that in the absence of effective thermal protection, the rotating detonation combustion chamber can only work for a few seconds and cannot meet the requirements of the attitude control engine. In the scheme disclosed in CN117703600A, the head ablation problem of the pintle injector in engineering applications will be more prominent in the harsh working environment of the rotating detonation combustion chamber, and the conical structure rotating detonation combustion chamber has not solved the thermal protection problem. (2) Compared with the combustion flow field of conventional liquid attitude control rocket engines (slow combustion), the rotating detonation combustion is an unsteady flow field, the detonation wave mode (number of wave surfaces) is variable, and the detonation / slow combustion mode transition may occur, which requires real-time monitoring and active regulation of the flow field. (3) There is a lack of rotating detonation attitude control engine arrangement and combination schemes for different application scenarios. Summary of the invention

[0007] The main purpose of the present invention is to provide a rotating detonation combustion chamber with a thermal protection structure, an aircraft attitude control engine and applications thereof. The rotating detonation attitude control engine with a thermal protection structure provided by the present invention, based on the thermal protection structure formed by the cooling channel and the injection hole, can achieve long-term continuous operation and multiple starts and stops, and monitor the working state of the detonation combustion flow field in real time, thereby overcoming the shortcomings of the prior art.

[0008] In order to achieve the above-mentioned invention object, the technical solution adopted by the present invention includes: A first aspect of an embodiment of the present invention provides a rotating detonation combustion chamber with a heat protection structure, comprising: a casing and a combustion chamber enclosed by the casing, the combustion chamber having a combustion section and a nozzle section, the casing being provided with an oxidant injection structure and a fuel injection structure connected to the combustion section, and the rotating detonation combustion chamber further comprising: A regenerative cooling channel, wherein the regenerative cooling channel is connected to the fuel injection structure, and the fuel is injected into the combustion chamber via the regenerative cooling channel and the fuel injection structure. The regenerative cooling channel is arranged on the outside of the combustion chamber and cooperates with the cover shell for heat conduction. The fuel flowing through the regenerative cooling channel can exchange heat with the internal environment of the combustion chamber and be preheated. Moreover, the fuel entering the combustion chamber from the fuel injection structure forms a cooling film on the inner wall surface of the combustion chamber to isolate the high-temperature combustion gas while participating in the combustion.

[0009] A second aspect of an embodiment of the present invention provides an aircraft attitude control engine based on rotating detonation combustion, wherein the combustion chamber of the aircraft attitude control engine is the rotating detonation combustion chamber with a heat protection structure.

[0010] A third aspect of an embodiment of the present invention provides an aircraft, comprising an aircraft body and at least one aircraft attitude control engine, wherein the aircraft attitude control engine is the aircraft attitude control engine based on rotating detonation combustion.

[0011] A fourth aspect of an embodiment of the present invention provides a method for attitude control of an aircraft, comprising: Provided is the aircraft, and a pattern recognition algorithm based on a deep neural network monitors the engine operating mode and adjusts the aircraft's attitude according to the engine operating mode.

[0012] Compared with the prior art, the advantages of the present invention include: Compared with the traditional liquid fuel attitude control engine, the rotating detonation attitude control engine proposed by the present invention has a higher thermodynamic cycle efficiency, more intense combustion and a more compact structure based on rotating detonation combustion. The rotating detonation attitude control engine combustion chamber with a regenerative cooling channel provided by the present invention combines the regenerative cooling channel and the air film cooling hole, as well as the working characteristics of the rotating detonation combustion, and the present invention designs a thermal protection means for the rotating detonation attitude control engine, which can realize the long-term stable operation of the engine and multiple repeated ignitions; The present invention also integrates artificial intelligence algorithms and control systems, which can monitor the complex unsteady flow fields and operating modes of the detonation combustion chamber. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1a and Figure 1b It is a structural schematic diagram of a rotating detonation combustion chamber of a hollow cylindrical configuration; Figure 1c and Figure 1d It is a structural schematic diagram of a rotating detonation combustion chamber with a coaxial annular cavity configuration; Figure 2It is a structural schematic diagram of a rotating detonation combustion chamber with a heat protection structure provided in a typical implementation case of the present invention; Figure 3 It is a structural schematic diagram of a rotating detonation combustion chamber with a heat protection structure provided in a typical implementation case of the present invention; Figure 4 It is a schematic diagram of the partial structure of a rotating detonation combustion chamber with a heat protection structure provided in a typical implementation case of the present invention; Figure 5a , Figure 5b , Figure 5c They are respectively schematic diagrams of the distribution of multiple injection holes in a rotating detonation combustion chamber with a heat protection structure provided in a typical implementation case of the present invention; Figure 6 It is a schematic diagram of the structure of the injection hole; Figure 7a , Figure 7b , Figure 7c are flow field diagrams of rotating detonation combustion chambers operating in single-wave and multi-wave modes respectively; Figure 8 It is a principle diagram of attitude control of a rotating detonation attitude control engine provided in a typical implementation case of the present invention; Figure 9a , Figure 9b , Fig.9c It is a schematic diagram of the structure of attitude control using a rotating detonation engine as a launch vehicle engine in a typical implementation case of the present invention; Fig.10a , Fig.10b , Fig.10c It is a schematic diagram of a structure in which a rotating detonation engine is used as attitude control for a satellite in a typical implementation case of the present invention; Fig.11a , Fig.11b , Fig.11c It is a schematic diagram of a structure in which a rotating detonation engine is used as the attitude control of a detector in a typical implementation case of the present invention; Fig.12 It is a principle prototype system of a rotating detonation attitude control engine provided in a typical implementation case of the present invention; Fig.13 It is a thrust test result of a rotating detonation attitude control engine provided in a typical implementation case of the present invention; Fig.14a , Fig.14b , Fig.14c They are respectively Figure 5a , Figure 5b , Figure 5c The corresponding simulation model diagram of a rotating detonation attitude control engine; Fig.15a , Fig.15b , Fig.15c They are respectively Figure 5a , Figure 5b , Figure 5c Corresponding airflow simulation model diagram on the surface of a rotating detonation attitude control engine. DETAILED DESCRIPTION

[0014] In view of the deficiencies in the prior art, the inventor of this case has proposed the technical solution of the present invention after long-term research and extensive practice. The technical solution, its implementation process and principle will be further explained as follows.

[0015] Glossary: ​​Regenerative Cooling is a cooling technology used in high-performance rocket engines and aircraft engines. In this technology, the fuel flows through the engine's combustion chamber walls and nozzles before entering the combustion chamber. In this way, the fuel absorbs the high-temperature heat generated when the engine is working, thereby cooling the key components of the engine and preventing them from being damaged by high temperatures. At the same time, the temperature of the fuel increases after absorbing heat, which helps to improve combustion efficiency.

[0016] Glossary: ​​Film Cooling is a cooling technology used to protect turbine engines and rocket engines in high-temperature environments. This technology forms a layer of cold air film on the protected surface to isolate the high-temperature gas, thereby reducing the heat load and temperature of the surface.

[0017] A first aspect of an embodiment of the present invention provides a rotating detonation combustion chamber with a heat protection structure, comprising: a casing and a combustion chamber enclosed by the casing, the combustion chamber having a combustion section and a nozzle section, the casing being provided with an oxidant injection structure and a fuel injection structure connected to the combustion section, and the rotating detonation combustion chamber further comprising: A regenerative cooling channel, wherein the regenerative cooling channel is connected to the fuel injection structure, and the fuel is injected into the combustion chamber via the regenerative cooling channel and the fuel injection structure. The regenerative cooling channel is arranged on the outside of the combustion chamber and cooperates with the cover shell for heat conduction. The fuel flowing through the regenerative cooling channel can exchange heat with the internal environment of the combustion chamber and be preheated. Moreover, the fuel entering the combustion chamber from the fuel injection structure forms a cooling film on the inner wall surface of the combustion chamber to isolate the high-temperature combustion gas while participating in the combustion.

[0018] Furthermore, the fuel injection structure includes a first fuel injection structure and a second fuel injection structure, the first fuel injection structure and the second fuel injection structure are respectively connected to the regeneration cooling channel, the first fuel injection structure and the oxidant injection structure are arranged in the end area (i.e., the head area) of the combustion section away from the nozzle section, and the first fuel injection structure is arranged in a surrounding area of ​​the oxidant injection structure, the second fuel injection structure is distributed in an area close to the inner wall of the combustion section or close to the inner wall of the combustion section, and the second fuel injection structure is arranged in a surrounding area of ​​the first fuel injection structure. The fuel entering the combustion chamber from the second fuel injection structure not only participates in combustion, but also forms a cooling film on the inner wall surface of the combustion chamber to isolate the high-temperature combustion gas.

[0019] It can be understood that the fuel injection outlets of the first fuel injection structure and the second fuel injection structure are respectively located on two nested cylindrical surfaces, and the two cylindrical surfaces are preferably coaxially arranged, that is, it can be further understood that the first fuel injection structure and the second fuel injection structure are both annular structures as a whole.

[0020] Further, the first fuel injection structure is located at the end of the regeneration cooling channel, and the second fuel injection structure is located at the portion between the beginning and the end of the regeneration cooling channel. It can be understood that the first fuel injection structure can be a port at the end of the regeneration cooling channel.

[0021] Furthermore, the second fuel injection structure includes a plurality of injection holes, the central axis of the injection holes intersects the central axis of the combustion chamber, and the angle α between the axial direction of the injection holes and the radial direction of the combustion chamber satisfies: .

[0022] Furthermore, the angle α between the axial direction of the injection hole and the radial direction of the combustion chamber satisfies: .

[0023] Furthermore, the ratio of the hole diameter to the hole depth of the injection hole is (0.2~1.0):(1~25).

[0024] Furthermore, the injection hole has a diameter of 0.2 mm to 1.0 mm and a hole depth of 1 mm to 25 mm.

[0025] Furthermore, the plurality of injection holes are distributed in an array, and the plurality of injection holes are combined into M rows of injection holes arranged sequentially along the axial direction of the combustion chamber.

[0026] Furthermore, the plurality of injection holes are combined into M rows of injection holes sequentially arranged along the axial direction of the combustion chamber, and the injection holes in two adjacent rows are staggered in the circumferential direction of the combustion chamber.

[0027] Furthermore, the staggered angle of two adjacent injection holes that do not belong to the same row in the circumferential direction of the combustion chamber is .

[0028] Furthermore, the regenerative cooling channel is a spiral channel structure arranged around the combustion chamber, or the regenerative cooling channel is an annular chamber structure arranged surrounding the combustion chamber.

[0029] Furthermore, the regeneration cooling channel is continuously arranged outside the combustion section and the nozzle section.

[0030] Furthermore, the regeneration cooling channel is arranged outside or inside the cover shell.

[0031] Furthermore, the regenerative cooling channel is integrated with the cover shell, and the regenerative cooling channel is an interlayer space inside the cover shell.

[0032] A second aspect of an embodiment of the present invention provides an aircraft attitude control engine based on rotating detonation combustion, wherein the combustion chamber of the aircraft attitude control engine is the rotating detonation combustion chamber with a heat protection structure.

[0033] A third aspect of an embodiment of the present invention provides an aircraft, comprising an aircraft body and at least one aircraft attitude control engine, wherein the aircraft attitude control engine is the aircraft attitude control engine based on rotating detonation combustion.

[0034] Furthermore, the aircraft includes a launch vehicle, a probe or a satellite, etc.

[0035] A third aspect of an embodiment of the present invention provides a method for attitude control of an aircraft, comprising: The aircraft is provided, and an adaptive algorithm and fuzzy control theory are integrated to achieve precise attitude control requirements such as rolling, pitching, and yaw, and a pattern recognition algorithm based on deep neural networks such as VGG16 and YOLO is used to monitor the single wave / multiple wave surface modes and detonation / slow combustion modes of the detonation combustion chamber, and active regulation is performed according to work requirements.

[0036] The technical solution, its implementation process and principles, etc. will be further explained below in conjunction with the accompanying drawings and specific implementation cases. Unless otherwise specified, the main structure of the aircraft attitude control engine and the structure of the aircraft in the embodiment of the present invention are known in the art and will not be repeated here.

[0037] Figure 1a-1d These are schematic diagrams of two typical configurations of rotating detonation combustion chambers: Figure 1a The structure shown in Figure b is a hollow cylindrical configuration. Figure 1cThe structure 2 shown in Figure d is a coaxial annular cavity configuration. For structure 1, the rotating detonation wave propagates circumferentially in the annular cavity space; structure 2 removes the inner column part of structure 1, and the rotating detonation wave propagates circumferentially in the entire hollow cylindrical space.

[0038] The overall structure of the combustion chamber of the rotating detonation attitude control engine proposed in the embodiment of the present invention is as follows: Figure 2 As shown, the rotating detonation attitude control engine in the embodiment of the present invention preferably uses, but is not limited to, liquid oxygen / liquid hydrogen, liquid oxygen / methane, liquid oxygen / kerosene and other fuels.

[0039] In view of the characteristic that the rotating detonation wave continuously rotates circumferentially along the head of the combustion chamber, the embodiment of the present invention proposes a thermal protection design scheme combining regenerative cooling and film cooling. Figure 3 The present invention provides a rotating detonation combustion chamber with a heat protection structure, which introduces a regenerative cooling channel 3 surrounding the combustion chamber and the oxidant injection structure (a nozzle for injecting the oxidant 1). Before the liquid fuel 4 enters the combustion chamber, it first flows through the regenerative cooling channel 3. In order to ensure that the heat absorbed by the fuel 4 can prevent the inner wall of the combustion chamber from thermal failure and thermal ablation, these regenerative cooling channels 3 are preferably designed as a pipeline structure surrounding the engine, so that the fuel can fully exchange heat with the high-temperature components, and the arrangement of the pipeline is not restricted. After absorbing heat, the temperature of the fuel increases, and the preheated fuel 4 is easier to mix with the oxidant 1 when entering the combustion chamber, while improving the detonability of the liquid fuel.

[0040] The present invention utilizes the characteristics that the detonation wave of the rotary detonation engine propagates in the circumferential direction, and the characteristics that the peak heat flux density of the rotary detonation combustion chamber is mainly concentrated in the head of the combustion chamber, and sets a first fuel injection structure and a second fuel injection structure on the regeneration cooling channel 3. The first fuel injection structure and the oxidant injection structure are set in the head area of ​​the combustion section away from the nozzle section, and the first fuel injection structure is arranged around the peripheral area of ​​the oxidant injection structure, and the second fuel injection structure is distributed in the area close to the inner side wall of the combustion section or close to the inner side wall of the combustion section, and the second fuel injection structure is arranged around the peripheral area of ​​the first fuel injection structure. Specifically, part of the fuel 4 in the regeneration cooling channel 3 is injected into the combustion chamber from the first fuel injection structure located at the end of the regeneration cooling channel 3, and the other part of the fuel 4 is injected into the combustion chamber through the second fuel injection structure. The fuel 4 injected into the combustion chamber through the second fuel injection structure forms a cooling film on the inner wall surface of the combustion chamber while participating in the combustion to isolate the high-temperature combustion gas.

[0041] See also Figure 4, the second fuel injection structure includes a plurality of injection holes, and the plurality of injection holes are all oriented toward the central area where the central axis of the combustion chamber is located, that is, the central axis of the injection hole intersects the central axis of the combustion chamber, and the angle α formed by the axial direction of the injection hole and the radial direction of the combustion chamber satisfies: The angle α between the axial direction of the injection hole and the radial direction of the combustion chamber preferably satisfies: That is, the fuel 4 injected into the combustion chamber through the second fuel injection structure can be injected along the radial direction of the combustion chamber, or can be injected obliquely relative to the radial direction of the combustion chamber. It can be determined based on a comprehensive evaluation of fuel / oxidant blending and thermal protection effects; wherein the injection hole has a hole diameter of 0.2 mm to 1.0 mm and a hole depth of 1 mm to 25 mm.

[0042] In a typical implementation case, the plurality of injection holes are combined into M rows of injection holes arranged in sequence along the axial direction of the combustion chamber, and the plurality of injection holes may be distributed in an array (i.e., the plurality of injection holes are arranged in sequence), such as Figure 5a , Figure 5c As shown, specifically, the plurality of injection holes can completely cover the combustion section of the combustion chamber (such as Figure 5a As shown in FIG. 1 ), considering that the detonation combustion in the rotating detonation combustion chamber mainly occurs in the head area of ​​the combustion section, that is, the area with the highest heat flux density, and the detonation wave rotates continuously in the annular direction, the plurality of injection holes may also only cover the head area of ​​the combustion section (as shown in FIG. Figure 5c shown) In another typical implementation case, the two adjacent rows of injection holes are staggered in the circumferential direction of the combustion chamber (i.e., the plurality of injection holes are arranged crosswise). Specifically, the staggered angle of two adjacent injection holes that are not in the same row in the circumferential direction of the combustion chamber is .

[0043] Specifically, Figure 6 As shown, the injection holes can be structures such as straight circular holes, special-shaped holes and special-shaped slot holes, among which the special-shaped holes and special-shaped slot holes can provide higher cooling efficiency and larger protection area. In particular, the injection holes can also only cover the head area of ​​the combustion section. Since the number of injection holes is small, the special-shaped holes and special-shaped slot holes are preferred, which can provide better thermal protection effect when the amount of cold air used remains unchanged.

[0044] In particular, since liquid hydrogen has an extremely low critical temperature and boiling point, the fuel that enters the combustion chamber after passing through the cooling channel is usually in a gaseous state, thereby achieving a better air film cooling effect. Liquid hydrogen fuel is the preferred fuel solution of the present invention.

[0045] In view of the working requirements of the attitude control engine, the rotating detonation attitude control engine provided by the present invention will integrate adaptive algorithms and fuzzy control theory to achieve precise attitude control requirements such as rolling, pitching, and yaw.

[0046] Specifically, the rotating detonation wave has multiple operating modes, for example, Figure 7a , Figure 7b , Figure 7c It is a schematic diagram of the flow field of a rotating detonation combustion chamber working in single-wave and multi-wave modes respectively. At this time, a single or multiple rotating detonation waves stably exist in the flow field, and conventional monitoring means are difficult to accurately monitor the rotating detonation attitude control engine in different working modes. Therefore, the present invention proposes a pattern recognition algorithm based on deep neural networks such as VGG16 and YOLO to monitor the single-wave / multi-wavefront modes of the detonation combustion chamber. Specifically, by converting the engine sensor signal into image data for training VGG16 and YOLO, identifying the current engine working mode, and feeding back the detection results in real time, it can be actively regulated according to the working requirements, such as Figure 8 shown.

[0047] Figure 9a , Figure 9b , Fig.9c This is a schematic diagram of a launch vehicle engine that uses a rotating detonation engine for attitude control. The rotating detonation attitude control engines are installed in parallel at the last stage of the launch vehicle. The number is N (N>1), which can achieve high-precision control of pitch, yaw, and roll attitude.

[0048] Fig.12 The prototype system of the rotating detonation attitude control engine is designed based on the technical solution of the present invention. Figure 1c The structure configuration in the combustion chamber is 72 mm in diameter, and the outer wall is evenly arranged with special-shaped holes. The cooling medium is sprayed into the combustion chamber from the special-shaped holes to form a gas film thermal protection on the combustion chamber wall. The tail nozzle adopts a Laval nozzle, which is smoothly connected through the Witoszynski curve. The nozzle is designed with a throat ratio of 9. Experimental measurement and analysis show that the thrust of the prototype in the stable stage can reach 300 N ( Fig.13 ), which can be used as a low-thrust attitude control engine. N engines as shown in the figure can be installed in parallel or in series on a launch vehicle ( Figure 9a , Figure 9b , Fig.9c ),satellite( Fig.10a , Fig.10b , Fig.10c ) and detectors ( Fig.11a , Fig.11b , Fig.11c )wait.

[0049] Example 1 Fig.12The prototype system of the rotating detonation attitude control engine is designed based on the main idea of ​​the present invention. The diameter of the combustion chamber is 72 mm, and cat-ear-shaped injection holes are evenly arranged on the outer wall. Figure 5b The cross arrangement scheme shown, the diameter of the injection hole is 0.436 mm, and the inclination angle of the injection hole is , hole depth 3 mm. The cooling medium is sprayed into the combustion chamber from the injection hole, forming a gas film thermal protection on the combustion chamber wall. The tail nozzle adopts Laval nozzle, which is smoothly connected through the Witoszynski curve. The designed throat ratio of Laval nozzle is 9. Experimental measurement and analysis show that the thrust of the prototype in the stable stage can reach 300 N ( Fig.13 ), which can be used as a low-thrust attitude control engine.

[0050] Example 2

[0051] The simulation verifies the design of the present invention Figure 5a , Figure 5b and Figure 5c The feasibility of three air film hole arrangement schemes, Figure 5a , Figure 5b and Figure 5c The simulation models of the combustion chamber formed by the three air film hole arrangement schemes are as follows: Fig.14a , Fig.14b , Fig.14c As shown, the diameter of the combustion chamber is 40 mm. Based on the symmetry of the annular combustion chamber, 1 / 4 of the area is selected for analysis, and cat-ear-shaped injection holes are evenly arranged. The diameter of the injection holes is 0.6 mm, and the inclination angle is ; The calculation results are as follows Fig.15a , Fig.15b , Fig.15c As shown. The simulation results show that the three air film hole arrangement schemes designed by the present invention can all be detonated and work stably in the rotating detonation combustion chamber. In particular, the present invention proposes the following method based on the characteristics of the rotating detonation combustion chamber: Figure 5c The air film hole arrangement scheme shown is Fig.15c It can provide effective protection for the high heat flux area where the rotating detonation wave of the combustion chamber is located. Compared with the combustion chamber without film cooling holes, the average temperature of the flow field drops by more than 300 K.

[0052] Compared with traditional liquid fuel attitude control engines, the rotating detonation attitude control engine proposed in the present invention has a higher thermodynamic cycle efficiency, more intense combustion and a more compact structure based on rotating detonation combustion; the rotating detonation attitude control engine combustion chamber with a regenerative cooling channel provided by the present invention, combined with the regenerative cooling channel and the film cooling holes, as well as the working characteristics of rotating detonation combustion, the present invention designs a thermal protection means for the rotating detonation attitude control engine, which can realize long-term stable operation of the engine and repeated ignition; at the same time, the present invention also integrates artificial intelligence algorithms and control systems, which can monitor the complex unsteady flow fields and working modes of the detonation combustion chamber.

[0053] It should be understood that the above embodiments are only for illustrating the technical concept and features of the present invention, and their purpose is to enable people familiar with the technology to understand the content of the present invention and implement it accordingly, and they cannot be used to limit the protection scope of the present invention. Any equivalent changes or modifications made according to the spirit of the present invention should be included in the protection scope of the present invention.

Claims

1. A rotating detonation combustion chamber with a heat protection structure, comprising: A casing and a combustion chamber enclosed by the casing, wherein the combustion chamber has a combustion section and a nozzle section, and the casing is provided with an oxidant injection structure and a fuel injection structure connected to the combustion section, characterized in that it also includes: A regenerative cooling channel, wherein the regenerative cooling channel is connected to the fuel injection structure, and the fuel is injected into the combustion chamber via the regenerative cooling channel and the fuel injection structure. The regenerative cooling channel is arranged on the outside of the combustion chamber and cooperates with the cover shell for heat conduction. The fuel flowing through the regenerative cooling channel can exchange heat with the internal environment of the combustion chamber and be preheated. Moreover, the fuel entering the combustion chamber from the fuel injection structure forms a cooling film on the inner wall surface of the combustion chamber to isolate the high-temperature combustion gas while participating in the combustion.

2. The rotating detonation combustion chamber with a heat protection structure according to claim 1, characterized in that: The fuel injection structure includes a first fuel injection structure and a second fuel injection structure, the first fuel injection structure and the second fuel injection structure are respectively connected to the regeneration cooling channel, the first fuel injection structure and the oxidant injection structure are arranged in the end area of ​​the combustion section away from the nozzle section, and the first fuel injection structure is arranged in a surrounding area of ​​the oxidant injection structure, the second fuel injection structure is distributed in an area close to the inner wall of the combustion section or close to the inner wall of the combustion section, and the second fuel injection structure is arranged in a surrounding area of ​​the first fuel injection structure. The fuel entering the combustion chamber from the second fuel injection structure not only participates in combustion, but also forms a cooling film on the inner wall surface of the combustion chamber to isolate the high-temperature combustion gas.

3. The rotating detonation combustion chamber with a heat protection structure according to claim 2, characterized in that: The first fuel injection structure is located at the end of the regeneration cooling channel, and the second fuel injection structure is located at a portion between the beginning and the end of the regeneration cooling channel.

4. The rotating detonation combustion chamber with a heat protection structure according to claim 2, characterized in that: The second fuel injection structure comprises a plurality of injection holes, wherein the central axis of the injection holes intersects the central axis of the combustion chamber, and the angle α formed between the axial direction of the injection holes and the radial direction of the combustion chamber satisfies: , preferably, ; And / or, the ratio of the diameter to the depth of the injection hole is (0.2~1.0):(1~25); Preferably, the injection hole has a diameter of 0.2 mm to 1.0 mm and a hole depth of 1 mm to 25 mm.

5. The rotating detonation combustion chamber with a heat protection structure according to claim 4, characterized in that: The plurality of injection holes are distributed in an array, and the plurality of injection holes are combined into M rows of injection holes sequentially arranged along the axial direction of the combustion chamber; Preferably, the plurality of injection holes are combined into M rows of injection holes sequentially arranged along the axial direction of the combustion chamber, and the injection holes in two adjacent rows are staggered in the circumferential direction of the combustion chamber; Preferably, the staggered angle of two adjacent injection holes that do not belong to the same row in the circumferential direction of the combustion chamber is 0°<β<90°.

6. The rotating detonation combustion chamber with a heat protection structure according to claim 1, characterized in that: The regenerative cooling channel is a spiral channel structure arranged around the combustion chamber, or the regenerative cooling channel is an annular chamber structure arranged around the combustion chamber; and / or, the regenerative cooling channel is continuously arranged outside the combustion section and the nozzle section; Preferably, the regenerative cooling channel is arranged outside or inside the housing; Preferably, the regenerative cooling channel is integrated with the cover shell, and the regenerative cooling channel is an interlayer space inside the cover shell.

7. An aircraft attitude control engine based on rotating detonation combustion, characterized in that: The combustion chamber of the aircraft attitude control engine is a rotating detonation combustion chamber with a heat protection structure as described in any one of claims 1 to 6.

8. An aircraft, comprising an aircraft body and at least one aircraft attitude control engine, characterized in that: The aircraft attitude control engine is the aircraft attitude control engine based on rotating detonation combustion as described in claim 7.

9. The aircraft according to claim 8, characterized in that: The aircraft includes a launch vehicle, a probe or a satellite.

10. A method for attitude control of an aircraft, characterized in that: include: Provided is an aircraft as claimed in claim 8 or 9, and a pattern recognition algorithm based on a deep neural network monitors the engine operating mode and adjusts the attitude of the aircraft according to the engine operating mode.

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