Composite ramjet engine and combined power device

Abstract

The invention relates to the technical field of ramjet engines, in particular to a composite ramjet engine and a combined power device. According to the composite ramjet engine, a scramjet engine runner serves as a basic runner, and the runner can be switched into an equivalent subsonic combustion ramjet engine runner through profile adjustment. The basic flow channel comprises an air inlet channel, an isolation section, a combustion chamber front section, a combustion chamber rear section and an expanding exhaust nozzle. A flow channel molded surface adjusting mechanism is arranged on the inner wall of the expanding exhaust nozzle; the mechanism has two states: in the first state, the adjusting mechanism is attached to the inner wall of the expansion type exhaust nozzle, and the molded surface of a flow channel of the exhaust nozzle is in an expansion type and corresponds to a dual-mode scramjet mode; and in the second state, the adjusting mechanism protrudes towards the inner cavity of the exhaust nozzle, and the exhaust nozzle runner comprises a first expansion section, a first contraction section and a second expansion section in the airflow direction and corresponds to the equivalent subsonic combustion stamping mode. The working range of a conventional speed range scramjet engine can be widened to Ma2.5-7.0, and the conventional speed range scramjet engine can be directly combined with a common turbine engine.

Description

Technical Field

[0001] The present disclosure relates to the technical field of ramjet engines, and in particular to a composite ramjet engine and a combined power device. Background Art

[0002] In the combined power device of a turbine engine and a scramjet engine with a Mach number of Ma=0 to 7.0, since the operating range of a conventional speed range scramjet engine is Ma=4.0 to 7.0, at least a high-speed turbine engine of Ma=4.0 is required to be combined with it, so the comprehensive technical difficulty is great.

[0003] Therefore, how to broaden the operating range of conventional speed range scramjet engines, lower their lower speed limit, thereby reducing the requirements for the upper speed limit of turbine engines, and reduce the comprehensive technical difficulty of such combined power devices is one of the technical problems that need to be urgently solved in this field. Summary of the invention

[0004] The present disclosure is proposed in view of the above problems. The present disclosure provides a composite ramjet engine and a combined power device.

[0005] According to one aspect of the present disclosure, a composite ramjet engine is provided, having a ramjet engine channel, wherein the ramjet engine channel is based on a scramjet engine channel, and the basic channel sequentially includes an air inlet, an isolation section, a scramjet combustion chamber front section, a scramjet combustion chamber rear section, and an expansion tail nozzle;

[0006] A front section concave cavity flame stabilizer is provided at one end of the front section of the scramjet combustion chamber close to the isolation section, and a front section support plate fuel injector is provided in front of the front section concave cavity flame stabilizer; a rear section concave cavity flame stabilizer is provided at one end of the rear section of the scramjet combustion chamber close to the front section of the scramjet combustion chamber, and a rear section support plate fuel injector is provided in front of the rear section concave cavity flame stabilizer;

[0007] A flow path profile adjustment mechanism is provided on the inner wall of the expansion type tail nozzle; the flow path profile adjustment mechanism has two states: in the first state, the flow path profile adjustment mechanism is in contact with the inner wall of the expansion type tail nozzle, and the flow path profile of the expansion type tail nozzle is expansion type; in the second state, the flow path profile adjustment mechanism protrudes toward the inner cavity of the expansion type tail nozzle, and the flow path of the expansion type tail nozzle includes a first expansion section, a first contraction section and a second expansion section in sequence along the flow direction of the gas; a jet flame stabilizer is provided at the first expansion section.

[0008] In addition, according to a compound ramjet engine of one aspect of the present disclosure, the flow path profile adjustment mechanism includes a slide rail, a first connecting plate and a second connecting plate; the slide rail is fixedly mounted on the inner wall of the expansion type tail nozzle, one end of the first connecting plate is slidably connected to the slide rail through a slider, the first connecting plate is hinged to the slider, the other end of the first connecting plate is hinged to one end of the second connecting plate, and the other end of the second connecting plate is hinged to the inner wall of the expansion type tail nozzle.

[0009] In addition, according to a composite ramjet engine according to one aspect of the present disclosure, the slide rail is arranged along the length direction of the ramjet engine channel; when the flow channel profile adjustment mechanism is in a first state, the first connecting plate and the second connecting plate are in contact with the inner wall of the expansion type tail nozzle; when the flow channel profile adjustment mechanism is in a second state, the first connecting plate and the second connecting plate protrude toward the inner cavity of the expansion type tail nozzle.

[0010] In addition, according to a compound ramjet engine in one aspect of the present disclosure, the expansion type tail nozzle has an exhaust lower adjustment plate, the exhaust lower adjustment plate is arranged opposite to the flow channel profile adjustment mechanism, and one end of the exhaust lower adjustment plate is hinged to the wall of the rear section of the scramjet combustion chamber.

[0011] In addition, according to a composite ramjet engine according to one aspect of the present disclosure, an air intake lower adjustment plate is provided at the inlet of the ramjet engine channel, and one end of the air intake lower adjustment plate is hinged to the wall of the isolation section.

[0012] In addition, according to a compound ramjet engine in one aspect of the present disclosure, the jet flame stabilizer is fixedly mounted on the inner wall of the expansion tail nozzle and is located at one end close to the rear section of the scramjet combustion chamber.

[0013] In addition, according to a composite ramjet engine according to one aspect of the present disclosure, the cross-sectional area of ​​the air inlet gradually decreases in a direction approaching the isolation section; the cross-sectional areas of the isolation section and the front section of the scramjet combustion chamber are the same, and the cross-sectional area of ​​the isolation section is equal to the minimum cross-sectional area of ​​the air inlet; the cross-sectional area of ​​the rear section of the scramjet combustion chamber gradually increases in a direction away from the front section of the scramjet combustion chamber.

[0014] In addition, according to one aspect of the present disclosure, a composite ramjet engine has a dual-mode scramjet mode and an equivalent sub-ramjet mode, wherein the dual-mode scramjet mode further includes a sub-ramjet mode and a scramjet mode;

[0015] When the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode, the flow path profile adjustment mechanism is in the first state, and the rear support plate fuel injector is opened; when the composite ramjet engine is in the scramjet mode of the dual-mode scramjet mode, the flow path profile adjustment mechanism is in the first state, and the front support plate fuel injector is opened;

[0016] When the compound ramjet engine is in the equivalent subcombustion ramjet mode, the flow channel profile adjustment mechanism is in the second state, and the rear support plate fuel injector and the jet flame stabilizer are turned on.

[0017] According to another aspect of the present disclosure, a combined power device is provided, comprising a turbine engine and any one of the compound ramjet engines described above, wherein a turbine engine channel of the turbine engine is arranged in parallel with a ramjet engine channel of the compound ramjet engine; an upper intake regulating plate is provided at the inlet of the turbine engine channel, and an upper exhaust regulating plate is provided at the outlet.

[0018] In addition, according to a combined power device in one aspect of the present disclosure, when the combined power device is in a flight state of Ma=0-2.5, only the turbine engine is working, and the ramjet engine channel is in a cold flow state;

[0019] When the combined power device is in a flight state of Ma=2.5-4.0, the turbine engine stops working, the upper air intake regulating plate and the upper exhaust regulating plate are closed, and the composite ramjet engine is in an equivalent sub-combustion ramjet mode;

[0020] When the combined power device is in the flight state of Ma=4.0-5.5, the turbine engine stops working, the upper air intake regulating plate and the upper exhaust regulating plate are closed, and the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode;

[0021] When the combined power unit is in a flight state of Ma=5.5-7.0, the turbine engine stops working, the air intake upper regulating plate and the exhaust upper regulating plate are closed, and the compound ramjet engine is in the scramjet mode of the dual-mode scramjet mode.

[0022] The present invention provides a flow path profile adjustment mechanism and a jet flame stabilizer in the expansion tail nozzle area of ​​the basic flow path of the scramjet engine, and controls the position of the flow path profile adjustment mechanism and the opening of the jet flame stabilizer according to the change of the flight state, so that the basic flow path of the scramjet engine can be equivalent to the flow path of the sub-ramjet engine when the speed is relatively low at Ma=2.5-4.0. Therefore, in the same ramjet engine channel, the "compounding" of the sub-ramjet engine and the dual-mode scramjet engine is realized, and the working range of the conventional speed domain scramjet engine can be widened from Ma=4.0-7.0 to Ma=2.5-7.0, so that it can be directly combined with the Ma=0-2.5 level ordinary turbine engine, effectively reducing the comprehensive technical difficulty of such a combined power device. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0024] Figure 1 It is a structural schematic diagram of a composite ramjet engine disclosed in the present invention.

[0025] Figure 2 It is a structural schematic diagram of the flow channel profile adjustment mechanism when it is in the second state.

[0026] Figure 3 It is a schematic diagram of the state of the composite ramjet engine when it is in the subcombustion mode of the dual-mode scramjet mode.

[0027] Figure 4 It is a schematic diagram of the typical pressure distribution along the flow path when the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode.

[0028] Figure 5 It is a schematic diagram of the state of the composite ramjet engine when it is in the dual-mode scramjet mode.

[0029] Figure 6 It is a schematic diagram of the typical pressure distribution along the flow path when the composite ramjet engine is in the dual-mode scramjet mode.

[0030] Figure 7 It is a schematic diagram of the state of the composite ramjet engine when it is in the equivalent sub-ramjet mode.

[0031] Figure 8 This is a schematic diagram of the typical pressure distribution along the flow path when the composite ramjet engine is in the equivalent sub-combustion ramjet mode.

[0032] Fig. 9 It is a structural schematic diagram of a combined power device disclosed in the present invention.

[0033] Fig.10 It is a structural schematic diagram of a flow channel profile adjustment mechanism 9 of a combined power device disclosed in the present invention when it is in a second state.

[0034] Fig.11 This is a schematic diagram of the state of a combined power device disclosed in the present invention when only the turbine engine is working.

[0035] Fig.12 It is a schematic diagram of the state of a combined power device compound ramjet engine disclosed in the present invention when it is in an equivalent sub-combustion ramjet mode.

[0036] Fig.13 It is a schematic diagram of the state of a combined power unit compound ramjet engine disclosed in the present invention when it is in a dual-mode scramjet mode (taking the scramjet mode in this mode as an example).

[0037] Fig.14 It is a speed domain connection concept between ordinary turbine engines and compound ramjet engines.

[0038] Fig.15 It is a schematic diagram of the basic principle of flame stabilization of an equivalent sub-ramjet combustion chamber. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solution and advantages of the present disclosure more obvious, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0040] See also Figure 1 and Fig. 9 As shown, the present disclosure discloses a composite ramjet engine, which has a ramjet engine channel 2. The ramjet engine channel 2 is based on the scramjet engine flow channel. The basic flow channel sequentially includes an air inlet 11, an isolation section 12, a scramjet combustion chamber front section 13, a scramjet combustion chamber rear section 16, and an expansion tail nozzle 19;

[0041] A front section concave cavity flame stabilizer 15 is provided at one end of the front section 13 of the scramjet combustion chamber close to the isolation section 12, and a front section support plate fuel injector 14 is provided in front of the front section concave cavity flame stabilizer 15. The front section support plate fuel injector 14 is swept back at a certain angle and tilted toward the front section concave cavity flame stabilizer 15. Such a configuration can reduce the resistance of the front section support plate fuel injector 14 to the airflow on the one hand, and strengthen the interaction between the airflow behind the front section support plate fuel injector 14 and the shear layer of the front section concave cavity flame stabilizer 15 on the other hand, so that the airflow is convenient for the airflow to suck the fuel injected by the front section support plate fuel injector 14 into the front section concave cavity flame stabilizer 15; A rear section concave cavity flame stabilizer 18 is provided at one end of the rear section 16 of the scramjet combustion chamber close to the front section 13 of the scramjet combustion chamber, and a rear section support plate fuel injector 17 is provided in front of the rear section concave cavity flame stabilizer 18. The rear section support plate fuel injector 17 is swept back at a certain angle and tilted toward the rear section concave cavity flame stabilizer 18. Such a setting can reduce the resistance of the rear section support plate fuel injector 17 to the airflow on the one hand, and strengthen the interaction between the airflow behind the rear section support plate fuel injector 17 and the shear layer of the rear section concave cavity flame stabilizer 18 on the other hand, so that the airflow is convenient for the fuel injected by the rear section support plate fuel injector 17 to be sucked into the rear section concave cavity flame stabilizer 18;

[0042] In a specific implementation, the front support plate fuel injectors 14 may be two or more. When there are two front support plate fuel injectors 14, the two front support plate fuel injectors 14 are symmetrically arranged. Figure 1 As shown, when there are multiple front-stage support plate fuel injectors 14, the multiple front-stage support plate fuel injectors 14 are arranged along the circumferential direction of the front section 13 of the scramjet combustion chamber; the rear-stage support plate fuel injectors 17 can be two or more, and when there are two rear-stage support plate fuel injectors 17, the two rear-stage support plate fuel injectors 17 are symmetrically arranged, and when there are multiple rear-stage support plate fuel injectors 17, the multiple rear-stage support plate fuel injectors 17 are arranged along the circumferential direction of the rear section 16 of the scramjet combustion chamber.

[0043] See also Figure 1 and Figure 2 As shown, a flow channel profile adjustment mechanism 9 is provided on the inner wall of the expansion type tail nozzle 19; the flow channel profile adjustment mechanism 9 has two states: in the first state, the flow channel profile adjustment mechanism 9 is in contact with the inner wall of the expansion type tail nozzle 19, and the flow channel profile of the expansion type tail nozzle 19 is expansion type; in the second state, the flow channel profile adjustment mechanism 9 protrudes toward the inner cavity of the expansion type tail nozzle 19, and the flow channel of the expansion type tail nozzle 19 includes a first expansion section, a first contraction section, and a second expansion section in sequence along the flow direction of the gas. A jet flame stabilizer 28 is provided at the first expansion section, and the jet flame stabilizer 28 is fixedly mounted on the inner wall of the expansion type tail nozzle 19 and is located at one end close to the rear section 16 of the scramjet combustion chamber;

[0044] Furthermore, the flow channel profile adjustment mechanism 9 includes a slide rail 20, a first connecting plate 21 and a second connecting plate 22; the slide rail 20 is fixedly mounted on the inner wall of the expansion type tail nozzle 19, the slide rail 20 is arranged along the length direction of the ramjet engine channel 2, one end of the first connecting plate 21 is slidably connected to the slide rail 20 through a slider, the slider can slide along the slide rail 20, the first connecting plate 21 is hinged to the slider, the other end of the first connecting plate 21 is hinged to one end of the second connecting plate 22, and the other end of the second connecting plate 22 is hinged to the inner wall of the expansion type tail nozzle 19; in specific implementation, the first connecting plate 21 is connected to the slider through a hinge, the first connecting plate 21 is connected to the second connecting plate 22 through a hinge, and the second connecting plate 22 is connected to the inner wall of the expansion type tail nozzle 19 through a hinge.

[0045] When the flow channel profile adjustment mechanism 9 is in the first state, see Figure 1 As shown, the first connecting plate 21 and the second connecting plate 22 are in contact with the inner wall of the expansion tail nozzle 19, and the first connecting plate 21 and the second connecting plate 22 are substantially in a straight line; when the flow channel profile adjustment mechanism 9 is in the second state, refer to Figure 2 As shown, the first connecting plate 21 and the second connecting plate 22 protrude toward the inner cavity of the expansion type tail nozzle 19, and the first connecting plate 21 and the second connecting plate 22 are in a "V" shape. The flow channel of the corresponding expansion type tail nozzle 19 includes a first expansion section, a first contraction section and a second expansion section in sequence along the flow direction of the gas. The first expansion section of the expansion type tail nozzle 19 is an equivalent sub-combustion ramjet combustion chamber 27, and the first contraction section and the second expansion section of the expansion type tail nozzle 19 constitute an equivalent contraction-expansion type tail nozzle 29.

[0046] The switching between the two states of the flow channel profile adjustment mechanism 9 is achieved through a driving mechanism. The driving mechanism is a prior art and can be implemented by those skilled in the art, so it will not be described in detail here.

[0047] See also Figure 2 As shown, the expansion type tail nozzle 19 has an exhaust lower adjustment plate 8, which is arranged opposite to the flow path profile adjustment mechanism 9, and one end of the exhaust lower adjustment plate 8 is hinged to the wall of the rear section 16 of the scramjet combustion chamber. During the adjustment of the flow path profile adjustment mechanism 9 from the first state to the second state, the exhaust lower adjustment plate 8 can be appropriately adjusted upward to assist in forming the mechanical throat of the equivalent contraction-expansion type tail nozzle 29.

[0048] See also Figure 2 As shown, an air intake lower adjustment plate 7 is provided at the inlet of the ramjet engine channel 2 , and one end of the air intake lower adjustment plate 7 is hinged to the wall of the isolation section 12 .

[0049] When the composite ramjet engine is not in use, in order to prevent air from entering the ramjet engine channel 2, the air entry can be blocked by closing the air intake lower adjustment plate 7 and the exhaust lower adjustment plate 8.

[0050] See also Figure 1 As shown, the cross-sectional area of ​​the air inlet 11 gradually decreases in the direction approaching the isolation section 12; the cross-sectional areas of the isolation section 12 and the front section 13 of the scramjet combustion chamber are the same, and the cross-sectional area of ​​the isolation section 12 is equal to the minimum cross-sectional area of ​​the air inlet 11; the cross-sectional area of ​​the rear section 16 of the scramjet combustion chamber gradually increases in the direction away from the front section 13 of the scramjet combustion chamber.

[0051] The composite ramjet engine has a dual-mode scramjet mode and an equivalent subcombustion ramjet mode, wherein the dual-mode scramjet mode includes a subcombustion mode and a scramjet mode; when the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode, the flow channel profile adjustment mechanism 9 is in the first state, and the rear support plate fuel injector 17 is opened, see Figure 3 When the composite ramjet is in the scramjet mode of the dual-mode scramjet mode, the flow channel profile adjustment mechanism 9 is in the first state, the front support plate fuel injector 14 is opened, see Figure 5 shown.

[0052] Specifically, when the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode, see Figure 1 and Figure 3As shown, the slider of the tail nozzle area flow channel profile adjustment mechanism 9 moves forward along the slide rail 20 to the extreme position, the first connecting plate 21 and the second connecting plate 22 are basically in a straight line, and the forward direction here points to the direction close to the rear section 16 of the scramjet combustion chamber, and the corresponding tail nozzle flow channel profile is expanded to form an expanded tail nozzle 19. At this time, the flow channel profile adjustment mechanism 9 is in the first state. In terms of aerodynamic thermodynamics, after the incoming air 30 is pre-compressed by the inlet oblique shock wave 31, it is further compressed by the normal shock wave chain 32 formed in the isolation section 12 and flows into the front section 13 of the scramjet combustion chamber. At this time, the front support plate fuel injector 14 is closed, and the front concave flame stabilizer 15 only forms a cold recirculation zone. There is no combustion area in the front section 13 of the scramjet combustion chamber. Since it is the same cross-sectional area flow channel as the isolation section, it plays a similar role as the isolation section at this time, and also forms a part of the normal shock wave chain. After the incoming air 30 passes through this part of the normal shock wave chain and is compressed again, it flows into the rear section 16 of the scramjet combustion chamber at a high subsonic speed, for example: Ma=0.8. The rear section support plate fuel injector 17 is opened to inject fuel, effectively mixes with the compressed incoming air 30 and ignites and burns. The rear section concave flame stabilizer 18 forms a first high-temperature recirculation zone 34 to stabilize the flame, and at the same time, together with the rear section support plate fuel injector 17, supports the flame propagation and expansion of the mainstream area of ​​the combustion chamber to form a first flame propagation zone 35. In the rear section 16 of the scramjet combustion chamber, due to the proper matching of the flow process, heat release process and the flow channel profile, a "thermal throat 36" will be formed at a certain position. The subsonic high-temperature airflow in the combustion chamber is accelerated to the local sound speed when passing through the "thermal throat 36", and continues to accelerate to a supersonic high-temperature airflow after passing through the "thermal throat 36", that is, the airflow velocity in the flow channel of the rear section 16 of the scramjet combustion chamber will experience a high subsonic-sonic-supersonic process. The supersonic high-temperature airflow completes the expansion acceleration process in the expansion tail nozzle 19. The above process forms a typical distribution of pressure along the flow channel in the subsonic mode of the dual-mode scramjet mode, see Figure 4 In addition, the formation mechanism of the positive shock wave chain in the isolation section in the subcombustion mode of the dual-mode scramjet mode is further explained. Since the airflow at the inlet of the isolation section is supersonic and has a low Mach number when the ramjet engine channel is in this working state, and the back pressure of the combustion chamber is high, a strong positive shock wave chain must be formed in the isolation section to obtain the required higher pressure rise, thereby matching the higher back pressure of the combustion chamber.

[0053] When the composite ramjet is in the scramjet mode of the dual-mode scramjet mode, refer to Figure 1 and Figure 5As shown, the slider of the tail nozzle area flow channel profile adjustment mechanism 9 moves forward to the limit position along the slide rail 20, the first connecting plate 21 and the second connecting plate 22 are basically in a straight line, and the corresponding tail nozzle flow channel profile is expanded, forming an expanded tail nozzle 19. At this time, the flow channel profile adjustment mechanism 9 is in the first state; in terms of aerodynamic thermodynamics, after the incoming air 30 is pre-compressed by the inlet oblique shock wave 31, it is further compressed by the oblique shock wave chain 37 formed in the isolation section 12 and flows into the front section 13 of the scramjet combustion chamber at a supersonic speed. The front section support plate fuel injector 14 is turned on to inject fuel, and the front section concave cavity flame stabilizer 15 forms a second high-temperature recirculation zone 39 to stabilize the flame, and at the same time, together with the front section support plate fuel injector 14, it supports the flame propagation and expansion of the mainstream area of ​​the combustion chamber to form a second flame propagation zone 40. At this time, the rear support plate fuel injector 17 is closed, and the scramjet combustion chamber rear section 16 serves as an extended combustion section of the scramjet combustion chamber front section 13, in which the fuel and the incoming air 30 continue to mix and burn fully. In the flow passages of the scramjet combustion chamber front section 13 and the scramjet combustion chamber rear section 16, the airflow maintains supersonic speed throughout the entire process. The supersonic high-temperature airflow completes the expansion acceleration process in the expansion tail nozzle 19. The above process forms a typical pressure distribution along the flow passage in the scramjet mode of the dual-mode scramjet mode, as shown in FIG. Figure 6 In addition, the formation mechanism of the oblique shock wave chain in the isolation section in the scramjet mode of the dual-mode scramjet mode is further explained. Since the airflow at the inlet of the isolation section is supersonic and has a high Mach number when the ramjet engine channel is in this working state, and the back pressure of the combustion chamber is low, only a weak oblique shock wave chain needs to be formed in the isolation section to obtain the required lower pressure rise, thereby matching the lower back pressure of the combustion chamber.

[0054] The composite ramjet engine has an equivalent sub-ramjet mode. When the composite ramjet engine is in the equivalent sub-ramjet mode, refer to Figure 2 and Figure 7 As shown, the slider of the tail nozzle area flow channel profile adjustment mechanism 9 moves backward along the slide rail 20 to a specific position, the first connecting plate 21 and the second connecting plate 22 protrude toward the inner cavity of the expansion type tail nozzle 19, and the first connecting plate 21 and the second connecting plate 22 are in a "V" shape. The flow channel of the corresponding expansion type tail nozzle 19 includes a first expansion section, a first contraction section, and a second expansion section in sequence along the flow direction of the gas. The first expansion section of the expansion type tail nozzle 19 is an equivalent sub-combustion ramjet combustion chamber 27. Figure 2 As shown, the first contraction section and the second expansion section of the expansion type tail nozzle 19 constitute an equivalent contraction expansion type tail nozzle 29. Figure 2 As shown, the flow channel profile adjustment mechanism 9 is in the second state, the rear support plate fuel injector 17 and the jet flame stabilizer 28 are turned on. At this time, the equivalent positive shock wave stabilization section 25 is formed from the inlet of the isolation section 12 to the outlet of the rear concave cavity flame stabilizer 18. Figure 2As shown, the outlet of the rear cavity flame stabilizer 18 to the inlet of the expansion tail nozzle 19 constitutes an equivalent subsonic diffuser 26. Figure 2 As shown. In terms of aerodynamic thermodynamics, after the incoming air 30 is pre-compressed by the oblique shock wave 31 of the inlet 11, it is further compressed by the normal shock wave 41 (actually a cluster of very concentrated normal shock wave chains, generally described as a normal shock wave) formed in the equivalent normal shock wave stabilization section 25, and flows into the equivalent subsonic diffuser 26 at a subsonic speed. The rear support plate fuel injector 17 is opened to inject fuel, and the fuel and air are pre-mixed in the equivalent subsonic diffuser 26 to form a premixed gas 42, while continuing to decelerate and increase pressure, and flows into the equivalent subsonic ramjet combustion chamber 27 at a low subsonic speed, for example: Ma=0.2. The jet flame stabilizer 28 is turned on, and the injected high-temperature combustion gas exchanges heat and mass with the premixed gas 42 flowing into the equivalent sub-ramjet combustion chamber 27, forming a stable flame propagation zone 44 in the equivalent sub-ramjet combustion chamber 27 to complete the combustion process. The high-temperature combustion gas flows into the equivalent convergence-expansion tail nozzle 29 at a low subsonic speed, for example: Ma=0.2. The low-subsonic high-temperature airflow is accelerated to the local sound speed at the throat of the equivalent convergence-expansion tail nozzle 29, that is, the connection between the first contraction section and the second expansion section, and then continues to accelerate to the supersonic speed in the expansion section to complete the expansion acceleration process. The above process forms a typical distribution of pressure along the flow path in the equivalent sub-ramjet mode, such as Figure 8 In addition, the formation mechanism of the normal shock wave in the equivalent normal shock wave stabilization section in the equivalent sub-ramjet mode is further explained. Since the inlet airflow in the equivalent normal shock wave stabilization section is still supersonic when the ramjet engine channel is in this working state, the Mach number is very low, while the back pressure of the combustion chamber is high. Only by forming a strong normal shock wave in the equivalent normal shock wave stabilization section can the required high pressure rise be obtained, thereby matching the high back pressure of the combustion chamber.

[0055] The jet flame holder 28 is of the gas generator type.

[0056] When the flight state is Ma=2.5~4.0, the composite ramjet engine operates in the equivalent subcombustion ramjet mode; when the flight state is Ma=4.0~5.5, the composite ramjet engine operates in the subcombustion mode of the dual-mode scramjet mode; when the flight state is Ma=5.5~7.0, the composite ramjet engine operates in the scramjet mode of the dual-mode scramjet mode.

[0057] See also Figure 9-Figure 15 As shown, the present disclosure also discloses a combined power device, including a turbine engine 3 and the compound ramjet engine as described above, wherein the turbine engine channel 1 of the turbine engine 3 is arranged in parallel with the ramjet engine channel 2 of the compound ramjet engine; an intake upper regulating plate 5 is arranged at the inlet of the turbine engine channel 1, and an exhaust upper regulating plate 6 is arranged at the outlet;

[0058] When the combined power unit is in the flight state of Ma=0-2.5, only the turbine engine 3 is working, and the ramjet engine channel 2 is in the cold flow state. Fig.11 As shown;

[0059] When the combined power unit is in the flight state of Ma=2.5-4.0, the turbine engine 3 stops working, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the composite ramjet engine is in the equivalent sub-combustion ramjet mode. Fig.12 As shown;

[0060] When the combined power unit is in the flight state of Ma=4.0-5.5, the turbine engine 3 stops working, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode;

[0061] When the combined power unit is in the flight state of Ma=5.5-7.0, the turbine engine 3 stops working, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the composite ramjet engine is in the scramjet mode of the dual-mode scramjet mode, see Fig.13 As shown;

[0062] Specifically, the turbine engine 3 is a common turbine engine, and the operating speed range is Ma = 0 to 2.5. The turbine engine channel 1 and the ramjet engine channel 2 are connected in parallel, with the turbine engine channel 1 being provided with the turbine engine 3 of Ma = 0 to 2.5, and the ramjet engine channel 2 being provided with the composite ramjet engine of Ma = 2.5 to 7.0. Fig. 9 The first shaded area 4 in FIG. 1 is the main flow channel when the composite ramjet engine is in the subcombustion mode or the scramjet mode of the dual-mode scramjet mode. Fig.10 The second shaded area 10 in FIG. 1 is the main flow channel when the composite ramjet engine is in the equivalent sub-ramjet mode.

[0063] When the combined power unit is in the flight state of Ma = 0 ~ 2.5, Fig.11 As shown, only the turbine engine 3 is working, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are opened, the lower intake regulating plate 7 and the lower exhaust regulating plate 8 are also kept open, the flow channel profile regulating mechanism 9 is in the first state, and the ramjet engine channel 2 is in a cold flow state.

[0064] When the combined power unit is in the flight state of Ma=2.5~4.0, Fig.12 As shown, the turbine engine 3 stops working, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, the lower intake regulating plate 7 and the lower exhaust regulating plate 8 remain open, the flow channel profile regulating mechanism 9 is in the second state, the lower exhaust regulating plate 8 is appropriately adjusted upward, and the composite ramjet engine is in the equivalent sub-combustion ramjet mode, as shown in FIG. Figure 7 shown.

[0065] When the combined power device is in the flight state of Ma=4.0-5.5, the turbine engine 3 stops working, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, the lower air intake regulating plate 7 and the lower exhaust regulating plate 8 remain open, and the composite ramjet engine works in the subcombustion mode of the dual-mode scramjet mode, such as Figure 3 shown.

[0066] When the combined power unit is in the flight state of Ma=5.5~7.0, Fig.13 As shown, the turbine engine 3 is still in a stopped working state, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are still closed, the lower intake regulating plate 7 and the lower exhaust regulating plate 8 are still opened, and the composite ramjet engine operates in the scramjet mode of the dual-mode scramjet mode, as shown in FIG. Figure 5 shown.

[0067] The speed domain connection concept of ordinary turbine engine and compound ramjet engine, such as Fig.14 As shown. The operating range of an ordinary turbine engine is Ma=0~2.5, so it cannot be directly connected with the speed range of a conventional speed range scramjet engine of Ma=4.0~7.0. The use of the compound ramjet engine of the present application can widen the lower limit of the operating speed range of the ramjet engine channel to Ma=2.5; when Ma=2.5~4.0, the compound ramjet engine operates in an equivalent subcombustion ramjet mode. When Ma=4.0~5.5, the compound ramjet engine operates in the subcombustion mode of the dual-mode scramjet mode. When Ma=5.5~7.0, the compound ramjet engine operates in the scramjet mode of the dual-mode scramjet mode. The combination of the above ordinary turbine engine and the compound ramjet engine forms a combined power unit that can effectively operate in the range of Ma=0~7.0.

[0068] In addition, the basic principle of flame stabilization of the equivalent sub-ramjet combustion chamber 27 needs to be further explained, such as Fig.15As shown, the mechanism of stabilizing the flame mainly utilizes the pilot flame. When the ramjet engine channel 2 of the combined power unit is working, the fuel boost can be increased by a gas turbine pump system. In this system, the high-temperature gas flow generated by the gas generator is expanded by the turbine to do work, and the discharged hot gas flow is accelerated by a small contraction-expansion nozzle, which can be used as a pilot flame for the flame stabilization of the equivalent sub-combustion ramjet combustion chamber 27. The high-temperature gas jet 43 discharged from the gas turbine pump system and accelerated by the small contraction-expansion nozzle, with a typical value of temperature T2 of 1000K, is introduced into the premixed gas 42, with a temperature T1, which is much lower than T2, and the airflow velocity is different V1≠V2. At this time, the cold and hot airflows will exchange mass and heat in the cross-sectional direction and axial direction, and the chemical reaction speed and flame propagation speed of the premixed gas 42 will be correspondingly increased, and then it will be ignited under appropriate parameter conditions and form a stable flame. The above flame stabilization method is used in the equivalent sub-combustion ramjet combustion chamber 27, without adding a complex mechanical flame stabilization device or setting up a dedicated hot gas flow generator, and the basic profile of the area when used as a nozzle is maintained. Therefore, it has good feasibility.

[0069] Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 The "i, f, g, h, d, j, e" in the ramjet engine channel are the numbers of the inlet and outlet sections of each component, where h represents the interface between the front and rear sections of the combustion chamber in the dual-mode scramjet mode, and j represents the interface between the equivalent scramjet combustion chamber and the equivalent convergence-expansion tail nozzle in the equivalent scramjet mode. In addition, Figure 7 The NS in the figure represents the location of the normal shock wave in the equivalent subsonic ramjet mode (NS is the first two letters of the normal shock wave). The purpose is to correspond to the pressure distribution diagram, so as to facilitate the identification of the pressure trend corresponding to each component in the pressure distribution diagram.

[0070] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0071] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0072] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0073] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0074] Various changes, substitutions, and modifications of the techniques described herein may be made without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of the present disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and actions described above. Currently existing or later to be developed processes, machines, manufactures, compositions of events, means, methods, or actions that perform substantially the same functions or achieve substantially the same results as the corresponding aspects described herein may be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or actions within their scope.

[0075] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0076] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A composite ramjet engine, characterized in that: The invention provides a ramjet engine channel (2), wherein the ramjet engine channel (2) is based on a scramjet engine channel, and the basic channel sequentially includes an air inlet (11), an isolation section (12), a scramjet combustion chamber front section (13), a scramjet combustion chamber rear section (16), and an expansion tail nozzle (19); A front section concave cavity flame stabilizer (15) is provided at one end of the front section (13) of the scramjet combustion chamber close to the isolation section (12), and a front section support plate fuel injector (14) is provided in front of the front section concave cavity flame stabilizer (15); a rear section concave cavity flame stabilizer (18) is provided at one end of the rear section (16) of the scramjet combustion chamber close to the front section (13) of the scramjet combustion chamber, and a rear section support plate fuel injector (17) is provided in front of the rear section concave cavity flame stabilizer (18); A flow path profile adjustment mechanism (9) is provided on the inner wall of the expansion type tail nozzle (19); the flow path profile adjustment mechanism (9) has two states: in a first state, the flow path profile adjustment mechanism (9) is in contact with the inner wall of the expansion type tail nozzle (19), and the flow path profile of the expansion type tail nozzle (19) is expansion-type; in a second state, the flow path profile adjustment mechanism (9) protrudes toward the inner cavity of the expansion type tail nozzle (19), and the flow path of the expansion type tail nozzle (19) includes a first expansion section, a first contraction section, and a second expansion section in sequence along the flow direction of the gas; a jet flame stabilizer (28) is provided at the first expansion section.

2. A composite ramjet engine according to claim 1, characterized in that: The flow channel profile adjustment mechanism (9) comprises a slide rail (20), a first connecting plate (21) and a second connecting plate (22); the slide rail (20) is fixedly mounted on the inner wall of the expansion type tail nozzle (19); one end of the first connecting plate (21) is slidably connected to the slide rail (20) via a slider; the first connecting plate (21) is hinged to the slider; the other end of the first connecting plate (21) is hinged to one end of the second connecting plate (22); and the other end of the second connecting plate (22) is hinged to the inner wall of the expansion type tail nozzle (19).

3. A composite ramjet engine according to claim 2, characterized in that: The slide rail (20) is arranged along the length direction of the ramjet engine channel (2); when the flow channel profile adjustment mechanism (9) is in a first state, the first connecting plate (21) and the second connecting plate (22) are in contact with the inner wall of the expansion type tail nozzle (19); when the flow channel profile adjustment mechanism (9) is in a second state, the first connecting plate (21) and the second connecting plate (22) protrude toward the inner cavity of the expansion type tail nozzle (19).

4. A composite ramjet engine according to claim 1, characterized in that: The expansion type tail nozzle (19) has an exhaust lower adjustment plate (8), the exhaust lower adjustment plate (8) is arranged opposite to the flow channel profile adjustment mechanism (9), and one end of the exhaust lower adjustment plate (8) is hinged to the wall of the rear section (16) of the scramjet combustion chamber.

5. A composite ramjet engine according to claim 1, characterized in that: An air intake lower adjustment plate (7) is provided at the inlet of the ramjet engine channel (2), and one end of the air intake lower adjustment plate (7) is hinged to the wall of the isolation section (12).

6. A composite ramjet engine according to claim 1, characterized in that: The jet flame stabilizer (28) is fixedly mounted on the inner wall of the expansion tail nozzle (19) and is located at one end close to the rear section (16) of the scramjet combustion chamber.

7. A composite ramjet engine according to claim 1, characterized in that: The cross-sectional area of ​​the air inlet (11) gradually decreases in the direction approaching the isolation section (12); the cross-sectional areas of the isolation section (12) and the front section (13) of the scramjet combustion chamber are the same, and the cross-sectional area of ​​the isolation section (12) is equal to the minimum cross-sectional area of ​​the air inlet (11); and the cross-sectional area of ​​the rear section (16) of the scramjet combustion chamber gradually increases in the direction away from the front section (13) of the scramjet combustion chamber.

8. The composite ramjet engine according to claim 1, characterized in that: The composite ramjet engine has a dual-mode scramjet mode and an equivalent subcombustion ramjet mode, wherein the dual-mode scramjet mode further includes a subcombustion mode and a scramjet mode; When the composite ramjet engine is in the subcombustion mode of the dual-mode scramjet mode, the flow path profile adjustment mechanism (9) is in the first state, and the rear support plate fuel injector (17) is opened; when the composite ramjet engine is in the scramjet mode of the dual-mode scramjet mode, the flow path profile adjustment mechanism (9) is in the first state, and the front support plate fuel injector (14) is opened; When the composite ramjet engine is in the equivalent sub-combustion ramjet mode, the flow channel profile adjustment mechanism (9) is in a second state, and the rear support plate fuel injector (17) and the jet flame stabilizer (28) are turned on.

9. A combined power device, characterized in that: It comprises a turbine engine (3) and a compound ramjet engine as claimed in claim 8, wherein the turbine engine channel (1) of the turbine engine (3) is arranged in parallel with the ramjet engine channel (2) of the compound ramjet engine; an upper air intake regulating plate (5) is provided at the inlet of the turbine engine channel (1), and an upper exhaust regulating plate (6) is provided at the outlet.

10. The combined power device according to claim 9, characterized in that: When the combined power device is in a flight state of Ma=0-2.5, only the turbine engine (3) is in operation, and the ramjet engine channel (2) is in a cold flow state; When the combined power device is in a flight state of Ma=2.5-4.0, the turbine engine (3) stops working, the air intake upper regulating plate (5) and the exhaust upper regulating plate (6) are closed, and the composite ramjet engine is in an equivalent sub-combustion ramjet mode; When the combined power device is in a flight state of Ma=4.0-5.5, the turbine engine (3) stops working, the air intake upper regulating plate (5) and the exhaust upper regulating plate (6) are closed, and the composite ramjet engine is in a subcombustion mode of the dual-mode scramjet mode; When the combined power unit is in a flight state of Ma=5.5-7.0, the turbine engine (3) stops working, the air intake upper regulating plate (5) and the exhaust upper regulating plate (6) are closed, and the composite ramjet engine is in the scramjet mode of the dual-mode scramjet mode.

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