Hypersonic aerospace engine cooperatively propelled by electric energy and chemical energy

Abstract

The invention particularly relates to a hypersonic aerospace engine propelled by electric energy and chemical energy cooperatively. The hypersonic aerospace engine comprises an electric energy propelling assembly and a chemical energy propelling assembly. The electric energy propulsion assembly comprises a first medium-voltage magnetic suspension motor and a second medium-voltage magnetic suspension motor which are of an outer rotor motor structure and an inner rotor motor structure respectively. An air pressurization channel is arranged between the first motor rotor and the second motor rotor; the chemical energy propelling assembly comprises a combustion chamber, a fuel nozzle and an igniter; the air ionization electrification device is used for electrifying the air after ionizing the air; the combustion chamber is connected to the rear side of the electric energy propelling assembly and communicates with the air pressurization channel. The fuel nozzle and the igniter are both arranged at an outlet of the air pressurization channel. The electric energy and chemical energy collaborative propulsion mode has better controllability and operation stability; the zero-speed starting can be directly realized after electrification, an additional starter is not needed, the structural complexity is reduced, the flying distance is higher, and the voyage is farther.

Description

Technical Field

[0001] The present invention belongs to the technical field of aeroengines, and particularly relates to a hypersonic aerospace engine with collaborative propulsion of electric energy and chemical energy. Background Art

[0002] An aeroengine is a device that obtains kinetic energy by burning chemical fuels. The existing scramjet aeroengine only relies on the airflow generated by high speed to compress air. The engine has poor speed regulation performance in a short time, and there are problems of poor controllability and poor operating stability during the speed regulation process. In addition, the existing scramjet engine needs to be assisted to accelerate to about Mach 3 - 3.5 to start normally. The principle of this engine is to combine a turbine engine with a ramjet engine, or a rocket engine with a ramjet engine. When the speed is lower than Mach 3 - 3.5, the ramjet engine does not work, and when the speed is higher than Mach 3, the turbine engine or the rocket engine does not work. This structural form not only increases the manufacturing difficulty of the engine, but also has problems such as poor controllability and poor operating stability during speed regulation and working mode switching, as the intake air completely depends on ram pressure. Summary of the Invention

[0003] In order to solve the problems of poor controllability and poor operating stability during speed regulation and working mode switching existing in the existing aeroengine technology, the present solution provides a hypersonic aerospace engine with collaborative propulsion of electric energy and chemical energy.

[0004] The technical solution adopted by the present invention is as follows:

[0005] A hypersonic aerospace engine with collaborative electric and chemical energy propulsion, comprising an electric energy propulsion component and a chemical energy propulsion component; the electric energy propulsion component includes an air ionization and charging device, a first medium-voltage magnetic levitation motor, a first electrode, and a second medium-voltage magnetic levitation motor; the air ionization and charging device is arranged on the front side of the air pressurization channel, and the air ionization and charging device includes at least a positive electrode and a negative electrode. The air passes through the plasma region formed by the discharge between the positive and negative electrodes to become plasma. In the charged region formed when the plasma passes through the positive electrode, the air becomes positively charged ions, or in the charged region formed when the plasma passes through the negative electrode, the air becomes negatively charged ions. The first medium-voltage magnetic levitation motor adopts an outer rotor motor structure and includes a first motor rotor and a first motor stator. The first motor rotor is rotatably sleeved outside the first motor stator. A number of regularly arranged magnetic poles are circumferentially distributed on the inner wall of the first motor rotor. The first motor rotor is controlled and driven by the alternating magnetic field generated by the first motor stator; the second medium-voltage magnetic levitation motor adopts an inner rotor motor structure and includes a second motor rotor and a second motor stator. The second motor stator is circular and coaxially arranged outside the first medium-voltage magnetic levitation motor. The second motor rotor is circular and rotatably arranged inside the second motor stator. A number of regularly arranged magnetic poles are circumferentially distributed on the outer wall of the second motor rotor. The second motor rotor is controlled and driven by the alternating magnetic field generated by the second motor stator; there is an air pressurization channel between the first motor rotor and the second motor rotor. The air pressurization channel is used to accelerate the positively charged or negatively charged air ions towards the combustion chamber.

[0006] The chemical energy propulsion component includes a combustion chamber, a fuel nozzle, and an igniter; the combustion chamber is connected to the rear side of the electric energy propulsion component, and the combustion chamber is communicated with the air pressurization channel; both the fuel nozzle and the igniter are arranged at the front part of the combustion chamber.

[0007] As an alternative or supplement to the above solution: there are multiple mutually independent air pressurization channels, which are circumferentially arranged; in the rotation direction of the first motor rotor and the second motor rotor, the outlet of the air pressurization channel is offset relative to its inlet.

[0008] As an alternative or supplement to the above solution: a fuel pipeline system and a refrigerant pipeline system are arranged inside the first motor stator and the second motor stator. The fuel nozzle is communicated with the fuel pipeline system; the refrigerant pipeline system is used for the passage of a cooling medium. The fuel pipeline system is a fuel pipeline made of a non-magnetic material with high temperature resistance, high pressure resistance, high strength, high toughness, and strong insulation. A first negative electrode or a first positive electrode is arranged inside the fuel pipeline. Among them, if the charged region is a positive electrode, a corresponding first negative electrode is arranged inside the fuel pipeline. If the charged region is a negative electrode, a corresponding first positive electrode is arranged inside the fuel pipeline.

[0009] As an alternative or supplement to the above solution: The coils on the first motor stator and the second motor stator are made of silver conductor coils or superconducting coils.

[0010] As an alternative or supplement to the above solution: A three-dimensional vector nozzle is provided behind the combustion chamber, and the three-dimensional vector nozzle is used to change the exhaust gas ejection direction of the dual-thrust aerospace engine, so as to facilitate steering.

[0011] As an alternative or supplement to the above solution: A change-over switch is provided between the electric propulsion component and the combustion chamber, and the change-over switch is used to open and close the air pressurization channel;

[0012] When the air pressurization channel is closed, the hypersonic aerospace engine with coordinated propulsion enters the rocket mode, fuel is added to the combustion chamber for combustion and chemical energy propulsion is achieved, and the oxidant addition system is opened and closed according to the combustion requirements in the combustion chamber;

[0013] When the air pressurization channel is opened, the hypersonic aerospace engine with coordinated propulsion enters the ramjet mode, and the electric propulsion component starts and electric propulsion is achieved.

[0014] As an alternative or supplement to the above solution: It also includes the inner wall of the engine casing, the inner wall of the engine casing is made of high-temperature and high-pressure insulating material, and the air pressurization channel is made of non-magnetic material with high temperature resistance, high strength, high toughness and high insulation.

[0015] As an alternative or supplement to the above solution: The solid, liquid or gaseous fuel in the fuel pipeline can be first heated into high-temperature gaseous fuel, the high-temperature gaseous fuel is changed into plasma by high-voltage electrode discharge, and then the high-temperature gaseous fuel is charged with the opposite charge to the air charged ions by a high-voltage electrode with the opposite polarity to the charged area, and then the charged gaseous fuel burns violently with the air ions entering the combustion chamber.

[0016] As an alternative or supplement to the above solution: It also includes an intake air guide cone, and the intake air guide cone is fixedly connected to the first motor stator and is used for guiding the air in the intake air channel.

[0017] As an alternative or supplement to the above solution: The power supply of the electric propulsion component is a nuclear battery pack and a super capacitor.

[0018] The beneficial effects of the present invention are:

[0019] 1. The electro - chemical energy collaborative propulsion method of the present invention can control the power change of the engine by changing the voltage and current, thereby enabling the inner and outer rotors to rotate at high speed in the same direction. A uniform magnetic field formed between the inner and outer rotors passes through the air pressurization channels arranged at intervals. As the inner and outer rotors rotate at high speed in the same direction, the charged air in the pipeline is pressurized towards the combustion chamber, and the air is pressed into the combustion chamber at high speed. Compared with the existing fuel combustion propulsion method, it has better controllability and operating stability; the speed regulation range can be 0 - 30 Mach;

[0020] 2. The electric energy propulsion method of the hypersonic aerospace engine with electro - chemical energy collaborative propulsion in the present invention can directly achieve zero - speed startup (start from a stationary state) after being powered on, without the need for an additional starter, enabling the aircraft to fly outside the atmosphere, with better controllability, flying faster, and having a longer range.

[0021] 3. Since the air passes through the plasma region and the charged region, the air entering the combustion chamber becomes charged high - temperature ions. The high - temperature ions and the electrodes in the combustion chamber discharge, resulting in violent and rapid combustion without extinguishing. Therefore, the fuel combustion of the present invention has strong stability, while in the existing ramjet engine, flameout is likely to occur when air enters the combustion chamber at high speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present solution or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art.

[0023] Figure 1 It is a cross - sectional structure diagram of the hypersonic aerospace engine with electro - chemical energy collaborative propulsion in the present solution;

[0024] Figure 2 It is a cross - sectional structure diagram of the electric energy propulsion component;

[0025] Figure 3 It is the cross - sectional view of the electric energy propulsion component shown in the direction of the A dashed line from Figure 1 in;

[0026] Figure 4 It is the view of the plasma region and the charged region from the nozzle direction.

[0027] In the figure: 1 - air ionization and charging device; 2 - inner wall of the engine housing; 3 - intake air guiding cone; 4 - fuel pipeline system; 5 - first motor rotor; 6 - first motor stator; 7 - air pressurization channel; 8 - second motor rotor; 9 - second motor stator; 10 - combustion chamber; 11 - fuel nozzle; 13 - igniter; 14 - refrigerant pipeline system; 15 - change - over switch; 16 - three - element vector nozzle; 25 - negative electrode; 26 - positive electrode; 111 - oxidant inlet. DETAILED DESCRIPTION OF THE INVENTION

[0028] Next, in combination with the accompanying drawings, the technical solutions in this embodiment will be clearly and completely described. The described embodiments are only a part of the embodiments, rather than all of them. Based on the embodiments in this solution, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the protection scope of this solution.

[0029] As Figures 1 to 4 shown, this embodiment designs a hypersonic aerospace engine with collaborative electric and chemical energy propulsion, including components such as the inner wall 2 of the engine housing, the electric energy propulsion component, the chemical energy propulsion component, the fuel pipeline system 4, the refrigerant pipeline system 14, and the intake air guide cone 3.

[0030] The intake air guide cone 3 is arranged at the center of the rear part of the intake passage. The intake passage is communicated with the air pressurization passage 7 of the electric energy propulsion component. The intake air guide cone 3 is fixedly connected to the first motor stator 6 of the electric energy propulsion component, and the intake air guide cone 3 is used for guiding the air in the intake passage.

[0031] The electric energy propulsion component includes an air ionization and charging device 1, a first medium-voltage magnetic levitation motor, and a second medium-voltage magnetic levitation motor. The air ionization and charging device 1 includes at least a positive electrode 26 and a negative electrode 25. The air passing through the plasma region formed by the discharge between the positive and negative electrodes becomes plasma. In the charged region formed when the plasma passes through the positive electrode 26, the air becomes positively charged ions, or in the charged region formed when the plasma passes through the negative electrode 25, the air becomes negatively charged ions. The negative electrode 25 is a cylindrical electrode with protrusions, the front end of the positive electrode 26 is a thin-columnar electrode with protrusions, and the rear end is a conical surface with many long needle-like electrodes, and a small section of the electrode extends into each pressurization channel opening.

[0032] The air ionization and charging device 1 is arranged on the front side of the air pressurization passage 7. Specifically, the air ionization and charging device 1 is arranged in the front part of the intake passage. The air ionization and charging device 1 is used for ionizing the air to make the air become plasma and then make the air charged. The air pressurization passage 7 is connected to the combustion chamber, and the material of the air pressurization passage 7 is a non-magnetic material with high temperature resistance, high strength, high toughness, and high insulation.

[0033] It should be noted that the inner wall 2 of the engine housing is made of a high-temperature and high-pressure insulating material. The fuel can be gas, liquid, or solid. If the fuel is solid, the first negative electrode or the first positive electrode is not arranged inside the fuel pipeline, but beside the fuel outlet.

[0034] The power supply of the electric energy propulsion component is a nuclear battery pack and a super capacitor. The power supply can also be other suitable power supplies, not limited to the nuclear battery pack and the super capacitor, and can also be a suitable power supply such as a generator.

[0035] The first medium-voltage magnetic levitation motor and the second medium-voltage magnetic levitation motor work together. The first medium-voltage magnetic levitation motor adopts an outer-rotor motor structure and includes a first motor rotor 5 and a first motor stator 6. The first motor rotor 5 is rotatably sleeved outside the first motor stator 6. Under the action of the first medium-voltage magnetic levitation motor controller, the current of the first motor stator winding coil changes regularly, causing the stator magnetic pole magnetic field to change regularly. The first motor stator is well insulated between the air inlet chamber and the combustion chamber. The first motor stator winding is in a closed chamber with inlets and outlets. The stator coil and the stator core can be cooled by allowing liquid or gaseous fuel to pass through this chamber first and then enter the combustion chamber. According to needs, the fuel can be cooled in advance. Other refrigerants can also be used to cool through this channel. A number of regularly arranged magnetic poles are circumferentially distributed on the inner wall of the first motor rotor 5. The first motor rotor is controlled and driven by the alternating magnetic field generated by the first motor stator. The overall magnetization direction of the first motor rotor 5 is from the inside to the outside or from the outside to the inside. The outer surface of the rotor is smooth, and the inner surface of the rotor is a regularly arranged magnetic pole that cooperates with the stator. As the stator core magnetic field changes regularly, the rotor rotates accordingly. Only when the first motor rotor 5 rotates in the same direction as the second motor rotor 8 can the positively charged or negatively charged air ions in the air pressurization channel 7 be pressurized. The second medium-voltage magnetic levitation motor adopts an inner-rotor motor structure. The second medium-voltage magnetic levitation motor includes a second motor rotor 8 and a second motor stator 9. The second motor stator 9 is circular and coaxially arranged outside the first medium-voltage magnetic levitation motor. The second motor rotor 8 is circular and rotatably arranged inside the second motor stator 9. Under the action of the second medium-voltage magnetic levitation motor controller, the current of the second motor stator winding coil changes regularly, causing the stator magnetic pole magnetic field to change regularly. The stator is well insulated and cooled between the air inlet chamber and the combustion chamber. The stator winding is in a closed chamber with inlets and outlets. The temperature of the coil and the core can be reduced by allowing liquid or gaseous fuel to pass through this chamber first and then enter the combustion chamber. According to needs, the fuel can be cooled in advance. Other refrigerants can also be used to cool through this channel. A number of regularly arranged magnetic poles are circumferentially distributed on the outer wall of the second motor rotor 8. The second motor rotor is controlled and driven by the alternating magnetic field generated by the second motor stator. The overall magnetization direction of the second motor rotor 8 is from the inside to the outside or from the outside to the inside in the radial direction. The inner surface of the rotor is smooth, and the outer surface of the rotor is a regularly arranged magnetic pole that cooperates with the stator. As the stator core magnetic field changes regularly, the rotor rotates accordingly. After the first medium-voltage magnetic levitation motor and the second medium-voltage magnetic levitation motor are started, controlling the inner and outer rotors to rotate in the same direction can pressurize the charged air ions in the air pressurization channel 7, and the charged air ions are propelled towards the combustion chamber at high speed. It should be noted that a uniform magnetic field is formed between the inner and outer rotors, passing through the spaced air pressurization channels 7. As the inner and outer rotors rotate at high speed in the same direction, the charged air ions in the pipeline are pressurized towards the combustion chamber, and the air is pressed into the combustion chamber at high speed.

[0036] The solid, liquid or gaseous fuel in the fuel pipeline can be first heated into high-temperature gaseous fuel. The high-temperature gaseous fuel becomes plasma through high-voltage electrode discharge, and then a high-voltage electrode with a polarity opposite to that of the charged area makes the high-temperature gaseous fuel carry a charge opposite to that of the air charged ions. After that, the charged gaseous fuel violently burns with the air ions entering the combustion chamber.

[0037] It should be noted that the magnetization direction of the inner rotor of the inner rotor motor is radial magnetization. The inner surface is a smooth N pole, and the outer surface is an S pole with regularly arranged protrusions. The magnetization direction of the outer rotor of the outer rotor motor is radial magnetization. The outer surface is a smooth S pole, and the inner surface is an N pole with regularly arranged protrusions. The inner and outer rotors rotate counterclockwise (viewed from the Figure 1 inlet direction). Conversely, if the magnetization direction of the inner and outer rotors is opposite to the above, the inner and outer rotors rotate clockwise (viewed from the Figure 1 inlet direction). In the above working state, the air entering the air pressurization channel 7 is positively charged ions.

[0038] The first medium-pressure maglev motor and the second medium-pressure maglev motor can use a maglev motor or other types of motors. The medium-pressure maglev motor can also use a high-voltage or low-voltage maglev motor. The motor coil can use a superconducting coil.

[0039] In addition, the rotors of the first medium-pressure maglev motor and the second medium-pressure maglev motor can be rotated in the same direction by an external motor through a mechanical connection method so that the first motor rotor 5 and the second motor rotor 8 rotate in the same direction.

[0040] The chemical energy propulsion component includes components such as a combustion chamber 10, a fuel nozzle 11, and an igniter 13. The combustion chamber 10 is connected to the rear side of the electric energy propulsion component, and the combustion chamber 10 communicates with the air pressurization channel 7. The fuel nozzle 11 and the igniter 13 are both arranged at the front of the combustion chamber. A fuel pipeline system 4 is arranged in the first motor stator 6 and the second motor stator 9. The fuel nozzle 11 communicates with the fuel pipeline system 4. The fuel pipeline system 4 is a fuel pipeline made of a non-magnetic material with high temperature resistance, high pressure resistance, high strength, high toughness, and strong insulation. A first negative electrode or a first positive electrode is arranged inside the fuel pipeline.

[0041] During operation, the igniter 13 ignites to ignite the fuel sprayed by the fuel nozzle 11. The fuel burns in the combustion chamber and sprays backward, thereby providing power for the forward movement of the aeroengine.

[0042] In the rotation direction of the first motor rotor and the second motor rotor, the outlet of the air pressurization channel 7 can have a certain offset relative to its inlet in the rotation direction to make it easier for the air to be propelled into the combustion chamber.

[0043] A first negative electrode or a first positive electrode is provided in the fuel pipeline, and the first negative electrode or the first positive electrode extends from the fuel pipeline inlet to the fuel pipeline outlet. Since a positive electrode 26 is provided at the inlet of the air pressurization channel 7 to charge the air and accelerate its propulsion towards the combustion chamber, at this time, all the air in the air pressurization channel 7 is in a charged state. By providing a first negative electrode or a first positive electrode in the fuel pipeline, discharge will occur between the air at the outlet of the air pressurization channel 7 and the fuel. While neutralizing the electricity, the ignition effect will be better, and the discharge will enable the fuel to burn more stably.

[0044] After the air enters the engine from the air inlet, it becomes plasma through the air ionization charging device, and then the plasma air is charged positively or negatively (only the positive charge is marked in the attachment. If it is negatively charged, the rotation directions of the two rotors are opposite to the positive charge direction). Then, the high-temperature charged air passes through the air pressurization channel 7 and is accelerated towards the combustion chamber under the action of the rotating magnetic field formed between the two rotors. The coils on the first motor stator and the second motor stator adopt silver conductor coils or superconducting coils, etc., so as to reduce the resistivity and reduce the wire heating. Figure 1 A three-element vector nozzle 16 is provided behind the combustion chamber, and the three-element vector nozzle 16 is used to change the exhaust gas ejection direction of the hypersonic aerospace engine for coordinated propulsion, so as to facilitate steering.

[0045] A change-over switch 15 is provided between the electric energy propulsion component and the combustion chamber, and the change-over switch 15 is used to open and close the air pressurization channel. When the air pressurization channel is closed, the hypersonic aerospace engine for coordinated propulsion enters the rocket mode, fuel is added to the combustion chamber for combustion and chemical energy propulsion is realized, and the oxidant addition system is opened and closed according to the combustion needs in the combustion chamber. When entering the outer atmosphere with thin air, the oxidant added by the oxidant addition system can be used to assist combustion, while when in the atmosphere with sufficient air, the oxidant addition system can be closed and the air can be directly used for auxiliary combustion. When the air pressurization channel is opened, the hypersonic aerospace engine for coordinated propulsion can enter the ramjet mode, and the electric energy propulsion component is started to realize electric energy propulsion.

[0046] A refrigerant pipeline system 14 is provided inside the first motor stator 6 and the second motor stator 9, and the refrigerant pipeline system 14 is used for the passage of the cooling medium. The refrigerant pipeline system 14 can make the cooling media such as water and air flow, so as to cool the first motor stator 6 and the second motor stator 9 and reduce the influence of the combustion high temperature on the motor stator.

[0047] The combustion chamber gradually narrows from front to back, so that the air is pressurized during the backward ejection process.

[0048]

[0049] ​The advantages of the aeroengine in this solution include:

[0050] 1. The aeroengine described in the present invention consumes electrical energy and burns chemical fuel simultaneously.

[0051] 2. Existing scramjets require an auxiliary engine and need to be accelerated to approximately Mach 3 - 3.3 - 3.5 before they can start normally. The aeroengine described in the present invention does not require an auxiliary engine and can be directly started at zero speed, starting directly from a standstill, improving performance. It can well control the speed. The engine described in the present invention has high controllability and a wide speed adjustment range (0 - Mach 30). The speed range of existing scramjets is Mach 3 - 5, Mach 5 - 7, and above Mach 7.

[0052] 3. The aeroengine described in the present invention has a ramjet mode and a rocket engine mode. In the atmosphere, the ramjet mode can be used, or the rocket mode can also be enabled. In outer space, the rocket mode can be enabled.

[0053] 4. Compared with turbofan engines, the aeroengine described in the present invention has no blades of turbofan engines, the air intake duct is simpler, and the reliability is higher. It enables the aircraft to fly outside the atmosphere. Compared with turbofan engines, it has better controllability, flies faster, and has a longer range.

[0054] 5. Compared with ordinary scramjets, ordinary scramjets only rely on the airflow generated by high speed to compress air, with poor engine controllability and poor engine operation stability. The engine described in the present invention not only uses the airflow generated by high speed to compress air, but also the rotating magnetic field generates a compression force on the charged air, enabling the engine described in the present invention to start at zero speed, burn faster and more stably, and achieve the ability of a scramjet combined engine.

[0055] 6. Compared with turbobased ramjets, turbobased ramjets combine a turbine engine and a ramjet engine. When the speed is lower than Mach 3 - 3.3 - 3.5, the ramjet engine does not work, and when the speed is higher than Mach 3, the turbine engine does not work, which is not essentially different from a turbine engine plus a ramjet engine, and increases the manufacturing difficulty of the engine. Turbobased ramjets rely entirely on ram pressure for air intake during hypersonic flight, with poor controllability and poor engine operation stability. This engine can well solve the defects of turbobased ramjets.

[0056] 7. Compared with pulse detonation engines with rotating valve disks, the aeroengine described in the present invention has fewer friction parts and better reliability. Because when there are particles in the air, the valve disk may have serious failures. The rotating valve disk works under high-temperature and high-speed friction conditions, with poor reliability.

[0057] 8. Compared with the rocket-based ramjet engine of the present invention, the rocket engine is only used before the ramjet engine starts and after breaking through the atmosphere, and the two engines cannot be used simultaneously. However, the electromagnetic air pressurization technology of this engine increases the air intake capacity of the high-speed airflow of the ramjet engine entering the engine, and the two engines can work simultaneously within the atmosphere. Compared with it, the fuel can be saved significantly, and the stability and controllability of the engine are better.

[0058] 9. The engine of the present invention integrates the performance advantages of turbojet, scramjet, and rocket engines, and can be installed on hypersonic aerospace planes and spacecraft for various military and civilian hypersonic aerospace vehicles.

[0059] 10. The present invention has multiple ways to maintain the operation of the engine (the combustion of the fuel can be maintained by any of the three methods: the plasma igniter, the first positive electrode / first negative electrode, and the charged fuel. In the case of a malfunction in the air intake, the rocket mode can also continue to maintain the operation of the engine). If a certain function malfunctions during operation, the engine can continue to operate using other methods, which greatly protects the safety of the engine.

[0060] The above embodiments are only examples for clear illustration and are not limitations on the implementation manners; it is not necessary and impossible to enumerate all the implementation manners here. Obvious changes or variations derived therefrom are still within the protection scope of the present technology.

Claims

1. A hypersonic aerospace engine that uses electrical and chemical synergistic propulsion, characterized in that: Includes electric propulsion components and chemical propulsion components; The electric propulsion assembly comprises an air ionization charging device (1), a first medium-pressure magnetic levitation motor, and a second medium-pressure magnetic levitation motor; the air ionization charging device (1) is arranged at the front side of the air pressurization channel (7), the air ionization charging device comprises at least a positive electrode (26) and a negative electrode (25), air passes through a plasma zone formed by discharge of the positive and negative electrodes to convert the air into plasma, the plasma passes through a charged zone formed by the positive electrode (26) to convert the air into positively charged ions, or the plasma passes through a charged zone formed by the negative electrode (25) to convert the air into negatively charged ions, the first medium-pressure magnetic levitation motor adopts an outer rotor motor structure, and comprises a first motor rotor (5) and a first motor stator (6), the first motor rotor (5) is rotatably sleeved outside the first motor stator (6), and the first motor rotor (5) is rotatably sleeved outside the first motor stator (6), and the first motor rotor (5) is rotatably sleeved outside the first motor stator (6). ) is ring-shaped with a plurality of regularly arranged magnetic poles, the first motor rotor (5) is driven by the alternating magnetic field generated by the first motor stator (6); the second medium-pressure magnetic levitation motor adopts an inner rotor motor structure, and comprises a second motor rotor (8) and a second motor stator (9), the second motor stator (9) is in a circular shape and is coaxially arranged outside the first medium-pressure magnetic levitation motor, the second motor rotor (8) is in a circular shape and is rotatably arranged inside the second motor stator (9), the outer wall of the second motor rotor (8) is ring-shaped with a plurality of regularly arranged magnetic poles, the second motor rotor is driven by the alternating magnetic field generated by the second motor stator; an air pressurization channel (7) is arranged between the first motor rotor and the second motor rotor, the air pressurization channel (7) is used to accelerate positively or negatively charged air ions to propel them toward the combustion chamber; The chemical energy propulsion assembly comprises a combustion chamber (10), a fuel nozzle (11) and an igniter (13); the combustion chamber (10) is connected to the rear side of the electric energy propulsion assembly, and the combustion chamber (10) is communicated with an air pressurization channel (7); the fuel nozzle (11) and the igniter (13) are both arranged at the front of the combustion chamber.

2. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: The air pressurizing channels (7) are multiple and independent of each other and are arranged in an annular direction; in the rotation direction of the first motor rotor (5) and the second motor rotor, the outlet of the air pressurizing channel (7) is offset relative to the inlet thereof.

3. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: A fuel pipeline system (4) and a refrigerant pipeline system (14) are arranged inside the first motor stator (6) and the second motor stator (9); the fuel nozzle (11) is connected to the fuel pipeline system (4); the refrigerant pipeline system (14) is used for the passage of a cooling medium; the fuel pipeline system (4) is a fuel pipeline made of a non-magnetic material that is resistant to high temperature, high pressure, high strength, high toughness and strong insulation; a first negative electrode or a first positive electrode is arranged inside the fuel pipeline; if the charged area is a positive electrode, a corresponding first negative electrode is arranged inside the fuel pipeline; if the charged area is a negative electrode, a corresponding first positive electrode is arranged inside the fuel pipeline.

4. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: The coils on the first motor stator (6) and the second motor stator (9) are silver conductor coils or superconductor coils.

5. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: A three-dimensional vector nozzle (16) is arranged at the rear of the combustion chamber (10), and the three-dimensional vector nozzle (16) is used to change the exhaust gas ejection direction of the coordinated propulsion hypersonic aerospace engine to facilitate steering.

6. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: A conversion switch (15) is provided between the electric propulsion assembly and the combustion chamber, and the conversion switch (15) is used to open and close the air pressurization channel (7); When the air pressurization channel (7) is closed, the coordinated hypersonic aircraft engine enters a rocket mode, fuel is added to the combustion chamber for combustion and chemical energy propulsion is achieved, and the oxidant addition system is opened and closed according to the combustion needs in the combustion chamber; When the air pressurization channel (7) is opened, the coordinated propulsion hypersonic aerospace engine enters the ramjet mode, and the electric propulsion component is started to achieve electric propulsion.

7. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 1, characterized in that: It also includes an inner wall of an engine casing (2), wherein the inner wall of the engine casing (2) is made of a high-temperature and high-pressure insulating material, and the air pressurization channel (7) is made of a non-magnetic material that is high-temperature resistant, high-strength, high-toughness and high-insulation.

8. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 3, characterized in that: The solid, liquid or gaseous fuel in the fuel pipeline can be first heated into a high-temperature gaseous fuel, and the high-temperature gaseous fuel is discharged through a high-voltage electrode to turn the high-temperature gaseous fuel into plasma. Then, a high-voltage electrode with a polarity opposite to that of the charged area is used to make the high-temperature gaseous fuel carry an electric charge opposite to that of the charged ions in the air. After that, the charged gas fuel and the air ions entering the combustion chamber burn violently.

9. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 8, characterized in that: It also comprises an air intake guide cone (3), which is fixedly connected to the first motor stator (6) and is used for guiding the air in the air intake passage.

10. The hypersonic aerospace engine with electric and chemical energy synergistic propulsion according to claim 9, characterized in that: The power supply of the electric propulsion component is a nuclear battery pack and a supercapacitor.

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