A dynamic modeling method for a multi-channel parallel combined engine

Abstract

A kind of multi-channel parallel combination engine dynamic modeling method relates to combination engine.1) according to known combination air inlet and outlet airflow characteristic data, under the condition that embodying the air inlet air duct splitter plate rotation brings about aerodynamic inertia effect, construct combination air duct full envelope line numerical dynamic model;2) according to the aerodynamic thermodynamic characteristics of single-shaft turbojet engine and typical component characteristic data, under the condition that embodying the dynamic characteristics brought by the rotor dynamics effect of turbojet engine, construct turbojet channel dynamic model;3) according to the aerodynamic thermodynamic principle of rocket engine and subsonic ramjet engine, under the condition that embodying the dynamic effect brought by the injection and combustion dynamic effect, volume dynamics effect of rocket engine combustion chamber and subsonic ramjet engine afterburning chamber, construct injection rocket-subsonic channel dynamic model;4) according to the aerodynamic thermodynamic principle of hypersonic ramjet engine, construct hypersonic channel dynamic model. Provide mathematical physics model basis for combination power engine design.

Description

Technical Field

[0001] This invention relates to the field of combined engines, and in particular to a dynamic modeling method for multi-channel parallel combined engines. Background Technology

[0002] To achieve high efficiency and economy in aero-engines across a wide speed range, combined propulsion systems are typically employed, integrating various engine types to allow each sub-engine to operate within a suitable Mach number range and leverage its respective advantages. Theoretical modeling of combined propulsion engines, as a mathematical method reflecting the aerodynamic and thermodynamic processes of combined propulsion engines, is of great significance for the initial design of combined propulsion engines, particularly for the design of control systems such as the inflow distribution and fuel distribution processes. Therefore, the initial design process of combined propulsion engines places high demands on the dynamics, accuracy, and real-time performance of the physical model.

[0003] In addition, due to the advantages of turbine-based combined cycle (TBCC) such as good low-speed performance, wide flight speed range and good economy, it has become the focus of combined cycle power research and development. There is a multi-channel parallel three-power combined engine ([1] Xing Fei, Guo Feng, Zhu Jianfeng, You Yancheng. A design method of a multi-channel parallel three-power combined engine [P]. Fujian Province: CN109670269B, 2021-03-05.), which arranges four channels in parallel: the ejector rocket-subsonic combustion channel, two turbine channels and the supersonic combustion channel. The upper channel is a combination of ejector rocket and subsonic combustion chamber in series, the lower channel is a supersonic combustion chamber, and the left and right channels are turbine engines. The above four channels share a three-dimensional internal rotating air intake and tail nozzle to form a four-channel three-power combined engine. This combined cycle power engine is based on a turbine engine and integrates ramjet engine, rocket engine and other power forms to form a wide speed range hypersonic power system.

[0004] However, the design of multi-channel parallel three-power combined engines still faces the following problems at present: 1. For the configuration of four-channel three-power combined engines, detailed aerodynamic and thermodynamic physical modeling has not been carried out, making it difficult to design and optimize the combined power engine, especially the control system; 2. According to existing publicly available literature, the existing combined power engine modeling methods, especially those for parallel combined power engines including ramjet engines, are mostly based on steady-state models, which cannot reflect the dynamic characteristics brought about by key components (such as the intake manifold) or aerodynamic and thermodynamic processes in each channel, making it difficult to meet the design requirements for precise control laws of the timing and proportion of incoming flow distribution and fuel distribution process in the combined engine; 3. In existing studies, the incoming flow rate and related aerodynamic parameters (such as flow rate, total temperature, and total pressure) of the parallel channels are mostly independent of each other, making it difficult to reflect the coupling effect of the airflow in each parallel sub-channel when distributing the incoming flow. Summary of the Invention

[0005] The purpose of this invention is to solve the aforementioned problems in the prior art. Based on the above-mentioned multi-channel parallel three-power combined engine, it provides a dynamic modeling method for multi-channel parallel combined engines. While reflecting the coupling effect of airflow in each parallel sub-channel during incoming flow distribution, it fully considers the dynamic characteristics brought about by key components or aerodynamic-thermodynamic aspects of the combined power engine, such as the dynamic effects of the intake manifold splitter, fuel injection and combustion, rotor dynamics, and volumetric dynamics, to further realistically reflect the dynamic response process of the above-mentioned multi-channel parallel three-power combined engine.

[0006] To achieve the above objectives, the present invention includes the following steps:

[0007] 1) Establish a dynamic model of the combined air intake, that is, based on the known airflow characteristic data of the combined air intake inlet and outlet, and under the condition of reflecting the aerodynamic inertial effect brought about by the rotation of the air intake splitter, construct a numerical dynamic model of the full envelope of the combined air intake.

[0008] 2) Establish a dynamic model of the turbojet channel, that is, based on the aerodynamic and thermodynamic characteristics of a single-shaft turbojet engine and the characteristic data of typical components, construct a dynamic model of the turbojet channel under the condition of reflecting the dynamic characteristics brought about by the rotor dynamics effect of the turbojet engine.

[0009] 3) Establish a dynamic model of the ejector rocket-substantive combustion channel. That is, based on the aerodynamic and thermodynamic principles of rocket engines and substantive combustion ramjet engines, and under the condition of reflecting the dynamic effects brought about by the dynamic effects of fuel injection and combustion and the volume dynamic effects of the rocket engine combustion chamber and the substantive combustion ramjet engine afterburner, construct a dynamic model of the ejector rocket-substantive combustion channel.

[0010] 4) Establish a scramjet channel model, that is, construct a dynamic model of the scramjet channel based on the aerodynamic and thermodynamic principles of the scramjet engine.

[0011] In step 1), the known airflow characteristic data of the combined inlet and outlet of the air intake include the flow capture coefficient, total pressure recovery coefficient and the values ​​of flight altitude, Mach number, turbojet channel splitter opening, and ejector-subsonic combustion channel splitter opening, and their corresponding relationships.

[0012] In step 1), the key component of the combined intake duct is the splitter plate of each channel. The inertial effect brought about by its mechanical rotation leads to the inertial effect of the intake duct incoming flow parameters input and output. The dynamic characteristics of the combined intake duct are reflected by increasing the inertial element of the splitter plate.

[0013] In step 1), the construction of the combined intake full envelope numerical dynamic model means that when the opening of the splitter plate of the turbojet channel or the opening of the splitter plate of the ejector rocket-sub-fuel channel changes, it will affect the aerodynamic parameters of the incoming flow of the four channels at the same time, thereby reflecting the coupling effect of the airflow of each parallel sub-channel when the incoming flow is distributed.

[0014] In step 2), the components of the turbojet channel dynamic model include the compressor, combustion chamber, turbine, and turbine nozzle. The required aerodynamic and thermodynamic characteristics and typical component characteristic data of the single-shaft turbojet engine include compressor characteristic curves and turbine characteristic curves.

[0015] In step 2), the dynamic model of the turbojet channel is constructed, and its dynamic process is reflected by the rotor dynamics effect, taking into account the continuous flow, pressure balance, and power balance.

[0016] In step 3), the dynamic model of the ejector rocket-substantive combustion channel includes the substantive combustion diffuser section, the rocket combustion chamber, the rocket nozzle, the mixing chamber, the substantive combustion afterburning chamber, and the substantive combustion nozzle.

[0017] In step 3), the dynamic model of the ejector rocket-sub-fuel channel is constructed. Since the fuel injection and combustion links of the rocket combustion chamber and the sub-fuel afterburner have dynamic time delay effects, the dynamic effects of fuel injection and combustion of the ejector rocket-sub-fuel channel are reflected by adding an inertial link. The volume dynamics of the rocket combustion chamber and the sub-fuel afterburner also reflect the dynamic effects of the ejector rocket-sub-fuel channel.

[0018] In step 4), the supersonic channel model includes a supersonic isolation section, a supersonic combustion chamber, and a supersonic nozzle.

[0019] In step 4), the construction of the scramjet channel dynamic model takes into account the instantaneous dynamic response of the scramjet channel under high Mach number flight, and reflects its dynamic characteristics in the dynamic effect of the inlet splitter.

[0020] Compared with the prior art, the beneficial effects achieved by the technical solution of this invention are:

[0021] (1) The present invention constructs a detailed aerodynamic and thermodynamic model for the above-mentioned four-channel three-power combined engine, providing a mathematical and physical model basis for the design of the combined power engine of this configuration, especially the design of the control system;

[0022] (2) This invention takes into account the dynamic characteristics brought about by key components or aero-thermodynamic links of the combined power engine, such as the dynamic effect of the intake manifold, the dynamic effect of fuel injection and combustion, the dynamic effect of rotor dynamics, and the dynamic effect of volume dynamics, and constructs a dynamic model of a multi-channel parallel combined engine to more realistically reflect the dynamic process brought about by key components or aero-thermodynamic processes in each channel, and to meet the design requirements of precise control laws for the timing and proportion of the incoming flow distribution and the fuel distribution process of the combined engine.

[0023] (3) This invention affects the aerodynamic parameters of the incoming flow in the four channels simultaneously by changing the opening of the combined intake manifold, reflecting the coupling effect of the airflow in each parallel sub-channel when distributing the incoming flow, and further improving the accuracy of the combined dynamic physical model. Attached Figure Description

[0024] Figure 1 This is a top view schematic diagram of the combined power engine corresponding to the present invention;

[0025] Figure 2 This is a side view schematic diagram of the combined power engine corresponding to the present invention;

[0026] Figure 3 This is a schematic diagram of the combined air intake structure corresponding to the present invention;

[0027] Figure 4 This is a flowchart of the calculation process of the present invention. Detailed Implementation

[0028] To more clearly illustrate the technical problems, technical solutions, and beneficial effects of the present invention, the following embodiments will be used in conjunction with the accompanying drawings to further explain the present invention.

[0029] See Figures 1-4 As shown, an embodiment of a dynamic modeling method for a multi-channel parallel combined engine includes the following steps:

[0030] 1) Establish a dynamic model of the combined air intake ①, that is, based on the known airflow characteristic data of the inlet and outlet of the combined air intake ①, and under the condition of reflecting the aerodynamic inertial effect brought about by the rotation of the air intake splitter ⑤, construct a numerical dynamic model of the full envelope of the combined air intake ①.

[0031] 2) Establish a dynamic model of the turbojet channel ②, that is, based on the aerodynamic and thermodynamic characteristics of the single-shaft turbojet engine and the characteristic data of typical components, construct a dynamic model of the turbojet channel ② under the condition of reflecting the dynamic characteristics brought about by the rotor dynamics effect of the turbojet engine.

[0032] 3) Establish a dynamic model of the ejector rocket-sub-fuel combustion channel ③. That is, based on the aerodynamic and thermodynamic principles of rocket engines and sub-fuel combustion ramjet engines, and under the condition of reflecting the dynamic effects brought about by the dynamic effects of fuel injection and combustion and the volume dynamic effects of the rocket engine combustion chamber and the sub-fuel combustion ramjet engine afterburner chamber, construct a dynamic model of the ejector rocket-sub-fuel combustion channel ③.

[0033] 4) Establish the scramjet channel ④ model, that is, construct the dynamic model of scramjet channel ④ based on the aerodynamic and thermodynamic principles of scramjet engines;

[0034] The known airflow characteristic data of the combined air intake ⑤ in step 1 include the flow capture coefficient, total pressure recovery coefficient and flight altitude, Mach number, vortex jet channel splitter opening α, and ejector rocket-subsonic combustion channel splitter opening β and their corresponding relationships.

[0035] In step 1, the flow divider ⑤ of each channel is a key component of the combined air intake ①. The inertial effect brought about by its mechanical rotation will directly lead to the inertial effect of the input and output of the incoming flow parameters of the combined air intake ①. The dynamic characteristics of the combined air intake ① can be reflected by increasing the inertial element of the flow divider ⑤.

[0036] In step 1, when the opening α of the splitter plate in the turbojet channel or the opening β of the splitter plate in the ejector-sub-fuel channel changes, it will simultaneously affect the aerodynamic parameters of the incoming flow in the four channels, thereby reflecting the coupling effect of the airflow in each parallel sub-channel when distributing the incoming flow.

[0037] The main components of the turbojet channel ② model in step 2 include the compressor, combustion chamber, turbine, and turbine nozzle. The required aerodynamic and thermodynamic characteristics and typical component characteristic data of the single-shaft turbojet engine mainly include the compressor characteristic curve and the turbine characteristic curve.

[0038] In step 2, the modeling of the turbojet channel ② takes into account the continuous flow, pressure balance, and power balance, and its dynamic process is reflected by the rotor dynamics effect.

[0039] The ejector rocket-substantive combustion channel ③ model in step 3 mainly includes component-level models such as the substantive combustion diffuser section, rocket combustion chamber, rocket nozzle, mixing chamber, substantive combustion afterburning chamber, and substantive combustion nozzle;

[0040] In the modeling process of the ejector rocket-sub-fuel combustion channel ③ in step 3, since the fuel injection and combustion links of the rocket combustion chamber and the sub-fuel combustion chamber have dynamic time delay effects, the dynamic effects of fuel injection and combustion of the ejector rocket-sub-fuel combustion channel can be reflected by adding an inertial link; in addition, the volume dynamics of the rocket combustion chamber and the sub-fuel combustion chamber also reflect the dynamic effects of the ejector rocket-sub-fuel combustion channel ③.

[0041] The supersonic channel ④ model in step 4 mainly includes component-level models such as the supersonic isolation section, the supersonic combustion chamber, and the supersonic nozzle;

[0042] In the process of modeling the scramjet channel ④ in step 4, considering that the dynamic response of the scramjet channel ④ tends to be instantaneous under high Mach number flight, its dynamic characteristics are reflected in the dynamic effect of the inlet splitter plate ⑤.

[0043] The specific implementation of this embodiment is described in detail below, including the calculation process and parameter indices. Figure 4 As shown:

[0044] (1) Establish a dynamic model of the combined air intake ①

[0045] The combined air intake ① can provide corresponding airflow to each channel under different flight conditions by changing the opening α of the turbojet channel splitter and the opening β of the ejector-substantive combustion channel splitter, thereby enabling the engine to operate in different modes. For example... Figure 3 As shown, the turbojet channel splitter is located at the inlet of turbojet channel ② on both the left and right sides, the ejector rocket-substantive combustion channel splitter is located at the inlet of ejector rocket-substantive combustion channel ③ on the upper side of the central channel, and the supercombustion channel ④ is located at the lower side of the central channel, and the channels are always kept fully open.

[0046] Based on known airflow characteristic data of the combined air intake ① inlet and outlet, including the correspondence between the flow capture coefficient, total pressure recovery coefficient and flight altitude, Mach number, turbojet channel splitter opening α, and ejector rocket-subsonic combustion channel splitter opening β:

[0047]

[0048] σ i =f 2i (H,Ma,α,β) (2)

[0049] θ i =f 3i (H,Ma,α,β) (3)

[0050] Where i = 1, 2, 3, are the characteristic aerodynamic parameters corresponding to the turbojet channel ②, the ejector-substantive combustion channel ③, and the scramjet channel ④, respectively. σ is the total flow capture coefficient of the combined intake duct ①. i θ is the total pressure loss coefficient for each channel. i The flow rate allocation ratio for each channel is determined. Since formulas (1) to (3) are obtained from the known airflow characteristics of the inlet and outlet of the combined intake duct ①, the changes in the airflow parameters of each parallel sub-channel are coupled.

[0051] To reflect the inertial effect caused by the mechanical rotation of the splitter ⑤, which leads to the inertial effect on the input and output of the incoming flow parameters of the combined intake duct ①, the dynamic characteristics of the combined intake duct ① can be reflected by adding an inertial element to the splitter ⑤:

[0052]

[0053]

[0054] (2) Establish dynamic model of the vortex jet channel ②

[0055] Aerodynamic and thermodynamic models of components such as compressor, combustion chamber, turbine, and turbine nozzle are established sequentially according to the airflow path of the turbojet channel, based on continuous flow, pressure balance, and power balance. The characteristic curves of compressor and turbine need to be obtained in advance.

[0056] As shown in formula (6), the dynamic characteristics of the turbojet channel ② are reflected by the rotor dynamics effect, where P t For turbine power, P c Where D is the compressor power, and D is the moment of inertia of the rotor shaft.

[0057]

[0058] (3) Establish a dynamic model of the ejector rocket-subsonic combustion channel ③

[0059] Models of components such as the subsonic diffuser, rocket combustion chamber, rocket nozzle, mixing chamber, subsonic afterburning chamber, and subsonic nozzle are established sequentially along the airflow path from the ejector rocket to the subsonic combustion channel ③.

[0060] Based on the gas state equation, energy conservation equation, and gas state equation, the rocket combustion chamber can be calculated using formulas (7) to (10):

[0061]

[0062]

[0063]

[0064]

[0065] Where, m out This refers to the outlet flow rate of the rocket's combustion chamber.

[0066] In the mixing chamber ③ of the ejector-substantive combustion channel, for the calculation of mixing between the ejector stream and the entrained stream, the ejection coefficient is defined as n = m. 22 / m 21 Specific heat ratio: c = Cp 22 / Cp 21 Total temperature ratio: ζ = T 22* / T 21 * From the parameters of the two airflows at the inlet of the mixing chamber, the isobaric specific heat of the completely mixed gas can be obtained as Cp3 = (Cp 21 +nCp 22 ) / (1+n), the gas constant is R3=(R 21 +nR 22 ) / (1+n), specific heat ratio is γ3=γ 22 (1+nc) / (γ 22 / γ 21 +nc), from the energy conservation equation, momentum conservation equation, and mass conservation equation, we can obtain formulas (11) to (16):

[0067] m 21 Cp 21 T 21 * +m 22 Cp 22 T 22 * =m3Cp3T3 * (11)

[0068]

[0069]

[0070]

[0071]

[0072]

[0073] Among them, a cr For the critical speed of sound, and for any value of Z greater than 2, there exists a subsonic solution and a supersonic solution. For the ejector rocket-subsonic combustion channel ③, due to its large ejection coefficient, the subsonic solution is taken.

[0074] As shown in formulas (17) to (18), a subsonic combustion chamber dynamic model is established based on the principle of volume dynamics, where V b C is the combustion chamber volume. v For constant volume specific heat capacity, H u For fuel with a low calorific value, η b For combustion efficiency, h c This refers to the enthalpy value of fuel.

[0075]

[0076]

[0077] To reflect the dynamic time delay effects brought about by the fuel injection and combustion processes in the rocket combustion chamber and the subsonic combustion chamber, an inertial element can be added to reflect the dynamic effects of fuel injection and combustion in the ejector rocket-subsonic combustion channel ③:

[0078]

[0079] The ejector rocket nozzle and the subsonic combustion nozzle inside the ejector rocket-subsonic combustion channel ③ are both contraction-expansion nozzles. Firstly, the nozzle area ratio q(Ma) is used. e ) = A t / A e Calculate the three characteristic pressure ratios β b1 β b2 β b3 As shown in formulas (20) to (22):

[0080] β b1 =π(Ma e ) sub (20)

[0081]

[0082] β b3 =π(Ma e ) sup (twenty two)

[0083] The outlet airflow parameters are determined by the actual pressure ratio β. b1 When β < β, the flow inside the nozzle is subsonic, and the outlet static pressure equals the back pressure. The outlet parameters can be obtained from mass conservation. When β < β, the flow is subsonic. b2 <β≤β b1 At this time, a normal shock wave is generated inside the tube, which can be calculated using formulas (23) to (26); when β≤β b2 At this time, the nozzle is in an over-expansion state, calculated by formulas (27) to (28). Where i, t, and e are the parameters of the nozzle inlet section, throat section, and outlet section, respectively:

[0084]

[0085] q(λ t )=1 (24)

[0086]

[0087]

[0088]

[0089]

[0090] (3) Establish a dynamic model of the supercombustion channel.

[0091] Models of components such as the scramjet isolation section, scramjet combustion chamber, and scramjet nozzle are established sequentially based on the airflow path of scramjet channel ④. Considering the instantaneous dynamic response of scramjet channel ④ under high Mach number flight, its dynamic characteristics during operation are reflected in the dynamic effect of the inlet splitter ⑤.

[0092] As can be seen from fluid dynamics, the wall friction δF changes with the cross-sectional area dA. f Heat transfer δQ, mechanical work δW, resistance and other volume forces δD, and mass change The axial parameter variation of the fluid can be obtained. The aerodynamic parameter variations of each component in the superconducting channel ④ can be calculated using formula (29):

[0093]

[0094] in:

[0095]

[0096] In the formula, p is the static pressure, Ma is the Mach number, T is the static temperature, γ is the specific heat ratio, dA is the cross-sectional change, and C is the static pressure. f D is the coefficient of wall friction. H For water conservancy diameter.

[0097] The above embodiments are merely preferred embodiments of the present invention and should not be considered as limiting the scope of the present invention. All equivalent variations and improvements made within the scope of the present invention should still fall within the patent coverage of the present invention.

Claims

1. A dynamic modeling method for a multi-channel parallel combined engine, characterized in that... Includes the following steps: 1) Establish a dynamic model of the combined air intake, that is, based on the known airflow characteristic data of the combined air intake inlet and outlet, and under the condition of reflecting the aerodynamic inertial effect brought about by the rotation of the air intake splitter, construct a numerical dynamic model of the full envelope of the combined air intake. The key component of the combined air intake is the diffuser plate of each channel. The inertial effect caused by the mechanical rotation of the diffuser plate leads to the inertial effect of the intake flow parameters input and output. The dynamic characteristics of the combined air intake are reflected by adding the inertial element of the diffuser plate. The constructed combined intake full envelope numerical dynamic model shows that when the opening of the splitter plate in the turbojet channel or the opening of the splitter plate in the ejector-submerged combustion channel changes, it simultaneously affects the aerodynamic parameters of the incoming flow in the four channels, thereby reflecting the coupling effect of the airflow in each parallel sub-channel when distributing the incoming flow. 2) Establish a dynamic model of the turbojet channel, that is, based on the aerodynamic and thermodynamic characteristics of a single-shaft turbojet engine and the characteristic data of typical components, construct a dynamic model of the turbojet channel under the condition of reflecting the dynamic characteristics brought about by the rotor dynamics effect of the turbojet engine. 3) Establish a dynamic model of the ejector rocket-substantive combustion channel. That is, based on the aerodynamic and thermodynamic principles of rocket engines and substantive combustion ramjet engines, and under the condition of reflecting the dynamic effects brought about by the dynamic effects of fuel injection and combustion and the volume dynamic effects of the rocket engine combustion chamber and the substantive combustion ramjet engine afterburner, construct a dynamic model of the ejector rocket-substantive combustion channel. The aforementioned construction of the ejector rocket-substantive combustion channel dynamic model utilizes the dynamic time-delay effects of fuel injection and combustion in the rocket combustion chamber and substantive combustion chamber. An inertial element is added to represent the dynamic effects of fuel injection and combustion in the ejector rocket-substantive combustion channel. The volumetric dynamics of the rocket combustion chamber and the subsonic combustion chamber also reflect the dynamic effects of the ejector rocket-subsonic combustion channel; 4) Establish a scramjet channel model, that is, construct a dynamic model of the scramjet channel based on the aerodynamic and thermodynamic principles of the scramjet engine.

2. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 1), the known airflow characteristic data of the combined inlet and outlet of the air intake include the flow capture coefficient, total pressure recovery coefficient and the values ​​of flight altitude, Mach number, turbojet channel splitter opening, and ejector-subsonic combustion channel splitter opening, and their corresponding relationships.

3. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 2), the components of the turbojet channel dynamic model include the compressor, combustion chamber, turbine, and turbine nozzle. The required aerodynamic and thermodynamic characteristics and typical component characteristic data of the single-shaft turbojet engine include compressor characteristic curves and turbine characteristic curves.

4. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 2), the dynamic model of the turbojet channel is constructed, and its dynamic process is reflected by the rotor dynamics effect, taking into account the continuous flow, pressure balance, and power balance.

5. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 3), the dynamic model of the ejector rocket-substantive combustion channel includes the substantive combustion diffuser section, the rocket combustion chamber, the rocket nozzle, the mixing chamber, the substantive combustion afterburning chamber, and the substantive combustion nozzle.

6. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 4), the supersonic channel model includes a supersonic isolation section, a supersonic combustion chamber, and a supersonic nozzle.

7. The dynamic modeling method for a multi-channel parallel combined engine as described in claim 1, characterized in that... In step 4), the construction of the scramjet channel dynamic model takes into account the instantaneous dynamic response of the scramjet channel under high Mach number flight, and reflects its dynamic characteristics in the dynamic effect of the inlet splitter.

Images