Variable-structure RBCC combustor and combustion organization method thereof

Abstract

The application discloses a variable-structure RBCC combustion chamber and a combustion organization method thereof. The combustion chamber is composed of a combustion chamber expansion section, a geometric throat section and a nozzle which are sequentially communicated and coaxially arranged from front to back. The front side of the combustion chamber expansion section is provided with an isolation section which is communicated with the combustion chamber expansion section and coaxially arranged. The geometric throat section is composed of a variable-structure shell located at the lower side and a cover plate located at the upper side. The variable-structure shell is U-shaped. The cover plate is located at the opening of the variable-structure shell. The upper side of the front end of the cover plate is hingedly connected with the lower end of a stress rod. The upper end of the stress rod is hingedly connected with the lower end of a movable rod. The upper end of the movable rod is fixedly connected with the output shaft of a servo motor. The front end of the cover plate forms a throat with the variable-structure shell. The throat area can be adjusted to form a variable-geometry throat. The application can improve the performance and combustion efficiency of the RBCC engine under different modes. The height of the throat can be adjusted to meet different equivalence ratios and match the air flow under different inflow conditions.

Description

Technical Field

[0001] This invention belongs to the field of wide-range working ramjet engine combustion chambers, and particularly relates to a variable structure RBCC combustion chamber and its combustion organization method. Background Technology

[0002] Rocket-Based Combined Cycle (RBCC) engines are combined propulsion systems that organically integrate rockets and air-breathing propulsion systems. They combine high thrust-to-weight ratio, low specific impulse rocket engines with low thrust-to-weight ratio, high specific impulse ramjet engines, enabling wide-range flight from Mach 0 to Mach 8. This requires RBCC engines to operate in multiple modes, including ejection, subsonic combustion, and scramjet modes. Operating in the same flow channel for multiple modes inevitably leads to some loss in engine performance and combustion efficiency across different modes. To address this issue, one approach is to utilize variable structure engine technology, adjusting the combustion chamber / nozzle structure under different operating modes to improve engine performance and combustion efficiency.

[0003] Due to the wide range of operating Mach numbers, rocket-based combined cycle engines (RBCCs) have high requirements for specific impulse performance and combustion stability. Therefore, in order to enable RBCCs to operate at high performance in all modes, it is of great significance to study the regulation of combustion organization by variable structure technology.

[0004] Due to the wide operating Mach number range, RBCC engines have high requirements for both performance and combustion stability. Current research largely employs fixed-structure thermodynamic throat control techniques to avoid the complexity of structural adjustments. However, replacing geometrical congestion with thermal congestion inevitably leads to significant losses in thermal efficiency, which in turn affects the RBCC engine's flight trajectory and payload. Furthermore, using a fixed-structure combustor in RBCC makes it difficult to optimize multimodal performance. This multimodal distributed combustion method inevitably results in a longer combustor, increasing the difficulty of thermal protection and thus increasing the combustor's structural mass.

[0005] When multiple modes share a single flow channel, variable structure technology is one of the effective ways to ensure optimal performance throughout the entire process. However, in current research, most variable structure schemes for RBCC engines are applied to the intake manifold. The current schemes for achieving variable geometry throats in the combustion chamber are more complex and not conducive to engineering applications. Furthermore, research on variable structure combustion chambers has not focused on improving the combustion organization of the engine. Therefore, it is of great significance to study a simple and efficient variable structure method to improve the combustion efficiency and performance of the engine. Summary of the Invention

[0006] The purpose of this invention is to provide a variable structure RBCC combustor and its combustion organization method to solve the problem of significant loss in performance and thermal efficiency when multiple modes of an RBCC engine operate in a single flow channel.

[0007] This invention adopts the following technical solution: a variable structure RBCC combustion chamber, which, from front to back, consists of a combustion chamber expansion section, a geometric throat section, and a nozzle arranged coaxially and connected sequentially according to the fluid flow direction. An isolation section, connected to and coaxially arranged with the combustion chamber expansion section, is provided on the front side of the expansion section.

[0008] The geometric throat section consists of a variable structure shell located on the lower side and a cover plate located on the upper side. The variable structure shell is U-shaped with its opening facing upward.

[0009] The cover plate is located at the opening of the variable structure shell. The rear end of the cover plate is hinged to the rear end of the variable structure shell, and the upper side of its front end is hinged to the lower end of the force rod. The upper end of the force rod is hinged to the lower end of the movable rod. The upper end of the movable rod is fixedly connected to the output shaft of the servo motor. The output shaft of the servo motor is set horizontally. The front end of the cover plate and the variable structure shell form a throat.

[0010] The output shaft of the servo motor is used for:

[0011] During forward movement, the movable rod and the force-bearing rod press the front end of the cover plate downward, causing the front end of the cover plate to rotate downward, thereby reducing the throat area.

[0012] When moving backward, the front end of the cover plate is lifted upward by the movable rod and the force rod, causing the front end of the cover plate to rotate upward, thereby increasing the throat area.

[0013] Furthermore, both the isolation section and the combustion chamber expansion section are strip-shaped cavity structures enclosed by the shell.

[0014] A strut rocket is installed at the rear of the isolation section. The exit of the strut rocket is located in front of the combustion chamber expansion section. The strut rocket is used to connect with the fuel supply system, combust the fuel within it, and eject the high-temperature jet of combustion fuel into the combustion chamber expansion section from its exit.

[0015] A fuel support plate is installed at the front of the combustion chamber expansion section. The fuel support plate is used to connect with the fuel supply system and inject secondary fuel into the combustion chamber expansion section through the injection holes on the side wall of the fuel support plate.

[0016] Furthermore, there are two fuel support plates, arranged in a front-to-back configuration.

[0017] A method for combustion organization in a variable structure RBCC combustion chamber comprises the following steps:

[0018] Step 1: Start the servo motor to move its output axis backward, so that the throat area between the front end of the cover plate and the variable structure housing is at its maximum value.

[0019] Step 2: Start the servo motor's output shaft to move forward, causing the throat area between the front end of the cover plate and the variable structure housing to continuously decrease. During the process of the throat area continuously decreasing, the following steps are performed:

[0020] Step 201: Activate the support rocket with the variable structure RBCC combustion chamber, allowing the combustion chamber of the support rocket to deliver high-temperature, high-pressure gas to the isolation section through the gas pipe, thereby entraining the incoming atmospheric flow.

[0021] Step 202: Open the fuel inlet to supply fuel to the fuel support plate, so that fuel is injected into the combustion chamber expansion section through the dispersion holes of the fuel support plate. The fuel droplets are ignited by the high-temperature and high-pressure gas from the support plate rocket, thereby forming a heat release zone between the fuel support plate and the geometric throat section. As the throat area continues to shrink, the vortex structure between the fuel support plate and the geometric throat section is strengthened, and the fluid streamlines at this point are more compact. This also strengthens the vortex structure at the rear side of the fuel support plate within the combustion chamber expansion section, and the fluid streamlines at this point are more compact.

[0022] Step 203: As the flight Mach number gradually increases, and reaches 2.0-4.0, the support plate rocket of the variable structure RBCC combustor is shut down. At this time, the combustor is in ramjet mode, and the throat area is further reduced to reach the optimal range, thereby improving the combustion efficiency in the combustor.

[0023] Step 204: As the flight Mach number gradually increases, and it is between 4.1 and 6.0, the throat area is further reduced to reach the optimal range, so that the fuel in the combustion chamber continues to maintain efficient and stable combustion.

[0024] The variable structure RBCC combustion chamber is any one of the variable structure RBCC combustion chambers in claims 1-3.

[0025] Furthermore, the throat area is the throat height multiplied by the throat width, where the throat height is the distance between the front end of the cover plate and the bottom of the variable structure shell, and the throat width is the width of the variable structure shell from left to right.

[0026] In step 203, when the flight Mach number is 4 and the equivalence ratio is 0.8-1, the throat height is (44.4-50.7%) * maximum throat height.

[0027] Furthermore, the throat area is the throat height multiplied by the throat width, where the throat height is the distance between the front end of the cover plate and the bottom of the variable structure shell, and the throat width is the width of the variable structure shell from left to right.

[0028] In step 204, when the flight Mach number is 6 and the equivalence ratio is 0.8-1, the throat height is (35.8-46.2%) * maximum throat height.

[0029] The beneficial effects of this invention are:

[0030] 1. This invention can improve the performance and combustion efficiency of RBCC engines under different modes, meet the airflow matching under different incoming flow conditions, and meet the requirements of optimal throat area for the combustion heat release of secondary fuel in the engine combustion chamber under different equivalence ratios and different Mach numbers by adjusting the throat height, thereby realizing high-performance operation and efficient combustion of RBCC engines over a wide range.

[0031] 2. While improving the combustion efficiency of the engine, this invention can also increase the total thrust of the engine by adjusting the combustion chamber pressure, so that the variable structure RBCC engine can not only maintain efficient and stable combustion under different modes and working conditions, but also have good working performance, realizing efficient and stable operation of the ramjet engine combustion chamber over a wide range.

[0032] 3. The present invention has a simple configuration, and the mechanism for realizing the variable geometric throat area is simple and reliable. The variable geometric throat configuration and flow channel configuration are also conducive to reducing the thermal load of the combustion chamber, reducing the difficulty of thermal protection, reducing the overall structural weight of the engine, and the combustion organization method is simple, efficient and easy to implement, which is beneficial to engineering applications. Attached Figure Description

[0033] Figure 1 This is the front view of the present invention;

[0034] Figure 2 This is a top view of the present invention;

[0035] Figure 3 The streamline of the isolation section is shown when the throat height is 2.44H according to the present invention;

[0036] Figure 4 The streamline of the isolation section is shown when the throat height is 2.06H according to the present invention;

[0037] Figure 5 The streamline of the isolation section when the throat height is 1.78H according to the present invention;

[0038] Figure 6 This is a schematic diagram of the geometric throat segment of the present invention.

[0039] The components include: 1. Cover plate; 2. Isolation section; 3. Support plate rocket; 4. Fuel support plate; 5. Combustion chamber expansion section; 6. Geometric throat section; 7. Nozzle; 8. Variable structure shell; 9. Force rod; 10. Movable rod; 11. Servo motor. Detailed Implementation

[0040] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0041] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "multiple" means two or more. The term "orientation" in this invention refers to the orientation of the device or element according to the invention. Figure 1 Description of the state's progression.

[0042] This invention discloses a variable structure RBCC combustion chamber, such as... Figure 1 , 2 As shown in Figure 6, from front to back, it consists of a combustion chamber expansion section 5, a geometric throat section 6, and a nozzle 7 that are connected in sequence and coaxially arranged. An isolation section 2 that is connected to and coaxially arranged with the combustion chamber expansion section 5 is provided on the front side of the combustion chamber expansion section 5.

[0043] The geometric throat section 6 consists of a variable structure shell 8 located on the lower side and a cover plate 1 located on the upper side. The variable structure shell 8 is U-shaped and its opening faces upward.

[0044] The cover plate 1 is located at the opening of the variable structure housing 8. The rear end of the cover plate 1 is hinged to the rear end of the variable structure housing 8. The upper side of the front end of the cover plate 1 is hinged to the lower end of the force rod 9. The upper end of the force rod 9 is hinged to the lower end of the movable rod 10. The upper end of the movable rod 10 is fixedly connected to the output shaft of the servo motor 11. The output shaft of the servo motor 11 is set horizontally.

[0045] The front end of the cover plate 1 forms a throat with the variable structure shell 8. The throat area is the throat height * throat width. The throat height is the distance between the front end of the cover plate 1 and the bottom of the variable structure shell 8. The throat width is the width of the variable structure shell 8 from left to right. The throat area can be adjusted to form a variable geometry throat.

[0046] The output shaft of servo motor 11 is used for:

[0047] When moving forward, the movable rod 10 and the force-bearing rod 9 press the front end of the cover plate 1 downward, causing the front end of the cover plate 1 to rotate downward, thereby reducing the throat area.

[0048] When moving backward, the front end of the cover plate 1 is lifted upward by the movable rod 10 and the force rod 9, causing the front end of the cover plate 1 to rotate upward, thereby increasing the throat area.

[0049] Both the isolation section 2 and the combustion chamber expansion section 5 are strip-shaped cavity structures enclosed by shells. A support rocket 3 is installed at the rear of the isolation section 2. The outlet of the support rocket 3 is located on the front side of the combustion chamber expansion section 5. The support rocket 3 is used to connect with the fuel supply system and burn the fuel inside it. The high-temperature jet after combustion is ejected from its outlet to the combustion chamber expansion section 5.

[0050] A fuel support plate 4 is installed at the front of the combustion chamber expansion section 5. The fuel support plate 4 is used to connect with the fuel supply system and inject secondary fuel into the combustion chamber expansion section 5 through the injection holes on the side wall of the fuel support plate 4. There are two fuel support plates 4, arranged one in front of the other.

[0051] This invention also discloses a combustion organization method for a variable structure RBCC combustion chamber, comprising the following steps:

[0052] Step 1: Start the output axis of the servo motor 11 to move backward, so that the throat area between the front end of the cover plate 1 and the variable structure housing 8 is at its maximum value.

[0053] Step 2: Start the output axis of servo motor 11 to move forward, so that the throat area between the front end of cover plate 1 and variable structure housing 8 continuously decreases. During the process of the throat area continuously decreasing, the following steps are performed:

[0054] Step 201: Activate the support rocket 3 of the variable structure RBCC combustion chamber, so that the combustion chamber of the support rocket 3 delivers high-temperature and high-pressure gas to the isolation section 2 through the gas pipe, thereby ejecting the incoming airflow.

[0055] Step 202: Open the fuel inlet hole for supplying fuel to the fuel support plate 4, so that fuel is injected into the combustion chamber expansion section 5 through the dispersion hole of the fuel support plate 4. The fuel droplets are ignited by the high temperature and high pressure gas from the support plate rocket 3, thereby forming a heat release area between the fuel support plate 4 and the geometric throat section 6. As the throat area continues to shrink, the vortex structure between the fuel support plate 4 and the geometric throat section 6 is strengthened, and the fluid flow lines at this point are more compact. This also strengthens the vortex structure at the rear side of the fuel support plate 4 within the combustion chamber expansion section 5, and the fluid flow lines at this point are more compact.

[0056] Step 203: As the flight Mach number gradually increases to between 2.0 and 4.0, the support plate rocket 3 of the variable structure RBCC combustor is shut down. At this time, the combustor is in ramjet mode and the throat area is further reduced to reach the optimal range, thereby improving the combustion efficiency in the combustor.

[0057] In step 203, when the flight Mach number is 4 and the equivalence ratio is 0.8-1, the throat height is (44.4-50.7%) * maximum throat height.

[0058] Step 204: As the flight Mach number gradually increases, and it is between 4.1 and 6.0, the throat area is further reduced to reach the optimal range, so that the fuel in the combustion chamber continues to maintain efficient and stable combustion.

[0059] In step 204, when the flight Mach number is 6 and the equivalence ratio is 0.8-1, the throat height is (35.8-46.2%) * maximum throat height.

[0060] The variable structure RBCC combustion chamber is the aforementioned variable structure RBCC combustion chamber.

[0061] Under different flight Mach numbers and different equivalence ratios, the optimal throat area between the front end of the cover plate and the variable structure shell required for engine combustion heat release is different. The throat area can be controlled by adjusting the height of the throat.

[0062] At low flight Mach numbers, the engine requires a larger optimal throat area. Raising the cover plate at this time allows for optimal heat release during combustion within the combustion chamber. As the flight Mach number gradually increases, the required optimal throat area decreases. Gradually lowering the cover plate at this time causes the combustion chamber pressure to gradually increase as the throat height decreases. Consequently, the strength of the vortex structure within the combustion chamber gradually increases, enhancing the mixing and combustion of fuel droplets on the fuel support plate 4 within the combustion chamber, thereby improving the engine's combustion efficiency and performance.

[0063] This invention regulates the heat release during combustion within the combustion chamber by adjusting the height of the throat, enabling the RBCC engine to achieve efficient and stable combustion over a wide range. It also regulates the pressure and thrust of the engine combustion chamber, improving the engine's performance over a wide range. Furthermore, the throat height adjustment method of this invention is simple, effective, and easy to implement, which helps promote engineering applications.

[0064] Example 1

[0065] The following are the results obtained after simulation calculation.

[0066] Table 1 shows the combustion efficiency of the engine at Mach 4 and a fuel equivalence ratio of 0.8 in this embodiment. It can be seen that the combustion efficiency ranges from 78.5% to 98.0%, varying with throat height. The highest efficiency is observed at a throat height of 2.00H, indicating more complete fuel combustion within the combustion chamber. This result demonstrates that adjusting the throat height can improve engine combustion efficiency. The unit H is a dimensionless unit, with H equal to 42 mm, representing the height of the isolator inlet.

[0067] Table 1. Combustion efficiency at the combustion chamber outlet under different throat heights when the fuel equivalence ratio is 0.8 at Ma4.

[0068]

[0069] Figures 3-5 The streamline diagrams of the isolation section at throat heights of 2.44H, 2.06H, and 1.78H are shown for a flight Mach number of 4 and an equivalence ratio of 0.8. It can be seen that as the throat height gradually decreases, the shock wave intensity increases with the degree of combustion chamber congestion. The vortex structure in the isolation section remains normal from 2.44H to 2.06H; however, from 2.06H to 1.78H, the vortex structure is gradually disrupted.

[0070] As can be seen from the combustor streamline, when the throat height is 2.44-2.06H, a stable backflow zone will be formed on the rear side of the rocket 3 support plate and near the fuel support plate 4 in the combustor, and the flow in the combustor will fill the entire combustor; when the throat height is 2.06-1.78H, the backflow zone near the fuel support plate 4 will be destroyed, and the flow in the combustor will adhere to the upper wall of the combustor.

[0071] The results show that when the throat height is 2.06H, the strength of the combustion chamber vortex structure increases, which is more conducive to the mixing and heat release of fuel. This indicates that adjusting the engine throat height can enhance the strength of the combustion chamber vortex structure, thereby making it more conducive to the secondary fuel combustion organization in the combustion chamber.

[0072] Example 2

[0073] Table 2 shows the combustion efficiency of the engine at the combustion chamber outlet when the flight Mach number is 4 and the fuel equivalence ratio is 1.0. It can be seen that the combustion efficiency of the combustion chamber varies from 76% to 85%, and the combustion efficiency is different at different throat heights, with the highest combustion efficiency at a throat height of 1.94H.

[0074] Table 2 Combustion efficiency at different throat heights under Ma4 conditions and with a fuel equivalence ratio of 1.0

[0075]

[0076] Example 3

[0077] The operation method of this embodiment is the same as that of embodiment 1, except that the engine is flying at Mach number 6 and the fuel equivalence ratio is 1.0.

[0078] Example 4

[0079] The operation method of this embodiment is the same as that of embodiment 1, except that the engine is flying at Mach number 6 and the fuel equivalence ratio is 0.8.

[0080] Table 3 is obtained by statistically analyzing Examples 1-4:

[0081] Table 3 Optimal height of the geometric throat under different equivalence ratios and different flight Mach numbers.

[0082]

[0083] As shown in Table 3, when the flight Mach number is 4 and the equivalence ratio is 0.8-1, a throat height of (44.4-50.7%) * maximum throat height ensures high combustion efficiency at the combustion chamber outlet, allowing the fuel inside the combustion chamber to continue to burn efficiently and stably. When the flight Mach number is 6 and the equivalence ratio is 0.8-1, a throat height of (35.8-46.2%) * maximum throat height ensures high combustion efficiency at the combustion chamber outlet, allowing the fuel inside the combustion chamber to continue to burn efficiently and stably.

[0084] Example 5

[0085] Table 4 shows the thrust and drag statistics of various components in the combustion chamber at Ma4 and ER0.8. It can be seen that under Ma4 and ER0.8 conditions, as the throat height increases, the thrust generated by the isolator gradually decreases, and the drag generated by the combustion chamber gradually decreases. When the throat height decreases, the thrust and drag generated by the isolator are large, but the overall thrust is relatively small; when the throat height is high, the thrust and drag generated by the isolator are small, but the overall thrust is relatively small.

[0086] Table 4. Thrust and drag statistics of Ma4 and ER0.8 combustion chambers and isolation sections.

[0087]

[0088] At a throat height of 2.06H, the combined thrust from the isolator section and combustion chamber drag is optimal, approximately 2701N. This indicates that adjusting the throat height not only regulates the combustion organization within the combustion chamber but also improves engine performance.

[0089] In summary, by adjusting the throat height of the engine's geometric throat section, this invention enables stable and efficient combustion of fuel in the combustion chamber and effectively improves engine performance, allowing the engine to operate at high performance at Mach 4 and effectively enhancing combustion heat release over a wide range.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for combustion organization in a variable-structure RBCC combustion chamber, characterized in that, The variable structure RBCC combustion chamber includes: From front to back, in accordance with the fluid flow direction, it consists of a combustion chamber expansion section (5), a geometric throat section (6), and a nozzle (7) that are connected in sequence and arranged coaxially. An isolation section (2) is provided on the front side of the combustion chamber expansion section (5) that is connected to it and arranged coaxially. The geometric throat section (6) consists of a variable structure shell (8) located on the lower side and a cover plate (1) located on the upper side. The variable structure shell (8) is U-shaped and its opening faces upward. The cover plate (1) is located at the opening of the variable structure shell (8). The rear end of the cover plate (1) is hinged to the rear end of the variable structure shell (8), and its front upper side is hinged to the lower end of the force rod (9). The upper end of the force rod (9) is hinged to the lower end of the movable rod (10). The upper end of the movable rod (10) is fixedly connected to the output shaft of the servo motor (11). The output shaft of the servo motor (11) is set horizontally. The front end of the cover plate (1) forms a throat with the variable structure shell (8). The output shaft of the servo motor (11) is used for: When moving forward, the front end of the cover plate (1) is pressed downward by the movable rod (10) and the force rod (9), causing the front end of the cover plate (1) to rotate downward, thereby reducing the throat area. When moving backward, the front end of the cover plate (1) is lifted upward by the movable rod (10) and the force rod (9), so that the front end of the cover plate (1) rotates upward, thereby increasing the throat area; Both the isolation section (2) and the combustion chamber expansion section (5) are strip-shaped cavity structures enclosed by the shell. A support rocket (3) is installed at the rear of the isolation section (2). The outlet of the support rocket (3) is located in front of the combustion chamber expansion section (5). The support rocket (3) is used to connect with the fuel supply system and burn the fuel in it. The high-temperature jet after combustion is ejected from its outlet to the combustion chamber expansion section (5). A fuel support plate (4) is installed at the front of the combustion chamber expansion section (5). The fuel support plate (4) is used to connect with the fuel supply system and inject secondary fuel into the combustion chamber expansion section (5) through the injection hole on the side wall of the fuel support plate (4). The combustion organization method consists of the following steps: Step 1: Start the output axis of the servo motor (11) to move backward, so that the throat area between the front end of the cover plate (1) and the variable structure housing (8) is at its maximum value. Step 2: Start the output shaft of the servo motor (11) to move forward, so that the throat area between the front end of the cover plate (1) and the variable structure shell (8) continuously shrinks. During the process of the throat area continuously shrinking, the following steps are performed: Step 201: Activate the support rocket (3) of the variable structure RBCC combustion chamber, so that the combustion chamber of the support rocket (3) delivers high-temperature and high-pressure gas to the isolation section (2) through the gas pipe, thereby ejecting the incoming atmospheric flow. Step 202: Open the fuel inlet hole to supply fuel to the fuel support plate (4), so that fuel is injected into the combustion chamber expansion section (5) through the dispersion hole of the fuel support plate (4), and the fuel droplets are ignited by the high temperature and high pressure gas from the support plate rocket (3), thereby forming a heat release area between the fuel support plate (4) and the geometric throat section (6); as the throat area continues to shrink, the vortex structure between the fuel support plate (4) and the geometric throat section (6) is strengthened, and the fluid flow lines at this point are more compact, which in turn strengthens the vortex structure at the rear side of the fuel support plate (4) in the combustion chamber expansion section (5), and the fluid flow lines at this point are more compact; Step 203: As the flight Mach number gradually increases to between 2.0 and 4.0, the support plate rocket (3) of the variable structure RBCC combustor is shut off. At this time, the combustor is in ramjet mode, and the throat area is further reduced to reach the optimal range, thereby improving the combustion efficiency in the combustor. Step 204: As the flight Mach number gradually increases, and it is between 4.1 and 6.0, the throat area is further reduced to reach the optimal range, so that the fuel in the combustion chamber continues to maintain efficient and stable combustion.

2. The combustion organization method for a variable structure RBCC combustion chamber according to claim 1, characterized in that, The throat area is the throat height * throat width, the throat height is the distance between the front end of the cover plate (1) and the bottom of the variable structure shell (8), and the throat width is the width of the variable structure shell (8) from left to right. In step 203, when the flight Mach number is 4 and the equivalence ratio is 0.8-1, the throat height is (44.4-50.7%) * maximum throat height.

3. The combustion organization method for a variable structure RBCC combustion chamber according to claim 1, characterized in that, The throat area is the throat height * throat width, the throat height is the distance between the front end of the cover plate (1) and the bottom of the variable structure shell (8), and the throat width is the width of the variable structure shell (8) from left to right. In step 204, when the flight Mach number is 6 and the equivalence ratio is 0.8-1, the throat height is (35.8-46.2%) * maximum throat height.

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