A dual-mode scramjet engine angle-adjustable strut-stabilizer

Abstract

The application discloses a kind of angle adjustable strut flameholder of dual-mode scramjet engine, including flameholding strut, and flameholding strut includes: two flameholding strut bodies, are vertical plate body, and interval is arranged left and right;Each flameholding strut body includes blunt body and cuboid connected in axis direction from front to back;In each flameholding strut body, and located at the junction of blunt body and cuboid, a rotating shaft is penetrated up and down, the upper and lower ends of rotating shaft are penetrated out of the upper and lower wall of flameholding strut body, and the part in flameholding strut body and upper end is hollow cavity structure, and the hollow cavity is kerosene accumulation cavity;A plurality of kerosene injection holes are arranged on the left and right side walls of each flameholding strut body, and located at the junction of blunt body and cuboid, and each kerosene injection hole is communicated with kerosene accumulation cavity;Using the angle adjustable strut flameholder of dual-mode scramjet engine, the efficient low-resistance combustion of ramjet combustion chamber is realized.

Description

Technical Field

[0001] This invention belongs to the field of dual-mode scramjet engine technology, specifically relating to an angle-adjustable support plate flame stabilizer for a dual-mode scramjet engine. Background Technology

[0002] The liquid hydrocarbon fuel dual-mode scramjet engine is an engine with a wide flight range, operating between Mach 2 and 8, and can achieve high thrust and specific impulse at both low and high Mach numbers.

[0003] To ensure stable combustion within the engine combustion chamber, a low-speed recirculation zone needs to be established to ensure that the fuel residence time exceeds the ignition delay time. Common structures include fuel-injectable support plates and concave cavity structures. Generally, a higher blockage ratio of the support plate results in a larger and more stable recirculation zone at the plate's tail, leading to better flame stabilization. However, at higher Mach numbers, the total incoming flow temperature is also higher, and a smaller blockage ratio can achieve flame stabilization. Conversely, a larger blockage ratio can generate higher flow resistance, thereby reducing engine performance. Therefore, to achieve both high flame stabilization performance and low flow resistance across the entire operating range, the blockage ratio needs to be adjusted in real-time according to different incoming flow conditions and combustion organization strategies.

[0004] A small number of existing support plates use an angle-adjustable scheme to change the blockage ratio of the support plate, but these schemes are less practical and reliable, and the mechanisms are more complex. They cannot be applied to the combustion chamber of a dual-mode ramjet engine with complex combustion flow and harsh thermal environment. At the same time, it is difficult to take into account the advantages of high flame stability and low flow resistance over a wide flight range. Summary of the Invention

[0005] The purpose of this invention is to provide a dual-mode scramjet engine angle-adjustable support plate flame stabilizer, which realizes efficient and low-resistance combustion in the ramjet engine combustion chamber.

[0006] The present invention adopts the following technical solution: a dual-mode scramjet engine angle adjustable support plate flame stabilizer, including a flame stabilizing support plate, the flame stabilizing support plate including: two flame stabilizing support plate bodies, both of which are vertically arranged plates, the two are spaced apart from each other and are parallel; each flame stabilizing support plate body includes a blunt body and a cuboid connected axially from front to back.

[0007] Within each flame stabilizing support plate, a rotating shaft runs vertically through the junction of the blunt body and the cuboid. The upper and lower ends of the rotating shaft protrude from the upper and lower walls of the flame stabilizing support plate. The portion of the rotating shaft within the flame stabilizing support plate and at its upper end is a hollow cavity structure, with the upper end being open. The hollow cavity is a kerosene accumulation cavity.

[0008] Multiple kerosene spray holes are provided on the left and right side walls of each flame stabilizer plate body, at the junction of the blunt body and the cuboid, and each kerosene spray hole is connected to the kerosene accumulation chamber.

[0009] Flame stabilizer plates are installed inside the combustion chamber body, with their front ends facing the inlet end of the combustion chamber body. The two flame stabilizer plates are fixed around a rotating shaft, and their front ends can move simultaneously toward or away from the central axis of the combustion chamber body. At the same time, their rear ends can move simultaneously away from or toward the central axis of the combustion chamber body to change the size of the flow channel inside the combustion chamber body.

[0010] Furthermore, the blunt body is wedge-shaped with its tip pointing towards the front end.

[0011] Furthermore, multiple kerosene injection holes are arranged at intervals in the vertical direction and symmetrically arranged on the left and right side walls.

[0012] Furthermore, the flame stabilizing support plate is connected to an actuating mechanism, which is used to drive the flame stabilizing support plate to rotate. The actuating mechanism includes two support plate pivot connecting rods, one support plate pivot connecting rod corresponds to one pivot, and each support plate pivot connecting rod is horizontally arranged, with its front end connected to the upper end of the corresponding pivot.

[0013] Each support plate's pivot connecting rod has its rear end connected to a horizontally positioned connecting rod via a connecting shaft. Each connecting rod is a long strip-shaped plate with a vertically extending sliding hole at its rear end. The sliding hole is elongated along the direction of the connecting rod. The open ends of two connecting rods are stacked vertically, and a vertically extending columnar slider is installed through the two sliding holes. The slider can slide along the direction of the sliding hole.

[0014] The slider is used to: drive two connecting rods to rotate around their corresponding connecting shafts, and when it slides forward, the two connecting rods push the rear end of the corresponding connecting shaft to rotate outward, and drive the front end of the flame stabilizer plate body to rotate inward and the rear end to rotate outward through the rotating shaft; when it slides backward, the two connecting rods push the rear end of the corresponding connecting shaft to rotate inward, and drive the front end of the flame stabilizer plate body to rotate outward and the rear end to rotate inward through the rotating shaft.

[0015] Furthermore, the slider is connected to the motor.

[0016] The present invention also discloses a combustion chamber of a dual-mode scramjet engine, including a flame stabilizer plate and a combustion chamber body. The flame stabilizer plate consists of two sets, which are spaced apart in front and behind the combustion chamber body. The upper and lower ends of each rotating shaft pass vertically through the upper and lower shells of the combustion chamber body. The actuation mechanism is located in the upper part of the upper shell of the combustion chamber body.

[0017] The present invention also discloses the working process of the combustion chamber of the above-mentioned dual-mode scramjet engine, the working process of which is as follows:

[0018] At low Mach numbers, the angle between the upstream flame stabilizer plate and the incoming flow is 0°; the slider of the downstream flame stabilizer plate moves backward, the distance between the slider and the rotating shaft gradually increases, the two connecting rods rotate, the angle decreases, and the connecting shaft moves closer to the inside; the rotating shaft connecting rod rotates in the opposite direction to the connecting rod, the angle between the rotating shaft connecting rod and the connecting rod increases, the connecting rod 7 drives the rotating shaft to rotate, and drives the front end of the downstream flame stabilizer plate to rotate outward to a predetermined angle.

[0019] When accelerating to a medium Mach number, the slider of the upstream flame stabilizer plate moves backward, the distance between the slider and the rotating shaft gradually increases, the two connecting rods rotate, the included angle decreases, and the connecting shaft moves closer to the inside; this causes the rotating shaft connecting rod to rotate in the opposite direction to the connecting rod, the included angle between the rotating shaft connecting rod and the connecting rod increases, the connecting rod drives the rotating shaft to rotate, and causes the front end of the upstream flame stabilizer plate to rotate outward to a predetermined angle; the included angle between the downstream flame stabilizer plate body and the incoming flow is the initial angle.

[0020] At high Mach numbers, the slider moves forward, the distance between the slider and the rotating shaft decreases, the two connecting rods rotate, the included angle increases, and the connecting shaft moves towards the outside; this causes the rotating shaft connecting rod to rotate in the opposite direction to the connecting rod, the included angle between the rotating shaft connecting rod and the connecting rod decreases, the connecting rod drives the rotating shaft to rotate, and causes the front end of the upstream flame stabilizing support plate to rotate inward to 0°; the downstream flame stabilizing support plate body remains unchanged.

[0021] The beneficial effects of this invention are: 1. By changing the angle of the flame stabilizer plate, combustion control of the engine combustion chamber can be achieved over a wide range of operation. Rotating at different angles under different incoming Mach numbers ensures higher mixing efficiency for higher combustion efficiency, while minimizing flow resistance of the plate and improving engine performance. 2. The hollow part of the rotating shaft serves as a kerosene accumulation chamber, and kerosene injection holes are located on both sides of the flame stabilizer plate body. Kerosene fuel can be injected in real time during engine operation, resulting in high functional integration and further reducing the overall structural complexity of the engine. 3. Converting the translation of the actuation mechanism into an angle change of the flame stabilizer plate simplifies the overall structure, making manufacturing, use, and maintenance simpler and more efficient, significantly reducing costs, and ensuring high operational reliability. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of a flame stabilizer with an adjustable support plate for a dual-mode scramjet engine.

[0023] Figure 2 A schematic diagram of the kerosene accumulation chamber and nozzle structure;

[0024] Figure 3 This is a schematic diagram of the combustion chamber of a dual-mode scramjet engine;

[0025] Figure 4This is a schematic diagram of the support plate angle of an adjustable support plate flame stabilizer for a dual-mode scramjet engine under three operating conditions.

[0026] The components are: 1. Flame stabilizer plate body; 2. Rotating shaft; 3. Kerosene accumulation chamber; 4. Kerosene injection hole; 5. Connecting shaft and connecting rod; 6. Connecting shaft; 7. Connecting rod; 8. Sliding block; 9. Combustion chamber body. Detailed Implementation

[0027] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0028] This invention provides a dual-mode scramjet engine angle-adjustable support plate flame stabilizer, such as... Figure 1 and 2 As shown, it includes a flame stabilizing support plate, which includes two flame stabilizing support plate bodies 1, both of which are vertically arranged plates, spaced apart from each other on the left and right, and parallel to each other; each flame stabilizing support plate body 1 includes a blunt body and a cuboid connected axially from front to back.

[0029] Inside each flame stabilizing support plate body 1, and at the connection between the blunt body and the cuboid, a rotating shaft 2 passes through vertically. The upper and lower ends of the rotating shaft 2 protrude from the upper and lower walls of the flame stabilizing support plate body 1. The part of the rotating shaft 2 inside the flame stabilizing support plate body 1 and at the upper end is a hollow cavity structure, and the upper end is open. The hollow cavity is a kerosene accumulation cavity 3.

[0030] On the left and right side walls of each flame stabilizer plate body 1, and at the junction of the blunt body and the cuboid, a plurality of kerosene spray holes 4 are provided, and each kerosene spray hole 4 is connected to the kerosene accumulation chamber 3.

[0031] Flame stabilizer plates are installed inside the combustion chamber body 9, with their front ends facing the inlet end of the combustion chamber body 9. The two flame stabilizer plate bodies 1 are fixed around the rotating shaft 2, and their front ends can move towards or away from the central axis of the combustion chamber body 9 at the same time. Meanwhile, their rear ends can move away from or towards the central axis of the combustion chamber body 9 at the same time, in order to change the flow channel inside the combustion chamber body 9.

[0032] The aforementioned blunt body is wedge-shaped with its tip pointing towards the front end. The leading edge angle is 20°, the total length is 60mm, the maximum width is 10mm, and the flow channel blockage ratio of a single flame stabilizer body 1 does not exceed 3%.

[0033] Multiple kerosene nozzles 4 are arranged at intervals in the vertical direction and symmetrically on the left and right side walls. Specifically, 18 identical kerosene nozzles 4 can be set, with a diameter of 0.3 mm and 9 nozzles on each side.

[0034] The aforementioned flame stabilizing support plate is connected to the actuation mechanism, which is used to drive the flame stabilizing support plate to rotate. The actuation mechanism includes two support plate shaft connecting rods 5, one support plate shaft connecting rod 5 corresponds to one shaft 2, and each support plate shaft connecting rod 5 is horizontally arranged, with its front end connected to the upper end of the corresponding shaft 2.

[0035] Each of the support plate pivot connecting rods 5 is connected to a horizontally set connecting rod 7 via a connecting shaft 6 at the rear end; each connecting rod 7 is a long strip plate, and a sliding hole that runs vertically through the plate is provided at the rear end of the plate. The sliding hole is a long strip along the direction of the connecting rod 7.

[0036] The two connecting rods 7 are stacked one on top of the other at their open ends, and vertically oriented columnar sliders 8 are installed through the two sliding holes. The sliders 8 can slide along the direction of the sliding holes. The sliders 8 are connected to the motor and controlled by the motor, and can move back and forth along the engine flow, converting the displacement of the sliders 8 into the rotation of the flame stabilizer plate body 1.

[0037] The slider 8 is used to: drive the two connecting rods 7 to rotate around the corresponding connecting shaft 6, and when it slides forward, the two connecting rods 7 push the rear end of the corresponding connecting rod 5 to rotate outward, and drive the front end of the flame stabilizer plate body 1 to rotate inward and the rear end to rotate outward through the rotating shaft 2; when it slides backward, the two connecting rods 7 push the rear end of the corresponding connecting rod 5 to rotate inward, and drive the front end of the flame stabilizer plate body 1 to rotate outward and the rear end to rotate inward through the rotating shaft 2.

[0038] This invention also discloses a combustion chamber for a dual-mode scramjet engine, such as... Figure 3 As shown, it includes a flame stabilizer plate and a combustion chamber body 9. The flame stabilizer plate consists of two sets, which are spaced apart in the combustion chamber body 9. The upper and lower ends of each rotating shaft 2 pass vertically through the upper and lower shells of the combustion chamber body 9. The actuation mechanism is located in the upper part of the upper shell of the combustion chamber body 9.

[0039] The present invention also discloses the working process of the combustion chamber of the above-mentioned dual-mode scramjet engine, the working process of which is as follows:

[0040] At low Mach numbers, the angle between the upstream flame stabilizer plate body 1 and the incoming flow is 0°; the slider 8 of the downstream flame stabilizer plate body 1 moves backward, the distance between the slider 8 and the rotating shaft 2 gradually increases, the two connecting rods 7 rotate, the angle decreases, and the connecting shaft 6 moves closer to the inward side; the rotating shaft connecting rod 5 rotates in the opposite direction to the connecting rod 7, the angle between the rotating shaft connecting rod 5 and the connecting rod 7 increases, the connecting rod 7 drives the rotating shaft 2 to rotate, and drives the front end of the downstream flame stabilizer plate 1 to rotate outward to a predetermined angle.

[0041] When accelerating to a medium Mach number, the slider 8 of the upstream flame stabilizer plate body 1 moves backward, the distance between the slider 8 and the rotating shaft 2 gradually increases, the two connecting rods 7 rotate, the included angle decreases, and the connecting shaft 6 moves closer to the inward side; causing the rotating shaft connecting rod 5 to rotate in the opposite direction to the connecting rod 7, the included angle between the rotating shaft connecting rod 5 and the connecting rod 7 increases, the connecting rod 7 drives the rotating shaft 2 to rotate, and causes the front end of the upstream flame stabilizer plate 1 to rotate outward to a predetermined angle; the included angle between the downstream flame stabilizer plate body 1 and the incoming flow is the initial angle.

[0042] At high Mach numbers, the slider 8 of the upstream flame stabilizer plate 1 moves forward, the distance between the slider 8 and the rotating shaft 2 decreases, the two connecting rods 7 rotate, the included angle increases, and the connecting shaft 6 moves outward; this causes the rotating shaft connecting rod 5 to rotate in the opposite direction to the connecting rod 7, the included angle between the rotating shaft connecting rod 5 and the connecting rod 7 decreases, the connecting rod 7 drives the rotating shaft 2 to rotate, and causes the front end of the upstream flame stabilizer plate 1 to rotate inward to 0°; the downstream flame stabilizer plate body 1 remains unchanged.

[0043] The working process of the aforementioned dual-mode scramjet engine angle-adjustable support plate flame stabilizer under three operating conditions is as follows:

[0044] The aforementioned flame stabilizer body 1 has an initial angle of 0° with the high-speed incoming flow from the engine. When the incoming flow conditions change, the angle of the flame stabilizer body 1 can change, with a range of ±30°. The blockage ratio of the flame stabilizer body 1 changes accordingly, ranging from 1 to 3 times.

[0045] like Figure 4 As shown, at low Mach numbers (Ma3), due to the low Mach number, the airflow velocity in the combustion chamber is slow. When combustion occurs in a position with relatively small expansion, thermal blockage is likely to occur, which can lead to the intake manifold failing to start.

[0046] In this embodiment, when both flame stabilizer plates 1 are parallel to the flow channel, the angle is 0°; when the front end of the two flame stabilizer plates 1 rotates outward and the rear end rotates inward, the angle formed is negative; when the front end of the two flame stabilizer plates 1 rotates inward and the rear end rotates outward, the angle formed is positive.

[0047] In this example, the expansion ratio of the engine combustion chamber gradually increases, with a smaller expansion ratio upstream. Therefore, to avoid thermal congestion and reduce overall engine flow resistance, the support plate should maintain a minimum blockage ratio. Thus, the adopted combustion chamber organization scheme is as follows: the upstream flame stabilizing support plate body 1 has an angle of 0° to maintain a minimum blockage ratio and reduce flow resistance; the downstream flame stabilizing support plate body 1 rotates at a larger angle to achieve a larger blockage ratio, forming a larger recirculation zone, enhancing kerosene-air mixing, and reducing local flow velocity in the combustion zone, thereby obtaining better flame stabilization performance and combustion efficiency.

[0048] To achieve this, the slider 8 of the downstream flame stabilizer body 1 moves backward along the engine flow direction, and the distance between the slider 8 and the flame stabilizer shaft 2 gradually increases. Both connecting rods 7 rotate accordingly, reducing the included angle and causing the connecting shaft 6 to move inward towards the central axis. Since the connecting shaft 6 connects both the rotating shaft connecting rod 5 and the connecting rod 7, when the connecting shaft 6 approaches the central axis, the rotating shaft connecting rod 5 connected to it is forced to rotate in the opposite direction to the connecting rod 7. Ultimately, the included angle between the rotating shaft connecting rod 5 and the connecting rod 7 increases to match the movement of the slider 8. Simultaneously, the rotating shaft connecting rod 7 is fixed to the rotating shaft 2. When the rotating shaft connecting rod 7 rotates, it drives the rotating shaft 2 to rotate, ultimately allowing the flame stabilizer 1 to rotate outward at a predetermined speed to a predetermined angle. At this time, the upstream flame stabilizer body 1 has a 0° angle with the incoming flow, maintaining a minimum blockage ratio, reducing flow resistance, and avoiding flow congestion; the downstream flame stabilizer body 1 has a predetermined angle with the incoming flow, increasing the blockage ratio and enhancing flame stabilization performance.

[0049] When the aircraft accelerates to a medium Mach number (Ma4), the incoming flow velocity increases, the residence time of fuel and incoming air within the combustion chamber body 9 is shorter, and the total temperature of the incoming air is lower, resulting in lower fuel combustion efficiency. Some fuel leaves the combustion zone before fully reacting, thus reducing combustion efficiency. Therefore, the fuel injection position needs to be moved upstream of the combustion chamber to provide sufficient space for reaction within the combustion chamber body 9. Specifically, the angle of the upstream flame stabilizer body 1 is adjusted to increase the blockage ratio for efficient combustion. Since the downstream flame stabilizer body 1 is located in the non-combustion zone and the local flow velocity is supersonic, the angle between the downstream flame stabilizer body 1 and the incoming flow is 0° to maintain the minimum blockage ratio and reduce flow resistance.

[0050] To achieve this objective, while continuing low Mach number operation, the upstream flame stabilizer body 1 repeatedly increases the angle between itself and the incoming air velocity direction. The slider 8 moves forward along the engine flow direction, and the distance between the slider 8 and the rotating shaft 2 gradually decreases. Both connecting rods 7 rotate accordingly, increasing the angle and causing the rotating shaft 6 to move outward away from the central axis. When the rotating shaft 6 moves away from the central axis, the connecting rod 5 connected to it is forced to rotate in the opposite direction to the connecting rod 7, ultimately reducing the angle between the connecting rod 5 and the connecting rod 7 to match the movement of the slider 8. Simultaneously, the connecting rod 7 drives the rotating shaft 2 to rotate, ultimately achieving the initial position of the upstream flame stabilizer body 1 rotating inward at a predetermined speed. At this point, the angle between the upstream flame stabilizer body 1 and the incoming flow is a predetermined angle, increasing the blockage ratio. Fuel mixing and combustion with the incoming flow begin at the first-stage support, providing more reaction space. The angle between the downstream flame stabilizer body 1 and the incoming flow is the initial angle, minimizing the blockage ratio, ensuring minimal flow resistance, and minimizing total pressure loss.

[0051] At high Mach numbers (Ma6), due to the high total temperature of the incoming flow (1650K), combustion can spontaneously occur after the incoming flow mixes with the fuel, eliminating the need for the flame stabilizer body 1 to increase the blockage ratio and expand the mixing zone. Therefore, both upstream and downstream flame stabilizer bodies 1 need to be at the minimum blockage ratio to minimize flow resistance. Continuing with the mid-Mach number operation, the upstream flame stabilizer body 1 repeats the process of restoring its support angle to 0°, while the downstream flame stabilizer body 1 maintains a 0° angle with the incoming flow, ultimately achieving the minimum blockage ratio for both upstream and downstream flame stabilizer bodies 1. At this point, the flow resistance is minimal, allowing for stable and efficient combustion of the fuel and incoming air.

Claims

1. A flame stabilizer with an adjustable support plate for a dual-mode scramjet engine, characterized in that, The flame stabilizer includes two flame stabilizer bodies (1), both of which are vertically arranged plates, spaced apart from each other and parallel to each other; each flame stabilizer body (1) includes a blunt body and a cuboid connected axially from front to back. Inside each of the flame stabilizer body (1), and at the connection between the blunt body and the cuboid, a rotating shaft (2) runs through the upper and lower parts. The upper and lower ends of the rotating shaft (2) pass through the upper and lower walls of the flame stabilizer body (1). The part inside and at the upper end of the flame stabilizer body (1) is a hollow cavity structure, and the upper end is open. The hollow cavity is a kerosene accumulation cavity (3). On the left and right side walls of each of the flame stabilizer plates (1), and at the junction of the blunt body and the cuboid, a plurality of kerosene spray holes (4) are provided, and each of the kerosene spray holes (4) is connected to the kerosene accumulation chamber (3). Flame stabilizer plates are used to be installed inside the combustion chamber body (9), with their front ends facing the inlet end of the combustion chamber body (9); the two flame stabilizer plate bodies (1) are fixed with the rotating shaft (2) as the rotating shaft, and their front ends can move towards or away from the central axis of the combustion chamber body (9) at the same time, while their rear ends can move away from or towards the central axis of the combustion chamber body (9) at the same time, in order to change the size of the flow channel inside the combustion chamber body (9).

2. The dual-mode scramjet engine angle-adjustable support plate flame stabilizer as described in claim 1, characterized in that, The blunt body is wedge-shaped with its pointed tip facing the front end.

3. The dual-mode scramjet engine angle-adjustable support plate flame stabilizer as described in claim 2, characterized in that, The multiple kerosene nozzles (4) are arranged at intervals in the vertical direction and symmetrically arranged on the left and right side walls.

4. The dual-mode scramjet engine angle-adjustable support plate flame stabilizer as described in claim 3, characterized in that, The flame stabilizer plate is connected to the actuation mechanism, which is used to drive the flame stabilizer plate to rotate. The actuation mechanism includes two connecting rods (5), one connecting rod (5) corresponds to one rotating shaft (2), and each connecting rod (5) is horizontally arranged, with its front end connected to the upper end of the corresponding rotating shaft (2); Each of the connecting rods (5) is connected to a horizontally arranged connecting rod (7) via a connecting shaft (6) at its rear end. Each of the connecting rods (7) is a long strip plate. A sliding hole is provided on the plate and at the rear end of the plate. The sliding hole is a long strip along the direction of the connecting rod (7). The two connecting rods (7) are stacked one on top of the other, and vertical columnar sliders (8) are installed through the two sliding holes; the sliders (8) can slide along the direction of the sliding holes. The slider (8) is used to: drive the two connecting rods (7) to rotate around the corresponding connecting shaft (6), and when it slides forward, the two connecting rods (7) push the rear end of the corresponding connecting rod (5) to rotate outward, and drive the front end of the flame stabilizer plate body (1) to rotate inward and the rear end to rotate outward through the rotating shaft (2); when it slides backward, the two connecting rods (7) push the rear end of the corresponding connecting rod (5) to rotate inward, and drive the front end of the flame stabilizer plate body (1) to rotate outward and the rear end to rotate inward through the rotating shaft (2).

5. The dual-mode scramjet engine angle-adjustable support plate flame stabilizer as described in claim 4, characterized in that, The slider (8) is connected to the motor.

6. A combustion chamber for a dual-mode scramjet engine, characterized in that, It includes a flame stabilizer plate and a combustion chamber body (9). The flame stabilizer plate is in two sets, which are arranged at intervals in front and behind within the combustion chamber body (9). Each flame stabilizer plate includes: two flame stabilizer plate bodies (1), both of which are vertically arranged plates, which are arranged at intervals in the left and right and are parallel to each other; each flame stabilizer plate body (1) includes a blunt body and a cuboid connected axially from front to back. Inside each of the flame stabilizer body (1), and at the connection between the blunt body and the cuboid, a rotating shaft (2) runs through the upper and lower parts. The upper and lower ends of the rotating shaft (2) pass through the upper and lower walls of the flame stabilizer body (1). The part inside and at the upper end of the flame stabilizer body (1) is a hollow cavity structure, and the upper end is open. The hollow cavity is a kerosene accumulation cavity (3). On the left and right side walls of each flame stabilizer plate body (1), and at the junction of the blunt body and the cuboid, a plurality of kerosene spray holes (4) are provided, and each of the kerosene spray holes (4) is connected to the kerosene accumulation chamber (3); the upper and lower ends of each of the rotating shafts (2) pass vertically through the upper and lower shells of the combustion chamber body (9); the actuation mechanism is located on the upper part of the upper shell of the combustion chamber body (9); The flame stabilizer plate is connected to the actuation mechanism, which is used to drive the flame stabilizer plate to rotate. The actuation mechanism includes two connecting rods (5), one connecting rod (5) corresponds to one rotating shaft (2), and each connecting rod (5) is horizontally arranged, with its front end connected to the upper end of the corresponding rotating shaft (2); Each of the connecting rods (5) is connected to a horizontally arranged connecting rod (7) via a connecting shaft (6) at its rear end. Each of the connecting rods (7) is a long strip plate. A sliding hole is provided on the plate and at the rear end of the plate. The sliding hole is a long strip along the direction of the connecting rod (7). The two connecting rods (7) are stacked one on top of the other, and vertical columnar sliders (8) are installed through the two sliding holes; the sliders (8) can slide along the direction of the sliding holes.

7. The working process of the combustion chamber of a dual-mode scramjet engine as described in claim 6, characterized in that, The work process is as follows: At low Mach numbers, the upstream flame stabilizer body (1) has an angle of 0° with the incoming flow; the slider (8) of the downstream flame stabilizer body (1) moves backward, the distance between the slider (8) and the rotating shaft (2) gradually increases, the two connecting rods (7) rotate, the angle decreases, and the connecting shaft (6) moves closer to the inside; the connecting rod (5) rotates in the opposite direction to the connecting rod (7), the angle between the connecting rod (5) and the connecting rod (7) increases, the connecting rod (7) drives the rotating shaft (2) to rotate, and the front end of the downstream flame stabilizer body (1) rotates outward to a predetermined angle; When accelerating to a medium Mach number, the slider (8) of the upstream flame stabilizer body (1) moves backward, the distance between the slider (8) and the rotating shaft (2) gradually increases, the two connecting rods (7) rotate, the included angle decreases, and the connecting shaft (6) moves closer to the inward side; the connecting rod (5) is driven to rotate in the opposite direction to the connecting rod (7), the included angle between the connecting rod (5) and the connecting rod (7) increases, the connecting rod (7) drives the rotating shaft (2) to rotate, and drives the front end of the upstream flame stabilizer body (1) to rotate outward to a predetermined angle; the included angle between the downstream flame stabilizer body (1) and the incoming flow is the initial angle; At high Mach numbers, the slider (8) moves forward, the distance between the slider (8) and the rotating shaft (2) of the upstream flame stabilizer body (1) decreases, the two connecting rods (7) rotate, the included angle increases, and the connecting shaft (6) moves closer to the outside; the connecting rod (5) rotates in the opposite direction to the connecting rod (7), the included angle between the connecting rod (5) and the connecting rod (7) decreases, the connecting rod (7) drives the rotating shaft (2) to rotate, and the front end of the upstream flame stabilizer body (1) rotates inward to 0°; the downstream flame stabilizer body (1) remains unchanged.

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