A flame holder and engine

Abstract

The application provides a flame holder and an engine, and the flame holder comprises a flame holder body, a fuel injection structure is arranged at the front end of the flame holder body, a plurality of horizontal first channels and second channels are arranged at the rear end of the flame holder body and are spaced apart in the height direction, a plurality of first adjusting plates and second adjusting plates are arranged, the first adjusting plates and the second adjusting plates are both in a fan-shaped structure and are matched with the first channels and the second channels respectively, the centers of the first adjusting plates and the second adjusting plates are rotatably connected to the two sides of the flame holder body respectively, and a driving assembly is arranged to drive the first adjusting plates and the second adjusting plates to rotate reversely. When the first adjusting plates and the second adjusting plates rotate towards each other to a set angle, the first channels and the second channels can be accommodated in the first channels and the second channels respectively. The blockage ratio of the two adjusting plates is adjusted according to the different angles, so that the flame holder can not only ensure the demand of a large blockage ratio in a low-speed section, but also consider the demand of a small blockage ratio in a high-speed section. The staggered arrangement of the adjusting plates can induce more vortexes of air flow, enhance the mixing of fuel and air, and improve the combustion efficiency.

Description

Technical Field

[0001] This invention belongs to the field of combined cycle engine technology, specifically relating to a flame stabilizer and an engine. Background Technology

[0002] Low-cost, wide-range hypersonic flight represents the next pinnacle of aerospace technology development and is a crucial technological means to realize human dreams such as hypersonic aircraft, space tourism, and large-scale space exploration. Addressing the limitation of traditional single-cycle power systems in achieving high efficiency across a wide speed range, air-breathing combined-cycle propulsion systems couple multiple engines in a cycle, fully leveraging the advantages of each cycle's speed range. This promises to achieve high efficiency across an extremely wide speed range while also possessing potential for horizontal takeoff and landing and reusability, making it a suitable power source for low-cost, wide-range hypersonic flight. In an engine, the conversion of fuel chemical energy into internal energy is reflected in combustion efficiency, which directly determines the engine's thrust-specific impulse performance. Therefore, ensuring high combustion efficiency in air-breathing combined-cycle propulsion systems is paramount. However, the combined combustion chamber operates over a very wide range, and the requirements for the blending flame stabilizer vary in different speed ranges. In the low-speed range, the incoming air temperature is low and the flow rate is large, making it difficult to ignite and resulting in poor flame stability. A flame stabilizer with a large blockage ratio is needed to create a large low-speed recirculation zone, thereby forming a stable ignition source and improving combustion efficiency. In the high-speed range, the incoming air temperature is high and the speed is fast. At this time, a smaller recirculation zone can form a stable ignition source. A large blockage ratio of the flame stabilizer will lead to a lower total pressure recovery coefficient, thereby reducing engine performance.

[0003] If a wide-range combustion chamber uses a flame stabilizer with a large obstruction ratio, it offers advantages in flame stabilization and high combustion performance at low speeds, but this leads to higher total pressure loss and lower engine performance at high speeds. Conversely, if a wide-range combustion chamber uses a flame stabilizer with a smaller obstruction ratio, it achieves both high combustion efficiency and a high total pressure recovery coefficient at high speeds, but this results in poorer flame stabilization and lower combustion efficiency at low speeds. Designing an optimal flame stabilizer that balances the requirements of a high obstruction ratio at low speeds with the requirements of a low obstruction ratio at high speeds is the main challenge facing wide-range combustion chambers in combined-breed engines. Summary of the Invention

[0004] To address the challenge of ensuring both a high blockage ratio at low speeds and a low blockage ratio at high speeds in wide-range air-breathing combined-power combustion chambers, this invention provides a flame stabilizer and engine suitable for wide-range hypersonic combined-power systems that meets the blockage ratio requirements at both low and high speeds.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A flame stabilizer, comprising:

[0007] The flame stabilizer body has a fuel injection structure at its front end and multiple horizontal first and second channels spaced apart at its rear end along the height direction.

[0008] Multiple first and second adjustment plates are provided. Both the first and second adjustment plates are fan-shaped structures and are matched with the first and second channels, respectively. The centers of the first and second adjustment plates are rotatably connected to the two sides of the flame stabilizer body, respectively.

[0009] The driving component drives the first adjusting plate and the second adjusting plate to rotate in opposite directions. When the first adjusting plate and the second adjusting plate rotate towards each other to a set angle, the first channel and the second channel can be accommodated in the first channel and the second channel respectively.

[0010] Preferably, the drive assembly includes a first rotating shaft, a second rotating shaft, and two movable connecting rods. The centers of the plurality of first adjusting plates are all connected to the first rotating shaft, and the centers of the plurality of second adjusting plates are all connected to the second rotating shaft. One end of each movable connecting rod has a sliding groove along its length, and the top of the flame stabilizer body has a limiting groove. The other ends of the two movable connecting rods are respectively connected to the first rotating shaft and the second rotating shaft. The sliding grooves of the two movable connecting rods are slidably connected to the limiting grooves through control sliders.

[0011] Preferably, the control slider includes a cylindrical segment and a sphere disposed on the top of the cylindrical segment, and the lower end of the cylindrical segment passes through the sliding groove of the two moving connecting rods and abuts against the limiting groove.

[0012] Preferably, the limiting groove is located at the center of the flame stabilizer body.

[0013] Preferably, the flame stabilizer body has rotating shaft grooves on both sides, and bushings are provided at both the upper and lower ends of the rotating shaft grooves. The first rotating shaft and the second rotating shaft are respectively disposed in the two rotating shaft grooves, and their ends are respectively rotatably disposed in the upper and lower bushings of the corresponding rotating shaft grooves.

[0014] Preferably, the movable link has a limiting hole, and the upper ends of the first rotating shaft and the second rotating shaft are respectively provided with a first limiting sleeve and a second limiting sleeve, and the hexagonal holes of the two movable links are respectively inserted into the first limiting sleeve and the second limiting sleeve.

[0015] Preferably, the flame stabilizer body has a main fuel channel extending through the top and bottom along the height direction inside the front end, and multiple fuel injection holes communicating with the main fuel channel are evenly distributed along the height direction on the side. The fuel injection holes are connected to the main fuel channel through a secondary fuel channel.

[0016] Preferably, the cross-section of the front end of the flame stabilizer body is triangular, and multiple fuel injection holes are provided on both sides of the front end of the flame stabilizer body.

[0017] The present invention also provides an engine, including a combustion chamber, and further including a flame stabilizer disposed in the combustion chamber as described above, the flame stabilizer being capable of continuously adjusting the combustion chamber blockage ratio according to changes in engine inflow conditions.

[0018] The flame stabilizer provided by this invention has the following beneficial effects:

[0019] This invention features multiple horizontal first and second channels spaced at intervals along the height at the rear end of the flame stabilizer body. First and second adjusting plates are rotatably connected and cooperate with these channels. A drive assembly rotates the first and second adjusting plates in opposite directions, adjusting their blocking ratio according to the rotation angle. This allows the flame stabilizer to meet both the high blocking ratio requirement at low speeds and the low blocking ratio requirement at high speeds, while adapting to a wide range of combustion patterns. By designing the two adjusting plates in a fan shape, with their sides inclined relative to the incoming flow direction as they rotate out from inside the channels, more vortices are induced in the airflow, enhancing fuel-air mixing and improving combustion efficiency.

[0020] This invention can transform into a large blockage ratio support plate in the low-speed range to form a large recirculation zone for flame stabilization and improve combustion efficiency, and transform into a small blockage ratio support plate in the high-speed range to reduce the blockage ratio, increase the total pressure recovery coefficient, and improve engine performance. Attached Figure Description

[0021] To more clearly illustrate the embodiments and design schemes of the present invention, the accompanying drawings required for this embodiment will be briefly described below. The drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a three-dimensional schematic diagram of the flame stabilizer in the maximum blocking ratio state according to Embodiment 1 of the present invention.

[0023] Figure 2 This is a top view of the flame stabilizer in the maximum blocking ratio state according to Embodiment 1 of the present invention.

[0024] Figure 3 This is a cross-sectional view of the flame stabilizer in the maximum blocking ratio state according to Embodiment 1 of the present invention.

[0025] Figure 4 This is a three-dimensional schematic diagram of the flame stabilizer in the minimum blocking ratio state according to Embodiment 1 of the present invention.

[0026] Figure 5This is a top view of the flame stabilizer in the minimum blocking ratio state according to Embodiment 1 of the present invention.

[0027] Figure 6 This is a cross-sectional view of the flame stabilizer in the minimum blocking ratio state according to Embodiment 1 of the present invention.

[0028] Figure 7 This is a three-dimensional schematic diagram of the flame stabilizer body of the present invention.

[0029] Figure 8 This is a left view of the flame stabilizer body of the present invention.

[0030] Figure 9 This is a cross-sectional view of the flame stabilizer body of the present invention.

[0031] Figure 10 This is a three-dimensional schematic diagram of the first and second adjustment plates of the present invention in the state of minimum blocking ratio.

[0032] Figure 11 This is a top view of the first and second adjustment plates of the present invention in the state of minimum blocking ratio.

[0033] Figure 12 This is a three-dimensional schematic diagram of the first and second adjustment plates of the present invention in the state of maximum blocking ratio.

[0034] Figure 13 This is a schematic diagram of the control slider of the present invention.

[0035] Figure 14 This is a schematic diagram of the moving link of the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] Flame stabilizer body 1, rotating shaft groove 11, fuel injection hole 12, fuel main channel 13, bushing 14, limiting groove 15, first adjusting plate 2, second adjusting plate 3, control slider 4, sphere 41, cylindrical section 42, moving connecting rod 5, limiting hole 51, sliding groove 52, first rotating shaft 21, second rotating shaft 31, first limiting sleeve 22, second limiting sleeve 32, fuel secondary channel 110, first channel 16, second channel 17, first adjusting component 23, second adjusting component 33. Detailed Implementation

[0038] To enable those skilled in the art to better understand and implement the technical solutions of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0039] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the technical solution of this 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. Therefore, they should not be construed as limitations on this invention.

[0040] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of this invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "connected" or "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. In the description of this invention, unless otherwise stated, "a plurality of" means two or more, which will not be elaborated further here.

[0041] Example 1

[0042] This invention provides a flame stabilizer, specifically a variable geometry support plate flame stabilizer suitable for hypersonic combined propulsion systems. Ordinary support plates are common flame stabilizers for ramjet engines, which typically operate at Mach 2.5-10; Mach 5 and above falls within the hypersonic range. This invention is an improvement on the ordinary support plate, retaining its functions and thus being suitable for hypersonic applications. Combined propulsion systems can operate simultaneously at Mach 0-10, and the support plate of this invention provides mixed flame stabilization functionality for both low-speed and high-speed ranges, making it suitable for combined propulsion systems. In summary, this flame stabilizer is suitable for hypersonic combined propulsion systems.

[0043] Specifically, such as Figures 1 to 14 As shown, the flame stabilizer includes a flame stabilizer body 1, multiple first adjustment plates 2 and second adjustment plates 3, and a drive assembly. Specifically, the front end of the flame stabilizer body 1 has a fuel injection structure, and the rear end has multiple horizontal first channels 16 and second channels 17 spaced apart along the height direction.

[0044] The fuel injection structure is configured as follows: a main fuel channel 13, penetrating both the top and bottom, is formed inside the front end of the flame stabilizer body 1 along the height direction; multiple fuel injection holes 12, communicating with the main fuel channel 13, are uniformly formed on the side along the height direction. The fuel injection holes 12 are connected to the main fuel channel 13 through a secondary fuel channel 110. Specifically, to improve the flow performance of the airflow, in this embodiment, the front end of the flame stabilizer body 1 has a triangular cross-section, and multiple fuel injection holes 12 are formed on both sides of the front end of the flame stabilizer body 1. Fuel enters from the main fuel channel 13 above the flame stabilizer body 1, passes through the secondary fuel channel 110, and is ejected from the injection holes 12 perpendicular to the inclined surface of the support plate.

[0045] The first adjusting plate 2 and the second adjusting plate 3 are both fan-shaped structures and are respectively matched with the first channel 16 and the second channel 17. The centers of the first adjusting plate 2 and the second adjusting plate 3 are rotatably connected to the two sides of the flame stabilizer body 1. The drive assembly drives the first adjusting plate 2 and the second adjusting plate 3 to rotate in opposite directions. When the first adjusting plate 2 and the second adjusting plate 3 rotate towards each other to a set angle, the first channel 16 and the second channel 17 can be accommodated respectively. Figures 10 to 11 As shown, multiple first adjusting plates 2 and second adjusting plates 3 are evenly arranged in a staggered manner. The multiple first adjusting plates 2 arranged along the height direction constitute a first adjusting assembly 23, and the multiple second adjusting plates 3 arranged along the height direction constitute a second adjusting assembly 33. The change in the blocking ratio is mainly to better adapt to the mixing and stabilization of fuel and air under wide incoming flow conditions. The first adjusting plate 2 enters and exits the flame stabilizer body 1 through the first channel 16, and the second adjusting plate 3 enters and exits the flame stabilizer body 1 through the second channel 17. The drive assembly drives the first adjusting plate 2 and the second adjusting plate 3 to rotate in opposite directions. The blocking ratio of the two adjusting plates is adjusted according to the different rotation angles, so that the flame stabilizer can meet the requirements of a large blocking ratio in the low-speed range and the requirements of a small blocking ratio in the high-speed range, while adapting to combustion organization over a wide speed range. By designing the two adjusting plates as fan-shaped, the sides of the two adjusting plates are inclined relative to the incoming flow direction when they rotate out from inside the channel, which can induce more vortices in the airflow, enhance the mixing of fuel and air, and improve combustion efficiency.

[0046] Specifically, in this embodiment, as Figures 10 to 14 As shown, the drive assembly includes a first rotating shaft 21, a second rotating shaft 31, and two moving connecting rods 5. The centers of multiple first adjusting plates 2 are connected to the first rotating shaft 21, and the centers of multiple second adjusting plates 3 are connected to the second rotating shaft 31. One end of each moving connecting rod 5 has a sliding groove 52 along its length, and the top of the flame stabilizer body 1 has a limiting groove 15. The other ends of the two moving connecting rods 5 are connected to the first rotating shaft 21 and the second rotating shaft 31 respectively. The sliding grooves 52 of both moving connecting rods 5 are slidably connected to the limiting grooves 15 via control sliders 4. In this embodiment, the limiting groove 15 is located at the center of the flame stabilizer body 1.

[0047] Specifically, in this embodiment, the control slider 4 includes a cylindrical section 42 and a sphere 41 disposed on the top of the cylindrical section 42. The lower end of the cylindrical section 42 passes through the sliding groove 52 of the two moving connecting rods and abuts against the limiting groove 15.

[0048] Specifically, in this embodiment, the flame stabilizer body 1 has rotating shaft grooves 11 on both sides, and bushings 14 are provided at both the upper and lower ends of the rotating shaft grooves 11. The first rotating shaft 21 and the second rotating shaft 31 are respectively disposed in the two rotating shaft grooves 11, and their ends are respectively rotatably disposed in the upper and lower bushings 14 of the corresponding rotating shaft grooves 11, and are concentrically disposed with the bushings 14. The bushings 14 of the flame stabilizer body are located inside the engine wall.

[0049] Specifically, in this embodiment, the movable connecting rod 5 has a limiting hole 51, and the upper ends of the first rotating shaft 21 and the second rotating shaft 31 are respectively provided with a first limiting sleeve 22 and a second limiting sleeve 32. The limiting holes 51 of the two movable connecting rods 5 are respectively inserted into the first limiting sleeve 22 and the second limiting sleeve 32. In this embodiment, the limiting hole 51 is a hexagonal hole, and both limiting sleeves are hexagonal caps.

[0050] The working principle of the flame stabilizer provided by this invention is as follows: the control slider 4 controls the change in the blocking ratio of the two adjusting plates, and the limiting groove 15 on the flame stabilizer body 1 restricts the displacement of the control slider 4 to the forward and backward directions. Figures 1 to 3 To achieve the maximum blocking ratio of the variable geometry support plate, when it is necessary to reduce the blocking ratio, the control slider 4 is moved forward along the limiting groove 15. At this time, the cylindrical section 42 on the control slider 4 slides on the sliding groove 52 of the moving connecting rod 5, causing the two sliding connecting rods 5 to rotate. The hexagonal holes 51 on the sliding connecting rods 5 respectively drive the first limiting sleeve 22 and the second limiting sleeve 32 on the first rotating shaft 21 and the second rotating shaft 31 to rotate at the same angle. At this time, the first limiting sleeve 22 drives the first rotating shaft 21 to rotate counterclockwise, and the second shaft cap 32 drives the second rotating shaft 31 to rotate clockwise. This, in turn, drives the first adjusting component 23 and the second adjusting component 33 fixed on the two shafts to rotate into the flame stabilizer body 1, until all the first adjusting plates 2 and the second adjusting plates 3 are completely inserted into the internal cavity of the flame stabilizer body 1, that is, into the first channel 16 and the second channel 17, achieving the minimum blocking ratio of the variable geometry support plate. Figures 4 to 6As shown. When it is necessary to increase the blocking ratio of the variable geometry support plate, it is only necessary to move the control slider 4 backward a certain distance, so that the first adjustment component 23 and the second adjustment component 33 can rotate out from inside the flame stabilizer body 1 to the outside at a certain angle. When the first adjustment component 23 and the second adjustment component 3 are completely rotated out, it is the longest distance that the control slider 4 has moved. The shape of each first adjustment plate 2 and the second adjustment plate 3 of the first adjustment component 23 and the second adjustment component 33 is a sector with the first rotating shaft 21 and the second rotating shaft 31 as the center and the length of the first channel 16 and the second channel as the radius. Therefore, when rotating, the contact surfaces of the first adjustment component 23 and the second adjustment component 33 with the flame stabilizer body 1 always remain in contact, ensuring that the internal cavity of the flame stabilizer body 1 is isolated from the outside. Figure 10 The first adjustment component 23 and the second adjustment component 33 are arranged alternately and do not interfere with each other. For example... Figure 6 When the first adjustment component 23 and the second adjustment component 33 are fully engaged in the two channels, they are in an alternating state.

[0051] Example 2

[0052] The present invention also provides an engine including a combustion chamber and a flame stabilizer disposed in the combustion chamber as given in Example 1, the flame stabilizer being able to continuously adjust the combustion chamber blockage ratio according to changes in engine inflow conditions.

[0053] The flame stabilizer provided by this invention has the following advantages:

[0054] (1) A flame stabilizer for wide-range hypersonic combined power is provided, which can adapt to the combustion organization of a wide speed range. The present invention can be transformed into a large blockage ratio support plate in the low speed range to form a large recirculation zone for flame stabilization and improve combustion efficiency. In the high speed range, it can be transformed into a small blockage ratio support plate to reduce the blockage ratio, improve the total pressure recovery coefficient, and improve engine performance.

[0055] (2) A support plate with a continuously variable blocking ratio is provided. The blocking ratio of the support plate can be continuously adjusted by moving the control slider back and forth. The blocking ratio of the combustion chamber can be continuously adjusted according to the changes in the engine flow conditions, so as to achieve high engine performance throughout the entire trajectory.

[0056] (3) Multiple first adjustment plates (2) and second adjustment plates (3) constitute a variable geometry support plate structure. The variable geometry support plate structure is an interlaced tail edge structure, which can induce the airflow to generate more vortices, enhance the mixing of fuel and air, and improve combustion efficiency.

[0057] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail in this specification and embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention; and all technical solutions and improvements that do not depart from the spirit and scope of the present invention are covered within the protection scope of the present invention patent. No reference numerals in the claims should be construed as limiting the scope of the claims. Any simple variations or equivalent substitutions of technical solutions that can be readily obtained by those skilled in the art within the scope of the technology disclosed in the present invention are within the protection scope of the present invention.

Claims

1. A flame stabilizer, characterized in that, include: Flame stabilizer body (1), the front end of the flame stabilizer body (1) has a fuel injection structure, and the rear end is provided with multiple horizontal first channels (16) and second channels (17) spaced apart along the height direction. Multiple first adjustment plates (2) and second adjustment plates (3) are provided. The first adjustment plates (2) and second adjustment plates (3) are both fan-shaped structures and are matched with the first channel (16) and the second channel (17) respectively. The center of the first adjustment plate (2) and the second adjustment plate (3) are rotatably connected to both sides of the flame stabilizer body (1). The driving component drives the first adjusting plate (2) and the second adjusting plate (3) to rotate in opposite directions. When the first adjusting plate (2) and the second adjusting plate (3) rotate towards each other to a set angle, the first channel (16) and the second channel (17) can respectively accommodate the first adjusting plate (2) and the second adjusting plate (3).

2. The flame stabilizer according to claim 1, characterized in that, The drive assembly includes a first rotating shaft (21), a second rotating shaft (31), and two moving links (5). The center of each of the first adjusting plates (2) is connected to the first rotating shaft (21), and the center of each of the second adjusting plates (3) is connected to the second rotating shaft (31). One end of each moving link (5) has a sliding groove (52) along its length. The top of the flame stabilizer body (1) has a limiting groove (15). The other ends of the two moving links (5) are connected to the first rotating shaft (21) and the second rotating shaft (31) respectively. The sliding grooves (52) of the two moving links (5) are slidably connected to the limiting grooves (15) through a control slider (4).

3. The flame stabilizer according to claim 2, characterized in that, The control slider (4) includes a cylindrical section (42) and a sphere (41) disposed on the top of the cylindrical section (42). The lower end of the cylindrical section (42) passes through the sliding groove (52) of the two moving links and abuts against the limiting groove (15).

4. The flame stabilizer according to claim 2, characterized in that, The limiting groove (15) is located at the center of the flame stabilizer body (1).

5. The flame stabilizer according to claim 2, characterized in that, The flame stabilizer body (1) has a rotating shaft groove (11) on both sides. The upper and lower ends of the rotating shaft groove (11) are provided with bushings (14). The first rotating shaft (21) and the second rotating shaft (31) are respectively located in the two rotating shaft grooves (11), and the two ends are respectively rotatably located in the upper and lower bushings (14) of the corresponding rotating shaft groove (11).

6. The flame stabilizer according to claim 5, characterized in that, The movable link (5) has a limiting hole (51). The upper ends of the first rotating shaft (21) and the second rotating shaft (31) are respectively provided with a first limiting sleeve (22) and a second limiting sleeve (32). The limiting holes (51) of the two movable links (5) are respectively inserted into the first limiting sleeve (22) and the second limiting sleeve (32).

7. The flame stabilizer according to claim 1, characterized in that, The flame stabilizer body (1) has a fuel main channel (13) that runs through the upper and lower parts along the height direction inside the front end, and a plurality of fuel injection holes (12) that communicate with the fuel main channel (13) are evenly opened on the side along the height direction. The fuel injection holes (12) are connected to the fuel main channel (13) through the fuel secondary channel (110).

8. The flame stabilizer according to claim 7, characterized in that, The front end of the flame stabilizer body (1) has a triangular cross-section, and multiple fuel injection holes (12) are provided on both sides of the front end of the flame stabilizer body (1).

9. An engine comprising a combustion chamber, characterized in that, It also includes a flame stabilizer as described in any one of claims 1 to 8 disposed in the combustion chamber, the flame stabilizer being capable of continuously adjusting the combustion chamber blockage ratio according to changes in engine inflow conditions.

Images