A pulse detonation combustion chamber, engine and aircraft

Abstract

This invention relates to the field of aero-engine technology, and discloses a pulse detonation combustor, engine, and aircraft. The pulse detonation combustor includes a casing and a flame tube connected to the casing, forming an airflow channel between them. The flame tube includes an outer ring, an inner ring, and several partition components. Both the inner and outer rings have bent cross-sectional shapes, with the outer ring coaxially positioned outside the inner ring. The partition components are located between the outer and inner rings, separating them to form several combustion chambers. Each combustion chamber has a combustion chamber inlet and an outlet at its two ends, with the inlet and outlet facing the same direction. The combustion chamber inlet communicates with the airflow channel. Several ignition components are connected to the flame tube, with one ignition component in each combustion chamber. The design is simple, compact, and lightweight, effectively reducing the weight of the pulse detonation combustor and significantly lowering its manufacturing difficulty, cost, and assembly complexity.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, specifically to a pulse detonation combustion chamber, engine, and aircraft. Background Technology

[0002] The pulse detonation turboshaft engine is a new concept engine that replaces the combustion chamber of a traditional turboshaft engine with a pulse detonation combustion chamber. It has significant advantages such as self-pressurization, fast combustion speed and low entropy increase.

[0003] The existing pulse detonation combustor adopts a multi-tube parallel structure. This combustor has a complex structure and is heavy. Each detonation tube needs to be processed separately, which is difficult and costly. It seriously affects the engine's thrust-to-weight ratio and other performance characteristics, and increases the difficulty of engine assembly and manufacturing costs. Summary of the Invention

[0004] In view of this, the present invention provides a pulse detonation combustion chamber, an engine, and an aircraft to solve the problems of large weight and high manufacturing difficulty of existing pulse detonation chambers.

[0005] In a first aspect, the present invention provides a pulse detonation combustion chamber, comprising:

[0006] Casing;

[0007] A flame tube is connected to the casing, and an airflow channel is formed between the casing and the flame tube. The flame tube includes an outer ring, an inner ring, and several partition components. The cross-sectional shape of the inner ring and the outer ring is bent. The outer ring is coaxially disposed outside the inner ring. Several partition components are disposed between the outer ring and the inner ring, separating the outer ring and the inner ring to form several combustion chambers. The two ends of the combustion chamber are the combustion chamber inlet and the combustion chamber outlet, respectively. The combustion chamber inlet and the combustion chamber outlet face the same direction. The combustion chamber inlet communicates with the airflow channel.

[0008] Several ignition components are connected to the flame tube, and each combustion chamber is equipped with one of the ignition components. The ignition components are adapted to inject fuel into the combustion chamber through the combustion chamber inlet and ignite it.

[0009] Beneficial effects: The flame tube, with its bent outer and inner rings, creates a compact combustion chamber structure, saving significant axial space. Simultaneously, the combustion chamber's inlet and outlet, facing the same direction, effectively increase its volume and combustion space, allowing for more complete combustion of fuel injected and ignited by the ignition assembly. The multiple combustion chambers formed by separating the outer and inner rings using several partition components result in a simple, compact, and lightweight structure, effectively reducing the weight of the pulse detonation combustion chamber, improving engine performance, and avoiding the complex forging of each individual combustion chamber, thus significantly reducing manufacturing difficulty, cost, and assembly complexity.

[0010] In one alternative embodiment, the combustion chamber is divided into an ignition section and a detonation section along the direction from the combustion chamber inlet to the combustion chamber outlet, with the other end of the ignition section connected to the other end of the detonation section.

[0011] Beneficial effects: The fuel entering the combustion chamber through the combustion chamber inlet is ignited by the ignition assembly to form a deflagration, and then turns into a detonation in the detonation section. The fuel then flows to the turbine through the combustion chamber outlet, driving the turbine to do work.

[0012] In one optional embodiment, a plurality of detonation-boosting obstacles are further included, which are spaced apart in the detonation section.

[0013] Beneficial effects: Detonation-supporting obstacles can effectively shorten the interval between two explosions, increase the intensity of the detonation within the detonation zone, and effectively improve combustion efficiency.

[0014] In one alternative embodiment, the detonation aid is an annular protrusion structure disposed on the inner wall of the detonation section.

[0015] Beneficial effects: Simple structure, low manufacturing cost, while intensifying detonation, it can effectively avoid excessively increasing the weight of the pulse detonation combustion chamber.

[0016] In one optional implementation, the flow area of ​​the ignition section is larger than the flow area of ​​the detonation section.

[0017] Beneficial effects: By reducing the flow area of ​​the detonation section, the explosion interval of fuel in the detonation section is shortened, allowing the explosion to continue, converting deflagration into detonation, which then flows to the turbine through the combustion chamber outlet, driving the turbine to do work.

[0018] In one optional embodiment, the partition assembly includes two partitions, the shape of which is adapted to the cross-sectional shape of the combustion chamber. The two partitions are arranged in parallel and spaced apart, forming a cooling chamber between the two partitions. Both the outer ring and the inner ring are provided with a plurality of vent holes, which communicate with the cooling chamber.

[0019] Beneficial effects: During deflagration and detonation, the temperature inside the combustion chamber is extremely high. The vent can continuously output cooler air into the cooling chamber to cool the baffle, preventing the baffle from overheating and causing damage.

[0020] In one optional embodiment, the flame tube further includes a connecting ring disposed at one end of the combustion chamber where the combustion chamber inlet is located, and the connecting ring connects the inner ring and the outer ring.

[0021] Beneficial effects: The inner and outer rings are connected by a connecting ring, resulting in a simple and compact structure that helps to further reduce the weight of the pulse detonation combustion chamber.

[0022] In one optional embodiment, the connecting ring is provided with a plurality of feed holes, each feed hole corresponding to a combustion chamber. The ignition assembly includes an ignition nozzle, a fuel nozzle, and a vortex generator. The ignition nozzle is connected to the outer ring. The vortex generator is located at the feed hole. The fuel nozzle communicates with the vortex generator. The vortex generator communicates with the air passage and the combustion chamber.

[0023] Beneficial effects: The air outside the flame tube mixes with the fuel injected from the fuel nozzle through the vortex generator to form a mixed fuel. The mixed fuel is injected into the combustion chamber through the vortex generator, and the mixed fuel is ignited by the ignition electric nozzle equipped in each combustion chamber to form a deflagration. The vortex generator can effectively mix fuel and air, improving combustion efficiency.

[0024] In one alternative embodiment, the inner side of the casing is provided with an anti-reverse venturi structure.

[0025] Beneficial effects: By forming an isolation section in the airflow channel through the anti-reverse Venturi structure, the knock wave can be effectively prevented from being transmitted back to the compressor through the combustion chamber inlet along the isolation section, thereby avoiding affecting the compressor performance.

[0026] In one optional embodiment, the anti-reverse venturi structure includes a plurality of annular baffles, the outer ring of which is connected to the inner sidewall of the casing, and the inner ring of which is bent along the direction from the combustion chamber inlet to the combustion chamber outlet.

[0027] Beneficial effects: By bending the inner ring of the baffle along the direction from the combustion chamber inlet to the combustion chamber outlet, the flow area of ​​the air passage can be reduced, the air flow rate from the air inlet into the air flow can be accelerated, ensuring a sufficient air supply, and at the same time, the back propagation of the knock wave along the isolation section can be effectively suppressed.

[0028] In one optional embodiment, both the inner ring and the outer ring include two annular plates and an arc-shaped connecting plate connecting one end of the two annular plates.

[0029] Beneficial effects: By connecting the two annular plates with an arc-shaped plate, the combustion chamber transitions smoothly with the bending of the outer and inner rings, avoiding stress concentration. At the same time, it strengthens the structural strength of the outer and inner rings, preventing stress concentration.

[0030] Secondly, the present invention also provides an engine, including a frame and the aforementioned pulse detonation combustion chamber, wherein the pulse detonation combustion chamber is connected to the frame.

[0031] Beneficial effects: This pulse detonation combustion chamber can effectively shorten the axial distance of the engine while ensuring sufficient engine power, greatly reduce the engine weight, improve the engine's thrust-to-weight ratio, and thus improve engine performance, while reducing the engine's manufacturing cost and manufacturing difficulty.

[0032] Thirdly, the present invention also provides an aircraft, including a fuselage and the aforementioned engine, characterized in that the engine is connected to the fuselage.

[0033] Beneficial effects: This engine can effectively reduce the weight of the aircraft, thereby reducing the manufacturing cost and improving the performance of the aircraft. Attached Figure Description

[0034] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a cross-sectional view of a pulse detonation combustion chamber according to an embodiment of the present invention;

[0036] Figure 2 for Figure 1 Enlarged view of point A in the middle:

[0037] Figure 3 This is a schematic diagram of a flame tube according to an embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of another structure of a flame tube according to an embodiment of the present invention (with the connecting ring removed);

[0039] Figure 5 This is a schematic diagram of the structure of a partition according to an embodiment of the present invention;

[0040] Figure 6 This is a schematic diagram of the structure of a bomb-supporting obstacle according to an embodiment of the present invention;

[0041] Figure 7 This is a schematic diagram of a pulse detonation combustion chamber combustion process according to an embodiment of the present invention.

[0042] Explanation of reference numerals in the attached figures:

[0043] 1. Casing; 11. Air Inlet; 12. Combustion Chamber Outlet; 13. Anti-reverse Venturi Structure; 131. Baffle; 14. Isolation Section;

[0044] 2. Flame tube; 21. Outer ring; 211. Vent hole; 22. Inner ring; 23. Separator assembly; 231. Baffle plate; 232. Cooling chamber; 24. Combustion chamber; 241. Combustion chamber inlet; 242. Combustion chamber outlet; 243. Ignition section; 244. Detonation section; 25. Connecting ring; 251. Feed hole;

[0045] 3. Ignition assembly; 31. Ignition nozzle; 32. Fuel injector; 33. Swirl generator;

[0046] 4. Explosion-propelled obstacles. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] The following is combined Figures 1 to 7 This invention describes an embodiment of a pulse detonation combustion chamber, engine, and aircraft provided by the present invention.

[0049] According to an embodiment of the present invention, a pulse detonation combustion chamber is provided, comprising a housing 1 and a flame tube 2. The flame tube 2 is connected to the housing 1, and an airflow channel is formed between the housing 1 and the flame tube 2. The flame tube 2 includes an outer ring 21, an inner ring 22, and a plurality of partition components 23. The cross-sectional shape of the inner ring 22 and the outer ring 21 is bent. The outer ring 21 is coaxially disposed outside the inner ring 22. The plurality of partition components 23 are disposed between the outer ring 21 and the inner ring 22, separating the outer ring 21 and the inner ring 22 to form a plurality of combustion chambers 24. The two ends of the combustion chamber 24 are respectively the combustion chamber inlet 241 and the combustion chamber outlet 242, and the combustion chamber inlet 241 and the combustion chamber outlet 242 have the same orientation. The combustion chamber inlet 241 communicates with the airflow channel. A plurality of ignition components 3 are connected to the flame tube 2, and each combustion chamber 24 is provided with one ignition component 3.

[0050] The flame tube 2 provided in this embodiment achieves a compact combustion chamber structure through the bent cross-sectional shapes of the outer ring 21 and inner ring 22, saving a significant amount of space axially. Simultaneously, since the two ends of the combustion chamber 24 are the combustion chamber inlet 241 and the combustion chamber outlet 242, respectively, and the inlet 241 and outlet 242 face the same direction, the volume of the combustion chamber 24 is effectively increased, enlarging the combustion space and allowing for more complete combustion of the fuel injected and ignited by the ignition assembly 3. Several combustion chambers 24 are formed by separating the outer ring 21 and inner ring 22 through several partition components 23. This results in a simple, compact, and lightweight structure, effectively reducing the weight of the pulse detonation combustion chamber, improving engine performance, and avoiding the high-difficulty forging of each combustion chamber individually, greatly reducing the manufacturing difficulty, cost, and assembly difficulty of the combustion chamber.

[0051] Specifically, the casing 1 is provided with an air inlet 11 and a combustion chamber outlet 12. Air can enter the casing 1 through the air inlet 11, flow through the air channel and enter the combustion chamber 24 through the combustion chamber inlet 241, and the detonation wave ejected from the combustion chamber outlet 242 will be ejected through the combustion chamber outlet 12.

[0052] Specifically, both the inner ring 22 and the outer ring 21 include two annular plates and an arc-shaped connecting plate connecting one end of the two annular plates. The arc-shaped plate connects the two annular plates, allowing the combustion chamber 24 to smoothly transition with the bending of the outer ring 21 and the inner ring 22, avoiding stress concentration, and at the same time strengthening the structural strength of the outer ring 21 and the inner ring 22, thus preventing stress concentration.

[0053] Specifically, the outer ring 21 forms a receiving cavity between the two annular plates and the arc-shaped connecting plate, and the inner ring 22 is disposed within the receiving cavity.

[0054] Specifically, along the direction from the combustion chamber inlet 241 to the combustion chamber outlet 242, the combustion chamber 24 is divided into an ignition section 243 and a detonation section 244, with the other end of the ignition section 243 connected to the other end of the detonation section 244. The fuel entering the combustion chamber 24 through the combustion chamber inlet 241 is ignited by the ignition assembly 3, forming a deflagration. Then, in the detonation section 244, it transforms into detonation, which propels the turbine through the combustion chamber outlet 242, driving the turbine to perform work.

[0055] Furthermore, it also includes several detonation-supporting obstacles 4, which are spaced apart in the detonation section 244. The detonation-supporting obstacles 4 can effectively shorten the interval between two explosions, increase the intensity of the detonation within the detonation section 244, and effectively improve the combustion efficiency.

[0056] The present invention does not limit the specific structure of the detonation booster 4. In this embodiment, the detonation booster 4 is an annular protrusion structure disposed on the inner wall of the detonation section 244. This structure is simple, has low manufacturing cost, and effectively avoids excessively increasing the weight of the pulse detonation combustion chamber while amplifying the detonation. In other embodiments, the detonation booster 4 can also be a spiral or perforated plate type.

[0057] Furthermore, the flow area of ​​the ignition section 243 is larger than that of the detonation section 244. By reducing the flow area of ​​the detonation section 244, the explosion interval of the fuel in the detonation section 244 is shortened, allowing the explosion to continue and converting deflagration into detonation. This detonation then flows through the combustion chamber outlet 242 to the turbine, driving the turbine to perform work.

[0058] Specifically, the partition assembly 23 includes two partitions 231, the shape of which is adapted to the cross-sectional shape of the combustion chamber 24. The two partitions 231 are arranged in parallel and spaced apart, forming a cooling chamber 232 between them. Both the outer ring 21 and the inner ring 22 are provided with multiple vent holes 211, which communicate with the cooling chamber 232. During detonation and knocking, the temperature inside the combustion chamber 24 is extremely high. The vent holes 211 can continuously output cooler air into the cooling chamber 232 to cool the partitions 231, preventing the partitions 231 from overheating and causing damage.

[0059] Specifically, the partition 231 is provided with an installation groove, and the inner ring 22 is engaged in the installation groove, so that the shape of the partition 231 is adapted to the cross-sectional shape of the combustion chamber 24, and at the same time, it is convenient for the installation and fixing of the partition 231.

[0060] Specifically, the flame tube 2 also includes a connecting ring 25, which is disposed at one end of the combustion chamber 24 where the combustion chamber inlet 241 is located. The connecting ring 25 connects the inner ring 22 and the outer ring 21. The connection between the inner ring 22 and the outer ring 21 via the connecting ring 25 results in a simple and compact structure, which helps to further reduce the weight of the pulse detonation combustion chamber.

[0061] Specifically, the connecting ring 25 is provided with several feed holes 251, each corresponding to a combustion chamber 24. The ignition assembly 3 includes an ignition nozzle 31, a fuel nozzle 32, and a vortex generator 33. The ignition nozzle 31 is connected to the outer ring 21. The vortex generator 33 is located at the feed hole 251. The fuel nozzle 32 is connected to the vortex generator 33, which in turn connects to the airflow channel and the combustion chamber 24. Air outside the flame tube 2 mixes with fuel injected from the fuel nozzle 32 through the vortex generator 33 to form a mixed fuel. The mixed fuel is injected into the combustion chamber 24 through the vortex generator 33. The mixed fuel is ignited by the ignition nozzle 31 in each combustion chamber 24 to form a deflagration. The vortex generator 33 effectively mixes fuel and air, improving combustion efficiency.

[0062] Furthermore, an anti-reverse venturi structure 13 is provided on the inner side of the casing 1. By forming an isolation section 14 in the airflow channel through the anti-reverse venturi structure 13, the detonation wave can be effectively prevented from being transmitted back to the compressor through the combustion chamber inlet 241 along the isolation section 14, thereby avoiding affecting the performance of the compressor.

[0063] Specifically, the anti-Venturi structure 13 includes several annular baffles 131. The outer ring of the baffles 131 is connected to the inner wall of the casing 1, and the inner ring of the baffles 131 is bent along the direction from the combustion chamber inlet 241 to the combustion chamber outlet 242. By bending the inner ring of the baffles 131 along the direction from the combustion chamber inlet 241 to the combustion chamber outlet 242, the flow area of ​​the airflow channel can be reduced, the airflow velocity from the air inlet 11 into the airflow can be accelerated, ensuring a sufficient air supply, and at the same time, the back propagation of the knock wave along the isolation section 14 can be effectively suppressed.

[0064] According to an embodiment of the present invention, another aspect provides an engine, including a frame and a plurality of the aforementioned pulse detonation combustion chambers, the pulse detonation combustion chambers being connected to the frame. Through this pulse detonation combustion chamber, while ensuring sufficient engine power, the axial distance of the engine can be effectively shortened, the engine weight greatly reduced, the engine thrust-to-weight ratio increased, thereby improving engine performance, while simultaneously reducing engine manufacturing costs and manufacturing difficulty.

[0065] According to another aspect of the present invention, an aircraft is also provided, including the aforementioned engine connected to the fuselage. This engine effectively reduces the weight of the aircraft, thereby reducing manufacturing costs and improving performance.

[0066] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A pulse detonation combustion chamber, characterized in that, include: Casing (1); A flame tube (2) is connected to the casing (1), and an air flow channel is formed between the casing (1) and the flame tube (2). The flame tube (2) includes an outer ring (21), an inner ring (22), and several partition components (23). The cross-sectional shape of the inner ring (22) and the outer ring (21) is bent. The outer ring (21) is coaxially disposed on the outside of the inner ring (22). Several partition components (23) are disposed between the outer ring (21) and the inner ring (22), and separate the outer ring (21) and the inner ring (22) to form several combustion chambers (24). The two ends of the combustion chamber (24) are the combustion chamber inlet (241) and the combustion chamber outlet (242), respectively. The combustion chamber inlet (241) and the combustion chamber outlet (242) have the same orientation. The combustion chamber inlet (241) is connected to the air flow channel. Several ignition components (3) are connected to the flame tube (2), and each combustion chamber (24) is equipped with one of the ignition components (3). The ignition components (3) are adapted to inject fuel into the combustion chamber (24) through the combustion chamber inlet (241) and ignite it. The partition assembly (23) includes two partitions (231), the shape of which is adapted to the cross-sectional shape of the combustion chamber (24). The two partitions (231) are arranged in parallel and spaced apart, and a cooling chamber (232) is formed between the two partitions (231). Both the outer ring (21) and the inner ring (22) are provided with multiple vent holes (211), and the vent holes (211) are connected to the cooling chamber (232).

2. The pulse detonation combustion chamber according to claim 1, characterized in that, Along the direction from the combustion chamber inlet (241) to the combustion chamber outlet (242), the combustion chamber (24) is divided into an ignition section (243) and a detonation section (244), with the other end of the ignition section (243) connected to the other end of the detonation section (244).

3. The pulse detonation combustion chamber according to claim 2, characterized in that, It also includes several detonation-supporting obstacles (4), which are spaced apart in the detonation section (244).

4. The pulse detonation combustion chamber according to claim 3, characterized in that, The detonation-supporting obstacle (4) is an annular protrusion structure set on the inner wall of the detonation section (244).

5. The pulse detonation combustion chamber according to claim 2, characterized in that, The flow area of ​​the ignition section (243) is larger than that of the detonation section (244).

6. The pulse detonation combustion chamber according to claim 1, characterized in that, The flame tube (2) also includes a connecting ring (25), which is located at one end of the combustion chamber (24) where the combustion chamber inlet (241) is located, and the connecting ring (25) connects the inner ring (22) and the outer ring (21).

7. The pulse detonation combustion chamber according to claim 6, characterized in that, The connecting ring (25) is provided with a plurality of feed holes (251), each feed hole (251) corresponding to a combustion chamber (24). The ignition assembly (3) includes an ignition nozzle (31), a fuel nozzle (32), and a vortex generator (33). The ignition nozzle (31) is connected to the outer ring (21). The vortex generator (33) is located at the feed hole (251). The fuel nozzle (32) is connected to the vortex generator (33). The vortex generator (33) connects the air passage to the combustion chamber (24).

8. The pulse detonation combustion chamber according to any one of claims 1-7, characterized in that, The inner side of the casing (1) is provided with an anti-reflection venturi structure (13).

9. The pulse detonation combustion chamber according to claim 8, characterized in that, The anti-reverse venturi structure (13) includes several annular baffles (131), the outer ring of the baffles (131) is connected to the inner wall of the casing (1), and the inner ring of the baffles (131) is bent along the direction from the combustion chamber inlet (241) to the combustion chamber outlet (242).

10. The pulse detonation combustion chamber according to any one of claims 1-7, characterized in that, Both the inner ring (22) and the outer ring (21) include two annular plates and an arc-shaped connecting plate connecting one end of the two annular plates.

11. An engine, comprising a frame and a plurality of pulse detonation combustion chambers as described in any one of claims 1-10, characterized in that, The pulse detonation combustion chamber is connected to the frame.

12. An aircraft comprising an airframe and an engine as claimed in claim 11, characterized in that, The engine is connected to the body.

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