Torch igniter, rocket ignition system and rocket

Abstract

The invention provides a torch igniter, a rocket ignition system and a rocket. The torch igniter comprises an igniter body, the first end of the igniter body is open to form a combustion space, an oxidizing agent inlet and a fuel inlet are formed in the outer side wall of the second end of the igniter body, the oxidizing agent inlet is communicated to the combustion space, a cooling interlayer surrounding the combustion space is further formed in the igniter body, and the fuel inlet is communicated with the cooling interlayer. The fuel inlet is respectively communicated with the cooling interlayer and the combustion space; the electric spark plug is mounted at the second end of the igniter main body, and an ignition part of the electric spark plug extends into the combustion space. Efficient methane regeneration cooling and liquid film cooling are adopted, the thermal load capacity of the device is enhanced, the device can be repeatedly used, the service life is prolonged, a compact integrated structure and lightweight design are adopted, the device is easy to install on an aircraft, the use occasion is widened, meanwhile, the ignition mode of an electric spark plug is rapid and reliable, and the success rate of multiple times of ignition is ensured.

Description

Technical Field

[0001] The invention relates to the field of aerospace technology, and in particular to a torch igniter, a rocket ignition system and a rocket. Background Art

[0002] In related technologies, with the development of aerospace industry, the emergence of reusable carriers has put forward new requirements for engine ignition technology. The cryogenic liquid oxygen / liquid methane propellant combination has become one of the important development directions of advanced chemical space propulsion in the future due to its comprehensive advantages such as high specific impulse, easy storage in space, friendly personnel and environment, on-site resource utilization and low cost. The traditional solid charge ignition method is difficult to achieve multiple starts of liquid oxygen / methane engines, and there is a great risk of directly using electric sparks to ignite the propellant in the main combustion chamber of the thrust chamber. Summary of the invention

[0003] The present invention provides a torch igniter and a rocket ignition system to solve the defects existing in the related technologies and achieve the following technical effects: adopting efficient methane regeneration cooling and liquid film cooling to enhance its heat load capacity, make it reusable and extend its service life; and adopting a compact integrated structure and lightweight design, it is easy to be installed on an aircraft, thus broadening the occasions of use; meanwhile, its electric spark plug ignition method is fast and reliable, ensuring the success rate of multiple ignitions.

[0004] The torch igniter according to the first embodiment of the present invention comprises: The igniter body has a hollow structure to form a combustion space, and the first end of the combustion space is open, and an oxidant inlet and a fuel inlet are provided on the outer wall of the second end of the igniter body, and the oxidant inlet is connected to the combustion space. A cooling interlayer arranged around the combustion space is also formed inside the igniter body, and the fuel inlet is respectively connected to the cooling interlayer and the combustion space; An electric spark plug is mounted on the second end of the igniter body, and an ignition portion of the electric spark plug extends into the combustion space.

[0005] According to one embodiment of the present invention, the igniter body includes a mounting portion and a combustion portion, the spark plug passes through and is fixed in the mounting portion, the outer wall of the mounting portion is provided with the oxidant inlet; the outer wall of the combustion portion is provided with the fuel inlet, and the combustion portion sequentially forms the cooling interlayer and the combustion space from the outside to the inside.

[0006] According to one embodiment of the present invention, a fuel injection hole is provided on the partition between the combustion space and the cooling interlayer, and the fuel injection hole is arranged adjacent to the ignition part of the spark plug, and the fuel inlet is connected to the combustion space through the cooling interlayer and the fuel injection hole in sequence.

[0007] According to one embodiment of the present invention, a tangential angle is formed between the fuel injection hole and the tangential direction of the partition plate, and the fuel injection hole is inclined relative to a plane perpendicular to the central axis of the combustion space; The number of the fuel injection holes is multiple, and the multiple fuel injection holes are evenly spaced along the circumferential direction of the partition plate.

[0008] According to one embodiment of the present invention, in the direction away from the spark plug, the combustion space includes a core combustion zone and a supplementary combustion zone in sequence; wherein the core combustion zone is surrounded by the cooling interlayer, and the outlet of the cooling interlayer and the outlet of the core combustion zone are both connected to the supplementary combustion zone.

[0009] According to one embodiment of the present invention, a supplementary combustion inlet and a supplementary combustion outlet are formed at both ends of the supplementary combustion zone, the inner diameter of the supplementary combustion inlet is larger than the inner diameter of the supplementary combustion outlet, and along the direction from the supplementary combustion inlet to the supplementary combustion outlet, the inner wall of the supplementary combustion zone is inclined and converges inward, so that the inner diameter of the supplementary combustion zone gradually decreases in the direction away from the spark plug; Among them, the outlet of the annular cooling interlayer is defined between the outer side of the free end of the partition and the first end of the igniter body, the outlet of the core combustion zone is defined by the inner side of the free end of the partition, and the supplementary combustion inlet is simultaneously connected to the outlet of the cooling interlayer and the outlet of the core combustion zone.

[0010] According to one embodiment of the present invention, an oxidant collecting chamber arranged around the spark plug is formed in the mounting portion, the oxidant collecting chamber is connected to the oxidant inlet, and a through oxidant injection hole is also provided on the inner wall of the oxidant collecting chamber adjacent to the combustion space, the oxidant injection hole is connected to the combustion space and is arranged adjacent to the ignition part of the spark plug.

[0011] According to one embodiment of the present invention, the number of the oxidant injection holes is at least one group, each group includes at least two oxidant injection holes, and the two oxidant injection holes in the same group are respectively located on both sides of the spark plug and their central axes are in the same plane; In the direction from the oxidant collecting chamber to the combustion space, the central axes of the two oxidant injection holes in the same group are inclined and converged inwardly, so that the oxidants flowing out of the two oxidant injection holes in the same group collide in the combustion space and are self-atomized.

[0012] According to an embodiment of the present invention, the spark plug adopts a COP ignition system (Coil-On-Plug, independent ignition system).

[0013] According to one embodiment of the present invention, the igniter body is manufactured by integrated 3D printing.

[0014] A rocket ignition system according to an embodiment of the second aspect of the present invention comprises: The torch igniter as described in the embodiment of the first aspect of the present invention; A fuel supply path and an oxidant supply path, wherein the fuel supply path is connected to the fuel inlet and the oxidant supply path is connected to the oxidant inlet.

[0015] According to one embodiment of the present invention, the fuel supply path uses the liquid-liquid main propellant of the rocket as fuel.

[0016] The rocket according to the third aspect of the present invention comprises the torch igniter as described in the first aspect, or comprises the rocket ignition system as described in the second aspect.

[0017] The present invention provides a torch igniter, which has at least the following advantages compared with the related art.

[0018] (1) Integrated cooling system: A cooling layer surrounding the combustion space is provided inside the igniter body, which allows the fuel to flow through the cooling layer during the operation of the torch igniter, thereby utilizing the thermal physical properties of the fuel to cool the igniter body, reduce thermal stress, and extend service life. This integrated cooling design is superior to traditional igniters, which require external cooling systems or more complex thermal management solutions.

[0019] (2) Direct introduction of fuel and oxidant: The outer wall of the igniter body is provided with an oxidant inlet and a fuel inlet, which are directly connected to the combustion space, simplifying the supply path of the fuel and oxidant, reducing the complexity of the system, and reducing the potential failure points of the fuel delivery system compared with traditional technologies, thereby improving the overall reliability.

[0020] (3) Direct installation of spark plug: The spark plug is directly installed at the end of the igniter body, and the ignition part is deep inside the combustion space. This design simplifies the structure of the ignition system, avoids the complex high-voltage cable wiring and additional spark exciters in the traditional system, reduces the system failure rate, and improves the ignition efficiency and reliability.

[0021] (4) Simplified structure and enhanced performance: By integrating the cooling mechanism and the ignition mechanism into the igniter body, the present invention simplifies the overall structure of the igniter, reduces the complexity of manufacturing and assembly, and improves the cooling efficiency and ignition performance, which is superior to the separate design in traditional technology.

[0022] (5) Cost-effectiveness: The integrated design and direct fuel and oxidant introduction paths, combined with the application of 3D printing technology, reduce manufacturing costs, shorten processing cycles, and improve the durability and economy of the igniter. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 It is a cross-sectional view of the torch igniter provided by the present invention.

[0025] Figure 2 It is a schematic diagram of the three-dimensional structure of the torch igniter provided by the present invention.

[0026] Figure 3 It is a structural schematic diagram of the rocket ignition system provided by the present invention.

[0027] Reference numerals: 01. Ignition body; 1. Spark plug; 2. Oxidizer inlet; 3. Oxidizer collecting chamber; 4. Oxidizer injection hole; 5. Fuel inlet; 6. Fuel collecting chamber; 7. Fuel injection hole; 8. Cooling interlayer; 8.1. Partition; 9. Core combustion zone; 10. Supplementary combustion zone; 11. Oxidizer supply path; 12. Fuel supply path; 13. Liquid oxygen pump rear pipeline; 14. Methane pump rear pipeline; 15. Liquid oxygen control solenoid valve; 16. Methane control solenoid valve. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limitations on the embodiments of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0030] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0031] In the embodiments of the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0032] A torch igniter and a rocket ignition system having the torch igniter provided by the present invention will be described below with reference to the accompanying drawings.

[0033] like Figure 1 and Figure 2 As shown, the torch igniter according to the first embodiment of the present invention includes an igniter body 01 and a spark plug 1.

[0034] The igniter body 01 has a hollow structure to form a combustion space, and the first end of the combustion space is open. An oxidant inlet 2 and a fuel inlet 5 are provided on the outer wall of the second end of the igniter body 01. The oxidant inlet 2 is connected to the combustion space. A cooling interlayer 8 is also formed inside the igniter body 01 and is arranged around the combustion space. The fuel inlet 5 is respectively connected to the cooling interlayer 8 and the combustion space.

[0035] The spark plug 1 is mounted on the second end of the igniter body 01, and the ignition portion of the spark plug 1 extends into the combustion space.

[0036] It can be understood that in the torch igniter of the present invention, the igniter body 01 forms a combustion space, and its first end is open to facilitate the output of the flame. The oxidant inlet 2 and the fuel inlet 5 on the outer wall of the igniter body 01 are used to introduce liquid oxygen and liquid methane respectively. The internal cooling interlayer 8 surrounds the combustion space, and the igniter is cooled by the flow of liquid methane.

[0037] The oxidant inlet 2 is located on the outer wall of the second end of the igniter body 01, and is directly connected to the combustion space for the introduction of liquid oxygen. The fuel inlet 5 is also located on the outer wall of the second end of the igniter body 01, but is connected to both the cooling interlayer 8 and the combustion space, and is used to introduce liquid methane, and divides it into two parts: cooling and combustion.

[0038] The cooling interlayer 8 is located inside the igniter body 01, surrounding the combustion space, and absorbs heat through the flow of liquid methane to achieve cooling of the igniter body 01 and prevent overheating. The spark plug 1 is installed at the second end of the igniter body 01, and its ignition part extends into the combustion space, and is used to generate sparks when receiving an ignition signal to ignite the mixed fuel and oxidant.

[0039] Based on the above basic structure, the basic working principle of the torch igniter of the present invention is: the torch igniter generates a high-temperature airflow by mixing and burning the preset ignition fuel (liquid oxygen and liquid methane), thereby igniting the fuel of the main engine and realizing the ignition and start-up of the liquid oxygen / methane engine. The design of the igniter body 01 includes a cooling mechanism and an ignition mechanism to ensure the safety and reliability of the ignition process. At the same time, the cooling mechanism can also reduce the impact of high temperature on the igniter and increase the service life of the igniter.

[0040] Further, according to the torch igniter of the embodiment of the present invention, the specific working process is as follows: liquid oxygen enters the igniter body 01 through the oxidant inlet 2, and liquid methane is introduced through the fuel inlet 5. The liquid oxygen directly enters the combustion space to be mixed with the fuel, while the liquid methane is divided into two paths, one part directly enters the combustion space, and the other part passes through the cooling interlayer 8. When the liquid methane passes through the cooling interlayer 8, it absorbs heat and cools the wall surface of the igniter body 01, thereby protecting the igniter from high temperature damage. This part of the liquid methane then enters the combustion space to participate in the combustion. For example, a fuel collecting chamber 6 is arranged downstream of the fuel inlet 5, and a fuel injection hole 7 is arranged on the partition 8.1 between the combustion space and the cooling interlayer 8, and the fuel inlet 5 is connected to the combustion space through the cooling interlayer 8 and the fuel injection hole 7 in sequence, and the fuel inlet 5, the fuel collecting chamber 6, the cooling interlayer 8, the fuel injection hole 7 and the combustion space are connected in sequence. At this time, liquid methane first enters the cooling interlayer from the fuel inlet and cools the wall surface of the igniter body 01, and then the liquid methane enters the combustion space through the fuel injection hole 7 on the partition 8.1, wherein part of the fuel forms a liquid film on the inner wall of the combustion space due to the tangential injection of the fuel injection hole 7, so as to achieve further cooling.

[0041] The spark plug 1 is mounted at one end of the igniter body 01, and its ignition portion extends into the combustion space. When an ignition command is issued, the spark plug 1 generates sparks to ignite the mixed fuel and oxidant, triggering a combustion reaction.

[0042] The high-temperature airflow generated by the combustion passes through the combustion space outlet to form a torch for igniting the main engine. At the same time, the liquid methane of the cooling interlayer 8 continues to cool the igniter to ensure that it will not overheat during the combustion process.

[0043] In related technologies, with the development of aerospace industry, the emergence of reusable carriers has put forward new requirements for engine ignition technology. The cryogenic liquid oxygen / liquid methane propellant combination has become one of the important development directions of advanced chemical space propulsion in the future due to its comprehensive advantages such as high specific impulse, easy storage in space, friendly personnel and environment, on-site resource utilization and low cost. The traditional solid charge ignition method is difficult to achieve multiple starts of liquid oxygen / methane engines. There is a great risk in directly igniting the main combustion chamber with electric sparks.

[0044] Therefore, in order to solve the technical defects existing in the above-mentioned related technologies, the present invention provides a torch igniter, which has at least the following advantages compared with the related technologies.

[0045] (1) Integrated cooling system: A cooling layer 8 surrounding the combustion space is provided inside the igniter body 01, which allows the fuel to flow through the cooling layer 8 during the operation of the torch igniter, thereby utilizing the thermal physical properties of the fuel to cool the igniter body 01, reduce thermal stress, and extend service life. This integrated cooling design is superior to traditional igniters, which require external cooling systems or more complex thermal management solutions.

[0046] (2) Direct introduction of fuel and oxidant: The outer wall of the igniter body 01 is provided with an oxidant inlet 2 and a fuel inlet 5, which are directly connected to the combustion space, simplifying the supply path of the fuel and oxidant, reducing the complexity of the system, and reducing the potential failure points of the fuel delivery system compared with traditional technologies, thereby improving the overall reliability.

[0047] (3) Direct installation of the spark plug 1: The spark plug 1 is directly installed at the end of the igniter body 01, and the ignition part is deep in the combustion space. This design simplifies the structure of the ignition system, avoids the complicated high-voltage cable wiring and additional spark exciter in the traditional system, reduces the system failure rate, and improves the ignition efficiency and reliability.

[0048] (4) Simplified structure and enhanced performance: By integrating the cooling mechanism and the ignition mechanism into the igniter body 01, the present invention simplifies the overall structure of the igniter, reduces the complexity of manufacturing and assembly, and improves the cooling efficiency and ignition performance, which is superior to the separate design in traditional technology.

[0049] (5) Cost-effectiveness: The integrated design and direct fuel and oxidant introduction paths, combined with the application of 3D printing technology, reduce manufacturing costs, shorten processing cycles, and improve the durability and economy of the igniter.

[0050] In summary, the torch igniter of the present invention provides multiple advantages over traditional technologies through integrated cooling mechanism, simplified structure and efficient ignition design, including but not limited to enhanced cooling performance, simplified system, improved ignition reliability, reduced manufacturing cost and extended service life.

[0051] like Figure 1 and Figure 2 As shown, according to some embodiments of the present invention, the igniter body 01 includes a mounting portion and a combustion portion, the spark plug 1 passes through and is fixed in the mounting portion, an oxidant inlet 2 is provided on the outer wall of the mounting portion; a fuel inlet 5 is provided on the outer wall of the combustion portion, and a cooling interlayer 8 and a combustion space are formed in sequence from the outside to the inside of the combustion portion.

[0052] In this embodiment, the igniter body 01 is subdivided into two main parts: a mounting part and a combustion part. The two parts each have different functions and work together to achieve efficient operation of the igniter.

[0053] Among them, for the mounting part: the spark plug 1 passes through and is fixed in the mounting part, ensuring that the position of the spark plug 1 is stable and can accurately transfer the ignition energy to the combustion space, and an oxidant inlet 2 is provided on the outer wall of the mounting part, which allows liquid oxygen to enter the igniter body 01 through this inlet and finally reach the combustion space to participate in the combustion reaction.

[0054] For the combustion part, a fuel inlet 5 is provided on the outer wall of the combustion part for the introduction of liquid methane. After the liquid methane enters the combustion part, a part will directly participate in the combustion, and the other part will participate in the combustion after cooling the torch igniter through the cooling interlayer 8; and the combustion part forms a cooling interlayer 8 and a combustion space from the outside to the inside. The cooling interlayer 8 is used for cooling the torch igniter by liquid methane, and the heat of the igniter body 01 is absorbed by the flow of liquid methane to protect the igniter from high temperature damage. The combustion space is where the fuel and the oxidant are mixed and the combustion reaction occurs.

[0055] Based on the above structure, liquid oxygen enters through the oxidant inlet 2 of the mounting part, and liquid methane enters through the fuel inlet 5 of the combustion part. A portion of the liquid methane is cooled when passing through the cooling interlayer 8, and then returns to the combustion space. The spark plug 1 generates sparks when receiving an ignition command, ignites the mixed liquid oxygen and liquid methane, generates a high-temperature gas flow, and forms a rich flame for igniting the fuel of the main engine.

[0056] Thus, this design ensures efficient, safe and reliable operation of the igniter, and effectively solves the thermal protection problem through the design of the cooling interlayer 8. At the same time, the direct installation of the spark plug 1 simplifies the ignition system and improves the ignition success rate.

[0057] like Figure 1 As shown, in some embodiments of the present invention, a fuel injection hole 7 is provided on the partition 8.1 located between the combustion space and the cooling interlayer 8, and the fuel injection hole 7 is arranged adjacent to the ignition part of the spark plug 1, and the fuel inlet 5 is connected to the combustion space through the cooling interlayer 8 and the fuel injection hole 7 in turn.

[0058] In this embodiment, the partition 8.1 acts as a physical barrier to separate the combustion space from the cooling interlayer 8, ensuring that the liquid methane can effectively take away heat when flowing in the cooling interlayer 8, thereby protecting the igniter from overheating and enhancing its heat load capacity.

[0059] The partition plate 8.1 is provided with a fuel injection hole 7, which allows liquid methane to enter the combustion space from the cooling interlayer 8. The fuel injection hole 7 is arranged near the ignition part of the spark plug 1, so that when the liquid methane is injected into the combustion space, it can immediately contact the spark generated by the spark plug 1 and quickly initiate a combustion reaction.

[0060] Specifically, the flow path of the fuel is as follows: after the liquid methane enters from the fuel inlet 5, it first enters the cooling interlayer 8. In this process, the liquid methane not only acts as a cooling medium and absorbs part of the heat of the igniter, but is also preheated, which helps the subsequent combustion. Subsequently, the liquid methane is divided into two paths. One path is directly injected into the combustion space through the fuel injection hole 7, mixed with liquid oxygen, and forms a fuel-oxidant mixture required for combustion; the other path continues to flow through the cooling interlayer 8 to provide cooling for the combustion space. Among them, since the fuel injection hole 7 is adjacent to the ignition part of the spark plug 1, the liquid methane is ignited almost at the same time as it enters the combustion space, which can ensure the rapidity and reliability of ignition.

[0061] Such a design ensures that the igniter can achieve rapid ignition of the fuel while maintaining efficient cooling. The location of the fuel injection hole 7 allows the liquid methane to contact the spark in the shortest time, reducing the accumulation of unburned fuel and improving the ignition efficiency and success rate. In addition, the presence of the cooling interlayer 8 also extends the service life of the igniter, allowing the igniter to withstand multiple ignitions without damage, which is particularly important for reusable carriers.

[0062] like Figure 1 As shown, in some specific embodiments of the present invention, a tangential angle is formed between the fuel injection hole 7 and the tangential direction of the partition plate 8.1, and the fuel injection hole 7 is inclined relative to the plane perpendicular to the central axis of the combustion space. For example, the tangential angle between the fuel injection hole 7 and the tangential direction of the partition plate 8.1 ranges from 2° to 15°.

[0063] In this embodiment, the above design enables liquid methane to form a liquid film on the inner wall of the combustion space when it is ejected from the fuel injection hole 7. Specifically, the liquid film formation principle is as follows: liquid methane is ejected at a tangential angle through the fuel injection hole 7. Due to the centrifugal force, part of the liquid methane can adhere to the inner wall of the combustion space to form a thin liquid film. This liquid film protects the inner wall of the combustion space by absorbing heat to prevent overheating.

[0064] It can be understood that liquid film cooling absorbs heat through the evaporation and flow of liquid methane, effectively reducing the temperature of the inner wall of the combustion space, thereby protecting the igniter from high temperature damage. Liquid methane takes away a lot of heat during the evaporation process, improving the cooling efficiency.

[0065] Thus, on the one hand, liquid film cooling improves the heat load capacity of the igniter by absorbing the heat generated by combustion, so that it can withstand higher temperatures without damage. On the other hand, liquid film cooling can effectively reduce the thermal stress of the inner wall of the combustion space, thereby extending the service life of the igniter. In addition, liquid film cooling helps to mix the fuel and oxidant, improving the combustion efficiency.

[0066] like Figure 1 As shown, there are multiple fuel injection holes 7, and the multiple fuel injection holes 7 are evenly and spacedly arranged along the circumferential direction of the partition plate 8.1. For example, the fuel injection holes 7 include multiple groups of fuel injection holes 7, each group of fuel injection holes 7 includes three fuel injection holes 7 spacedly distributed along the height direction of the combustion space, and the multiple groups of fuel injection holes 7 are evenly and spacedly arranged along the circumferential direction of the partition plate 8.1.

[0067] In this way, on the one hand, the fuel injection holes 7 are evenly spaced apart along the circumferential direction of the partition 8.1, ensuring uniform coverage of the fuel in the entire combustion space; on the other hand, the three injection holes in each group of fuel injection holes 7 are spaced apart along the height direction of the combustion space, which helps the longitudinal distribution of the fuel in the combustion space and ensures sufficient mixing of the fuel and the oxidant.

[0068] like Figure 1 and Figure 2 As shown, according to some embodiments of the present invention, in the direction away from the spark plug 1, the combustion space sequentially includes a core combustion zone 9 and a supplementary combustion zone 10; wherein, the core combustion zone 9 is surrounded by a cooling interlayer 8, and the outlet of the cooling interlayer 8 and the outlet of the core combustion zone 9 are both connected to the supplementary combustion zone 10.

[0069] In the above embodiment, the combustion space of the flare igniter is divided into two areas: a core combustion area 9 and a supplementary combustion area 10, so as to optimize the combustion efficiency and thermal management.

[0070] Among them, the core combustion zone 9 is located on the side closer to the spark plug 1, where the fuel and oxidant are first mixed and ignited. The mixing ratio (MRc) in this area is much higher than the equivalent mixing ratio, which means that oxygen is relatively excessive. Such a design is conducive to the successful ignition of the spark plug, while maintaining a low combustion temperature and reducing the thermal load on the material. The rated combustion temperature of the core combustion zone 9 can be maintained within a pre-set combustion temperature range. Such a temperature range helps to stabilize the combustion process and reduce the thermal stress on the igniter structure. In addition, the outer periphery of the core combustion zone 9 is surrounded by a cooling interlayer 8. Liquid methane absorbs heat when passing through the cooling interlayer 8 to protect the combustion chamber wall from high temperature damage.

[0071] The supplementary combustion zone 10 is located after the core combustion zone 9, that is, in the direction away from the spark plug 1. In this area, the liquid methane is further mixed with the oxygen-rich gas coming out of the cooling interlayer 8 to form a rich flame to complete the final combustion process. The total mixing ratio (MR) of the supplementary combustion zone 10 is lower than the equivalent mixing ratio to ensure that the flare does not ablate the main combustion chamber, and the rated combustion temperature is controlled within the preset combustion temperature range. In addition, the outlet of the cooling interlayer 8 and the outlet of the core combustion zone 9 are both connected to the supplementary combustion zone 10, ensuring the continuity and efficiency of the combustion process.

[0072] In the above description, it is necessary to explain that the mixture ratio (MRc) refers to the mass ratio of fuel to oxidant. In the igniter, the selection of the mixture ratio is crucial to ensure that the fuel and oxidant can be effectively mixed and fully burned. The value of the mixture ratio reflects the proportion of fuel relative to the oxidant, and has different optimal values ​​for different combustion processes.

[0073] The stoichiometric ratio is the ratio of fuel to oxidant when they are mixed in the stoichiometric ratio. This is the ideal ratio for the fuel and oxidant to react completely. When the mixture ratio is equal to the stoichiometric ratio, both the fuel and the oxidant will burn completely.

[0074] The rated combustion temperature refers to the stable combustion temperature reached in the combustion space at a given mixture ratio. This temperature is pre-set by the designer based on factors such as material limitations and thermal management requirements. For flare igniters, the rated combustion temperature is usually set within a range that ensures successful ignition without causing excessive thermal load on the igniter.

[0075] A rich flare is a condition in which there is an excess of fuel relative to the oxidant during the combustion process. In this case, the fuel is not completely burned, resulting in a flame containing an incompletely burned fuel component. A rich flare is characterized by a relatively low flame temperature but can produce a strong flare, which is used to ignite the fuel of the main engine.

[0076] In summary, this embodiment divides the combustion space into a core combustion zone 9 and a supplementary combustion zone 10, and the present invention realizes refined control of the combustion process. The high mixing ratio and low combustion temperature of the core combustion zone 9 ensure stable ignition, while the low mixing ratio and moderate combustion temperature of the supplementary combustion zone 10 ensure the protection of the main combustion chamber, and at the same time form a torch of sufficient strength to ignite the main engine. In addition, the design of the cooling interlayer 8 not only improves the heat load capacity of the igniter, but also enhances the life and reliability of the igniter through the regenerative cooling effect of liquid methane.

[0077] Preferably, the inner diameter of the afterburning combustion zone 10 gradually decreases in the direction away from the spark plug 1. It can be understood that the above design can promote fuel mixing, control the exit velocity of combustion products, concentrate heat energy and reduce heat loss. Specifically, the contraction design of the afterburning combustion zone 10 helps to mix the fuel and the oxidant more evenly, because in the gradually decreasing channel, the airflow will accelerate, thereby enhancing turbulent mixing, so that the fuel and oxidant molecules have more opportunities to contact and burn completely.

[0078] In addition, the reduction in the cross-sectional area of ​​the supplementary combustion zone 10 leads to an increase in the exit velocity of the combustion products, which helps to form a more powerful torch, thereby more effectively igniting the fuel of the main engine. At the same time, as the supplementary combustion zone 10 shrinks, the combustion products gather in a smaller space, which helps to concentrate the heat energy and form a hotter torch, which is crucial for the ignition process, especially liquid-liquid ignition that requires high energy density.

[0079] like Figure 1 As shown, for example, a supplementary fuel inlet and a supplementary fuel outlet are formed at both ends of the supplementary fuel combustion zone 10, the inner diameter of the supplementary fuel inlet is larger than the inner diameter of the supplementary fuel outlet, and along the direction from the supplementary fuel inlet to the supplementary fuel outlet, the inner wall of the supplementary fuel combustion zone 10 is inclined inward.

[0080] Among them, the outlet of the annular cooling interlayer 8 is defined between the outer side of the free end of the partition 8.1 and the first end of the igniter body 01, the outlet of the core combustion zone 9 is defined by the inner side of the free end of the partition 8.1, and the supplementary combustion inlet is connected to the outlet of the cooling interlayer 8 and the outlet of the core combustion zone 9 at the same time.

[0081] Thus, the design of the afterburner combustion zone 10 achieves effective mixing of fuel and oxidant, increase in the exit velocity of combustion products and concentration of heat energy through the constricted shape and the difference in diameter between the afterburner inlet and outlet. This design helps to form a more powerful and high-temperature torch to effectively ignite the fuel of the main engine.

[0082] like Figure 1 As shown, according to some embodiments of the present invention, an oxidant collecting chamber 3 is formed in the mounting portion and is arranged around the spark plug 1. The oxidant collecting chamber 3 is connected to the oxidant inlet 2, and a through oxidant injection hole 4 is also provided on the inner wall of the oxidant collecting chamber 3 adjacent to the combustion space. The oxidant injection hole 4 is connected to the combustion space and is arranged adjacent to the ignition part of the spark plug 1.

[0083] In this embodiment, the oxidant manifold 3 is located in the mounting portion and is designed to surround the spark plug 1, which means that liquid oxygen can temporarily gather inside the igniter body 01 to form a local oxidant storage area. The oxidant manifold 3 is directly connected to the oxidant inlet 2, which allows liquid oxygen to flow smoothly from the external system into the manifold to provide the necessary oxidant for the ignition process.

[0084] The inner wall of the liquid collecting chamber is provided with oxidant injection holes 4, which are directly connected to the combustion space and are arranged near the ignition part of the spark plug 1. Such a design ensures that liquid oxygen can be accurately and timely injected into the combustion space at the moment of ignition, mixed with liquid methane fuel and ignited by the spark plug 1.

[0085] Thus, on the one hand, the injection direction and position of the liquid oxygen can be controlled by the precise positioning of the oxidant injection hole 4, ensuring that it directly contacts the fuel waiting to be ignited near the spark plug 1, thereby improving the efficiency and reliability of ignition. On the other hand, the design of the oxidant injection hole 4 near the spark plug 1 enables the liquid oxygen and liquid methane to form a suitable mixing ratio in the shortest time, which is conducive to rapid and stable combustion, forming a high-temperature airflow, and igniting the fuel of the main engine.

[0086] In addition, the design of the oxidant liquid collecting chamber 3 surrounding the spark plug 1 not only reduces the volume of the igniter, but also simplifies the internal structure, making the igniter easier to install and maintain, while reducing the production cost.

[0087] like Figure 1 As shown, further, the number of the oxidant injection holes 4 is at least one group, each group includes two oxidant injection holes 4, and the two oxidant injection holes 4 in the same group are respectively located on both sides of the spark plug 1 and their central axes are in the same plane.

[0088] In the direction from the oxidant collecting chamber 3 to the combustion space, the central axes of the two oxidant injection holes 4 in the same group are tilted and converged inward, so that the oxidants flowing out of the two oxidant injection holes 4 in the same group collide in the combustion space and are self-atomized.

[0089] In this embodiment, the working process of the oxidant self-impact atomization based on the above structure is as follows: the oxidant is injected into the combustion space through the oxidant injection hole 4, and the central axes of the two oxidant injection holes 4 in the same group are tilted inward and converged, so that the injected oxidants meet and collide with each other in the combustion space. Due to the special tilted design of the oxidant injection hole 4, the injected oxidant flow will collide in the combustion space, thereby achieving self-impact atomization. This atomization effect helps the rapid mixing of the oxidant and the fuel, thereby improving the combustion efficiency.

[0090] It can be understood that the oxidant and the fuel are well mixed in the combustion space through self-atomization, which provides ideal conditions for the ignition of the spark plug 1. This design ensures the uniform mixing of the fuel and the oxidant, which helps to form a stable and efficient combustion process. By optimizing the design of the oxidant injection hole 4, the mixing efficiency of the fuel and the oxidant can be improved, thereby improving the combustion efficiency and the ignition success rate. At the same time, this design also helps to reduce the accumulation of unburned fuel and extend the service life of the igniter.

[0091] In summary, the design of the oxidant injection holes 4 achieves self-impact atomization of the oxidant in the combustion space by tilting the central axes of the two oxidant injection holes 4 in the same group inward. This design not only improves the mixing efficiency of the oxidant and the fuel, but also helps to form a more stable and efficient combustion process, thereby improving the success rate and reliability of ignition.

[0092] According to some embodiments of the present invention, the working chamber pressure of the combustion space of the flare igniter is set to a preset pressure range. After the thrust chamber combustion chamber located downstream is ignited, the chamber pressure of the igniter is increased by the downstream combustion gas. At this time, the igniter oxidant supply should be closed, and only liquid methane is used to cool the core combustion zone 9. Under the thrust rated working state, the chamber pressure of the flare igniter is consistent with that of the thrust chamber combustion chamber. Therefore, the structural strength design of the flare igniter should meet this working condition.

[0093] Among them, the flare igniter is installed in front of the thrust chamber combustion chamber. Its task is to generate enough flares to ignite the fuel in the main combustion chamber before the main combustion chamber is ignited. Specifically, the combustion space of the flare igniter is connected to the thrust chamber through the supplementary combustion outlet of the supplementary combustion zone, and the flare igniter and the thrust chamber can be connected by a thread-graphite ring. In the ignition stage, the flare igniter is first activated to generate a high-temperature airflow to ignite the fuel in the main combustion chamber. When the main combustion chamber is successfully ignited, the task of the flare igniter is completed, and its oxidant supply can be turned off at this time, leaving only liquid methane for cooling.

[0094] It should be explained that when the thrust chamber combustion chamber located downstream is ignited, the chamber pressure of the flare igniter will be raised by the downstream gas. The reasons for shutting down the oxidant supply of the igniter at this time are mainly as follows: (1) Preventing overpressure: Once the thrust chamber is ignited, the pressure of the downstream gas will increase significantly, causing the chamber pressure of the flare igniter to increase. In order to prevent the flare igniter from being subjected to excessive pressure, it is necessary to shut down the oxidant supply to prevent more oxidant from entering, thereby reducing the further increase in chamber pressure. (2) Protecting the igniter: Shutting down the oxidant supply can reduce the thermal and mechanical stress on the igniter structure and protect the igniter from damage. (3) Saving resources: Shutting down the oxidant supply can save precious oxidant resources, because at this time the thrust chamber has begun to work normally and no additional oxidant is needed to maintain the working state of the flare igniter. (4) Achieving cooling: After shutting down the oxidant supply, only liquid methane cools the core combustion zone 9. Liquid methane absorbs heat when passing through the cooling interlayer 8, plays a cooling role, and helps protect the igniter from high temperature damage.

[0095] Furthermore, the total flow of the torch igniter is within a set proportion range of the total flow of the ignited device. The specific proportion is determined by the flow and mixing ratio of the ignition condition of the ignited device. The torch igniter controls the amount of liquid inlet and the distribution ratio of the fuel path through the aperture of the fuel injection hole 7 and the size of the cooling interlayer 8.

[0096] It should be explained that the ignition device refers to the main engine or main combustion chamber, which is the target served by the flare igniter. The main task of the flare igniter is to ignite the fuel and oxidant mixture in the main engine or main combustion chamber to start the entire propulsion system. The flare igniter ignites the pre-mixed fuel and oxidant in the main combustion chamber by generating a high-temperature flare.

[0097] "Total flow" generally refers to the total input flow of fuel and oxidant to the entire ignition system (including all components including the flare igniter). In this context, "total flow" specifically refers to the total flow of fuel and oxidant required by the main engine or main combustion chamber during the ignition phase. The total flow of the flare igniter is a subset of this total flow, which is used for the operation of the igniter itself.

[0098] Specifically, the ratio of the total flow of the flare igniter to the total flow of the ignited device (main engine or main combustion chamber) is usually within a set ratio range. This ratio is to ensure that the flare igniter can provide enough fuel and oxidant to produce a high-temperature flare, thereby reliably igniting the fuel mixture in the main combustion chamber. The specific value of this ratio depends on the ignition conditions of the main combustion chamber, including factors such as the required flow and mixing ratio.

[0099] According to some embodiments of the present invention, the spark plug 1 adopts a COP ignition system (ie, Coil-On-Plug, independent ignition system).

[0100] In this embodiment, the spark plug 1 adopts a Coil-On-Plug (COP) ignition system, which has the following significant features and advantages compared with the traditional ignition system.

[0101] (1) Direct installation: In the COP system, the ignition coil is directly installed on each spark plug, instead of multiple spark plugs sharing an ignition coil installed away from the spark plugs as in the traditional system. This is called a "single coil multiple spark plug" system.

[0102] (2) Independent control: The ignition timing of each spark plug can be controlled independently, without the need for a mechanical distributor to determine the ignition order, which provides greater flexibility and precision.

[0103] (3) High ignition energy: The ignition coil in the COP system is designed to power a single spark plug and can provide higher ignition energy. This is especially important for liquid-liquid ignition (such as liquid oxygen and methane) because the energy required for this type of ignition is usually higher than that of gas-gas ignition.

[0104] (4) Reduce failures: The COP system removes high-voltage cables, reduces the complexity of the ignition system, reduces failure points, and improves system reliability.

[0105] (5) Cost and design: Although the cost of a single spark plug in the COP system may be slightly higher, it eliminates the need for a distributor and complex high-voltage cable wiring, which may reduce system costs overall and simplify engine design.

[0106] In this way, on the one hand, the high ignition energy and precise control provided by the COP ignition system are very suitable for the high-demand ignition environment of liquid oxygen and methane, and can ensure the rapidity and reliability of ignition. On the other hand, by providing sufficient ignition energy and independently controlling the ignition timing, the COP system can significantly improve the ignition success rate, especially in reusable vehicles that require multiple ignitions.

[0107] At the same time, the COP system reduces the need for additional ignition control hardware, simplifies the rocket's ignition system, reduces overall complexity and weight, and improves the rocket's performance and reliability.

[0108] Furthermore, in some specific embodiments, since liquid-liquid ignition requires greater ignition energy than gas-gas ignition, and there is also the problem of product overcooling, the single spark energy is as high as possible above 100mj, the spark frequency (SPS) is greater than 100, the input voltage is around 24-27V for easy engine power distribution, the power requirement is greater than 20W, and redundant design is used as much as possible to improve the product ignition success rate.

[0109] According to some embodiments of the present invention, the igniter body 01 is manufactured by integrated 3D printing.

[0110] In this way, 3D printing technology can directly manufacture complex geometric shapes without breaking down the igniter into multiple independent parts for processing and assembly. This not only reduces interfaces and potential leaks in the manufacturing process, but also simplifies supply chain and inventory management. Moreover, once the 3D printing model is designed, the finished product can be produced quickly without the need for traditional mold manufacturing and subsequent machining, significantly shortening the time from design to finished product.

[0111] In addition, 3D printing technology allows the design and manufacture of complex structures that are not possible with traditional processes, such as internal cooling channels, micro-nozzles, and nested components that can optimize thermal management, fuel distribution, and ignition performance.

[0112] In summary, the present invention adopts integrated 3D printing technology, which reduces the processing cost and difficulty of the product while shortening the processing cycle.

[0113] The rocket ignition system according to the second embodiment of the present invention comprises the torch igniter according to the first embodiment of the present invention, and further comprises a fuel supply path and an oxidant supply path. The fuel supply path is connected to the fuel inlet 5, and the oxidant supply path is connected to the oxidant inlet 2.

[0114] According to some embodiments of the present invention, the fuel supply path uses the liquid-liquid main propellant of the rocket as fuel, that is, the torch igniter of the present invention directly obtains fuel from the main propellant of the rocket.

[0115] It can be understood that the flare igniter is the core component of the rocket ignition system, and its structure and function have been described in detail in the first embodiment. It uses liquid oxygen and liquid methane as ignition fuel, and achieves a stable ignition process through an optimized mixing ratio and cooling mechanism, while protecting the igniter from high temperature damage.

[0116] The fuel supply path is directly connected to the fuel inlet 5 of the igniter body 01 for delivering liquid-liquid main propellant (i.e., liquid methane). This design has the following advantages: (1) Simplified system: Using the main propellant as ignition fuel avoids the need to carry additional ignition-specific propellant, reduces the number and weight of system gas cylinders, and improves the rocket's carrying efficiency. (2) Reduced complexity: Directly extracting a small amount of liquid methane from the main propellant for ignition simplifies the rocket's supply system, reduces the complexity of the system, and helps improve overall reliability.

[0117] The oxidizer supply path is connected to the oxidizer inlet 2 of the igniter body 01 and is mainly used to transport liquid oxygen. Liquid oxygen and liquid methane are mixed in the igniter and ignited by the spark plug 1, generating a high-temperature airflow, thereby igniting the main engine. The overall system advantages are as follows: (1) Integrated design: The integrated design of the fuel and oxidizer supply paths and the torch igniter reduces additional pipes and connectors, reducing the complexity of the system and potential failure points. (2) Cost-effectiveness: By sharing the main propellant, the carrying of dedicated ignition propellant is reduced, reducing the overall system cost. (3) Improved reliability: Simplifying the system structure and reducing the number of components helps to improve the overall reliability of the ignition system and ensure the success rate of multiple ignitions.

[0118] In the related technology, the traditional gas-gas igniter solution requires carrying an additional high-pressure gas cylinder for ignition in addition to the rocket's original liquid oxygen-methane tank, which increases the weight of the rocket body and takes up additional space.

[0119] In order to solve the technical defects existing in the above-mentioned related technologies, some embodiments of the present invention solve several key problems existing in the traditional gas-gas igniter solution by using the liquid-liquid main propellant (liquid oxygen and liquid methane) after the rocket engine pump as the fuel of the igniter. Compared with the traditional technology, the method of the present invention has the following significant advantages: (1) Reducing the carrying of additional gas cylinders: The igniter of the present invention does not need to carry additional high-pressure gas cylinders, but directly uses the main propellant of the rocket (liquid oxygen and liquid methane) as ignition fuel. This avoids the carrying of additional gas cylinders, reduces the weight and space occupied by the rocket body, and improves the rocket's carrying efficiency. (2) Simplifying the supply system: Directly using the main propellant for ignition simplifies the rocket's supply system, reduces the overall complexity of the system, helps to improve the reliability of the system, and reduces potential failure points.

[0120] A specific embodiment of the rocket ignition system of the present invention is given below with reference to the accompanying drawings.

[0121] like Figure 3 As shown, the rocket ignition system includes a torch igniter, the oxidizer inlet 2 of the torch igniter is connected to the rocket's liquid oxygen pump rear pipeline 13 through the oxidizer supply path 11, the fuel inlet 5 of the torch igniter is connected to the rocket's methane pump rear pipeline 14 through the fuel supply path 12, and the oxidizer supply path 11 is also provided with a liquid oxygen control solenoid valve 15 for controlling on and off, and the fuel supply path 12 is also provided with a methane control solenoid valve 16 for controlling on and off.

[0122] In summary, from the perspective of the entire rocket ignition system, the torch igniter of the present invention has the following advantages.

[0123] 1. The main propellant is used as the ignition fuel, which avoids the need to carry additional gaseous propellant for ignition, reduces the space and mass of the system gas cylinder, and improves the rocket's carrying efficiency.

[0124] 2. Directly using the main propellant for ignition simplifies the rocket's supply system. Only a small amount of main propellant needs to be introduced into the torch, which reduces the complexity of the system and helps improve the reliability of the system.

[0125] 3. Integrated 3D printing manufacturing avoids the mechanical assembly of multiple parts, reduces manufacturing difficulty and process flow, and reduces manufacturing costs.

[0126] 4. Efficient methane regeneration cooling and liquid film cooling enhance the heat load capacity of the torch, making it reusable and extending its life.

[0127] 5. Compact integrated structure, lightweight design, easy to install on aircraft, broadening the scope of use.

[0128] 6. The ignition method of the electric spark plug 1 is fast and reliable, ensuring the success rate of multiple ignitions. In summary, from the perspective of the overall system, this solution has the advantages of simple structure, light weight, low cost, high reliability, and wide application range, and its advancedness has been comprehensively improved.

[0129] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A torch igniter, characterized in that: include: The igniter body has a hollow structure to form a combustion space, and the first end of the combustion space is open, and an oxidant inlet and a fuel inlet are provided on the outer wall of the second end of the igniter body, and the oxidant inlet is connected to the combustion space. A cooling interlayer arranged around the combustion space is also formed inside the igniter body, and the fuel inlet is respectively connected to the cooling interlayer and the combustion space; An electric spark plug is mounted on the second end of the igniter body, and an ignition portion of the electric spark plug extends into the combustion space.

2. The torch igniter according to claim 1, characterized in that: The igniter body includes a mounting portion and a combustion portion, the spark plug passes through and is fixed in the mounting portion, the outer wall of the mounting portion is provided with the oxidant inlet; the outer wall of the combustion portion is provided with the fuel inlet, and the combustion portion sequentially forms the cooling interlayer and the combustion space from the outside to the inside.

3. The torch igniter according to claim 2, characterized in that: A fuel injection hole is provided on the partition between the combustion space and the cooling interlayer, and the fuel injection hole is arranged adjacent to the ignition part of the spark plug, and the fuel inlet is connected to the combustion space through the cooling interlayer and the fuel injection hole in sequence.

4. The torch igniter according to claim 3, characterized in that: The fuel injection hole forms a tangential angle with the tangential direction of the partition plate, and the fuel injection hole is inclined relative to a plane perpendicular to the central axis of the combustion space; The number of the fuel injection holes is multiple, and the multiple fuel injection holes are evenly spaced along the circumferential direction of the partition plate.

5. The torch igniter according to claim 3, characterized in that: In the direction away from the spark plug, the combustion space includes a core combustion zone and a supplementary combustion zone in sequence; wherein the core combustion zone is surrounded by the cooling interlayer, and the outlet of the cooling interlayer and the outlet of the core combustion zone are both connected to the supplementary combustion zone.

6. The torch igniter according to claim 5, characterized in that: A supplementary combustion inlet and a supplementary combustion outlet are formed at both ends of the supplementary combustion zone, the inner diameter of the supplementary combustion inlet is larger than the inner diameter of the supplementary combustion outlet, and the inner wall of the supplementary combustion zone is inclined and converges inwardly in the direction from the supplementary combustion inlet to the supplementary combustion outlet, so that the inner diameter of the supplementary combustion zone gradually decreases in the direction away from the spark plug; Among them, the outlet of the annular cooling interlayer is defined between the outer side of the free end of the partition and the first end of the igniter body, the outlet of the core combustion zone is defined by the inner side of the free end of the partition, and the supplementary combustion inlet is simultaneously connected to the outlet of the cooling interlayer and the outlet of the core combustion zone.

7. The torch igniter according to claim 2, characterized in that: An oxidant collecting chamber arranged around the spark plug is formed in the mounting portion, the oxidant collecting chamber is connected to the oxidant inlet, and a through oxidant injection hole is also provided on the inner wall of the oxidant collecting chamber adjacent to the combustion space, the oxidant injection hole is connected to the combustion space and is arranged adjacent to the ignition part of the spark plug.

8. The torch igniter according to claim 7, characterized in that: The number of the oxidant injection holes is at least one group, each group includes at least two oxidant injection holes, and the two oxidant injection holes in the same group are respectively located on both sides of the spark plug and their central axes are in the same plane; In the direction from the oxidant collecting chamber to the combustion space, the central axes of the two oxidant injection holes in the same group are inclined and converged inwardly, so that the oxidants flowing out of the two oxidant injection holes in the same group collide in the combustion space and are self-atomized.

9. The torch igniter according to any one of claims 1 to 6, characterized in that: The spark plug adopts a COP ignition system; and / or the igniter body is manufactured by integrated 3D printing.

10. A rocket ignition system, characterized in that: include: The torch igniter according to any one of claims 1 to 9; A fuel supply path and an oxidant supply path, wherein the fuel supply path is connected to the fuel inlet and the oxidant supply path is connected to the oxidant inlet.

11. The rocket ignition system according to claim 10, characterized in that: The fuel supply path uses the liquid-liquid main propellant of the rocket as fuel.

12. A rocket, characterized in that: A torch igniter including any one of 1-9 above, or a rocket ignition system including any one of 10-11.

Images