Wide-speed-range scramjet combustion chamber, scramjet engine and combined power device

Abstract

The invention relates to the technical field of ramjet engines, in particular to a wide-speed-range scramjet combustion chamber, a scramjet engine and a combined power device. The wide-speed-range scramjet combustion chamber comprises a front combustion section and a rear combustion section; the front combustion section comprises a front-section runner wall surface, a front-section concave cavity flame stabilizer, a front-section wall surface fuel injector and a front-section multi-mode flame stabilizer; the rear combustion section comprises a rear section runner wall surface, a rear section concave cavity flame stabilizer, a rear section wall surface fuel injector and a rear section multi-mode flame stabilizer; the front-section wall surface fuel injector and the rear-section wall surface fuel injector are fixedly mounted on the wall surfaces in front of the front-section concave cavity flame stabilizer and the rear-section concave cavity flame stabilizer respectively, and the front-section multi-mode flame stabilizer and the rear-section multi-mode flame stabilizer are located in the middle of a front-section flow channel and the middle of a rear-section flow channel respectively and located at the same axial position as the front-section concave cavity flame stabilizer and the rear-section concave cavity flame stabilizer; the lower limit of the working speed domain of the scramjet combustion chamber in the conventional speed domain of Ma 4.0-7.0 can be widened to Ma 3.0-3.5.

Description

Technical Field

[0001] The present disclosure relates to the technical field of ramjet engines, and in particular to a wide-speed range scramjet combustion chamber, a scramjet engine, and a combined power device. Background Art

[0002] In the combined power plant of Ma0-7.0 turbine engine and scramjet engine, since the working range of conventional speed domain scramjet engine is Ma 4.0-7.0, at least Ma4.0 high-speed turbine engine is required to be combined with it, so the comprehensive technical difficulty is high. If a new flame stabilization technology is used in the combustion chamber of conventional speed domain scramjet engine, a variety of heat release modes and heat release states can be achieved, and the matching margin between the heat release law and the fixed flow channel wall surface when the speed changes over a large range can be improved, then the lower limit of the working speed domain of the scramjet engine can be further reduced to Ma 3.0-3.5, so that it can be combined with Ma0-3.5 high-speed turbine engine, thereby reducing the comprehensive technical difficulty of such combined power plant. Summary of the invention

[0003] The present disclosure is proposed in view of the above problems. The present disclosure provides a scramjet combustion chamber with a wide speed range, a scramjet engine and a combined power device.

[0004] According to one aspect of the present disclosure, there is provided a wide speed range scramjet combustion chamber, comprising a front combustion section and a rear combustion section;

[0005] The front combustion section includes a front flow passage wall, a front concave cavity flame stabilizer, a front wall fuel injector and a front multi-mode flame stabilizer; the front wall fuel injector is fixedly mounted on the wall in front of the front concave cavity flame stabilizer, and the front multi-mode flame stabilizer is located in the middle of the front flow passage and is in the same axial position as the front concave cavity flame stabilizer;

[0006] The post-combustion section includes a rear section flow channel wall, a rear section concave cavity flame stabilizer, a rear section wall fuel injector and a rear section multi-mode flame stabilizer; the inlet end of the rear section concave cavity flame stabilizer is connected with the outlet end of the front section concave cavity flame stabilizer through a guide channel; the rear section wall fuel injector is fixedly mounted on the wall in front of the rear section concave cavity flame stabilizer; the rear section multi-mode flame stabilizer is located in the middle of the rear section flow channel and is in the same axial position as the rear section concave cavity flame stabilizer;

[0007] The front-stage multi-mode flame stabilizer and the rear-stage multi-mode flame stabilizer both have a lateral recovery low-resistance mode, a small-slot-width side support plate flame stabilization mode, and a large-slot-width center body flame stabilization mode.

[0008] In addition, the wide speed range scramjet combustion chamber according to one aspect of the present disclosure also includes a front-stage multi-mode flame stabilizer fuel injector and a rear-stage multi-mode flame stabilizer fuel injector; the front-stage multi-mode flame stabilizer fuel injector is installed on the front-stage multi-mode flame stabilizer; the rear-stage multi-mode flame stabilizer fuel injector is installed on the rear-stage multi-mode flame stabilizer.

[0009] In addition, according to the wide speed range scramjet combustion chamber of one aspect of the present disclosure, the front-stage multi-mode flame stabilizer includes four adjustable unit bodies; along the axial direction of the front-stage concave cavity flame stabilizer, every two of the adjustable unit bodies form a row; along the radial direction of the front-stage concave cavity flame stabilizer, every two of the adjustable unit bodies form a column;

[0010] When the front-stage multi-mode flame stabilizer is in the lateral recovery low-resistance mode: the two adjustable units located in the same row jointly block the concave cavity of the front-stage concave cavity flame stabilizer on the corresponding side. At this time, the distance between the two adjustable units located in the same row is d 11 , the distance between the two adjustable units in the same row is s 11 ;

[0011] When the front-stage multi-mode flame stabilizer is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable units in the same row is d 12 , the distance between the two adjustable units in the same row is s 12 , and s 12 11 d 12 >d 11 ;

[0012] When the front section multi-mode flame stabilizer is in the large slot width center body flame stabilization mode, the distance between the two adjustable units in the same row is d 13 , the distance between the two adjustable units in the same row is s 13 , and s 13 12 d 13 >d 12 .

[0013] In addition, according to the wide speed range scramjet combustor of one aspect of the present disclosure, the structure of the rear-stage multi-mode flame stabilizer is the same as that of the front-stage multi-mode flame stabilizer;

[0014] When the rear multi-mode flame stabilizer is in the lateral recovery low resistance mode, the two adjustable units located in the same row jointly block the concave cavity of the rear concave cavity flame stabilizer on the corresponding side. At this time, the distance between the two adjustable units located in the same row is d 21 , the distance between the two adjustable units in the same row is s​​21 ;

[0015] When the rear multi-mode flame stabilizer is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable units in the same row is d 22 , the distance between the two adjustable units in the same row is s 22 , and s 22 21 d 22 >d 21 ;

[0016] When the rear multi-mode flame stabilizer is in the large slot width center body flame stabilization mode, the distance between the two adjustable units in the same row is d 23 , the distance between the two adjustable units in the same row is s 23 , and s 23 22 d 23 >d 22 .

[0017] In addition, according to the wide-speed range scramjet combustion chamber of one aspect of the present disclosure, the two adjustable unit bodies located in the same row are connected by a connecting sleeve rod, and the length of the connecting sleeve rod is adjustable; the connecting sleeve rod is connected to the actuating mechanism located on the outer wall of the combustion chamber through a transverse connecting rod penetrating the side wall of the combustion chamber, and this mechanism can drive the transverse connecting rod to move radially along the side wall.

[0018] In addition, according to a wide speed range scramjet combustion chamber according to one aspect of the present disclosure, the front-stage multi-mode flame stabilizer fuel injector is installed on one of the two adjustable unit bodies in the same row of the front-stage multi-mode flame stabilizer close to the airflow inlet end; the rear-stage multi-mode flame stabilizer fuel injector is installed on one of the two adjustable unit bodies in the same row of the rear-stage multi-mode flame stabilizer close to the airflow inlet end.

[0019] According to another aspect of the present disclosure, a scramjet engine is provided, comprising the wide speed range scramjet combustion chamber as described above.

[0020] According to another aspect of the present disclosure, a combined power device is provided; comprising a high-speed turbine engine channel and a scramjet engine channel; the high-speed turbine engine channel and the scramjet engine channel are arranged in parallel up and down;

[0021] The high-speed turbine engine passage is provided with a high-speed turbine engine, and the scramjet engine passage is provided with the scramjet engine as described above;

[0022] ​​An upper air intake regulating plate is provided at the air inlet of the high-speed turbine engine channel, and an upper exhaust regulating plate is provided at the exhaust port of the high-speed turbine engine channel; an upper air intake regulating plate is provided at the air inlet of the scramjet engine channel, and an lower exhaust regulating plate is provided at the exhaust port of the scramjet engine channel.

[0023] According to another aspect of the present disclosure, in a combined power device at a Ma0-3.0 flight state, only the high-speed turbine engine is in operation, the upper intake regulating plate and the upper exhaust regulating plate are opened, the lower intake regulating plate and the lower exhaust regulating plate are also kept open, and the scramjet engine channel is in a cold flow state;

[0024] When the combined power device is in a flight state of Ma3.5-7.0, only the scramjet engine is in operation, the upper air intake regulating plate and the upper exhaust regulating plate are closed, and the lower air intake regulating plate and the lower exhaust regulating plate are opened;

[0025] When the combined power unit is in the flight state of Ma3.0-3.5, the high-speed turbine engine and the scramjet engine work simultaneously, the high-speed turbine engine is gradually shut down, and the scramjet engine is gradually turned on, so as to achieve the connection of the working speed range and the complementarity of thrust characteristics.

[0026] The scramjet combustion chamber adopts multi-mode flame stabilization technology to achieve multi-mode and multi-state adjustment of the heat release law, improve the matching margin of the heat release law and the fixed flow channel wall when the speed changes over a large range, thereby widening the lower limit of the operating speed range of the scramjet combustion chamber in the conventional speed range of Ma4.0-7.0 to Ma3.0-3.5, so that it can be ignited and started at a low equivalence ratio at Ma3.0, and the equivalence ratio gradually increases with the increase of Mach number, reaching a high equivalence ratio combustion state at Ma3.5, and the combustion performance meets the requirements, so that the scramjet combustion chamber can work effectively in a wide range of Ma3.0-7.0, so that the scramjet engine using this combustion chamber has the ability to work in a wide speed range of Ma3.0-7.0. The requirements for the upper limit of the operating speed range of high-speed turbine engines are reduced, thereby reducing the comprehensive technical difficulty of such combined power units. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0028] Figure 1 It is a schematic diagram of the structure of a scramjet combustion chamber over a wide speed range.

[0029] Figure 2 It is a schematic diagram of the structure of the front main combustion zone.

[0030] Figure 3 It is a schematic diagram of the structure of the rear main combustion zone.

[0031] Figure 4 It is a schematic diagram of the structure of the front-stage multi-mode flame stabilizer and the radial slot width adjustment of the unit body.

[0032] Figure 5 It is a schematic diagram of the axial and radial position adjustment structure of the front-stage multi-mode flame stabilizer unit.

[0033] Figure 6 These are the different working modes of the multi-mode flame stabilizer.

[0034] Figure 7 It is a schematic diagram of the working mode of the scramjet combustion chamber when the inlet of a scramjet engine gradually transitions from a cold flow state to a starting state when the flight Mach number is less than 3.0.

[0035] Figure 8 It is a schematic diagram of the scramjet combustion chamber working mode when the flight Mach number is Ma3.0~3.5.

[0036] Fig. 9 It is a schematic diagram of the scramjet combustion chamber working mode when the flight Mach number is Ma3.5~5.0.

[0037] Fig.10 It is a schematic diagram of the scramjet combustion chamber working mode when the flight Mach number is Ma5.0~7.0.

[0038] Fig.11 It is a structural schematic diagram of a combined power device proposed in the present disclosure.

[0039] Fig.12 It is a schematic diagram of the working state of the high-speed turbine engine of the combined power unit.

[0040] Fig.13 It is a schematic diagram of the working status of the scramjet engine of the combined power unit.

[0041] Fig.14 It is a conceptual diagram of the speed domain connection between a high-speed turbine engine and a scramjet engine. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the present disclosure more obvious, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0043] See also Figure 1-Figure 3 As shown, the present disclosure discloses a wide speed range scramjet combustion chamber, which includes a front combustion section I and a rear combustion section II.

[0044] The front combustion section I includes the front flow channel wall, the front concave flame stabilizer 10, the front wall fuel injector 11 and the front multi-mode flame stabilizer 12; the front wall fuel injector 11 is fixedly installed on the wall in front of the front concave flame stabilizer 10. The front wall fuel injector 11 can inject fuel in front of the front concave flame stabilizer 10. After the fuel is mixed with the incoming air and ignited, a high-temperature gas recirculation zone 18 is formed in the front concave flame stabilizer 10 to stabilize the flame. The above process occurs in the front main combustion zone QZ. At the same time, a flame propagation zone 19 connected to the high-temperature gas recirculation zone 18 will be formed after the front main combustion zone QZ to further complete the combustion process of the front combustion section. The front multi-mode flame stabilizer 12 is located in the middle of the front flow channel and is in the same axial position as the front concave flame stabilizer 10.

[0045] The post-combustion section II includes the post-section flow channel wall, the post-section concave cavity flame stabilizer 14, the post-section wall fuel injector 15 and the post-section multi-mode flame stabilizer 16; the post-section wall fuel injector 15 is fixedly installed on the wall in front of the post-section concave cavity flame stabilizer 14, and the post-section wall fuel injector 15 can inject fuel in front of the post-section concave cavity flame stabilizer 14. After the fuel is mixed with the incoming air and ignited, a high-temperature gas recirculation zone 18 is formed in the post-section concave cavity flame stabilizer 14 to stabilize the flame. The above process occurs in the post-main combustion zone HZ. At the same time, a flame propagation zone 19 connected to the high-temperature gas recirculation zone 18 will be formed after the post-main combustion zone HZ, further completing the combustion process of the post-combustion section. The rear-section multi-mode flame stabilizer 16 is located in the middle of the rear-section flow channel and is at the same axial position as the rear-section concave cavity flame stabilizer 14; the front-section flow channel wall and the rear-section flow channel wall together form a guide channel 9, and the inlet end of the rear-section concave cavity flame stabilizer 14 is connected to the outlet end of the front-section concave cavity flame stabilizer 10 through the guide channel 9.

[0046] It also includes a front-end multi-mode flame stabilizer fuel injector 13 and a rear-end multi-mode flame stabilizer fuel injector 17; the front-end multi-mode flame stabilizer fuel injector 13 is installed on the front-end multi-mode flame stabilizer 12; the rear-end multi-mode flame stabilizer fuel injector 17 is installed on the rear-end multi-mode flame stabilizer 16.

[0047] The front section multi-mode flame stabilizer 12 and the rear section multi-mode flame stabilizer 16 both have a lateral recovery low resistance mode. Figure 6 M1, small slot width side support plate flame stabilization mode see Figure 6 M2, large slot width center body flame stabilization mode, see Figure 6The three modes are respectively applicable to the working conditions of the scramjet combustion chamber in different speed ranges.

[0048] The scramjet combustion chamber adopts multi-mode flame stabilization technology to achieve multi-mode and multi-state adjustment of the heat release law, improve the matching margin of the heat release law and the fixed flow channel wall when the speed changes over a large range, thereby widening the lower limit of the operating speed range of the scramjet combustion chamber in the conventional speed range of Ma4.0-7.0 to Ma3.0-3.5, so that it can be ignited and started at a low equivalence ratio at Ma3.0, and the equivalence ratio gradually increases with the increase of Mach number, reaching a high equivalence ratio combustion state at Ma3.5, and the combustion performance meets the requirements, so that the scramjet combustion chamber can work effectively in a wide range of Ma3.0-7.0, so that the scramjet engine using this combustion chamber has the ability to work in a wide speed range of Ma3.0-7.0. The requirements for the upper limit of the operating speed range of high-speed turbine engines are reduced, thereby reducing the comprehensive technical difficulty of such combined power units.

[0049] See also Figure 4-Figure 6 As shown, further, the front-stage multi-mode flame stabilizer 12 includes four adjustable unit bodies 20; along the axial direction of the front-stage concave cavity flame stabilizer 10, every two adjustable unit bodies 20 form a row; along the radial direction of the front-stage concave cavity flame stabilizer 10, every two adjustable unit bodies 20 form a column;

[0050] When the front section multi-mode flame stabilizer 12 is in the lateral recovery low resistance mode: the two adjustable units 20 located in the same row jointly block the concave cavity of the front section concave cavity flame stabilizer 10 on the corresponding side. The blocking here refers to closing the opening area of ​​the front section concave cavity flame stabilizer 10. At this time, the flow channel wall curve is approximately continuous, which reduces the flow channel resistance and helps the air intake to eliminate the bow shock wave before the inlet as soon as possible during the acceleration process, so that it can start reliably. In order to further reduce the flow channel resistance, when the two adjustable units 20 located in the same row block the concave cavity of the front section concave cavity flame stabilizer 10 on the corresponding side, the two adjustable units 20 are basically retracted into the corresponding concave cavity, and only the side close to the other row of two adjustable units 20 coincides with the edge of the concave cavity. The distance between the two adjustable units 20 in the same row is d 11 , the distance between two adjustable units 20 in the same row is s 11 ;

[0051] When the front section multi-mode flame stabilizer 12 is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable unit bodies 20 in the same row is d 12 , the distance between two adjustable units 20 in the same row is s 12 , and s 12 11 d 12 >d 11 ; ​

[0052] When the front section multi-mode flame stabilizer 12 is in the large slot width center body flame stabilization mode, the distance between the two adjustable unit bodies 20 in the same row is d 13 , the distance between two adjustable units 20 in the same row is s 13 , and s 13 12 d 13 >d 12 .

[0053] The structure of the rear multi-mode flame stabilizer 16 is the same as that of the front multi-mode flame stabilizer 12;

[0054] When the rear multi-mode flame stabilizer 16 is in the lateral recovery low resistance mode, the two adjustable units 20 located in the same row together block the concave cavity of the rear concave cavity flame stabilizer 14 on the corresponding side. The blocking here refers to closing the opening area of ​​the rear concave cavity flame stabilizer 14. At this time, the distance between the two adjustable units 20 located in the same row is d 21 , the distance between two adjustable units 20 in the same row is s 21 ;

[0055] When the rear multi-mode flame stabilizer 16 is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable unit bodies 20 in the same row is d 22 , the distance between two adjustable units 20 in the same row is s 22 , and s 22 21 d 22 >d 21 ;

[0056] When the rear multi-mode flame stabilizer 16 is in the large slot width center body flame stabilization mode, the distance between the two adjustable unit bodies 20 in the same row is d 23 , the distance between two adjustable units 20 in the same row is s 23 , and s 23 22 d 23 >d 22 .

[0057] See also Figure 5 ​​​As shown, as an implementation method, the front-stage multi-mode flame stabilizer 12 is connected between two adjustable units 20 in the same row through a connecting sleeve rod 23, and the length of the connecting sleeve rod 23 is adjustable; the connecting sleeve rod 23 is connected to the actuating mechanism located on the outer wall of the combustion chamber through a transverse connecting rod penetrating the side wall of the combustion chamber, and this mechanism can drive the transverse connecting rod to move radially along the side wall. Specifically, a lifting lug 24 can be set in the middle of the connecting sleeve rod 23, one end of the transverse connecting rod is connected to the lifting lug 24, and the other end penetrates the side wall of the combustion chamber and is connected to an actuating mechanism, and the transverse connecting rod is driven by this mechanism, and the connecting rod pulls the connecting sleeve rod 23 to translate radially along the front-stage concave cavity flame stabilizer 10, thereby realizing the radial position adjustment of the adjustable unit body 20. The distance between the two adjustable units 20 in the same row is controlled by the elongation or shortening of the connecting sleeve rod 23 itself, so as to realize the axial position adjustment of the adjustable unit body 20.

[0058] See also Figure 4 As shown, the radial slot width of the adjustable unit body 20 is adjustable, where the radial slot width refers to the lateral thickness of a single adjustable unit body 20. The adjustable unit body 20 has two adjustment points, namely, the initial slot width position P1 and the expanded slot width position P2, and the radial slot width adjustment is achieved through the movement coordination of the hinge connecting rod structure 21 and the hinge structure 22. An annular sliding groove is provided inside the large diameter hinge of the hinge structure 22 to adapt to the change in the unit body circumference length when the slot width positions P1 and P2 are switched.

[0059] During specific implementation, a pull rod can also be set to pass through the corresponding concave cavity of the front-section concave cavity flame stabilizer 10 and slide with the concave cavity to avoid connection. One end of the pull rod located outside the front-section concave cavity flame stabilizer 10 is connected to an actuating mechanism. The actuating mechanism is used to realize that the pull rod drives the connecting sleeve 23, and then drives the corresponding adjustable unit body 20 to move radially along the front-section concave cavity flame stabilizer 10. The translation includes approaching or moving away from the inner wall of the front-section concave cavity flame stabilizer 10, thereby realizing the radial position adjustment of the adjustable unit body 20.

[0060] The two adjustable units 20 of the rear multi-mode flame stabilizer 16 in the same row are connected by a connecting rod 23, and the length of the connecting rod 23 is adjustable; the connecting rod 23 is connected to the actuating mechanism located on the outer wall of the combustion chamber through a transverse connecting rod that penetrates the side wall of the combustion chamber, and this mechanism can drive the transverse connecting rod to move radially along the side wall. Specifically, a lifting lug 24 can be set in the middle of the connecting rod 23, one end of the transverse connecting rod is connected to the lifting lug 24, and the other end is connected to the actuating mechanism on the outer wall of the combustion chamber. The transverse connecting rod is driven by this mechanism, and the connecting rod pulls the connecting rod 23 to translate radially along the rear concave cavity flame stabilizer 14, thereby realizing radial position adjustment of the adjustable unit 20. The distance between the two adjustable units 20 in the same row is controlled by the extension or shortening of the connecting rod 23, so as to realize the axial position adjustment of the adjustable unit 20.

[0061] The front section multi-mode flame stabilizer fuel injector 13 is installed on one of the two adjustable unit bodies 20 in the same row of the front section multi-mode flame stabilizer 12 close to the airflow inlet end; the rear section multi-mode flame stabilizer fuel injector 17 is installed on one of the two adjustable unit bodies 20 in the same row of the rear section multi-mode flame stabilizer 16 close to the airflow inlet end. The fuel injection holes of the two front section multi-mode flame stabilizers 12 and the two rear section multi-mode flame stabilizers 16 in the same row face in opposite directions.

[0062] See also Figure 1-Figure 3 As shown, when the front combustion section I and the rear combustion section II are working, a high-temperature gas recirculation zone 18 will be formed in the middle low-speed area of ​​the front concave cavity flame stabilizer 10, the front multi-mode flame stabilizer 12, the rear concave cavity flame stabilizer 14, and the rear multi-mode flame stabilizer 16, and there will be a flame propagation zone 19 connected with the high-temperature gas recirculation zone 18.

[0063] The present disclosure also discloses a scramjet engine, including the wide speed range scramjet combustion chamber as described above. Due to the use of multi-mode flame stabilization technology in the scramjet combustion chamber, the lower limit of its operating speed range is widened to Mach number Ma 3.0-3.5, it can work at a low equivalence ratio at Ma3.0, and it can work at a high equivalence ratio at Ma3.5, which improves the comprehensive performance of the scramjet combustion chamber in the low speed range and expands the effective operating range of the scramjet engine to Mach number Ma 3.0-7.0.

[0064] See also Fig.11 As shown, the present disclosure also discloses a combined power device, including a high-speed turbine engine channel 1 and a scramjet engine channel 2; the high-speed turbine engine channel 1 and the scramjet engine channel 2 are arranged in parallel up and down.

[0065] A high-speed turbine engine 3 is arranged in the high-speed turbine engine passage 1, and a scramjet engine 4 as described above is arranged in the scramjet engine passage 2.

[0066] An upper intake regulating plate 5 is provided at the air inlet of the high-speed turbine engine channel 1, and an upper exhaust regulating plate 6 is provided at the exhaust port of the high-speed turbine engine channel 1; an intake lower regulating plate 7 is provided at the air inlet of the scramjet engine channel 2, and an exhaust lower regulating plate 8 is provided at the exhaust port of the scramjet engine channel 2. The upper intake regulating plate 5, the upper exhaust regulating plate 6, the lower intake regulating plate 7 and the lower exhaust regulating plate 8 are provided to match the working switching of the high-speed turbine engine 3 and the scramjet engine 4.

[0067] See also Fig.12As shown, when the combined power device is in the flight state of Ma0-3.0, only the high-speed turbine engine 3 is working, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are opened, the lower air intake regulating plate 7 and the lower exhaust regulating plate 8 are also kept open, and the scramjet engine channel 2 is in a cold flow state;

[0068] See also Fig.13 As shown, when the combined power device is in the flight state of Ma3.5-7.0, only the scramjet engine 4 works, the upper air intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the lower air intake regulating plate 7 and the lower exhaust regulating plate 8 are opened;

[0069] When the combined power unit is at a flight speed of Ma3.0-3.5, the high-speed turbine engine 3 and the scramjet engine 4 work simultaneously, the high-speed turbine engine 3 is gradually shut down, and the scramjet engine 4 is gradually turned on, so as to achieve the connection of the working speed range and the complementarity of thrust characteristics. The concept of speed range connection of the two types of engines in the combined power unit, such as Fig.14 As shown in the figure, the main working range of Ma0~3.5 high-speed turbine engine is Ma 0~3.0. It only has certain working ability in Ma3.0~3.5, and gradually shuts down with the increase of Mach number, and the thrust gradually decreases. Therefore, it cannot be directly connected with the speed range of Ma4.0~7.0 conventional speed range scramjet engine. Applying the wide speed range scramjet combustion chamber based on multi-mode flame stabilization technology to the conventional speed range scramjet engine can widen its lower limit of working speed range to Ma 3.0~3.5. At Ma3.0, it can be ignited and started with low equivalence ratio. As the Mach number increases, the equivalence ratio gradually increases, and the thrust gradually increases. At Ma3.5, it reaches a high equivalence ratio working state, and the thrust meets the requirements. Combining the working characteristics of the above two types of engines, at Ma3.0~3.5, the two types of engines work simultaneously, the high-speed turbine engine is gradually shut down, and the scramjet engine is gradually turned on, realizing the connection of working speed range and the complementarity of thrust characteristics, forming a combined power device that can work effectively in the range of Ma0~7.0.

[0070] Specifically, when the flight Mach number is less than or equal to Ma3.0, the high-speed turbine engine 3 works alone. As the aircraft accelerates, the scramjet engine channel 2 gradually transitions from a cold flow state to a starting state, such as Figure 7 As shown, the front multi-mode flame stabilizer 12 and the rear multi-mode flame stabilizer 16 are both in the lateral recovery low resistance mode. Figure 6In M1, the two adjustable unit bodies 20 located in the same row of the front-stage multi-mode flame stabilizer 12 jointly block the concave cavity of the front-stage concave cavity flame stabilizer 10 on the corresponding side, and the two adjustable unit bodies 20 located in the same row of the rear-stage multi-mode flame stabilizer 16 jointly block the concave cavity of the rear-stage concave cavity flame stabilizer 14 on the corresponding side, just closing the opening area of ​​the concave cavity flame stabilizer, and the flow channel wall curve is approximately continuous, which helps the inlet duct to eliminate the bow shock wave before the inlet as soon as possible during the acceleration process, so that it can start reliably.

[0071] When the flight Mach number is Ma3.0-3.5, the high-speed turbine engine 3 is gradually shut down, the scramjet engine 4 is gradually turned on, and the scramjet combustion chamber fuel equivalence ratio continues to increase. Figure 8 As shown, the afterburning section II of the scramjet combustion chamber is the main working area, and the front combustion section I is the secondary working area. The rear section concave cavity flame stabilizer 14 and the rear section multi-mode flame stabilizer 16 of the afterburning section II work simultaneously, and the rear section multi-mode flame stabilizer 16 is in the large slot width center body flame stabilization mode M3. In the front combustion section I, only the front section multi-mode flame stabilizer 12 works, and is in the small slot width side support plate flame stabilization mode M2, and only a small part of the fuel is pre-mixed and burned in the side area.

[0072] When the flight Mach number is Ma3.5-5.0, the scramjet engine 4 works alone, and the scramjet combustion chamber fuel equivalence ratio is maintained at Φ=0.8-1.0. Fig. 9 As shown, the rear combustion section II and the front combustion section I of the scramjet combustion chamber are both main working areas. The rear section concave cavity flame stabilizer 14 and the rear section multi-mode flame stabilizer 16 of the rear combustion section II work simultaneously, and the rear section multi-mode flame stabilizer 16 is in the small slot width side support plate flame stabilization mode M2. In the front combustion section I, only the front section multi-mode flame stabilizer 12 works, and is in the large slot width center body flame stabilization mode M3, forming a combustion zone located in the middle of the flow channel.

[0073] When the flight Mach number is 5.0-7.0, the scramjet engine 4 works alone, and the scramjet combustion chamber fuel equivalence ratio is maintained at Φ = 0.8-1.0. Fig.10 As shown, only the front combustion section I of the scramjet combustion chamber is the working area. The front section concave cavity flame stabilizer 10 and the front section multi-mode flame stabilizer 12 of the front combustion section I work simultaneously, and the front section multi-mode flame stabilizer 12 is in the large slot width center body flame stabilization mode M3. The rear section multi-mode flame stabilizer 16 located in the rear combustion section II is in the lateral recovery low resistance mode M1, and the two adjustable unit bodies 20 of the rear section multi-mode flame stabilizer 16 located in the same row jointly block the concave cavity of the rear section concave cavity flame stabilizer 14 on the corresponding side, just making the opening area of ​​the concave cavity flame stabilizer closed, and the flow channel wall curve is approximately continuous, reducing the flow channel resistance.

[0074] Due to the use of multi-mode flame stabilization technology in the scramjet combustion chamber, the lower limit of its operating speed range is widened to Mach numbers Ma 3.0-3.5. It can work at a low equivalence ratio at Ma3.0 and at a high equivalence ratio at Ma3.5, which improves the comprehensive performance of the scramjet combustion chamber in the low speed range, expands the effective operating range of the scramjet engine to Mach numbers Ma 3.0-7.0, and reduces the requirements of the combined power unit of the high-speed turbine engine and the scramjet engine for the upper limit of the operating speed range of the high-speed turbine engine, so that the main operating range of the high-speed turbine engine is maintained at Ma 0-3.0, and it has a certain working ability at Ma3.0-3.5, thereby reducing the comprehensive technical difficulty of such a combined power unit.

[0075] It should be pointed out that, in the present disclosure, front and back refer to the front and back directions of the aircraft. Specifically, the upstream direction of the airflow is the front, and the downstream direction is the rear.

[0076] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0077] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0078] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0079] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0080] Various changes, substitutions, and modifications of the techniques described herein may be made without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of the present disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and actions described above. Currently existing or later to be developed processes, machines, manufactures, compositions of events, means, methods, or actions that perform substantially the same functions or achieve substantially the same results as the corresponding aspects described herein may be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or actions within their scope.

[0081] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0082] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A wide-speed range scramjet combustion chamber, characterized in that: It includes a front combustion section (I) and a rear combustion section (II); The front combustion section (I) comprises a front flow passage wall, a front concave cavity flame stabilizer (10), a front wall fuel injector (11) and a front multi-mode flame stabilizer (12); the front wall fuel injector (11) is fixedly mounted on the wall in front of the front concave cavity flame stabilizer (10), and the front multi-mode flame stabilizer (12) is located in the middle of the front flow passage and is in the same axial position as the front concave cavity flame stabilizer; The post-combustion section (II) comprises a rear section flow channel wall, a rear section concave cavity flame stabilizer (14), a rear section wall fuel injector (15) and a rear section multi-mode flame stabilizer (16); the inlet end of the rear section concave cavity flame stabilizer (14) is connected to the outlet end of the front section concave cavity flame stabilizer (10) through a guide channel (9); the rear section wall fuel injector (15) is fixedly mounted on the wall in front of the rear section concave cavity flame stabilizer (14); the rear section multi-mode flame stabilizer (16) is located in the middle of the rear section flow channel and is in the same axial position as the rear section concave cavity flame stabilizer; The front-stage multi-mode flame stabilizer (12) and the rear-stage multi-mode flame stabilizer (16) both have a lateral recovery low-resistance mode, a small-slot-width side support plate flame stabilization mode, and a large-slot-width center body flame stabilization mode.

2. The wide speed range scramjet combustion chamber according to claim 1, characterized in that: It also includes a front-end multi-mode flame stabilizer fuel injector (13) and a rear-end multi-mode flame stabilizer fuel injector (17); the front-end multi-mode flame stabilizer fuel injector (13) is installed on the front-end multi-mode flame stabilizer (12); the rear-end multi-mode flame stabilizer fuel injector (17) is installed on the rear-end multi-mode flame stabilizer (16).

3. The wide speed range scramjet combustion chamber according to claim 2, characterized in that: The front-stage multi-mode flame stabilizer (12) comprises four adjustable unit bodies (20); along the axial direction of the front-stage concave cavity flame stabilizer (10), every two of the adjustable unit bodies (20) form a row; along the radial direction of the front-stage concave cavity flame stabilizer (10), every two of the adjustable unit bodies (20) form a column; When the front-stage multi-mode flame stabilizer (12) is in the lateral recovery low-resistance mode: the two adjustable units (20) located in the same row jointly block the concave cavity of the front-stage concave cavity flame stabilizer (10) on the corresponding side, and at this time, the distance between the two adjustable units (20) located in the same row is d 11 The distance between the two adjustable units (20) in the same row is s. 11 ; When the front-stage multi-mode flame stabilizer (12) is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable unit bodies (20) located in the same row is d 12 The distance between the two adjustable units (20) in the same row is s. 12 , and s 12 11 ,d 12 >d 11 ;​ When the front-stage multi-mode flame stabilizer (12) is in the large slot width center body flame stabilization mode, the distance between the two adjustable unit bodies (20) located in the same row is d 13 The distance between the two adjustable units (20) in the same row is s. 13 , and s 13 12 ,d 13 >d 12 .​ 4. The wide speed range scramjet combustion chamber according to claim 3, characterized in that: The rear-stage multi-mode flame stabilizer (16) has the same structure as the front-stage multi-mode flame stabilizer (12); When the rear-stage multi-mode flame stabilizer (16) is in the lateral recovery low-resistance mode, the two adjustable unit bodies (20) located in the same row jointly block the concave cavity of the rear-stage concave cavity flame stabilizer (14) on the corresponding side. At this time, the distance between the two adjustable unit bodies (20) located in the same row is d 21 The distance between the two adjustable units (20) in the same row is s. 21 ; When the rear multi-mode flame stabilizer (16) is in the small slot width side support plate flame stabilization mode, the distance between the two adjustable unit bodies (20) located in the same row is d 22 The distance between the two adjustable units (20) in the same row is s. 22 , and s 22 21 ,d 22 >d 21 ;​ When the rear multi-mode flame stabilizer (16) is in the large slot width center body flame stabilization mode, the distance between the two adjustable unit bodies (20) located in the same row is d 23 The distance between the two adjustable units (20) in the same row is s. 23 , and s 23 22 ,d 23 >d 22 .​ 5. The wide speed range scramjet combustion chamber according to claim 4, characterized in that: The two adjustable unit bodies (20) located in the same row are connected by a connecting sleeve rod (23), and the length of the connecting sleeve rod (23) is adjustable; the connecting sleeve rod (23) is connected to an actuating mechanism located on the outer wall of the combustion chamber through a transverse connecting rod penetrating the side wall of the combustion chamber, and the mechanism can drive the transverse connecting rod to move radially along the side wall.

6. The wide speed range scramjet combustion chamber according to claim 5, characterized in that: The front-stage multi-mode flame stabilizer fuel injector (13) is installed on one of the two adjustable unit bodies (20) in the same row of the front-stage multi-mode flame stabilizer (12) close to the airflow inlet end; the rear-stage multi-mode flame stabilizer fuel injector (17) is installed on one of the two adjustable unit bodies (20) in the same row of the rear-stage multi-mode flame stabilizer (16) close to the airflow inlet end.

7. A scramjet engine, characterized in that: Includes the wide speed range scramjet combustion chamber described in any one of 1-6.

8. A combined power device, characterized in that: It comprises a high-speed turbine engine channel (1) and a scramjet engine channel (2); the high-speed turbine engine channel (1) and the scramjet engine channel (2) are arranged in parallel up and down; A high-speed turbine engine (3) is arranged in the high-speed turbine engine passage (1), and a scramjet engine (4) according to claim 7 is arranged in the scramjet engine passage (2); An upper air intake regulating plate (5) is provided at the air intake of the high-speed turbine engine channel (1), and an upper exhaust regulating plate (6) is provided at the exhaust port of the high-speed turbine engine channel (1); an lower air intake regulating plate (7) is provided at the air intake of the scramjet engine channel (2), and an exhaust lower regulating plate (8) is provided at the exhaust port of the scramjet engine channel (2).

9. The combined power device according to claim 8, characterized in that: When the combined power device is in a Ma0-3.0 flight state, only the high-speed turbine engine (3) is in operation, the air intake upper regulating plate (5) and the exhaust upper regulating plate (6) are opened, the air intake lower regulating plate (7) and the exhaust lower regulating plate (8) are also kept open, and the scramjet engine channel (2) is in a cold flow state; When the combined power device is in a flight state of Ma3.5 to 7.0, only the scramjet engine (4) is in operation, the air intake upper regulating plate (5) and the exhaust upper regulating plate (6) are closed, and the air intake lower regulating plate (7) and the exhaust lower regulating plate (8) are opened; When the combined power device is at a flight speed of Ma3.0 to 3.5, the high-speed turbine engine (3) and the scramjet engine (4) operate simultaneously, the high-speed turbine engine (3) is gradually shut down, and the scramjet engine (4) is gradually turned on, so as to achieve the connection of the working speed range and the complementarity of thrust characteristics.

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