Wide speed range scramjet combustor, scramjet engine and combined power device

Abstract

This disclosure relates to the field of ramjet engine technology, and in particular to a wide-speed-range scramjet combustor, a scramjet engine, and a combined power unit. The wide-speed-range scramjet combustor includes a front combustion section and a rear combustion section. The front combustion section includes a front flow channel wall, a front cavity flame stabilizer, a front wall fuel injector, and a front multi-mode flame stabilizer. The rear combustion section includes a rear flow channel wall, a rear cavity flame stabilizer, a rear wall fuel injector, and a rear multi-mode flame stabilizer. The front and rear wall fuel injectors are respectively fixedly installed on the wall in front of the front and rear cavity flame stabilizers. The front and rear multi-mode flame stabilizers are located in the middle of the front and rear flow channels, respectively, and are in the same axial position as the front and rear cavity flame stabilizers. This disclosure can widen the lower limit of the operating speed range of a conventional speed-range scramjet combustor from Ma 4.0 to 7.0 to Ma 3.0 to 3.5.

Description

Technical Field

[0001] This disclosure relates to the field of ramjet engine technology, and in particular to a wide-speed-range scramjet combustion chamber, a scramjet engine, and a combined power unit. Background Technology

[0002] In combined power plants of Ma 0–7.0 turbofan engines and scramjet engines, since the operating range of conventional speed-range scramjet engines is Ma 4.0–7.0, a high-speed turbofan engine of at least Ma 4.0 level is required for combination, resulting in significant overall technical challenges. However, if new flame stabilization technologies are employed in the combustion chamber of the conventional speed-range scramjet engine, enabling multiple heat release modes and states and improving the matching margin between the heat release characteristics and the fixed flow channel wall under large speed variations, the lower limit of the scramjet engine's operating speed range can be further reduced to Ma 3.0–3.5, allowing it to be combined with high-speed turbofan engines of Ma 0–3.5 level, thereby reducing the overall technical difficulty of such combined power plants. Summary of the Invention

[0003] This disclosure is made in view of the above-mentioned problems. This disclosure provides a wide-speed-range scramjet combustor, a scramjet engine, and a combined power unit.

[0004] According to one aspect of this disclosure, a wide-speed-range scramjet combustor is provided, comprising a front combustion section and a rear combustion section;

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

[0006] The post-combustion section includes a post-flow channel wall, a post-cavity flame stabilizer, a post-wall fuel injector, and a post-multimode flame stabilizer; the inlet end of the post-cavity flame stabilizer is connected to the outlet end of the front-cavity flame stabilizer via a flow channel; the post-wall fuel injector is fixedly installed on the wall in front of the post-cavity flame stabilizer; the post-multimode flame stabilizer is located in the middle of the post-flow channel and is at the same axial position as the post-cavity flame stabilizer.

[0007] Both the front-end multi-mode flame stabilizer and the rear-end multi-mode flame stabilizer 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] Furthermore, according to one aspect of this disclosure, a wide-range scramjet combustion chamber further 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 mounted on the front-stage multi-mode flame stabilizer; and the rear-stage multi-mode flame stabilizer fuel injector is mounted on the rear-stage multi-mode flame stabilizer.

[0009] Furthermore, according to one aspect of the present disclosure, the wide-speed-range scramjet combustor includes a front-end multi-mode flame stabilizer comprising four adjustable units; along the axial direction of the front-end concave flame stabilizer, every two of the adjustable units form a row; and along the radial direction of the front-end concave flame stabilizer, every two of the adjustable units form a column.

[0010] When the front-end multi-mode flame stabilizer is in the lateral recovery low-resistance mode: the two adjustable units located in the same row jointly seal the cavity of the front-end 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 two adjustable units located in the same column is s. 11 ;

[0011] When the front-end multi-mode flame stabilizer is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units located in the same row is d. 12 The distance between two adjustable units located in the same column is s. 12 , and s 12 11 d 12 >d 11 ;

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

[0013] Furthermore, according to one aspect of the present disclosure, the wide-speed-range scramjet combustor has the same structure as the front-end multimode 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 seal the cavity of the corresponding rear cavity flame stabilizer. At this time, the distance between the two adjustable units located in the same row is d. 21 The distance between two adjustable units located in the same column is s.​​21 ;

[0015] When the rear multi-mode flame stabilizer is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units located in the same row is d. 22 The distance between two adjustable units located in the same column 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 located in the same row is d. 23 The distance between two adjustable units located in the same column is s. 23 , and s 23 22 d 23 >d 22 .

[0017] Furthermore, according to one aspect of this disclosure, in a wide-speed-range scramjet combustor, two of the adjustable units located in the same row are connected by a connecting sleeve rod, the length of which is adjustable; the connecting sleeve rod is connected to an actuation mechanism located on the outer side wall of the combustor via a transverse connecting rod penetrating the side wall of the combustor, the mechanism being able to drive the transverse connecting rod to move radially along the side wall.

[0018] Furthermore, according to one aspect of the present disclosure, in a wide-range scramjet combustion chamber, the front multi-mode flame stabilizer fuel injector is mounted on one of the two adjustable units in the same row of the front multi-mode flame stabilizer near the airflow inlet; the rear multi-mode flame stabilizer fuel injector is mounted on one of the two adjustable units in the same row of the rear multi-mode flame stabilizer near the airflow inlet.

[0019] According to another aspect of this disclosure, a scramjet engine is provided, including a wide-range scramjet combustor as described above.

[0020] According to another aspect of this disclosure, a combined power unit is provided, comprising a high-speed turbine engine passage and a scramjet engine passage; the high-speed turbine engine passage and the scramjet engine passage are arranged vertically in parallel.

[0021] The high-speed turbine engine channel is equipped with a high-speed turbine engine, and the scramjet engine channel is equipped with a scramjet engine as described above.

[0022] ​​The high-speed turbine engine passage has an upper intake adjustment plate at the air inlet and an upper exhaust adjustment plate at the exhaust outlet; the scramjet engine passage has a lower intake adjustment plate at the air inlet and a lower exhaust adjustment plate at the exhaust outlet.

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

[0024] When the combined power unit is in flight mode of Ma3.5 to 7.0, only the scramjet engine is working, the upper intake regulating plate and the upper exhaust regulating plate are closed, and the lower intake regulating plate and the lower exhaust regulating plate are open;

[0025] When the combined power unit is in flight mode at Ma3.0 to 3.5, the high-speed turbine engine and the scramjet engine operate simultaneously, with the high-speed turbine engine gradually shutting down and the scramjet engine gradually starting up, so as to achieve seamless connection of operating speed range and complementary thrust characteristics.

[0026] The scramjet combustor employs multi-mode flame stabilization technology to achieve multi-mode and multi-state adjustment of the heat release law, improving the matching margin between the heat release law and the fixed flow channel wall when the speed varies over a wide range. This broadens the lower limit of the scramjet combustor's operating speed range from Ma4.0 to 7.0 to Ma3.0 to 3.5, allowing it to start with a low equivalence ratio at Ma3.0, gradually increasing the equivalence ratio with increasing Mach number, reaching a high equivalence ratio combustion state at Ma3.5. The combustion performance meets requirements, enabling the scramjet combustor to operate effectively within the wide Ma3.0 to 7.0 range. This gives the scramjet engine using this combustor the capability to operate within this wide speed range. It also reduces the upper limit requirement for the operating speed range of high-speed turbine engines, thereby reducing the overall technical difficulty of such combined power units. Attached Figure Description

[0027] The above and other objects, features, and advantages of this disclosure will become more apparent from the more detailed description of the embodiments thereof in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this disclosure and form part of the specification. They are used together with the embodiments of this disclosure to explain the disclosure and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

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

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

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

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

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

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

[0034] Figure 7 This is a schematic diagram of the working mode of the scramjet combustion chamber when the air intake of a scramjet engine with a flight Mach number of less than 3.0 gradually transitions from a cold flow state to a start-up state.

[0035] Figure 8 This is a schematic diagram of the working mode of the scramjet combustor when the flight Mach number is Ma3.0 to Ma3.5.

[0036] Figure 9 This is a schematic diagram of the working mode of the scramjet combustor when the flight Mach number is Ma3.5 to Ma5.0.

[0037] Figure 10 This is a schematic diagram of the working mode of the scramjet combustor when the flight Mach number is Ma5.0 to Ma7.0.

[0038] Figure 11 This is a schematic diagram of a combined power unit proposed in this disclosure.

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

[0040] Figure 13 This is a schematic diagram of the working state of the scramjet engine in a combined power unit.

[0041] Figure 14 This is a schematic diagram illustrating the speed range connection between a high-speed turbine engine and a scramjet engine. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this disclosure more apparent, exemplary embodiments according to this disclosure will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this disclosure, and not all embodiments of this disclosure. It should be understood that this disclosure is not limited to the exemplary embodiments described herein.

[0043] See Figures 1-3 As shown, this disclosure discloses a wide-speed-range scramjet combustor, which includes a front combustion section I and a rear combustion section II.

[0044] The front combustion section I includes a front flow channel wall, a front 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 installed on the wall in front of the front cavity flame stabilizer 10. The front wall fuel injector 11 can inject fuel in front of the front cavity flame stabilizer 10. After the fuel mixes with the incoming air and is ignited, a high-temperature gas recirculation zone 18 is formed in the front cavity 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 is formed after the front main combustion zone QZ, which connects with the high-temperature gas recirculation zone 18, further completing 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 cavity flame stabilizer 10.

[0045] The post-combustion section II includes a rear flow channel wall, a rear cavity flame stabilizer 14, a rear wall fuel injector 15, and a rear multi-mode flame stabilizer 16. The rear wall fuel injector 15 is fixedly installed on the wall in front of the rear cavity flame stabilizer 14. The rear wall fuel injector 15 can inject fuel in front of the rear cavity flame stabilizer 14. After the fuel mixes with the incoming air and is ignited, a high-temperature gas recirculation zone 18 is formed in the rear cavity flame stabilizer 14 to stabilize the flame. The above process occurs in the rear main combustion zone HZ. At the same time, a flame propagation zone 19 is formed after the rear main combustion zone HZ, which is connected to the high-temperature gas recirculation zone 18, further completing the combustion process of the post-combustion section. The rear multi-mode flame stabilizer 16 is located in the middle of the rear flow channel and is in the same axial position as the rear cavity flame stabilizer 14; the front flow channel wall and the rear flow channel wall together form the flow channel 9, and the inlet end of the rear cavity flame stabilizer 14 is connected to the outlet end of the front cavity flame stabilizer 10 through the flow 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] Both the front-end multi-mode flame stabilizer 12 and the rear-end multi-mode flame stabilizer 16 have a lateral recovery low-resistance mode (see reference). Figure 6 For the M1 and small slot wide side support plate flame stabilization mode, please refer to [the relevant documentation]. Figure 6 For the M2 and large-slot wide central body flame stabilization modes, please refer to [the relevant documentation]. Figure 6The M3 mode is one of three modes, each suitable for different speed ranges in the scramjet combustion chamber.

[0048] The scramjet combustor employs multi-mode flame stabilization technology to achieve multi-mode and multi-state adjustment of the heat release law, improving the matching margin between the heat release law and the fixed flow channel wall when the speed varies over a wide range. This broadens the lower limit of the scramjet combustor's operating speed range from Ma4.0 to 7.0 to Ma3.0 to 3.5, allowing it to start with a low equivalence ratio at Ma3.0, gradually increasing the equivalence ratio with increasing Mach number, reaching a high equivalence ratio combustion state at Ma3.5. The combustion performance meets requirements, enabling the scramjet combustor to operate effectively within the wide Ma3.0 to 7.0 range. This gives the scramjet engine using this combustor the capability to operate within this wide speed range. It also reduces the upper limit requirement for the operating speed range of high-speed turbine engines, thereby reducing the overall technical difficulty of such combined power units.

[0049] See Figures 4-6 As shown, the front multi-mode flame stabilizer 12 further includes four adjustable units 20; along the axial direction of the front cavity flame stabilizer 10, every two adjustable units 20 are arranged in a row; along the radial direction of the front cavity flame stabilizer 10, every two adjustable units 20 are arranged in a column.

[0050] When the front-section multi-mode flame stabilizer 12 is in the lateral recovery low-drag mode: the two adjustable units 20 located in the same row jointly block the cavity of the corresponding front-section concave flame stabilizer 10. This blocking refers to sealing the opening area of ​​the front-section concave flame stabilizer 10. At this time, the flow channel wall curve is approximately continuous, reducing flow channel resistance and helping the intake to quickly eliminate the bow-shaped shock wave before the inlet during acceleration, ensuring reliable start-up. To further reduce flow channel resistance, when the two adjustable units 20 located in the same row block the cavity of the corresponding front-section concave flame stabilizer 10, the two adjustable units 20 are essentially retracted into the corresponding cavity, with only the side closest to the other row of two adjustable units 20 coinciding with the edge of the cavity. The distance between the two adjustable units 20 located in the same row is d. 11 The distance between two adjustable unit bodies 20 located in the same column is s. 11 ;

[0051] When the current multi-mode flame stabilizer 12 is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units 20 located in the same row is d. 12 The distance between two adjustable unit bodies 20 located in the same column is s. 12 , and s 12 11 d 12 >d 11 ; ​

[0052] When the current 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 two adjustable unit bodies 20 located in the same column is s. 13 , and s 13 12 d 13 >d 12 .

[0053] The rear multi-mode flame stabilizer 16 has the same structure as 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 jointly seal the cavity of the corresponding rear cavity flame stabilizer 14. Here, sealing refers to closing the opening area of ​​the rear 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 unit bodies 20 located in the same column is s. 21 ;

[0055] When the rear multi-mode flame stabilizer 16 is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units 20 located in the same row is d. 22 The distance between two adjustable unit bodies 20 located in the same column 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 located in the same row is d. 23 The distance between two adjustable unit bodies 20 located in the same column is s. 23 , and s 23 22 d 23 >d 22 .

[0057] See Figure 5 ​​​As shown, in one implementation, the front-end multi-mode flame stabilizer 12 is connected to two adjustable units 20 in the same row via a connecting sleeve 23, the length of which is adjustable. The connecting sleeve 23 is connected to an actuation mechanism located on the outer side wall of the combustion chamber via a transverse connecting rod penetrating the side wall of the combustion chamber. This mechanism can drive the transverse connecting rod to move radially along the side wall. Specifically, a lug 24 can be provided in the middle of the connecting sleeve 23. One end of the transverse connecting rod is connected to the lug 24, and the other end is connected to an actuation mechanism penetrating the side wall of the combustion chamber. This mechanism drives the transverse connecting rod, which pulls the connecting sleeve 23 to translate radially along the front-end concave flame stabilizer 10, thereby achieving 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 sleeve 23 itself, thus achieving axial position adjustment of the adjustable unit 20.

[0058] See Figure 4 As shown, the radial slot width of the adjustable unit 20 is adjustable, where the radial slot width refers to the lateral thickness of a single adjustable unit 20. The adjustable unit 20 has two adjustment points: an initial slot width position P1 and an expanded slot width position P2. The radial slot width adjustment is achieved through the coordinated movement of the hinge link structure 21 and the hinge structure 22. Specifically, an annular sliding groove is provided inside the large-diameter hinge of the hinge structure 22 to accommodate the change in the circumferential length of the unit when switching between slot width positions P1 and P2.

[0059] In a specific implementation, a pull rod can also be set up so that it passes through the cavity of the corresponding front cavity flame stabilizer 10 and slides with the cavity to avoid connection. One end of the pull rod located outside the front cavity flame stabilizer 10 is connected to an actuation mechanism. The actuation mechanism enables the pull rod to drive the connecting sleeve 23, and then drive the corresponding adjustable unit 20 to translate radially along the front cavity flame stabilizer 10. The translation includes moving closer to or away from the inner wall of the front cavity flame stabilizer 10, thereby realizing the radial position adjustment of the adjustable unit 20.

[0060] The rear multi-mode flame stabilizer 16 is located between two adjustable units 20 in the same row, connected by a connecting sleeve 23. The length of the connecting sleeve 23 is adjustable. The connecting sleeve 23 is connected to an actuation mechanism located on the outer side wall of the combustion chamber via a transverse connecting rod penetrating the side wall of the combustion chamber. This mechanism can drive the transverse connecting rod to move radially along the side wall. Specifically, a lifting lug 24 can be provided in the middle of the connecting sleeve 23. One end of the transverse connecting rod is connected to the lifting lug 24, and the other end is connected to the actuation mechanism on the outer side wall of the combustion chamber. This mechanism drives the transverse connecting rod, which pulls the connecting sleeve 23 to translate radially along the rear concave flame stabilizer 14, thereby realizing the radial position adjustment of the adjustable unit 20. The distance between the two adjustable units 20 in the same row is controlled by extending or shortening the connecting sleeve 23, thereby realizing the axial position adjustment of the adjustable unit 20.

[0061] The front-stage multi-mode flame stabilizer fuel injector 13 is mounted on one of the two adjustable units 20 in the same row as the front-stage multi-mode flame stabilizer 12, near the airflow inlet end; the rear-stage multi-mode flame stabilizer fuel injector 17 is mounted on one of the two adjustable units 20 in the same row as the rear-stage multi-mode flame stabilizer 16, near the airflow inlet end. The fuel nozzles of the two front-stage multi-mode flame stabilizers 12 and the two rear-stage multi-mode flame stabilizers 16 located in the same column face opposite directions.

[0062] See Figures 1-3 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 region of the front cavity flame stabilizer 10, the front multi-mode flame stabilizer 12, the rear cavity flame stabilizer 14, and the rear multi-mode flame stabilizer 16. At the same time, there will be a flame propagation zone 19 connected to the high-temperature gas recirculation zone 18.

[0063] This disclosure also discloses a scramjet engine, including the wide-speed-range scramjet combustor as described above. Due to the use of multi-mode flame stabilization technology in the scramjet combustor, its lower operating speed range is widened to Mach 3.0–3.5. It can operate with a low equivalence ratio at Mach 3.0 and a high equivalence ratio at Mach 3.5, thus improving the overall performance of the scramjet combustor in the low-speed range and extending the effective operating range of the scramjet engine to Mach 3.0–7.0.

[0064] See Figure 11 As shown, this disclosure also discloses a combined power unit, 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, one above the other.

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

[0066] The high-speed turbine engine passage 1 has an upper intake regulating plate 5 at its intake port and an upper exhaust regulating plate 6 at its exhaust port; the scramjet engine passage 2 has a lower intake regulating plate 7 at its intake port and a lower exhaust regulating plate 8 at its exhaust port. The upper intake regulating plate 5, upper exhaust regulating plate 6, lower intake regulating plate 7, and lower exhaust regulating plate 8 are provided to facilitate the switching between the high-speed turbine engine 3 and the scramjet engine 4.

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

[0068] See Figure 13 As shown, during flight at Ma3.5 to 7.0, only the scramjet engine 4 is operational, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the lower intake regulating plate 7 and the lower exhaust regulating plate 8 are open.

[0069] In a combined propulsion system operating at speeds of Mach 3.0–3.5, the high-speed turbine engine 3 and the scramjet engine 4 operate simultaneously. The high-speed turbine engine 3 gradually shuts down while the scramjet engine 4 gradually activates, achieving seamless speed range transitions and complementary thrust characteristics. The concept of speed range transitions between the two engine types in a combined propulsion system is as follows: Figure 14 As shown, the main operating range of the Ma 0–3.5 high-speed turbine engine is Ma 0–3.0. Within Ma 3.0–3.5, it only has limited operational capability and gradually shuts down with increasing Mach number, resulting in a gradual decrease in thrust. Therefore, its speed range cannot be directly connected with that of the Ma 4.0–7.0 conventional scramjet engine. Applying a wide-speed-range scramjet combustor based on multi-mode flame stabilization technology to a conventional speed-range scramjet engine can broaden its lower operating speed range to Ma 3.0–3.5. At Ma 3.0, it can start with low equivalence ratio ignition. With increasing Mach number, the equivalence ratio gradually increases, and the thrust gradually increases, reaching a high equivalence ratio operating state at Ma 3.5, where the thrust meets requirements. Combining the operating characteristics of these two engine types, within Ma 3.0–3.5, both types of engines operate simultaneously, with the high-speed turbine engine gradually shutting down and the scramjet engine gradually starting. This achieves seamless speed range connection and complementary thrust characteristics, forming a combined power unit that can effectively operate within the Ma 0–7.0 range.

[0070] Specifically, when the flight Mach number is less than or equal to Ma3.0, the high-speed turbine engine 3 operates independently. As the aircraft accelerates, the scramjet engine channel 2 gradually transitions from a cold flow state to an ignition state, such as... Figure 7 As shown, both the front-end multi-mode flame stabilizer 12 and the rear-end multi-mode flame stabilizer 16 are in the lateral recovery low-resistance mode. Figure 6In the M1 section, the two adjustable units 20 of the front multi-mode flame stabilizer 12 located in the same row jointly block the cavity of the front cavity flame stabilizer 10 on the corresponding side, and the two adjustable units 20 of the rear multi-mode flame stabilizer 16 located in the same row jointly block the cavity of the rear cavity flame stabilizer 14 on the corresponding side. This effectively seals the opening area of ​​the cavity flame stabilizer, and the flow channel wall curve is approximately continuous, which helps the intake duct to quickly eliminate the bow shock wave in front of the inlet during acceleration, enabling it to start reliably.

[0071] During flight at Mach 3.0–3.5, the high-speed turbine engine 3 gradually shuts down, and the scramjet engine 4 gradually starts, with the fuel equivalence ratio in the scramjet combustion chamber continuously increasing. During this stage, if… Figure 8 As shown, the rear combustion section II of the scramjet combustor is the primary operating area, while the front combustion section I is the secondary operating area. In the rear combustion section II, the rear cavity flame stabilizer 14 and the rear multi-mode flame stabilizer 16 operate simultaneously, with the rear multi-mode flame stabilizer 16 in the large-slot-width center body flame stabilization mode M3. In the front combustion section I, only the front multi-mode flame stabilizer 12 operates, and it is in the small-slot-width side support plate flame stabilization mode M2, where only a small portion of the fuel is pre-mixed and combusted in the lateral region.

[0072] During flight at Mach numbers of Ma3.5–5.0, scramjet engine 4 operates independently, maintaining the scramjet combustion chamber fuel equivalence ratio at Φ = 0.8–1.0. During this phase, if… Figure 9 As shown, both the rear combustion section II and the front combustion section I of the scramjet combustor are the main working areas. In the rear combustion section II, the rear cavity flame stabilizer 14 and the rear multi-mode flame stabilizer 16 operate simultaneously, with the rear multi-mode flame stabilizer 16 in the small slot width side support flame stabilization mode M2. In the front combustion section I, only the front multi-mode flame stabilizer 12 operates, and it 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] During flight at Mach numbers of Ma5.0–7.0, scramjet engine 4 operates independently, maintaining the fuel equivalence ratio in the scramjet combustor at Φ = 0.8–1.0. During this phase, if… Figure 10 As shown, only the front combustion section I of the scramjet combustion chamber is the working area. The front cavity flame stabilizer 10 and the front multi-mode flame stabilizer 12 in the front combustion section I operate simultaneously, with the front multi-mode flame stabilizer 12 in the large-slot-width center body flame stabilization mode M3. The rear multi-mode flame stabilizer 16, located in the rear combustion section II, is in the lateral recovery low-resistance mode M1. The two adjustable units 20 in the same row of the rear multi-mode flame stabilizer 16 jointly block the cavity of the corresponding rear cavity flame stabilizer 14, effectively sealing the opening area of ​​the cavity flame stabilizer. This results in an approximately continuous flow channel wall curve, reducing flow channel resistance.

[0074] Because of the multi-mode flame stabilization technology employed in the scramjet combustor, its lower operating speed range is widened to Mach 3.0–3.5. It can operate with a low equivalence ratio at Mach 3.0 and a high equivalence ratio at Mach 3.5, improving the overall performance of the scramjet combustor in the low-speed range. This expands the effective operating range of the scramjet engine to Mach 3.0–7.0, reducing the upper limit of the operating speed range of the high-speed turbine engine in the combined power unit of the high-speed turbine engine and scramjet engine. This allows the high-speed turbine engine to mainly operate in the Mach 0–3.0 range, with a certain operating capability in the Mach 3.0–3.5 range, thereby reducing the overall technical difficulty of such combined power units.

[0075] It should be noted that in this disclosure, "front and back" refers to the forward and backward direction of the aircraft. Specifically, the upstream direction of the airflow is "front" and the downstream direction is "back".

[0076] The basic principles of this disclosure have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this disclosure are merely examples and not limitations, and should not be considered as essential features of each embodiment of this disclosure. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the scope of this disclosure to the necessity of employing the aforementioned specific details for implementation.

[0077] The block diagrams of devices, apparatuses, devices, and systems disclosed herein are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0078] Additionally, as used herein, the "or" used in a list of items beginning with "at least one" indicates a separate list, such that a list of, for example, "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 imply that the described example is preferred or better than other examples.

[0079] It should also be noted that in the systems and methods of this disclosure, the components or steps can be decomposed and / or recombined. These decompositions and / or recombinations should be considered as equivalent solutions to this disclosure.

[0080] Various changes, substitutions, and modifications can be made to the technology described herein without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of this disclosure is not limited to the specific aspects of the processes, machines, manufactures, events, means, methods, and actions described above. Currently existing or later-developed processes, machines, manufactures, events, means, methods, or actions that perform substantially the same function or achieve substantially the same result as the corresponding aspects described herein can be utilized. Therefore, the appended claims include such processes, machines, manufactures, 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 this 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 this disclosure. Therefore, this disclosure is not intended to be limited to the aspects shown herein, but rather to be carried out within the widest scope consistent with the principles and novel features disclosed herein.

[0082] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this disclosure to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. A wide-speed-range scramjet combustion chamber, characterized in that, It includes the front combustion stage (I) and the rear combustion stage (II); The front combustion section (I) includes a front flow channel wall, a front 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 installed on the wall in front of the front cavity flame stabilizer (10), and 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 cavity flame stabilizer; The post-combustion section (II) includes a post-flow channel wall, a post-cavity flame stabilizer (14), a post-wall fuel injector (15), and a post-multimode flame stabilizer (16). The inlet end of the post-cavity flame stabilizer (14) is connected to the outlet end of the front-cavity flame stabilizer (10) through a flow channel (9). The post-wall fuel injector (15) is fixedly installed on the wall in front of the post-cavity flame stabilizer (14). The post-multimode flame stabilizer (16) is located in the middle of the post-flow channel and is in the same axial position as the post-cavity flame stabilizer. The front-end multi-mode flame stabilizer (12) and the rear-end multi-mode flame stabilizer (16) both have a lateral recovery low-resistance mode, a small-slot wide side support plate flame stabilization mode, and a large-slot wide central body flame stabilization mode; the rear-end multi-mode flame stabilizer (16) has the same structure as the front-end multi-mode flame stabilizer (12). The front-end multi-mode flame stabilizer (12) includes four adjustable units (20); along the axial direction of the front-end concave flame stabilizer (10), every two adjustable units (20) form a row; along the radial direction of the front-end concave flame stabilizer (10), every two adjustable units (20) form a column. When the front-end 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 cavity of the front-end cavity flame stabilizer (10) on the corresponding side. 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 unit bodies (20) located in the same column is s. 11 ; When the front-end multi-mode flame stabilizer (12) is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units (20) located in the same row is d. 12 The distance between the two adjustable unit bodies (20) located in the same column is s. 12 , and s 12 11 d 12 >d 11 ;​ When the front-end 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 unit bodies (20) located in the same column is s. 13 , and s 13 12 d 13 >d 12 .​ 2. The wide-speed-range scramjet combustion chamber as described in claim 1, characterized in that, It also includes a front multi-mode flame stabilizer fuel injector (13) and a rear multi-mode flame stabilizer fuel injector (17); the front multi-mode flame stabilizer fuel injector (13) is mounted on the front multi-mode flame stabilizer (12); the rear multi-mode flame stabilizer fuel injector (17) is mounted on the rear multi-mode flame stabilizer (16).

3. The wide-speed-range scramjet combustion chamber as described in claim 2, characterized in that, 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 jointly block the cavity of the corresponding rear 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 the two adjustable unit bodies (20) located in the same column is s. 21 ; When the rear multi-mode flame stabilizer (16) is in the small slot wide side support flame stabilization mode, the distance between the two adjustable units (20) located in the same row is d. 22 The distance between the two adjustable unit bodies (20) located in the same column 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 unit bodies (20) located in the same column is s. 23 , and s 23 22 d 23 >d 22 .​ 4. The wide-speed-range scramjet combustion chamber as described in claim 3, characterized in that, The two adjustable units (20) located in the same row are connected by a connecting sleeve (23), the length of which is adjustable; the connecting sleeve (23) is connected to an actuation mechanism located on the outer side wall of the combustion chamber through a transverse connecting rod that passes through the side wall of the combustion chamber, and this mechanism can drive the transverse connecting rod to move radially along the side wall.

5. The wide-speed-range scramjet combustion chamber as described in claim 4, characterized in that, The front multi-mode flame stabilizer fuel injector (13) is installed on one of the two adjustable units (20) in the same row as the front multi-mode flame stabilizer (12) near the airflow inlet; the rear multi-mode flame stabilizer fuel injector (17) is installed on one of the two adjustable units (20) in the same row as the rear multi-mode flame stabilizer (16) near the airflow inlet.

6. A scramjet engine, characterized in that, Includes the wide-speed-range scramjet combustion chamber as described in any one of claims 1-5.

7. A combined power unit, characterized in that, It includes 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, one above the other. The high-speed turbine engine channel (1) is provided with a high-speed turbine engine (3), and the scramjet engine channel (2) is provided with a scramjet engine (4) as described in claim 6. The high-speed turbine engine channel (1) is provided with an upper intake adjustment plate (5) at the intake port and an upper exhaust adjustment plate (6) at the exhaust port; the scramjet engine channel (2) is provided with a lower intake adjustment plate (7) at the intake port and an lower exhaust adjustment plate (8) at the exhaust port.

8. The combined power unit as described in claim 7, characterized in that: When the combined power unit is in flight mode of Ma0 to 3.0, only the high-speed turbine engine (3) is working, the upper intake regulating plate (5) and the upper exhaust regulating plate (6) are open, the lower intake regulating plate (7) and the lower exhaust regulating plate (8) are also kept open, and the scramjet engine passage (2) is in a cold flow state. When the combined power unit is in flight mode of Ma3.5 to 7.0, only the scramjet engine (4) is working, the upper intake regulating plate (5) and the upper exhaust regulating plate (6) are closed, and the lower intake regulating plate (7) and the lower exhaust regulating plate (8) are open; When the combined power unit operates at a flight speed of Ma3.0 to 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 seamless connection of operating speed range and complementary thrust characteristics.

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