Coaxial parallel type turbo-ramjet combined engine and control method

Abstract

The invention provides a coaxial parallel type turbine ramjet combined engine and a control method, and relates to the field of aero-engines, by adopting a coaxial parallel type combined layout, adopting a structure that a turbine core engine is in the center and an annular ramjet engine is on an outer ring, sharing an adjustable axial symmetry air inlet channel and sharing an adjustable plug type exhaust nozzle, the turbine core engine and the annular ramjet engine are combined, and the coaxial parallel type turbine ramjet combined engine is formed. The space utilization rate and the structure integration degree are improved. According to the parallel layout of the turbine engine and the ramjet engine, mutual interference can be reduced, space utilization can be optimized, and the aerodynamic performance and the thrust-weight ratio are further improved. The air inlet adjusting assembly can flexibly adjust air flow distribution according to the change of the flight speed, it is ensured that different engines can obtain the needed air flow in different flight states, and the flight performance is optimized. And the exhaust adjusting assembly can dynamically optimize the exhaust flow by adjusting the throat areas of the turbine exhaust nozzle and the stamping exhaust nozzle, so that the thrust output and the flight performance are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular to a coaxial parallel-connected turboramjet combination engine and a control method thereof. Background Art

[0002] With the development of science and technology, people's pursuit of speed has never stopped. Hypersonic aircraft are becoming a research hotspot in the field of aerospace. Horizontal take-off and landing hypersonic aircraft can be used for a variety of purposes such as fast transportation, fast strike, military reconnaissance, etc., and at the same time, there is an urgent need for a new type of combined power with a wide speed range and large airspace. The relevant technologies of turbine engines, ramjet engines, and rocket engines are relatively mature. However, engines based on the above single power types cannot meet the propulsion needs of horizontal take-off and landing hypersonic aircraft, and combined cycle engines are born. At present, the common combined power schemes include turbine-based ramjet combined cycle engines (TBCC) and rocket-based ramjet combined cycle engines (RBCC), which make up for the shortcomings of single power, expand the working envelope, and improve the economy of power. For horizontal take-off and landing hypersonic aircraft in the atmosphere, RBCC engines have difficulty in thrust gain in the Ma0-2.5 low-speed stage, low specific impulse performance, and fuel consumption during take-off acceleration in this stage is as high as 50%, which is quite unfavorable to the requirements of improving range, speed, economy, etc. The TBCC engine has high unit thrust and specific impulse throughout the entire operating envelope, making it one of the ideal power solutions for horizontal take-off and landing hypersonic aircraft.

[0003] The turbine-based combined cycle engine (TBCC) integrates the advantages of turbine engines and ramjet engines in their respective applicable flight ranges, making it capable of conventional horizontal takeoff and landing, reusability, high reliability, excellent low-speed performance (in the Ma<3 stage, the theoretical specific impulse of the turbine engine is the highest among all types of engines), and low technical risk. It has become an ideal power unit for future hypersonic military and civilian aircraft, hypersonic cruise missiles, and two-stage orbital aerospace vehicles, and has a good prospect for engineering application. According to the relative position relationship when the turbine engine and the ramjet engine are combined, the TBCC engine can be divided into a series layout and a parallel layout. Among them, the coaxial layout can be divided into a coaxial series layout (the turbine engine and the ramjet engine are connected in series front and back, and a common combustion chamber for afterburner / ramjet is used), a coaxial surround type (the turbine engine is located in the center, and the ramjet engine channel surrounds the outside of the turbine engine, and each works independently): while the parallel layout often adopts a layout of separate independent channels for the turbine engine and the ramjet engine, and can be divided into an external parallel type and an internal parallel type according to different air intake methods.

[0004] However, the TBCC combined cycle engine based on the traditional mature off-the-shelf turbine engine still faces some key bottleneck problems in terms of structural integration and comprehensive performance, which restricts its engineering application. It is mainly reflected in: 1) The degree of spatial sharing and structural integration of the traditional independent parallel channel is relatively low, while the series type has a large change to the engine. There is instability in the combustion chamber during the mode conversion process, and it is more likely to burn the turbine engine blades when it works in the high Mach number range for a long time; 2) The wide range multi-channel inlet adjustment and matching, mode conversion adjustment, tail nozzle adjustment, etc. are greatly affected by the constraints of the combined layout type, and the contradiction between engine performance and variable structure adjustment freedom and structural weight is prominent: 3) The real-time output / supply of engine system power, integrated design and integration will be the key to comprehensive optimization. Therefore, it is necessary to propose holistic and innovative solutions for turbine and ramjet engines in terms of combined working mode, combined configuration layout, integrated design integration, etc., to achieve the comprehensive performance improvement of combined propulsion, so as to meet the requirements of higher efficiency and longer range hypersonic flight. Summary of the invention

[0005] In view of the defects of the prior art and the need for improvement, the present invention provides a coaxial parallel turboramjet combination engine and a control method, which subverts the traditional parallel combination form and innovatively adopts a coaxial parallel combination layout, with a structure in which the turbine core is in the center and the annular ramjet engine is in the outer ring, a shared adjustable axially symmetrical air inlet and a shared adjustable plug-type tail nozzle are used, so as to improve space utilization and structural integration, give full play to the respective performance advantages of the turbine engine and the ramjet engine and the structural advantages of the coaxial parallel connection, and aim to design a turboramjet combination engine scheme with a compact structure, higher integration, lighter weight, greater thrust-to-weight ratio, and meeting the high-performance working requirements of a wide Mach number.

[0006] The technical solution of the present invention is achieved as follows: the present invention provides a kind of.

[0007] In one aspect, the present invention provides a coaxial parallel turboramjet combination engine, comprising:

[0008] Body shell;

[0009] The fixed support plate is in a circular ring shape and is located inside the body shell. A ramjet inlet is formed between the outer wall of the fixed support plate and the inner wall of the body shell to provide airflow for the ramjet engine.

[0010] A turbine engine is arranged at the center of the fixed support plate;

[0011] A ramjet engine is arranged in the annular area between the fixed support plate and the fuselage casing;

[0012] An air intake adjustment assembly, comprising an air intake lip, a center cone and a flow splitter adjustment plate, wherein the air intake lip is coaxially fixedly arranged inside the fuselage shell and is located in front of the fixed support plate, the center cone is coaxially located inside the air intake lip, the conical surface of the center cone and the inner wall of the air intake lip form a first air intake, the first air intake is used for supplying airflow into the turbine engine, the center cone can translate forward and backward to achieve compression and capture of airflow at different flight Mach numbers; a second air intake is provided between the fuselage shell and the air intake lip, the flow splitter adjustment plate is located between the fixed support plate and the air intake lip, and the flow splitter adjustment plate is hinged on the fixed support plate and can be rotated to adjust the airflow entering the turbine engine and the ramjet engine from the second air intake;

[0013] The exhaust adjustment component includes a ram nozzle adjustment section, a tail nozzle common section and a plug cone. The tail nozzle common section is fixedly arranged at an end of a fixed support plate away from a center cone. The plug cone is coaxially located inside the tail nozzle common section. The two constitute a turbine tail nozzle. The plug cone can move forward and backward along the axial direction to adjust the throat area of ​​the turbine tail nozzle. The ram nozzle adjustment section is arranged inside the exhaust end of the body shell. The ram nozzle adjustment section and the tail nozzle common section constitute a ram nozzle. The ram nozzle adjustment section can expand or contract to adjust the throat area of ​​the ram nozzle.

[0014] On the basis of the above technical solution, preferably, the fixed support plate has a first center axis and a second center axis at the center, the first center axis and the second center axis are respectively fixed on the front and rear sides of the turbine engine, the tail of the center cone is fixedly connected to the first center axis through a first translation mechanism, and the front part of the plug cone is fixedly connected to the second center axis through a second translation mechanism.

[0015] Further, preferably, the air inlet lip is fixedly connected to the body shell through at least three circumferentially evenly arranged connecting plates.

[0016] On the basis of the above technical solution, preferably, the inlet lip includes a contraction section and an equidistant section that are connected to each other, the contraction section gradually increases in size from the front opening, the equidistant sections have equal widths, the conical surface of the central cone and the inner wall of the contraction section form a first inlet, the outer side of one end of the equidistant section away from the contraction section has a first inclined mating surface, the diverter adjustment plate is an annular cylindrical structure, the inner side of one end of the diverter adjustment plate away from the fixed support plate has a second inclined mating surface, and the second mating surface is connected to the first mating surface.

[0017] On the basis of the above technical solution, preferably, the opening of the common section of the tail nozzle gradually decreases from front to rear.

[0018] On the basis of the above technical solution, preferably, the turbine engine includes a main shaft, rotor blades, stator blades and a stator fixing seat, the stator fixing seat is fixedly arranged on the inner wall of the fixed support plate, the main shaft is coaxially located at the center of the stator fixing seat, the rotor blades are arranged at intervals in the axial direction of the main shaft, the stator blades are arranged at intervals in the axial direction of the stator fixing seat, the rotor blades and the stator blades are staggered, and a turbine combustion chamber is also arranged in the middle and rear part of the axial direction of the turbine engine, and the turbine combustion chamber is located between the stator fixing seat and the main shaft.

[0019] On the basis of the above technical solution, preferably, the moving stroke of the central cone and the plug cone and the flight Mach number satisfy the following relationship:

[0020] When the flight Mach number is ≤2.0, the center cone is at the rear end, the throat area of ​​the first air inlet is at the maximum, and the plug cone is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine engine tail nozzle;

[0021] When 2.0<flight Mach number≤3.0, the center cone gradually moves forward as the flight Mach number increases, the plug cone moves backward, and the ramjet tail nozzle throat expands slightly;

[0022] When the flight Mach number is greater than 3.0, the center cone moves to the front end, completely closing the first air inlet and forcing all the airflow to enter the ramjet engine. The plug cone moves to the rear end, and the ramjet tail nozzle throat gradually expands to its maximum as the Mach number increases.

[0023] On the basis of the above technical solution, preferably, 所述 The rotation angle of the diverter plate and the current flight Mach number satisfy the following relationship:

[0024] When the flight Mach number is ≤2.0, the diverter plate completely closes the ramjet inlet, and all the airflow enters the turbine engine;

[0025] When the flight Mach number is 2.0<≤3.0, the splitter adjustment plate is partially opened to distribute the airflow to the turbine engine and ramjet engine in proportion;

[0026] When the flight Mach number is greater than 3.0, the diverter adjustment plate completely closes the air inlet between the fixed support plate and the inlet lip, and all the airflow enters the ramjet engine.

[0027] On the basis of the above technical solution, preferably, the ramjet tail nozzle adjustment section is composed of a plurality of retractable high temperature resistant alloy sheets, each alloy sheet is synchronously expanded or contracted by a driving mechanism, and the expansion angle and the current flight Mach number satisfy the following relationship:

[0028] When the flight Mach number is ≤3.0, the ramjet tail nozzle regulating section maintains the minimum throat area;

[0029] When 3.0<flight Mach number≤6.0, the ramjet tail nozzle regulating section gradually expands;

[0030] When the flight Mach number is greater than 6.0, the ramjet tail nozzle regulating section expands into a pure expansion configuration without a geometric throat.

[0031] In a second aspect, the present invention provides a control method for a coaxial parallel turboramjet combination engine, wherein the coaxial parallel turboramjet combination engine is suitable for a flight Mach number range of 0-7, where Ma is the current incoming flow Mach number:

[0032] When 0<Ma≤2.0, the center cone is located at the rear end, the flow splitter plate contacts the inner wall of the body shell, the airflow all enters the turbine core, the plug cone is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine tail nozzle. At this time, the combined engine is in the turbine working mode;

[0033] When 2.0<Ma≤3.0, the center cone moves forward, and the flow divider plate changes in the middle position according to the incoming flow to meet the needs of airflow distribution. The airflow enters the turbine core engine and the ramjet engine at the same time, the plug cone moves backward, and the ramjet tail nozzle throat is slightly expanded. The combined engine is in the turbine and ramjet joint working mode;

[0034] When 3.0<Ma≤6.0, the center cone moves to the front end, the flow divider adjustment plate contacts the inlet lip, the airflow all enters the ramjet inlet channel, the plug cone is at the rear end, the ramjet tail nozzle throat expands to the maximum value, and the combined engine works in the sub-combustion ramjet working mode;

[0035] When 6.0<Ma≤7.0, the center cone moves to the front end, the diverter adjustment plate contacts the inlet lip, the airflow all enters the ramjet inlet channel, the plug cone is at the rear end, the ramjet tail nozzle is in a pure expansion configuration, and the combined engine operates in the scramjet working mode.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] (1) By adopting a coaxial parallel combination layout, with the turbine core engine in the center and the annular ramjet engine in the outer ring, a shared adjustable axisymmetric air intake and a shared adjustable plug-type tail nozzle, the space utilization rate and structural integration are improved, and the performance advantages of the turbine engine and the ramjet engine as well as the structural advantages of the coaxial parallel connection are fully utilized. Among them, the parallel layout of the turbine engine and the ramjet engine can reduce mutual interference and optimize space utilization, further improving aerodynamic performance and thrust-to-weight ratio. The air intake adjustment component can flexibly adjust the airflow distribution according to the change of flight speed through the cooperation of the center cone, the diverter adjustment plate and the second air intake, ensuring that different engines can obtain the required airflow under different flight conditions and optimizing flight performance. The exhaust adjustment component can dynamically optimize the exhaust flow by adjusting the throat area of ​​the turbine tail nozzle and the ramjet tail nozzle, thereby improving thrust output and flight performance.

[0038] (2) By surrounding the ramjet engine on the outside of the turbine engine, the diameter of the ramjet engine's annular inlet duct is larger, which can provide a larger air flow, effectively improve the thrust output, and increase the engine's flight Mach number. In addition, the ramjet engine's annular inlet channel is more suitable for the uniform flow of high-speed airflow. Compared with the inlet channel with a circular cross-section, the annular cross-section allows the airflow to flow more evenly along the annular channel after entering the combustion chamber, reducing the turbulence of the airflow and the generation of vortices; the fuel can be sprayed more evenly along the annular wall, and better contact and mix with the air flowing along the annular channel, thereby improving the combustion efficiency and having better propulsion performance.

[0039] (3) Through the design of the common section of the tail nozzle, the turbine tail nozzle and the ramjet tail nozzle share a structural component, which further saves space and simplifies the exhaust structure, reduces structural complexity, and improves the overall compactness of the combined engine. At the same time, the turbine engine and the ramjet engine maintain their own exhaust regulation, thereby achieving optimal exhaust flow control in different flight stages, ensuring that the two engines can efficiently adjust thrust in different working stages (such as takeoff, cruising, acceleration, etc.) and optimize flight performance.

[0040] (4) Through the limited structural adjustment method inside the engine, the turbine mode, turbine-ramjet transition mode, subsonic ramjet mode, and scramjet mode can be adjusted and controlled. Through the variable structural adjustment of components, efficient thermal matching and mode conversion control requirements in an extremely wide range of working Mach numbers can be achieved, thereby better exerting the full-envelope propulsion performance advantages of the turboramjet combination engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 A schematic diagram of the overall structure of a coaxial parallel turboramjet combination engine provided by an embodiment of the present invention;

[0043] Figure 2 A schematic diagram of the structure of a turbine engine and an air intake adjustment assembly provided in an embodiment of the present invention;

[0044] Figure 3 A schematic diagram of the operation of a coaxial parallel turboramjet combination engine provided by an embodiment of the present invention when 0<Ma≤2.0;

[0045] Figure 4 A schematic diagram of the operation of a parallel turboramjet combination engine provided by an embodiment of the present invention when 2.0<Ma≤3.0;

[0046] Figure 5 A schematic diagram of the operation of a coaxial parallel turboramjet combination engine provided by an embodiment of the present invention when 3.0<Ma≤6.0;

[0047] Figure 6 A schematic diagram of the operation of a coaxial parallel turboramjet combination engine provided by an embodiment of the present invention when 6.0<Ma≤7.0;

[0048] Reference numerals:

[0049] 1. Body shell; 2. Fixed support plate; C. Ram inlet; 3. Turbine engine; 4. Ramjet engine; 5. Inlet adjustment assembly; 51. Inlet lip; 52. Center cone; 53. Diverter adjustment plate; Q1. First inlet; Q2. Second inlet; 6. Exhaust adjustment assembly; 61. Ram nozzle adjustment section; 62. Common section of nozzle; 63. Plug cone; Z1. First center axis; Z2. Second center axis; P1. First translation mechanism; P2. Second translation mechanism; 511. Contraction section; 512. Equidistant section; 31. Main shaft; 32. Rotor blades; 33. Stator blades; 34. Stator fixing seat; 30. Turbine combustion chamber; 5121. First mating surface; 531. Second mating surface. DETAILED DESCRIPTION

[0050] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0051] like Figure 1 As shown, combined Figure 2 The embodiment of the present invention discloses a coaxial parallel turbine ramjet combination engine, including a body shell 1, a fixed support plate 2, a turbine engine 3, a ramjet engine 4, an intake adjustment component 5 and an exhaust adjustment component 6.

[0052] The engine housing 1 is the outer protective layer of the engine, which is responsible for wrapping and supporting the internal components and forms the basic shape of the engine.

[0053] The fixed support plate 2 is cylindrical and is located inside the body shell 1 . A ram inlet C is formed between the outer wall of the fixed support plate 2 and the inner wall of the body shell 1 to provide airflow for the ramjet engine 4 .

[0054] In this embodiment, the turbine engine 3 is located at the center of the fixed support plate 2 and is the core part of the entire engine system. The turbine engine 3 usually plays a leading role in low Mach number flight, provides efficient thrust, and exhibits good performance in low-speed stages (such as take-off and climbing stages). Placing the turbine engine 3 in the center and the ramjet 4 outside the turbine engine 3 can maximize the use of space and reduce the interference between the turbine engine 3 and the ramjet 4, ensuring that they can work independently and efficiently. This layout also helps to improve the efficiency of airflow guidance.

[0055] Accordingly, the ramjet 4 is placed in the annular area between the fixed support plate 2 and the fuselage outer shell 1. The ramjet 4 usually provides the main thrust in the hypersonic flight stage. By arranging the ramjet 4 in the annular area between the fixed support plate 2 and the outer shell, this design can not only save space, but also make full use of the air flow provided by this area to improve the aerodynamic performance.

[0056] Specifically, the ramjet 4 surrounds the outside of the turbine engine 3, and the annular air inlet of the ramjet 4 has a larger diameter, which can provide a larger air flow, effectively improve the thrust output, and increase the flight Mach number of the engine. In addition, the annular air inlet channel of the ramjet 4 is more suitable for the uniform flow of high-speed airflow. Compared with the air inlet channel with a circular cross-section, the annular cross-section allows the airflow to flow more evenly along the annular channel after entering the combustion chamber, reducing the turbulence of the airflow and the generation of vortices; the fuel can be more evenly sprayed along the annular wall surface, and better contact and mix with the air flowing along the annular channel, thereby improving the combustion efficiency and having better propulsion performance.

[0057] In addition, the turbine engine 3 is placed in the center, and the ramjet engine 4 is arranged outside the turbine engine 3. The outer annular ramjet engine 4 can more efficiently utilize the structure of the body shell 1, and the entire engine structure is more compact, reducing the overall size and weight, which helps to improve the thrust-to-weight ratio. In addition, through this structural arrangement, in terms of thermal management, the temperature of the turbine engine 3 is higher when it is working. Placing the turbine engine 3 on the inside can make it easier to concentrate cooling, while the ramjet engine 4 on the outside can better use the external airflow for heat dissipation.

[0058] The air intake adjustment component 5 is used to adjust the airflow and optimize the airflow distribution under different flight Mach number conditions. Specifically, the air intake adjustment component 5 disclosed in this embodiment includes an air intake lip 51, a center cone 52 and a flow splitter adjustment plate 53.

[0059] Among them, the air inlet lip 51 is coaxially fixed inside the body shell 1 and is located in front of the fixed support plate 2. The function of the air inlet lip 51 is to guide the airflow into the turbine engine 3 or the ramjet engine 4.

[0060] The central cone 52 is coaxially located inside the air inlet lip 51. The conical surface of the central cone 52 and the inner wall of the air inlet lip 51 form a first air inlet Q1. The first air inlet Q1 is used to supply airflow into the turbine engine 3. The central cone 52 can be translated forward and backward to achieve compression and capture of airflow at different flight Mach numbers. Specifically, when the central cone 52 translates backward, the throat area of ​​the first air inlet Q1 increases, and the airflow is captured to the maximum extent. At this time, when the flight Mach number is low, the airflow enters the turbine engine 3 to a greater extent. When the central cone 52 translates forward, the throat area of ​​the first air inlet Q1 decreases, and the compression effect on the incoming flow is enhanced. At this time, the flight Mach number gradually increases, and part of the airflow enters the turbine engine 3 through the first air inlet Q1, and part of the airflow enters the ramjet engine 4 through the ram inlet C.

[0061] The diverter adjustment plate 53 is used to adjust the airflow entering the turbine engine 3 and the ramjet engine 4. In this embodiment, a second air inlet Q2 is provided between the fuselage casing 1 and the air inlet lip 51. The diverter adjustment plate 53 is located between the fixed support plate 2 and the air inlet lip 51, and the diverter adjustment plate 53 is hinged on the fixed support plate 2 and can be rotated to adjust the airflow entering the turbine engine 3 and the ramjet engine 4 from the second air inlet Q2.

[0062] In this embodiment, the second air inlet duct Q2 introduces the incoming air flow into the engine. The second air inlet duct Q2 and the diverter adjustment plate 53 complement each other and serve as a bridge connecting the air inlet and the two engines (the turbine engine 3 and the ramjet engine 4). It plays a key role in the distribution and adjustment of the airflow, which is specifically analyzed as follows.

[0063] The second air inlet Q2 is located between the air inlet lip 51 and the fuselage shell 1, and is one of the main channels for airflow to enter the engine system. The second air inlet Q2 can flexibly guide the airflow to the turbine engine 3 and the ramjet engine 4. Especially during flight, as the flight speed changes, the second air inlet Q2 can cooperate with the diversion regulating plate 53 to adjust the airflow to ensure that both engines can obtain the required airflow. Through the control of the diversion regulating plate 53, the second air inlet Q2 ensures the balanced distribution of the airflow, so that the engine relies on the turbine engine 3 at low speed and relies more on the ramjet engine 4 at high speed, thereby optimizing the flight performance.

[0064] In this embodiment, when only the turbine engine 3 is required to work, the diverter adjustment plate 53 rotates and contacts the inner wall of the body casing 1. At this time, a part of the air entering the second air inlet duct Q2 enters the turbine engine 3 through the channel between the air inlet duct lip 51 and the fixed support plate 2 under the action of the diverter adjustment plate 53. At the same time, a part of the air will directly enter the turbine engine 3 through the first air inlet duct Q1. The air in the second air inlet duct Q2 will not enter the ram inlet duct C under the action of the diverter adjustment plate 53, and thus will not enter the ramjet engine 4.

[0065] When the turbine engine 3 and the ramjet engine 4 work together, the diverter adjustment plate 53 rotates a certain angle, so that part of the air entering the second air inlet Q2 enters the turbine engine 3, and part of it enters the ramjet engine 4. When only the ramjet engine 4 works, the diverter adjustment plate 53 rotates to close the channel between the air inlet lip 51 and the fixed support plate 2. At this time, all the air entering the second air inlet Q2 enters the ramjet engine 4 through the ramjet inlet C. At the same time, the inner wall of the first air inlet Q1 is in contact with the central cone 52, and no airflow enters the turbine engine 3.

[0066] Through the coordination of the splitter adjustment plate 53 and the center cone 52, and in combination with the second air inlet duct Q2, the air inlet adjustment assembly 5 can accurately adjust the airflow under different flight conditions, thereby ensuring that the aircraft engine system can operate efficiently and stably in the low-speed to high-speed range, and optimizing thrust, fuel efficiency and flight performance.

[0067] In this embodiment, the first air inlet Q1 and the second air inlet Q2 are combined to make the engine air inlet of this embodiment external parallel type, and the turbine engine and the ramjet engine have independent air inlets, which can be optimized for subsonic / transonic speed (turbine mode) and supersonic / hypersonic speed (ramjet mode). Two independent air inlets can reduce aerodynamic interference between each other, reduce thrust fluctuations, and improve reliability and stability in the mode conversion stage.

[0068] The present invention further provides an exhaust regulating assembly 6 for controlling the exhaust flow of the ramjet engine 4 and the turbine engine 3 . Specifically, the exhaust regulating assembly 6 includes a ramjet tail nozzle regulating section 61 , a tail nozzle common section 62 and a plug cone 63 .

[0069] The common section 62 of the tail nozzle is fixedly arranged at one end of the fixed support plate 2 away from the center cone 52, and the plug cone 63 is coaxially located inside the common section 62 of the tail nozzle. The two constitute the turbine tail nozzle, and the plug cone 63 can move forward and backward along the axial direction to adjust the throat area of ​​the turbine tail nozzle. By adjusting the position of the plug cone 63, the throat area of ​​the turbine tail nozzle can be accurately controlled, affecting the exhaust flow rate and thrust output. This design helps to optimize the performance of the turbine engine 3 in different flight stages (especially low-speed and supersonic flight).

[0070] The ramjet tail nozzle adjustment section 61 is arranged inside the exhaust end of the fuselage shell 1. The ramjet tail nozzle adjustment section 61 and the tail nozzle common section 62 constitute the ramjet tail nozzle. The ramjet tail nozzle adjustment section 61 can expand or contract to adjust the throat area of ​​the ramjet tail nozzle. This expandable and contractible design enables the ramjet tail nozzle to dynamically adjust the throat area in different flight stages (such as the transition from low speed to supersonic speed), thereby optimizing the thrust of the ramjet engine 4.

[0071] In the above embodiment, through the design of the tail nozzle common section 62, the turbine tail nozzle and the ramjet tail nozzle share a structural component, which further saves space and simplifies the exhaust structure, reduces the structural complexity, and improves the overall compactness of the combined engine. At the same time, the turbine engine and the ramjet engine maintain their own exhaust regulation, so as to achieve the best exhaust flow control in different flight stages, ensuring that the two engines can efficiently adjust the thrust in different working stages (such as take-off, cruising, acceleration, etc.) to optimize the flight performance.

[0072] In the above embodiment, if Figure 1-6As described above, the horizontal movement of the center cone 52 to the left is defined as forward movement, and the horizontal movement of the center cone 52 to the right is defined as backward movement. Correspondingly, the horizontal movement of the plug cone 63 to the left is defined as forward movement, and the horizontal movement of the plug cone 63 to the right is defined as backward movement.

[0073] In this embodiment, the moving stroke of the central cone 52 and the plug cone 63 and the flight Mach number satisfy the following relationship:

[0074] When the flight Mach number is ≤2.0, the center cone 52 is at the rear end position, the throat area of ​​the first air inlet Q1 is at the maximum value, and the plug cone 63 is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine tail nozzle;

[0075] When 2.0<flight Mach number≤3.0, the center cone 52 gradually moves forward as the flight Mach number increases, the plug cone 63 moves backward, and the ramjet tail nozzle throat is slightly enlarged;

[0076] When the flight Mach number is greater than 3.0, the center cone 52 moves to the front end, completely closing the first air inlet Q1, forcing all the airflow to enter the ramjet engine 4, and the plug cone 63 moves to the rear end, and the ramjet tail nozzle throat expands to the maximum value.

[0077] In this embodiment, the rotation angle of the diverter adjustment plate 53 and the current flight Mach number satisfy the following relationship:

[0078] When the flight Mach number is ≤2.0, the diverter regulating plate 53 completely closes the ram inlet C, and the airflow all enters the turbine engine 3;

[0079] When 2.0<flight Mach number≤3.0, the flow dividing regulating plate 53 is partially opened to distribute the airflow to the turbine engine 3 and the ramjet engine 4 in proportion;

[0080] When the flight Mach number is greater than 3.0, the diverter adjustment plate 53 completely closes the air inlet between the fixed support plate 2 and the air inlet lip, and all the airflow enters the ramjet 4.

[0081] In this embodiment, the ramjet tail nozzle adjustment section 61 is composed of a plurality of retractable high temperature resistant alloy sheets, each of which is synchronously expanded or contracted by a driving mechanism, and the expansion angle and the current flight Mach number satisfy the following relationship:

[0082] When the flight Mach number is ≤3.0, the ramjet tail nozzle regulating section 61 maintains the minimum throat area;

[0083] When 3.0<flight Mach number≤6.0, the ramjet tail nozzle regulating section 61 gradually expands;

[0084] When the flight Mach number is greater than 6.0, the ramjet tail nozzle regulating section 61 expands into a pure expansion configuration without a geometric throat.

[0085] As some embodiments, the fixed support plate 2 has a first center axis Z1 and a second center axis Z2 at the center, and the first center axis Z1 and the second center axis Z2 are respectively fixed on the front and rear sides of the turbine engine 3. The tail of the center cone 52 is fixedly connected to the first center axis Z1 through a first translation mechanism P1, and the front part of the plug cone 63 is fixedly connected to the second center axis Z2 through a second translation mechanism P2.

[0086] By adopting the above technical solution, the first translation mechanism P1 is used to realize the forward and backward translation of the central cone 52 so as to adjust the cross-sectional area and airflow capture efficiency of the first air inlet Q1. The second translation mechanism P2 is used to realize the forward and backward translation of the plug cone 63. By adjusting the position of the plug cone 63, the throat area of ​​the turbine tail nozzle can be accurately controlled, thereby affecting the exhaust flow rate and thrust output of the turbine engine 3.

[0087] In the above embodiment, the first translation mechanism P1 and the second translation mechanism P2 have the same structure and can be hydraulic, electric or pneumatic devices.

[0088] In order to fix the air inlet lip 51 on the inner side of the body shell 1, the solution adopted in this embodiment is: the air inlet lip 51 is fixedly connected to the body shell 1 by at least three circumferentially evenly arranged connecting plates, so that the air inlet lip 51 can be coaxially fixed inside the body shell 1 and be located on the front side of the fixed bracket, and at the same time, a second air inlet duct Q2 is formed between the air inlet lip 51 and the body shell 1, and the incoming air enters the interior of the engine through the second air inlet duct Q2.

[0089] As some preferred embodiments, the inlet lip 51 includes a contraction section 511 and an equidistant section 512 that are connected to each other. The contraction section 511 gradually increases from the front opening, and the equidistant section 512 has an equal width. The conical surface of the center cone 52 and the inner wall of the contraction section 511 form the first inlet Q1. With the above technical solution, the function of the contraction section 511 is to facilitate the change of the cross-sectional area of ​​the first inlet Q1 under the cooperation of the movement of the center cone 52, and to adjust the airflow capture efficiency and compression degree according to different flight states, so as to optimize the air intake of the turbine engine 3. The setting of the equidistant section 512 maintains the stable flow of the airflow, which helps to prevent the airflow from being unevenly disturbed when the turbine engine is working, ensures that the airflow is more uniform when entering the turbine engine 3, and provides a stable airflow for the turbine engine 3.

[0090] The outer side of the end of the equidistant section 512 away from the contraction section 511 has an inclined first mating surface 5121, and the diverter adjustment plate 53 is an annular cylindrical structure, and the inner side of the end of the diverter adjustment plate 53 away from the fixed support plate 2 has an inclined second mating surface 531, and the second mating surface 531 is used to connect with the first mating surface 5121. By setting the inclined first mating surface 5121 and the second mating surface 531, when it is necessary to close the channel between the equidistant section 512 and the fixed support plate 2, the diverter adjustment plate 53 can be rotated to make the second mating surface 531 contact with the first mating surface 5121, which can ensure that the connection is tightly matched, and prevent the air of the second air intake duct Q2 from entering the turbine engine 3 through the connection. At the same time, due to the inclined matching setting of the first mating surface 5121 and the second mating surface 531, the position of the diverter adjustment plate 53 will be limited when it is rotated to the horizontal direction, and it will not continue to rotate, so as to avoid rotation overload.

[0091] As some embodiments, the opening of the common section 62 of the tail nozzle gradually decreases from front to back. Such a structural arrangement allows the throat cross-sectional area formed by the outer wall of the plug cone 63 and the inner wall of the common section 62 of the tail nozzle to gradually decrease from front to back when the plug cone 63 moves back and forth in the common section 62 of the tail nozzle. In this way, the exhaust flow rate can be increased and the thrust can be increased.

[0092] As some embodiments, the turbine engine 3 includes a main shaft 31, rotor blades 32, stator blades 33 and a stator fixing seat 34. The stator fixing seat 34 is fixedly arranged on the inner wall of the fixed support plate 2. The main shaft 31 is coaxially located at the center of the stator fixing seat. The rotor blades 32 are arranged at intervals in the axial direction of the main shaft 31. The stator blades 33 are arranged at intervals in the axial direction of the stator fixing seat 34. The rotor blades 32 and the stator blades 33 are staggered. A turbine combustion chamber 30 is also arranged in the middle and rear part of the turbine engine 3 in the axial direction. The turbine combustion chamber 30 is located between the stator fixing seat 34 and the main shaft 31.

[0093] The staggered arrangement of the rotor blades 32 and the stator blades 33 optimizes the dynamic effect of the airflow, and the relative movement of the rotor blades 32 and the stator blades 33 helps to more efficiently convert the thermal energy of the airflow into mechanical energy, reducing energy losses. The staggered layout can also reduce airflow interference between blades, thereby improving the overall efficiency of the engine.

[0094] The arrangement position of the turbine combustion chamber 30 helps the turbine blades to quickly obtain heat energy after the airflow enters, thereby increasing thrust and speed. The axially designed turbine engine 3 helps to reduce the resistance of airflow, improve the movement efficiency of the fluid, and avoid energy loss caused by airflow turning. In addition, the axial layout makes the size of the turbine engine 3 more compact, adapts to the design of an efficient intake system, saves space and reduces the overall weight.

[0095] Since the turbine engine 3 and the ramjet engine 4 are in a parallel structure, they can work together according to different flight stages of the aircraft. The coaxial parallel structure can provide take-off and climbing thrust through the turbine engine 3 at low speeds, and provide more efficient thrust output through the ramjet engine 4 at high speeds. The entire system can maintain an efficient working state at different flight speeds.

[0096] The present invention also provides a control method for a coaxial parallel turbine ramjet combination engine. The coaxial parallel turbine combination engine is suitable for a flight Mach number range of 0-7, where Ma is the current incoming flow Mach number.

[0097] When 0<Ma≤2.0, the combined engine is in turbine operation mode. Figure 3 As shown, the air flow velocity is relatively small, the central cone 52 is located at the rear end, the diverter adjustment plate 53 is in contact with the inside of the body shell 1, the ram air intake channel is closed, and the air flow in the second air intake duct Q2 all passes through and enters the turbine core engine. The plug cone 63 is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine tail nozzle to meet Ma=1 at the throat of the tail nozzle of the turbine engine 3.

[0098] When 2.0<Ma≤3.0, the combined engine works in the mode of turbine and ramjet 4 working together and the ramjet 4 is in the sub-combustion working mode. Figure 4 As shown, due to the increase in the incoming flow Mach number, the center cone 52 moves forward, and the throat cross-sectional area of ​​the first air inlet Q1 is reduced, so as to better compress the air to capture the incoming flow. The splitter adjustment plate 53 changes in the middle position according to the incoming flow to meet the needs of airflow distribution at all times. The airflow enters the turbine engine 3 and the ramjet inlet channel at the same time, and the turbine core engine and the ramjet engine 4 work in coordination. At the same time, the plug cone 63 moves backward to reduce the throat area of ​​the turbine tail nozzle.

[0099] When 3.0<Ma≤6.0, the combined engine works in the ramjet mode, and the ramjet engine 4 works in the sub-combustion mode. Figure 5 As shown in FIG. 1 , the center cone 52 moves to the front end, closing the first inlet Q1, the flow splitter adjustment plate 53 contacts the inlet lip 51, and the airflow all enters the ram inlet channel. The plug cone 63 is at the rear end, closing the turbine exhaust channel. The throat area of ​​the ram nozzle gradually expands to the maximum as the incoming flow Mach number increases, and it is still a Laval nozzle at this time.

[0100] When 6.0<Ma≤7.0, the combined engine operates in the ramjet mode, and the ramjet engine 4 operates in the scramjet mode. Figure 6As shown, the center cone 52 moves to the front end, closing the first inlet channel Q1, the flow splitter adjustment plate 53 contacts the inlet channel lip 51, and the airflow all enters the ram inlet channel. The plug cone 63 is at the rear end, closing the turbine exhaust channel. The ram tail nozzle expands into an expansion nozzle without a geometric throat to meet the exhaust requirements at this time.

[0101] The present invention can meet the requirements of regulation and control of turbine mode, turbine-ramjet transition mode, subsonic ramjet mode and scramjet mode through the limited structural adjustment method inside the engine. Through the variable structural adjustment of components, efficient thermal matching and mode conversion control requirements in an extremely wide working Mach number range can be achieved, thereby better exerting the full-envelope propulsion performance advantages of the turboramjet combination engine.

[0102] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A coaxial parallel turboramjet combination engine, characterized in that: include: Body shell (1); The fixed support plate (2) is cylindrical and is located inside the body shell (1). A ramjet inlet (C) is formed between the outer wall of the fixed support plate (2) and the inner wall of the body shell (1) to provide airflow for the ramjet engine (4); A turbine engine (3) is arranged at the center of the fixed support plate (2); A ramjet engine (4) is arranged in an annular area between the fixed support plate (2) and the body shell (1); An air intake adjustment component (5) comprises an air intake duct lip (51), a central cone (52) and a flow dividing adjustment plate (53), wherein the air intake duct lip (51) is coaxially fixedly arranged inside a body shell (1) and is located in front of a fixed support plate (2), the central cone (52) is coaxially located inside the air intake duct lip (51), the conical surface of the central cone (52) and the inner wall of the air intake duct lip (51) form a first air intake duct (Q1), and the first air intake duct (Q1) is used to supply airflow into a turbine engine ( 3), the central cone (52) can be translated forward and backward to achieve compression and capture of airflow at different flight Mach numbers; a second air inlet (Q2) is provided between the fuselage shell (1) and the air inlet lip (51), a flow splitter adjustment plate (53) is located between the fixed support plate (2) and the air inlet lip (51), and the flow splitter adjustment plate (53) is hinged on the fixed support plate (2) and can be rotated to adjust the airflow entering the turbine engine (3) and the ramjet engine (4) from the second air inlet (Q2); The exhaust adjustment component (6) comprises a ram nozzle adjustment section (61), a nozzle common section (62) and a plug cone (63). The nozzle common section (62) is fixedly arranged at one end of the fixed support plate (2) away from the center cone (52). The plug cone (63) is coaxially located inside the nozzle common section (62). The two constitute a turbine nozzle. The plug cone (63) can move forward and backward along the axial direction to adjust the throat area of ​​the turbine nozzle. The ram nozzle adjustment section (61) is arranged inside the exhaust end of the body shell (1). The ram nozzle adjustment section (61) and the nozzle common section (62) constitute a ram nozzle. The ram nozzle adjustment section (61) can expand or contract to adjust the throat area of ​​the ram nozzle.

2. The coaxial parallel turboramjet combination engine according to claim 1, characterized in that: The fixed support plate (2) has a first central axis (Z1) and a second central axis (Z2) at the center thereof. The first central axis (Z1) and the second central axis (Z2) are respectively fixed to the front and rear sides of the turbine engine (3). The tail of the central cone (52) is fixedly connected to the first central axis (Z1) via a first translation mechanism (P1), and the front of the plug cone (63) is fixedly connected to the second central axis (Z2) via a second translation mechanism (P2).

3. The coaxial parallel turboramjet combination engine according to claim 1, characterized in that: The air inlet lip (51) is fixedly connected to the machine body shell (1) via at least three circumferentially evenly arranged connection plates.

4. The coaxial parallel turboramjet combination engine according to claim 2, characterized in that: The air inlet lip (51) comprises a contraction section (511) and an equidistant section (512) which are connected to each other. The contraction section (511) gradually increases in size from the front opening, and the equidistant section (512) has an opening of equal width. The conical surface of the central cone (52) and the inner wall of the contraction section (511) form a first air inlet (Q1). The outer side of one end of the equidistant section (512) away from the contraction section (511) has an inclined first mating surface (5121). The flow splitter adjustment plate (53) is an annular cylindrical structure. The inner side of one end of the flow splitter adjustment plate (53) away from the fixed support plate (2) has an inclined second mating surface (531), and the second mating surface (531) is used to connect with the first mating surface (5121).

5. The coaxial parallel turboramjet combination engine according to claim 2, characterized in that: The tail nozzle common section (62) gradually narrows its opening from front to rear.

6. The coaxial parallel turboramjet combination engine according to claim 1, characterized in that: The turbine engine (3) comprises a main shaft (31), rotor blades (32), stator blades (33) and a stator fixing seat (34); the stator fixing seat (34) is fixedly arranged on the inner side wall of the fixing support plate (2); the main shaft (31) is coaxially located at the center of the stator fixing seat (34); the rotor blades (32) are arranged at intervals in the axial direction of the main shaft (31); the stator blades (33) are arranged at intervals in the axial direction of the stator fixing seat (34); the rotor blades (32) and the stator blades (33) are arranged in an alternating manner; a turbine combustion chamber (30) is also arranged at the rear part in the axial direction of the turbine engine (3); the turbine combustion chamber (30) is located between the stator fixing seat (34) and the main shaft (31).

7. The coaxial parallel turboramjet combination engine according to claim 1, characterized in that: The moving strokes of the central cone (52) and the plug cone (63) and the flight Mach number satisfy the following relationship: When the flight Mach number is ≤2.0, the center cone (52) is at the rear end position, the throat area of ​​the first air inlet (Q1) is at the maximum value, and the plug cone (63) is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine tail nozzle; When 2.0<flight Mach number≤3.0, the center cone (52) gradually moves forward as the flight Mach number increases, the plug cone (63) moves backward, and the ramjet tail nozzle throat is slightly enlarged; When the flight Mach number is greater than 3.0, the center cone (52) moves to the front end, completely closing the first air inlet (Q1), forcing all the airflow to enter the ramjet engine (4), and the plug cone (63) moves to the rear end, and the ramjet tail nozzle throat gradually expands to a maximum as the Mach number increases.

8. The coaxial parallel turboramjet combination engine according to claim 7, characterized in that: The rotation angle of the diverter adjustment plate (53) and the current flight Mach number satisfy the following relationship: When the flight Mach number is ≤2.0, the diverter regulating plate (53) completely closes the ramjet inlet (C), and the airflow all enters the turbine engine (3); When the flight Mach number is 2.0 < ≤ 3.0, the flow dividing regulating plate (53) is partially opened to distribute the airflow to the turbine engine (3) and the ramjet engine (4) in proportion; When the flight Mach number is greater than 3.0, the flow splitter adjustment plate (53) completely closes the air inlet between the fixed support plate (2) and the air inlet lip, and the airflow all enters the ramjet engine (4).

9. The coaxial parallel turboramjet combination engine according to claim 7, characterized in that: The ramjet tail nozzle adjustment section (61) is composed of a plurality of retractable high temperature resistant alloy sheets, each alloy sheet is synchronously expanded or contracted by a driving mechanism, and the expansion angle and the current flight Mach number satisfy the following relationship: When the flight Mach number is ≤3.0, the ramjet tail nozzle regulating section (61) maintains a minimum throat area; When 3.0<flight Mach number≤6.0, the ramjet tail nozzle regulating section (61) gradually expands; When the flight Mach number is greater than 6.0, the ramjet tail nozzle regulating section (61) expands into a pure expansion configuration without a geometric throat.

10. A control method for a coaxial parallel turboramjet combination engine according to any one of claims 1 to 9, characterized in that: The coaxial parallel turbine combination engine is suitable for a flight Mach number range of 0-7, where Ma is the current incoming flow Mach number: When 0<Ma≤2.0, the central cone (52) is located at the rear end, the flow splitter adjustment plate (53) contacts the inner wall of the body shell (1), the airflow all enters the turbine core engine, and the plug cone (63) is located at the rear end and gradually moves forward to expand the throat area of ​​the turbine tail nozzle. At this time, the combined engine is in the turbine working mode; When 2.0<Ma≤3.0, the center cone (52) moves forward, the flow dividing regulating plate (53) changes in the middle position according to the incoming flow to meet the needs of airflow distribution, the airflow enters the turbine core engine and the ramjet engine (4) at the same time, the plug cone (63) moves backward, the throat of the ramjet tail nozzle is slightly expanded, and the combined engine is in the turbine and ramjet joint working mode; When 3.0<Ma≤6.0, the center cone (52) moves to the front end, the flow dividing regulating plate (53) contacts the air inlet lip (51), the airflow all enters the ramjet air inlet channel, the plug cone (63) is at the rear end, the ramjet tail nozzle throat expands to the maximum value, and the combined engine operates in the sub-combustion ramjet working mode; When 6.0<Ma≤7.0, the center cone (52) moves to the front end, the flow splitter adjustment plate (53) contacts the inlet lip (51), the airflow all enters the ramjet inlet channel, the plug cone (63) is at the rear end, the ramjet tail nozzle is in a pure expansion configuration, and the combined engine operates in a scramjet operating mode.

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