Rotary detonation engine with pneumatic resistance reduction and adjustable oil supply partition

Abstract

The invention provides a rotary detonation engine with pneumatic resistance reduction and adjustable oil supply partition, and belongs to the technical field of engines, the rotary detonation engine comprises an air inlet assembly, a fuel injection assembly, a combustion section assembly and an exhaust cone, and the air inlet assembly comprises an air inlet mounting flange, an air inlet outer cylinder, a fairing cone, a supporting plate, an air inlet inner cylinder and an air inlet rear flange; the combustion section assembly comprises a combustion section mounting flange, a diffusion section, a combustion outer barrel and a combustion inner barrel, the diffusion section is connected with the tail of the air inlet inner barrel, the front end of the combustion inner barrel is connected with the diffusion section, the tail end of the combustion inner barrel is connected with the exhaust cone, and one end of the combustion outer barrel is connected with the combustion section mounting flange; a fuel oil injection assembly with pneumatic resistance reduction and adjustable oil supply subareas is arranged between the combustion section mounting flange and the air inlet rear flange, and an oil injection area of the fuel oil injection assembly is located in the air flow channel. According to the scheme, through fuel oil partition control, the detonation engine can normally work under different air inlet flows, and the performance of the detonation engine is improved.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones. Background Art

[0002] Two types of combustion waves exist in nature: slow combustion waves and detonation waves. Slow combustion waves represent an isobaric combustion process. In slow combustion waves, the pressure density of the burned products decreases, and the wave propagates at subsonic speeds relative to the reactants. Detonation waves propagate at supersonic speeds relative to the reactants, and the pressure density of the burned products increases, resulting in a combustion process similar to isochoric combustion. Notably, compared to slow combustion waves of isobaric combustion, detonation waves have higher thermal cycle efficiency due to their lower entropy increase. Therefore, the application of detonation combustion in aviation power plants is expected to significantly increase the theoretical upper limit of engine performance. This technology has broad application prospects, potentially improving power output efficiency while reducing fuel consumption and emissions, bringing significant potential advantages to the future of aviation.

[0003] The fuel injection direction of most existing detonation engines is fixed. After the fuel injection direction is fixed, the oil and gas distribution of the fuel in the combustion section is basically determined, and the oil and gas distribution in the combustion section is also affected by the air flow rate. This leads to uneven fuel distribution in some areas, which in turn affects the operation of the detonation engine. Summary of the Invention

[0004] In view of this, an embodiment of the present application provides a rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply partitioning. In order to obtain better fuel distribution in the combustion section under different intake flow rates, precise control of fuel partitioning is achieved by controlling the fuel injection in different areas under different intake flow rates, so that the detonation engine can work normally under different intake flow rates.

[0005] The embodiment of the present application provides a rotary detonation engine with aerodynamic drag reduction and adjustable fuel supply partition, comprising an intake assembly, a fuel injection assembly, a combustion section assembly and an exhaust cone arranged in sequence, the intake assembly comprising an intake mounting flange, an intake outer cylinder, a straightening cone, a support plate, an intake inner cylinder and an intake rear flange, the tail end of the straightening cone is connected to the intake inner cylinder, the straightening cone and the intake inner cylinder are respectively fixed to the intake outer cylinder through support plates, and the two ends of the intake outer cylinder are respectively connected to the intake mounting flange and the intake rear flange; the combustion section assembly comprises a fuel injection assembly, a fuel injection assembly, a combustion section assembly and an exhaust cone, the intake assembly comprises an intake mounting flange, an intake outer cylinder, a straightening cone, a support plate, an intake inner cylinder and an intake rear flange, the tail end of the straightening cone is connected to the intake inner cylinder, the straightening cone and the intake inner cylinder are respectively fixed to the intake outer cylinder through support plates, and the two ends of the intake outer cylinder are respectively connected to the intake mounting flange and the intake rear flange; the combustion section assembly comprises a fuel injection assembly, a fuel injection assembly, a fuel injection assembly, a combustion section assembly The combustion section mounting flange, the diffuser section, the combustion outer cylinder and the combustion inner cylinder, the diffuser section is connected to the tail end of the intake inner cylinder, the front end of the combustion inner cylinder is connected to the diffuser section, the tail end of the combustion inner cylinder is connected to the exhaust cone, the end of the combustion outer cylinder close to the intake outer cylinder is connected to the combustion section mounting flange, and a fuel injection assembly with aerodynamic drag reduction and adjustable fuel supply partitioning is arranged between the combustion section mounting flange and the intake rear flange. The fuel injection area of ​​the fuel injection assembly is located in the gas flow channel formed between the combustion section mounting flange, the intake rear flange and the intake inner cylinder.

[0006] According to a specific implementation method of an embodiment of the present application, the fuel injection assembly is detachably arranged, and the fuel injection assembly includes multiple external fuel supply pipes, multiple fuel supply ring pipes, multi-layer internal fuel supply pipes, an aerodynamic drag reduction structure and multi-layer fuel injection holes. The aerodynamic drag reduction structure is located in the gas flow channel formed between the combustion section mounting flange, the intake rear flange and the intake inner cylinder, and the multi-layer fuel injection holes are located inside the aerodynamic drag reduction structure. The external fuel supply pipe extends from between the intake rear flange and the combustion section mounting flange and is connected to the external fuel supply end. One end of each fuel supply ring pipe is connected to an external fuel supply pipe, and the other end of each fuel supply ring pipe is connected to a layer of internal fuel supply pipe, and a layer of internal fuel supply pipe is connected to a layer of fuel injection holes. The multi-layer fuel injection holes are arranged in layers inside the aerodynamic drag reduction structure along the airflow direction. Each layer of fuel holes controls the fuel distribution in different areas. By individually controlling the fuel injection of each layer of fuel holes, the zoning and combined regulation of the fuel in the combustion section is achieved.

[0007] According to a specific implementation method of an embodiment of the present application, the external profile of the aerodynamic drag reduction structure includes four different outer curves and a straight line segment, the four different outer curves are the first curve L1, the second curve L2, the third curve L3 and the fourth curve L4, the first curve L1 and the third curve L3 are connected and are respectively located on the upper and lower sides of the front end of the aerodynamic drag reduction structure, the first curve L1 and the third curve L3 form a structure that gradually expands along the airflow direction, one end of the second curve L2 is connected to a section of the straight line segment, the other end of the straight line segment is connected to one end of the fourth curve L4, and the other end of the fourth curve L4 is connected to the third curve L3, the second curve L2 and the fourth curve L4 are respectively located on the upper and lower sides of the tail end of the aerodynamic drag reduction structure, the second curve L2 and the fourth curve L4 form a structure that gradually contracts along the airflow direction, and the area between the first curve L1 and the second curve L2 is the internal oil supply pipe circulation area.

[0008] According to a specific implementation of an embodiment of the present application, four different shape curves are generated using a quadratic fitting function. Assume that the fitting function of the first curve is y1, the fitting function of the second curve is y2, the fitting function of the third curve is y3, and the fitting function of the fourth curve is y4. The expressions of y1, y2, y3, and y4 are respectively: y1=-0.0038x1 2 +0.3355x1+0.0213, y2=-0.0388x2 2 +0.1027x2+7.3759, y3=0.0038x3 2 -0.3355x3-0.0213, y4=0.0388x4 2 -0.1027x4-7.3759.

[0009] According to a specific implementation method of an embodiment of the present application, the axial length of the first curve L1 is set to 0~45mm, the axial length of the second curve L2 is set to 15~45mm, the axial length of the third curve L3 is set to 0~45mm, and the axial length of the fourth curve L4 is set to 15~45mm.

[0010] According to a specific implementation method of the embodiment of the present application, the fuel injection holes are set to three layers, which are marked as the first layer of fuel injection holes, the second layer of fuel injection holes and the third layer of fuel injection holes in sequence along the air flow direction; the center line of the first layer of fuel injection holes is at an angle of 90 degrees to the horizontal axis, and the first layer of fuel injection holes includes upper and lower rows of holes for injection, which controls the fuel distribution within the upper and lower 90-degree areas; the center line of the second layer of fuel injection holes is at an angle of 90 degrees to the horizontal axis, and the second layer of fuel injection holes includes upper and lower rows of holes for injection, which controls the fuel distribution within the upper and lower 90-degree areas; the center line of the third layer of fuel injection holes includes angles of -45 degrees, 0 degrees and 45 degrees to the horizontal axis respectively, and the third layer of fuel injection holes includes upper, middle and lower rows of holes for injection, which controls the fuel distribution within the -45-degree, 0-degree and 45-degree areas respectively.

[0011] According to a specific implementation of the embodiment of the present application, each row of holes in each layer of oil injection holes is composed of 60 to 180 small injection holes with a diameter of 0.2 mm to 0.5 mm.

[0012] According to a specific implementation of an embodiment of the present application, the rotating detonation engine further includes a sealing gasket, and the combustion section mounting flange, the intake rear flange and the sealing gasket jointly clamp the fuel injection assembly.

[0013] According to a specific implementation of the embodiment of the present application, both sides of the oil supply ring tube are circular and flat contact surfaces, and the contact surfaces are used to be compressed and sealed with the sealing gasket through external bolts.

[0014] According to a specific implementation of the embodiment of the present application, the type of fuel introduced into the external fuel supply pipe is liquid hydrocarbon fuel, and the liquid hydrocarbon fuel includes RP-3, RP-5 and gasoline.

[0015] Beneficial effects: The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply partition in the embodiment of the present application has a removable and replaceable fuel injection assembly. If the fuel injection hole is blocked during use, the fuel injection assembly can be removed and replaced with a new fuel injection assembly without delaying the use of the detonation engine; the fuel injection assembly can aerodynamically reduce drag, and has the effect of reducing airflow resistance and improving intake uniformity; the fuel injection assembly can control the fuel distribution in different areas, realize the partitioning and combined regulation of the fuel in the combustion section, and ensure the stable operation of the rotating detonation engine under different intake flow rates. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0017] Figure 1 An assembly diagram of a rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to an embodiment of the present invention; Figure 2 is a schematic diagram of a central cross-sectional structure of an assembly diagram according to an embodiment of the present invention; Figure 3 is a partially enlarged schematic diagram of a cross-sectional view of a fuel injection assembly according to an embodiment of the present invention; Figure 4 is a schematic diagram of a fuel injection assembly according to an embodiment of the present invention; Figure 5 is a partially enlarged schematic diagram of the first layer of oil injection holes according to one embodiment of the present invention; Figure 6 is a partially enlarged schematic diagram of the second layer of oil injection holes according to one embodiment of the present invention; Figure 7 is a schematic diagram of an outline curve fitting function of a first curve L1 according to an embodiment of the present invention; Figure 8 is a schematic diagram of a profile curve fitting function of a second curve L2 according to an embodiment of the present invention; Figure 9 is a schematic diagram of a profile curve fitting function of a third curve L3 according to an embodiment of the present invention; Figure 10is a schematic diagram of a profile curve fitting function of a fourth curve L4 according to an embodiment of the present invention; Figure 11 is a flow chart of constructing a profile curve fitting function according to one embodiment of the present invention; Figure 12 is a velocity vector diagram of the exterior of a fuel injection assembly according to an embodiment of the present invention; Figure 13 FIG. 4 is a typical fuel distribution diagram at a central cross section according to an embodiment of the present invention.

[0018] In the figure: 1-air intake assembly, 2-fuel injection assembly, 3-combustion section assembly, 4-exhaust cone, 5-air intake mounting flange, 6-air intake outer cylinder, 7-rectifier cone, 8-support plate, 9-air intake inner cylinder, 10-air intake rear flange, 11-sealing gasket, 12-external fuel supply pipe, 13-fuel supply ring pipe, 14-internal fuel supply pipe, 15-aerodynamic drag reduction structure, 16-first layer fuel injection hole, 17-second layer fuel injection hole, 18-third layer fuel injection hole, 19-combustion section mounting flange, 20-diffuser section, 21-combustion outer cylinder, 22-combustion inner cylinder. DETAILED DESCRIPTION

[0019] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0020] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the features in the following embodiments and embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of this application.

[0021] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on this application, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement an apparatus and / or practice a method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this apparatus and / or practice this method.

[0022] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. The illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0023] Additionally, in the following description, specific details are provided to provide a thorough understanding of the examples. However, one skilled in the art will appreciate that the aspects described can be practiced without these specific details.

[0024] The embodiment of the present application provides a rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply partition, as shown below. Figures 1 to 13 Provide a detailed description.

[0025] In one embodiment, referring to Figure 1 and Figure 2, a rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply partition, comprising an intake assembly 1, a fuel injection assembly 2, a combustion section assembly 3 and an exhaust cone 4 arranged in sequence, the intake assembly 1 comprising an intake mounting flange 5, an intake outer cylinder 6, a straightening cone 7, a support plate 8, an intake inner cylinder 9 and an intake rear flange 10, the tail end of the straightening cone 7 is connected to the intake inner cylinder 9, the straightening cone 7 and the intake inner cylinder 9 are respectively fixed to the intake outer cylinder 6 through the support plate 8, and the two ends of the intake outer cylinder 6 are respectively connected to the intake mounting flange 5 and the intake rear flange 10; the combustion section assembly 3 comprises a combustion section mounting flange 19, an expansion The compression section 20, the combustion outer cylinder 21 and the combustion inner cylinder 22, the diffusion section 20 is connected to the tail of the intake inner cylinder 9, the front end of the combustion inner cylinder 22 is connected to the diffusion section 20, the tail end of the combustion inner cylinder 22 is connected to the exhaust cone 4, the end of the combustion outer cylinder 21 close to the intake outer cylinder 6 is connected to the combustion section mounting flange 19, and a fuel injection assembly 2 with aerodynamic drag reduction and adjustable fuel supply partitioning is arranged between the combustion section mounting flange 19 and the intake rear flange 10. The injection area of ​​the fuel injection assembly 2 is located in the gas flow channel formed between the combustion section mounting flange 19, the intake rear flange 10 and the intake inner cylinder 9.

[0026] During specific implementation, the intake flange is used to connect the front-end air source, and the air is introduced into the rotating detonation engine; the intake outer cylinder 6, the rectifying cone 7, the support plate 8, and the intake inner cylinder 9 are used to reduce the air flow area and increase the air flow speed; the intake rear flange 10 and the combustion section mounting flange 19 are used to connect the intake assembly 1 and the combustion assembly; for the diffuser section 20, the air flow is decelerated after passing through the diffuser section 20, which is beneficial to the evaporation and mixing of the fuel; the combustion outer cylinder 21 and the combustion inner cylinder 22 realize detonation organization combustion; the exhaust cone 4 is used to discharge the products of the detonation combustion along the exhaust cone 4.

[0027] In one embodiment, the entire detonation engine is 1347 mm long, the air intake mounting flange 5 is 30 mm thick and 794 mm in diameter, there are 36 bolt holes, and the bolt hole diameter is 17.5 mm. The entire engine is made of stainless steel through machining. The air intake mounting flange 5 is connected to the air source interface on the equipment through bolts to introduce air into the detonation engine.

[0028] Furthermore, the intake outer cylinder 6 has an outer diameter of 638 mm, an inner diameter of 615 mm, and a length of 446 mm. It is manufactured by rolling and welding stainless steel plates. The front and rear ends of the intake outer cylinder 6 are connected to the intake mounting flange 5 and the intake rear flange 10 by welding. The intake outer cylinder 6 provides an external flow channel for the air entering the detonation engine.

[0029] Furthermore, the rectifying cone 7 has an outer diameter of 495 mm and an inner diameter of 475 mm. It has a hemispherical structure and is manufactured by rolling and welding stainless steel plates. The rear end of the rectifying cone 7 is connected to the air intake inner tube 9 by welding. The rectifying cone 7 is used to rectify the airflow, reduce the airflow flow area, and increase the airflow speed.

[0030] Furthermore, the support plate 8 is 40 mm high and 20 mm thick and is manufactured from stainless steel plates. Eight support plates 8 are evenly distributed circumferentially within the entire intake detonation engine. The angle between the support plates 8 is 45 degrees. The support plates 8 are connected to the intake outer tube 6 and the intake inner tube 9 by welding. The support plates 8 connect the intake outer tube 6 and the intake inner tube 9 and are used to fix the intake inner tube 9.

[0031] Furthermore, the intake inner tube 9 is 212 mm long, with an outer diameter of 495 mm and an inner diameter of 475 mm on the left side, and an outer diameter of 564 mm and an inner diameter of 544 mm on the right side. It is manufactured by rolling and welding stainless steel plates. The intake inner tube 9 is connected to the straightening cone 7 and the diffuser section 20 by welding. The intake inner tube 9 provides an internal flow channel for the air entering the detonation engine, while reducing the airflow flow area and increasing the airflow speed.

[0032] Furthermore, the intake rear flange 10 has a thickness of 30 mm, a diameter of 794 mm, 36 bolt holes, and a bolt hole diameter of 17.5 mm. The entire structure is made of stainless steel through machining. The intake rear flange 10, the combustion section mounting flange 19, and the sealing gasket 11 jointly clamp the fuel injection assembly 2 to prevent the airflow in the detonation engine from leaking to the outside.

[0033] In one embodiment, referring to Figures 3 to 6 The fuel injection assembly 2 is detachable and includes multiple external fuel supply pipes 12, multiple fuel supply ring pipes 13, multi-layer internal fuel supply pipes 14, an aerodynamic drag reduction structure 15 and multi-layer fuel injection holes. The aerodynamic drag reduction structure 15 is located in the gas flow channel formed between the combustion section mounting flange 19, the intake rear flange 10 and the intake inner tube 9. The multi-layer fuel injection holes are located inside the aerodynamic drag reduction structure 15. The external fuel supply pipe 12 extends from between the intake rear flange 10 and the combustion section mounting flange 19 and is connected to the external fuel supply end. One end of each fuel supply ring pipe 13 is connected to an external fuel supply pipe 12, and the other end of each fuel supply ring pipe 13 is connected to a layer of internal fuel supply pipe 14. A layer of internal fuel supply pipe 14 is connected to a layer of fuel injection holes. The multi-layer fuel injection holes are arranged in layers inside the aerodynamic drag reduction structure 15 along the airflow direction. Each layer of fuel holes controls the fuel distribution in different areas. By individually controlling the fuel injection of each layer of fuel holes, the zoning and combined regulation of the fuel in the combustion section is realized.

[0034] In a specific implementation, the aerodynamic drag reduction structure 15 is generated by four upper and lower shape curve fitting functions to reduce intake pressure loss and improve intake uniformity.

[0035] Specifically, the external profile of the aerodynamic drag reduction structure 15 includes four different outer curves and a straight line segment. The four different outer curves are the first curve L1, the second curve L2, the third curve L3 and the fourth curve L4. The first curve L1 and the third curve L3 are connected and are respectively located on the upper and lower sides of the front end of the aerodynamic drag reduction structure 15. The first curve L1 and the third curve L3 form a structure that gradually expands along the airflow direction. One end of the second curve L2 is connected to a section of the straight line segment, and the other end of the straight line segment is connected to one end of the fourth curve L4. The other end of the fourth curve L4 is connected to the third curve L3. The second curve L2 and the fourth curve L4 are respectively located on the upper and lower sides of the tail end of the aerodynamic drag reduction structure 15. The second curve L2 and the fourth curve L4 form a structure that gradually contracts along the airflow direction. The area between the first curve L1 and the second curve L2 is the flow area of ​​the internal oil supply pipe 14.

[0036] Furthermore, four different shape curves are generated using a quadratic fitting function, referring to Figures 7 to 10 , let the fitting function of the first curve be y1, the fitting function of the second curve be y2, the fitting function of the third curve be y3, and the fitting function of the fourth curve be y4. The expressions of y1, y2, y3 and y4 are: y1=-0.0038x1 2 +0.3355x1+0.0213, y2=-0.0388x2 2 +0.1027x2+7.3759, y3=0.0038x3 2 -0.3355x3-0.0213, y4=0.0388x4 2 -0.1027x4-7.3759.

[0037] Furthermore, the axial length of the first curve L1 is set to 0-45 mm, the axial length of the second curve L2 is set to 15-45 mm, the axial length of the third curve L3 is set to 0-45 mm, and the axial length of the fourth curve L4 is set to 15-45 mm.

[0038] In specific implementation, the construction process of the shape curve fitting function can be found in Figure 11. First, determine the throat height of the detonation engine, preliminarily design the aerodynamic drag reduction structure 15 model, use CFD software to calculate the flow field of the aerodynamic drag reduction structure 15, analyze the pressure loss and outlet velocity uniformity of the structure, and if the parameters meet the design requirements, adopt this structure. If the parameters do not meet the requirements, change the L1 to L4 shape curves, establish a geometric model, and recalculate the flow field. The aerodynamic drag reduction structure 15 is made of stainless steel material through mechanical processing. The aerodynamic drag reduction structure 15 divides the airflow into two layers, reducing gas resistance and improving intake uniformity. For further information, refer to Figure 5 The aerodynamic drag reduction structure 15 provides space for the first layer of oil injection holes 16, the second layer of oil injection holes 17, and the third layer of oil injection holes 18. Figure 12 It can be found that the airflow basically flows close to the body after passing through the aerodynamic drag reduction structure 15, and no obvious airflow separation phenomenon occurs, which verifies the role of the aerodynamic drag reduction structure 15 in reducing gas resistance and improving intake uniformity.

[0039] In one embodiment, the fuel injection holes are arranged in three layers, which are marked in sequence along the air flow direction as the first layer of fuel injection holes 16, the second layer of fuel injection holes 17 and the third layer of fuel injection holes 18; the center line of the first layer of fuel injection holes 16 is at an angle of 90 degrees to the horizontal axis, and the first layer of fuel injection holes 16 includes two rows of holes, upper and lower, for spraying, controlling the fuel distribution within the upper and lower 90-degree areas; the center line of the second layer of fuel injection holes 17 is at an angle of 90 degrees to the horizontal axis, and the second layer of fuel injection holes 17 includes two rows of holes, upper and lower, for spraying, controlling the fuel distribution within the upper and lower 90-degree areas; the center line of the third layer of fuel injection holes 18 is at an angle of -45 degrees, 0 degrees and 45 degrees to the horizontal axis respectively, and the third layer of fuel injection holes 18 includes three rows of holes, upper, middle and lower, for spraying, controlling the fuel distribution within the -45-degree, 0-degree and 45-degree areas respectively.

[0040] Furthermore, each row of holes in each layer of oil injection holes is composed of 60 to 180 small injection holes with a diameter of 0.2 mm to 0.5 mm.

[0041] For specific implementation, see Figure 4 , Figure 4 This is a schematic diagram of the fuel injection structure. The external fuel supply pipes 12 (three in total, connected to the internal fuel supply pipe 14 and the fuel supply ring pipe 13) have an outer diameter of 16 mm, an inner diameter of 12 mm, and a length of 200 mm. They can be pre-assembled or machined, and are made of stainless steel. Three external fuel supply pipes 12 are distributed circumferentially, each at a 45-degree angle. They connect to the equipment's three fuel lines, each with its own independent control of fuel flow and pressure. The external fuel supply pipes 12 are used to introduce external fuel into the fuel supply ring pipe 13.

[0042] In one embodiment, the oil supply ring 13 has an outer diameter of 675 mm, an inner diameter of 615 mm, and a length of 30 mm. It is manufactured from stainless steel through machining. The oil supply ring 13 connects the external oil supply pipe 12 and the internal oil supply pipe 14 via welding. It is also secured to the sealing gasket 11 via the intake rear flange 10 and the combustion section mounting flange 19 via bolts to prevent gas leakage from the detonation engine.

[0043] For specific implementation, see Figure 3 , Figure 3 This is a partial enlarged schematic cross-sectional view of the fuel injection structure. There are three internal fuel supply pipes (14), three external fuel supply pipes (12), and three fuel supply ring pipes (13). The third internal fuel supply pipe (14) (connected to the third external fuel supply pipe (12) and the third fuel supply ring pipe (13)) has an outer diameter of 10 mm, an inner diameter of 4 mm, and a length of 20 mm. It can be pre-assembled or machined, and is made of stainless steel. The third internal fuel supply pipe (14) is welded to the third fuel supply ring pipe (13) and the aerodynamic drag reduction structure (15). The third internal fuel supply pipe (14) directs fuel from the third fuel supply ring pipe (13) to the third layer of fuel injection holes (18) in the aerodynamic drag reduction structure (15). The third layer of fuel injection holes (18) has three rows of small injection holes at -45, 0, and 45 degrees, respectively, to control fuel distribution in these three directions.

[0044] Further, see Figure 5 , Figure 5 This is a partially enlarged schematic diagram of the first layer of fuel injection holes 16. The first internal fuel supply pipe 14 (connected to the first external fuel supply pipe 12 and the first fuel supply ring pipe 13, respectively) has an outer diameter of 10mm, an inner diameter of 4mm, and a length of 20mm. It can be pre-assembled or machined, and is made of stainless steel. The first internal fuel supply pipe 14 is connected to the first fuel supply ring pipe 13 and the aerodynamic drag reduction structure 15 by welding. The first internal fuel supply pipe 14 directs fuel from the first fuel supply ring pipe 13 to the first layer of fuel injection holes 16 in the aerodynamic drag reduction structure 15. The first layer of fuel injection holes 16 has two rows of small injection holes at -90 and 90 degrees, respectively, to control fuel distribution in the two directions.

[0045] Further, see Figure 6 , Figure 6This is a partially enlarged schematic diagram of the second layer of fuel injection holes 17. The second internal fuel supply pipe 14 (connected to the second external fuel supply pipe 12 and the second fuel supply ring pipe 13, respectively) has an outer diameter of 10 mm, an inner diameter of 4 mm, and a length of 20 mm. It can be pre-assembled or machined, and is made of stainless steel. The second internal fuel supply pipe 14 is welded to the second fuel supply ring pipe 13 and the aerodynamic drag reduction structure 15. The second internal fuel supply pipe 14 directs fuel from the second fuel supply ring pipe 13 to the second layer of fuel injection holes 17 in the aerodynamic drag reduction structure 15. The second layer of fuel injection holes 17 has two rows of small injection holes at -90 and 90 degrees, respectively, to control fuel distribution in the two directions.

[0046] Furthermore, the combustion section mounting flange 19 has a thickness of 30 mm, a diameter of 794 mm, 36 bolt holes, and a bolt hole diameter of 17.5 mm. The entire structure is made of stainless steel through machining. The combustion section mounting flange 19, the intake rear flange 10, and the sealing gasket 11 jointly clamp the fuel injection assembly 2 to prevent the airflow in the detonation engine from leaking to the outside.

[0047] Furthermore, the diffuser section 20 is 40 mm long, with an outer diameter of 564 mm and an inner diameter of 544 mm on the left side, and an outer diameter of 539 mm and an inner diameter of 519 mm on the right side. It is manufactured by rolling and welding stainless steel plates. The diffuser section 20 is connected to the air intake inner tube 9 by welding. Its function is to slow down the diffusion and increase the evaporation and mixing of the fuel.

[0048] Furthermore, the combustion outer cylinder 21 is 285 mm in length, 659 mm in outer diameter, and 639 mm in inner diameter. It is manufactured by rolling and welding stainless steel sheets. The combustion outer cylinder 21 is connected to the combustion section mounting flange 19 by welding. The combustion outer cylinder 21 provides an external flow channel for detonation organization combustion.

[0049] Furthermore, the combustion inner cylinder 22 has a length of 285 mm, an outer diameter of 539 mm, and an inner diameter of 519 mm. It is manufactured by rolling and welding stainless steel plates. The combustion inner cylinder 22 is connected to the diffuser section 20 by welding. The combustion inner cylinder 22 provides an external flow channel for detonation organization combustion.

[0050] Furthermore, the exhaust cone 4 has a length of 539 mm, an outer diameter of 539 mm, and an inner diameter of 519 mm. It is manufactured by rolling and welding stainless steel plates and is used to guide the discharge of gas after detonation combustion.

[0051] In one embodiment, the rotating detonation engine further comprises a sealing gasket 11. The combustion section mounting flange 19, the intake rear flange 10 and the sealing gasket 11 together clamp the fuel injection assembly 2. The sealing gasket 11 is used to prevent the internal airflow of the rotating detonation engine from leaking to the outside.

[0052] In one embodiment, both sides of the oil supply ring tube 13 are annular flat contact surfaces, which are used to be compressed and sealed with the sealing gasket 11 by external bolts.

[0053] In one embodiment, the fuel type flowing into the external fuel supply pipe 12 is liquid hydrocarbon fuel, and the liquid hydrocarbon fuel includes RP-3, RP-5 and gasoline.

[0054] For specific implementation, see Figure 13 , Figure 13 This is a typical fuel distribution diagram at the center section. Fluent software is used to perform fuel atomization simulation calculation. From the fuel distribution, the fuel is uniform in space, which is conducive to the detonation and stable operation of the detonation engine.

[0055] Furthermore, referring to Table 1, Table 1 shows the fuel injection combination method. Under different intake air flow rates, fuel injection is performed by controlling the three-layer fuel injection holes. Different injection combination methods are selected, with a total of 7 combined working conditions. This can achieve better fuel distribution at 5% to 100% of the design flow rate, thereby ensuring the stable operation of the rotating detonation engine.

[0056] Table 1 Fuel injection combination

[0057] The embodiments provided by the present invention have the following beneficial effects: The fuel injection assembly 2 is detachable and replaceable. If the fuel injection hole is blocked during use, the fuel injection assembly 2 can be removed and replaced with a new one without delaying the use of the detonation engine. An aerodynamic drag reduction structure 15 is provided, the shape of which is generated by four upper and lower shape curve fitting functions, which has the effect of reducing airflow resistance and improving intake uniformity; The fuel injection structure has three layers of fuel injection holes. Each layer of fuel holes controls the fuel distribution in different areas. By individually controlling the fuel injection and combined injection of each layer, the partitioning and combined regulation of the fuel in the combustion section can be achieved, ensuring the stable operation of the rotating detonation engine under different intake flow rates.

[0058] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones, characterized in that: The invention comprises an air intake assembly (1), a fuel injection assembly (2), a combustion section assembly (3) and an exhaust cone (4) which are arranged in sequence. The air intake assembly (1) comprises an air intake mounting flange (5), an air intake outer tube (6), a straightening cone (7), a support plate (8), an air intake inner tube (9) and an air intake rear flange (10). The tail end of the straightening cone (7) is connected to the air intake inner tube (9). The straightening cone (7) and the air intake inner tube (9) are respectively fixed to the air intake outer tube (6) through the support plate (8). The two ends of the air intake outer tube (6) are respectively connected to the air intake mounting flange (5) and the air intake rear flange (10); the combustion section assembly (3) comprises a combustion section mounting flange (19), a diffuser section (20), a fuel injection assembly (21), a fuel injection assembly (22), a fuel injection assembly (23), a fuel injection assembly (24), a fuel injection assembly (25), a fuel injection assembly (26), a fuel injection assembly (27), a fuel injection assembly (28), a fuel injection assembly (29), a fuel injection assembly (3), a fuel injection assembly (4), a fuel injection assembly (5 ...5), a fuel injection assembly (4), a fuel injection assembly (5), a fuel injection assembly (5), a fuel injection assembly (5), a fuel injection assembly (4), a fuel injection assembly (5), a fuel injection assembly (5), a fuel injection assembly (5), a fuel injection assembly (5), a fuel injection assembly (5), The combustion outer tube (21) and the combustion inner tube (22), the diffuser section (20) are connected to the tail of the intake inner tube (9), the front end of the combustion inner tube (22) is connected to the diffuser section (20), the tail end of the combustion inner tube (22) is connected to the exhaust cone (4), the end of the combustion outer tube (21) close to the intake outer tube (6) is connected to the combustion section mounting flange (19), a fuel injection assembly (2) with aerodynamic drag reduction and adjustable fuel supply partition is provided between the combustion section mounting flange (19) and the intake rear flange (10), and the fuel injection area of ​​the fuel injection assembly (2) is located in the gas flow channel formed between the combustion section mounting flange (19), the intake rear flange (10) and the intake inner tube (9).

2. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 1, characterized in that: The fuel injection assembly (2) is detachably provided. The fuel injection assembly (2) includes a plurality of external fuel supply pipes (12), a plurality of fuel supply ring pipes (13), a multi-layer internal fuel supply pipe (14), an aerodynamic drag reduction structure (15) and a multi-layer fuel injection hole. The aerodynamic drag reduction structure (15) is located in a gas flow channel formed between the combustion section mounting flange (19), the intake rear flange (10) and the intake inner cylinder (9). The multi-layer fuel injection hole is located inside the aerodynamic drag reduction structure (15). The external fuel supply pipe (12) is connected from the intake rear flange (10) and the combustion section mounting flange to the gas flow channel formed between the intake rear flange (10) and the combustion section mounting flange. The flange (19) extends out from between the flanges and is connected to the external oil supply end. One end of each oil supply ring tube (13) is connected to an external oil supply pipe (12). The other end of each oil supply ring tube (13) is connected to a layer of internal oil supply pipe (14). The layer of internal oil supply pipe (14) is connected to a layer of oil injection holes. The multiple layers of oil injection holes are arranged in layers along the airflow direction inside the aerodynamic drag reduction structure (15). Each layer of fuel holes controls the fuel distribution in different areas. By individually controlling the fuel injection of each layer of fuel holes, the partitioning and combined regulation of the fuel in the combustion section is achieved.

3. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 2, characterized in that: The external profile of the aerodynamic drag reduction structure (15) includes four different outer curves and a straight line segment. The four different outer curves are respectively a first curve L1, a second curve L2, a third curve L3 and a fourth curve L4. The first curve L1 and the third curve L3 are connected and are respectively located at the upper and lower sides of the front end of the aerodynamic drag reduction structure (15). The first curve L1 and the third curve L3 form a structure that gradually expands along the airflow direction. One end of the second curve L2 is connected to a section of the straight line segment, and the other end of the straight line segment is connected to one end of the fourth curve L4. The other end of the fourth curve L4 is connected to the third curve L3. The second curve L2 and the fourth curve L4 are respectively located at the upper and lower sides of the tail end of the aerodynamic drag reduction structure (15). The second curve L2 and the fourth curve L4 form a structure that gradually contracts along the airflow direction. The area between the first curve L1 and the second curve L2 is the flow area of ​​the internal oil supply pipe (14).

4. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 3, characterized in that: Four different shape curves are generated using a quadratic fitting function. Let the fitting function of the first curve be y1, the fitting function of the second curve be y2, the fitting function of the third curve be y3, and the fitting function of the fourth curve be y4. The expressions of y1, y2, y3, and y4 are: y1=-0.0038x1 2 +0.3355x1+0.0213, y2=-0.0388x2 2 +0.1027x2+7.3759, <h2 style=";text-align:left;direction:ltr">y3=0.0038x3<h2 style=";text-align:left;direction:ltr"> 2 <h2 style=";text-align:left;direction:ltr"> -0.3355x3-0.0213, y4=0.0388x4 2 -0.1027x4-7.3759。 5. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 3, characterized in that: The axial length of the first curve L1 is set to 0-45 mm, the axial length of the second curve L2 is set to 15-45 mm, the axial length of the third curve L3 is set to 0-45 mm, and the axial length of the fourth curve L4 is set to 15-45 mm.

6. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 2, characterized in that: The fuel injection holes are arranged in three layers, which are marked as the first layer fuel injection holes (16), the second layer fuel injection holes (17) and the third layer fuel injection holes (18) in sequence along the air flow direction; the center line of the first layer fuel injection holes (16) and the horizontal axis have an angle of 90 degrees, and the first layer fuel injection holes (16) include two rows of holes, upper and lower, for injection, and control the fuel distribution within the upper and lower 90-degree areas; the center line of the second layer fuel injection holes (17) and the horizontal axis have an angle of 90 degrees, and the second layer fuel injection holes (17) include two rows of holes, upper and lower, for injection, and control the fuel distribution within the upper and lower 90-degree areas; the center line of the third layer fuel injection holes (18) and the horizontal axis have angles of -45 degrees, 0 degrees and 45 degrees respectively, and the third layer fuel injection holes (18) include three rows of holes, upper, middle and lower, for injection, and control the fuel distribution within the -45-degree, 0-degree and 45-degree areas respectively.

7. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 6, characterized in that: Each row of holes in each layer of oil injection holes consists of 60 to 180 small injection holes with a diameter of 0.2 mm to 0.5 mm.

8. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 2, characterized in that: The rotary detonation engine further comprises a sealing gasket (11), and the combustion section mounting flange (19), the intake rear flange (10) and the sealing gasket (11) jointly clamp the fuel spray assembly (2).

9. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 8, characterized in that: The two sides of the oil supply ring tube (13) are circular and flat contact surfaces, and the contact surfaces are used to be compressed and sealed with the sealing gasket (11) through external bolts.

10. The rotating detonation engine with aerodynamic drag reduction and adjustable fuel supply zones according to claim 1, characterized in that: The type of fuel introduced into the external fuel supply pipe (12) is liquid hydrocarbon fuel, and the liquid hydrocarbon fuel includes RP-3, RP-5 and gasoline.

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