Combustion chamber and engine

Abstract

The invention provides a combustion chamber and an engine, and belongs to the technical field of power machinery, the combustion chamber comprises an outer casing, an inner casing, combustion cavities and oil supply assemblies, a plurality of isobaric combustion cavities and pressurization combustion cavities are arranged between the outer casing and the inner casing in a staggered mode in the circumferential direction, and the first oil supply assembly provides atomized fuel oil for the isobaric combustion cavities; the second oil supply assembly provides atomized fuel oil for the pressurization combustion cavity. During use, when an engine is in a starting state, the isobaric combustion cavity works, the pressurizing combustion cavity does not work, and rapid starting of the engine is achieved; when the engine is in a large state, the pressurizing combustion cavity works, the isobaric combustion cavity does not work, and the propelling performance of the engine is improved through the pressurizing effect of the pressurizing combustion cavity; and in the engine transition state, the fuel oil flow of the isobaric combustion cavity is synchronously reduced, the working mode of the pressurizing combustion cavity is synchronously started and adjusted, and engine state transition is achieved. The problem that in the prior art, a conventional turbine engine is based on isobaric combustion, and the engine performance is difficult to improve is solved.

Description

Technical Field

[0001] This invention relates to the field of power machinery technology, specifically to a combustion chamber and an engine. Background Technology

[0002] The combustion mode of a traditional aero-engine combustion chamber can be approximated as isobaric combustion, with a small pressure difference between the inlet and outlet of the combustion chamber.

[0003] In existing technologies, the combustion chamber of a conventional turbine engine is generally an annular structure, typically including a casing, flame tube, vortex generator, fuel manifold, fuel injector, and ignition electrode. Air enters the flame tube through small holes in the vortex generator and the flame tube itself. Fuel enters the flame tube through the fuel manifold, is atomized by the fuel injector, and then injected into the flame tube. The air and fuel mix inside the flame tube and are ignited by the ignition electrode, producing high-temperature combustion gases. The main function of the vortex generator is to rotate the incoming air, creating a low-speed recirculation zone at the front end of the flame tube to achieve stable and continuous combustion.

[0004] However, conventional turbocharged engines are generally based on isobaric combustion, and due to limitations in material temperature resistance and cycle characteristics, it is very difficult to significantly improve engine performance. Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the problem that conventional turbine engines based on isobaric combustion in the prior art have difficulty in improving engine performance, thereby providing a combustion chamber and engine.

[0006] To solve the above-mentioned technical problems, the present invention provides a combustion chamber, comprising: an outer casing, an inner casing, a combustion chamber, and a fuel supply assembly. The inner casing is spaced apart inside the outer casing. Several independent combustion chambers are disposed between the outer casing and the inner casing. Each combustion chamber includes an isobaric combustion chamber and a pressurized combustion chamber, which are staggered circumferentially. A first end of each combustion chamber is provided with an air intake section, and a second end of each combustion chamber is provided with a mixing section. The mixing section is configured with an annular structure. An ignition nozzle is disposed inside the combustion chamber. The fuel supply assembly is disposed inside the outer casing and includes a first fuel supply assembly for supplying atomized fuel to the isobaric combustion chamber and a second fuel supply assembly for supplying atomized fuel to the pressurized combustion chamber.

[0007] During operation, fuel is atomized and injected into the combustion chamber via the fuel supply assembly. Air from the combustion chamber inlet enters both the isobaric and turbocharged combustion chambers via the intake section. The air and fuel mix in the isobaric and turbocharged combustion chambers before combustion. In the engine start-up state, the isobaric combustion chamber operates, while the turbocharged combustion chamber does not; it only serves as an airflow passage. The first fuel supply assembly delivers fuel to the isobaric combustion chamber. The atomized fuel mixes with the airflow passing through the vortex generator and enters the isobaric combustion chamber. After being ignited by the ignition nozzle, it burns stably. The resulting high-temperature combustion gas enters the mixing section, where it mixes with the airflow and exits the combustion chamber, driving the turbine to perform work and achieve rapid engine start-up. In the engine overload state, the turbocharged combustion chamber operates, while the isobaric combustion chamber does not; it only serves as an airflow passage. As an airflow channel, the second fuel supply assembly delivers fuel to the pressurized combustion chamber. Atomized fuel mixes with the gas entering the pressurized combustion chamber and fills the entire chamber. The combustible mixture is ignited by an ignition nozzle. The high-temperature combustion gas mixes with the airflow entering the mixing section and is discharged from the combustion chamber to drive the turbine, thus improving the engine's propulsion performance through the pressurization effect of the pressurized combustion chamber. During engine transition, the combustion chamber gradually switches from conventional isobaric combustion to pressurized combustion. This transition is achieved by simultaneously reducing the fuel flow rate in the isobaric combustion chamber and adjusting the operating mode of the pressurized combustion chamber. The operating mode of the pressurized combustion chamber can be adjusted by regulating the fuel supply, operating frequency, the number of actually operating pressurized combustion chambers, and the ignition timing of multiple pressurized combustion chambers. This invention solves the problem in the prior art where conventional turbine engines based on isobaric combustion struggle to improve engine performance.

[0008] Optionally, the intake section is provided with multiple baffles along its circumference, which divide the intake section into multiple intake channels, each of which is connected to a combustion chamber. This arrangement allows for uniform airflow into the isobaric combustion chamber and the pressurized combustion chamber.

[0009] Optionally, two adjacent combustion chambers are spaced apart to form a cold air passage. One end of the cold air passage is connected to the intake section, and the other end is connected to the mixing section. This arrangement allows adjacent combustion chambers to be independently configured, which is beneficial for cooling the combustion chamber walls and for prolonged use of the combustion chamber. Furthermore, the airflow entering the mixing section through the cooling passage facilitates fuel mixing and cooling.

[0010] Optionally, an outer annular two-channel is formed between the combustion chamber and the outer casing, and an inner annular two-channel is formed between the combustion chamber and the inner casing. Both the outer and inner annular two-channels are connected to the intake section. This arrangement allows airflow to pass through the outer and inner annular two-channels, which is beneficial for fuel mixing and wall cooling.

[0011] Optionally, the isobaric combustion chamber is provided with a plurality of first air inlets in its circumferential direction, and the first air inlets are connected to the cooling air passage, the outer ring two-channel, and the inner ring two-channel. Through this arrangement, the airflow in the cooling passage, the outer ring two-channel, and the inner ring two-channel enters the isobaric combustion chamber through the first air inlets, thus supplementing the combustion, cooling, and mixing air required by the isobaric combustion chamber.

[0012] Optionally, at least one of the inner and outer rings of the mixing section is provided with a second air inlet along its upper circumferential direction. The second air inlet communicates with the two channels of the outer ring and / or the two channels of the inner ring. With the above arrangement, the airflow in the two channels of the outer ring and / or the two channels of the inner ring enters the mixing section through the second air inlet, which can be used for gas mixing and cooling.

[0013] Optionally, the first fuel supply assembly includes a first fuel main and a first fuel nozzle. One end of the first fuel main is connected to the fuel supply system, and the other end of the first fuel main is provided with the first fuel nozzle, which extends into the isobaric combustion chamber. With this configuration, fuel enters the first fuel nozzle through the first fuel main, is atomized by the first fuel nozzle, and is sprayed out, mixing with the airflow inside the vortex generator before entering the isobaric combustion chamber. The atomized fuel is then ignited by the ignition spark plug and burns stably.

[0014] Optionally, the second fuel supply assembly includes: a second fuel main and a second fuel nozzle. One end of the second fuel main is connected to the fuel supply system, and the other end of the second fuel main is provided with the second fuel nozzle, which extends into the pressurized combustion chamber. With the above arrangement, fuel enters the second fuel nozzle through the second fuel main, is atomized by the second fuel nozzle, and is then sprayed into the pressurized combustion chamber. The atomized fuel mixes with the airflow entering the pressurized combustion chamber and fills the entire chamber. The combustible mixture is ignited by an ignition spark plug.

[0015] Optionally, the pressurized combustion chamber is configured as a pulse detonation combustion chamber. With the above configuration, under the same engine inlet parameters, thanks to the self-pressurization characteristics of the pulse detonation combustion chamber, the turbine engine based on pulse detonation combustion has higher cycle thermal efficiency and work capacity than the traditional turbine engine based on isobaric combustion. The number of compressor and turbine stages in the pulse detonation turbine engine is reduced, and the engine's thrust-to-weight ratio / power-to-weight ratio can also be improved. The combustion chamber integrates pulse detonation combustion with traditional isobaric combustion. Fuel is supplied to the isobaric combustion chamber and the pulse detonation combustion chamber separately. Part of the compressor outlet airflow flows into the isobaric combustion chamber for isobaric combustion, and the other part flows into the pulse detonation combustion chamber for pulse detonation combustion. During engine startup, fuel is only supplied to the isobaric combustion chamber, and the pulse detonation combustion chamber is not operational. This partial fuel supply improves the combustion chamber's ignition performance and combustion efficiency, thereby improving engine starting performance. At higher engine speeds, fuel is supplied only to the pulse detonation combustion chamber, utilizing its pressurization characteristics to enhance overall engine performance. At this time, the cold air passage between the combustion chambers still provides sufficient airflow to cool the walls of the pulse detonation combustion chamber, and the interior of the isobaric combustion chamber can also serve as a back pressure relief channel for the pulse detonation combustion chamber. During the transition from conventional isobaric combustion to pulse detonation combustion, the engine state transition can be achieved by simultaneously reducing the fuel flow to the isobaric combustion chamber and starting and adjusting the pulse detonation combustion chamber's operating mode, effectively improving the starting performance of the pulse detonation turbocharged engine. Compared to the configuration of circumferentially arranged single pulse detonation combustors, the present invention reduces the number of single-tube pulse detonation combustors, which can reduce the difficulty of coordinated control of multi-tube pulse detonation combustors, reduce the mutual influence between multi-tube pulse detonation combustors, and at the same time improve the wall cooling and excessive weight of pulse detonation combustors.

[0016] The present invention provides an engine comprising a combustion chamber as described in any of the above embodiments, which has any of the aforementioned advantages due to the use of the combustion chamber. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of one embodiment of the combustion chamber provided in this invention.

[0019] Figure 2 This is a schematic diagram of the combustion chamber provided in an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures:

[0021] 1. Outer casing; 2. Inner casing; 3. Isobaric combustion chamber; 4. Pressurized combustion chamber; 5. Intake section; 6. Mixing section; 7. First ignition nozzle; 8. Second ignition nozzle; 9. Baffle; 10. Air conditioning passage; 11. Outer ring two-channel passage; 12. Inner ring two-channel passage; 13. First air intake port; 14. Second air intake port; 15. First fuel manifold; 16. First fuel injector; 17. Second fuel manifold; 18. Second fuel injector. Detailed Implementation

[0022] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0026] This embodiment provides a combustion chamber structure that can improve engine performance and drive a turbine to do work.

[0027] like Figure 1 , Figure 2The diagram illustrates a specific embodiment of a combustion chamber provided in this study, comprising: an outer casing 1, an inner casing 2, a combustion chamber, and a fuel supply assembly. The inner casing 2 is spaced apart and disposed inside the outer casing 1. Several independent combustion chambers are disposed between the outer casing 1 and the inner casing 2. Each combustion chamber includes an isobaric combustion chamber 3 and a pressurized combustion chamber 4, which are arranged circumferentially offset. An air intake section 5 is provided at the first end of each combustion chamber, and a mixing section 6 is provided at the second end of each combustion chamber. The mixing section 6 is configured with an annular structure. An ignition nozzle is disposed within the combustion chamber. The fuel supply assembly is disposed inside the outer casing 1 and includes a first fuel supply assembly for supplying atomized fuel to the isobaric combustion chamber 3 and a second fuel supply assembly for supplying atomized fuel to the pressurized combustion chamber 4.

[0028] During operation, fuel is atomized and injected into the combustion chamber via the fuel supply assembly. Air from the combustion chamber inlet enters the isobaric combustion chamber 3 and the pressurized combustion chamber 4 via the intake section 5. The air entering the isobaric combustion chamber 3 and the pressurized combustion chamber 4 mixes with the fuel and then combusts. In the engine start-up state, the isobaric combustion chamber 3 operates, while the pressurized combustion chamber 4 does not operate; the pressurized combustion chamber 4 only serves as an airflow passage. The first fuel supply assembly delivers fuel to the isobaric combustion chamber 3. The atomized fuel mixes with the airflow inside the vortex generator and enters the isobaric combustion chamber 3. After being ignited by the ignition nozzle, it burns stably. The high-temperature combustion gas formed enters the mixing section 6, where it mixes with the airflow entering the mixing section 6 and is discharged from the combustion chamber, driving the turbine to perform work and achieve rapid engine start-up. In the engine overload state, the pressurized combustion chamber 4 operates, while the isobaric combustion chamber 3 does not operate. In this embodiment, the isobaric combustion chamber 3 serves only as an airflow channel. The second fuel supply assembly delivers fuel to the pressurized combustion chamber 4. The atomized fuel mixes with the gas entering the pressurized combustion chamber 4 and fills the entire chamber. The combustible mixture is ignited by the ignition nozzle. The high-temperature combustion gas mixes with the airflow entering the mixing section 6 and exits the combustion chamber to drive the turbine. The pressurization effect of the pressurized combustion chamber 4 enhances the engine's propulsion performance. During engine transition, the combustion chamber gradually switches from conventional isobaric combustion to pressurized combustion. This transition is achieved by simultaneously reducing the fuel flow rate in the isobaric combustion chamber 3 and starting and adjusting the operating mode of the pressurized combustion chamber 4. The operating mode of the pressurized combustion chamber 4 can be adjusted by regulating the fuel supply, operating frequency, the number of pressurized combustion chambers 4 actually in operation, and the ignition timing of multiple pressurized combustion chambers 4. This embodiment solves the problem in the prior art where conventional turbine engines based on isobaric combustion have difficulty improving engine performance.

[0029] Specifically, such as Figure 2As shown, there are 4 isobaric combustion chambers 3 and 8 pressurized combustion chambers 4. The number of isobaric combustion chambers 3 and pressurized combustion chambers 4 is not limited and can be adjusted according to actual design requirements.

[0030] Specifically, the isobaric combustion chamber 3 is equipped with a first ignition nozzle 7, and the pressurized combustion chamber 4 is equipped with a second ignition nozzle 8.

[0031] It should be further noted that the isobaric combustion chamber 3 is configured as an isobaric combustion chamber flame tube. The specific configuration and combustion organization of the flame tube are not limited; the flame tube configuration can be direct flow, recirculation, or baffled flow, etc.; the combustion organization can be nozzle + vortex generator, nozzle + annular vortex, evaporator tube + annular vortex, etc. The specific configuration of the pressurized combustion chamber 4 is not limited; the flow channel can be direct flow, recirculation, etc., and the cross-section can be fan-shaped, circular, etc. The fuel form is not limited; it can be liquid fuel such as aviation kerosene, or gaseous fuel such as hydrogen.

[0032] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, the intake section 5 is provided with multiple baffles 9 along its circumference. The baffles 9 divide the intake section 5 into multiple intake channels, and each intake channel is connected to a corresponding combustion chamber. Through this arrangement, the multiple intake channels allow airflow to enter the isobaric combustion chamber 3 and the pressurized combustion chamber 4 evenly. Alternatively, as an alternative implementation, the baffles 9 can be omitted, and the intake section 5 can be a connected annular structure.

[0033] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, two adjacent combustion chambers are spaced apart to form a cold air passage 10. One end of the cold air passage 10 is connected to the intake section 5, and the other end is connected to the mixing section 6. The cold air passage 10 allows adjacent combustion chambers to be independently configured, which is beneficial to the cooling effect of the combustion chamber walls, and is beneficial to the long-term use of the combustion chamber. Furthermore, the airflow enters the mixing section 6 through the cooling passage, which is beneficial to the mixing and cooling of the fuel gas. In addition, as an alternative embodiment, when both adjacent combustion chambers are pressurized combustion chambers 4, the intermediate cold air passage can be omitted.

[0034] like Figure 1 , Figure 2As shown, in the combustion chamber provided in this embodiment, an outer annular two-channel 11 is formed between the combustion chamber and the outer casing 1, and an inner annular two-channel 12 is formed between the combustion chamber and the inner casing 2. The outer annular two-channel 11 and the inner annular two-channel 12 are connected to the intake section 5. The airflow flows through the outer annular two-channel 11 and the inner annular two-channel 12, which can cool the wall surface of the combustion chamber, which is beneficial to the mixing and cooling of the combustion gas.

[0035] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, the isobaric combustion chamber 3 is circumferentially provided with a plurality of first air inlets 13, which are connected to the cooling air passage 10, the outer ring two-channel 11, and the inner ring two-channel 12. The airflow in the cooling passage, the outer ring two-channel 11, and the inner ring two-channel 12 enters the isobaric combustion chamber 3 through the first air inlets 13, which can supplement the combustion, cooling, and mixing gas of the isobaric combustion chamber 3.

[0036] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, at least one upper circumferentially arranged upper edge of the inner and outer rings of the mixing section 6 is provided with a second air inlet 14. The second air inlet 14 communicates with the outer ring two-channel 11 and / or the inner ring two-channel 12. The airflow in the outer ring two-channel 11 and / or the inner ring two-channel 12 enters the mixing section 6 through the second air inlet 14, and can be used for gas mixing and cooling. Specifically, the second air inlet 14 is provided in both the inner and outer rings of the mixing section 6, and the second air inlet 14 communicates with the outer ring two-channel 11 and the inner ring two-channel 12. Alternatively, as an alternative embodiment, the second air inlet 14 can be omitted.

[0037] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, the first fuel supply assembly includes a first fuel main pipe 15 and a first fuel nozzle 16. One end of the first fuel main pipe 15 is connected to the fuel supply system, and the other end of the first fuel main pipe 15 is provided with the first fuel nozzle 16, which extends into the isobaric combustion chamber 3. Fuel enters the first fuel nozzle 16 through the first fuel main pipe 15, is atomized by the first fuel nozzle 16, and is sprayed out, mixed with the airflow inside the vortex generator, and enters the isobaric combustion chamber 3. The atomized fuel is ignited by the ignition spark plug and then burns stably.

[0038] like Figure 1 , Figure 2As shown, in the combustion chamber provided in this embodiment, the second fuel supply assembly includes: a second fuel main pipe 17 and a second fuel nozzle 18. One end of the second fuel main pipe 17 is connected to the fuel supply system, and the other end of the second fuel main pipe 17 is provided with the second fuel nozzle 18, which extends into the pressurized combustion chamber 4. Fuel enters the second fuel nozzle 18 through the second fuel main pipe 17, and after being atomized by the second fuel nozzle 18, the fuel is sprayed into the pressurized combustion chamber 4. The atomized fuel mixes with the airflow entering the pressurized combustion chamber 4 and fills the entire pressurized combustion chamber 4. The combustible mixture is ignited by the second ignition nozzle 8.

[0039] like Figure 1 , Figure 2 As shown, in the combustion chamber provided in this embodiment, the pressurized combustion chamber 4 is configured as a pulse detonation combustion chamber. Under the same engine inlet parameters, thanks to the self-pressurization characteristics of the pulse detonation combustion chamber, the turbine engine based on pulse detonation combustion has higher cycle thermal efficiency and work capacity than the traditional turbine engine based on isobaric combustion. The number of compressor and turbine stages in the pulse detonation turbine engine is reduced, and the thrust-to-weight ratio / power-to-weight ratio of the engine can also be improved. The combustion chamber integrates pulse detonation combustion with traditional isobaric combustion. Fuel is supplied to the isobaric combustion chamber 3 and the pulse detonation combustion chamber via two separate streams. Part of the compressor outlet airflow flows into the isobaric combustion chamber 3 for isobaric combustion, and part flows into the pulse detonation combustion chamber for pulse detonation combustion. During engine start-up, fuel is only supplied to the isobaric combustion chamber 3, and the pulse detonation combustion chamber is not in operation. This partial fuel supply improves the ignition performance and combustion efficiency of the combustion chamber, thereby improving engine start-up performance. At higher engine speeds, fuel is only supplied to the pulse detonation combustion chamber, utilizing its pressurization characteristics to improve overall engine performance. At this time, the cold air passage 10 between the combustion chambers still provides sufficient airflow to the walls of the pulse detonation combustion chamber, and the interior of the isobaric combustion chamber 3 can also serve as a back pressure relief passage for the pulse detonation combustion chamber. During the transition from conventional isobaric combustion to pulse detonation combustion in the engine, the engine state transition can be achieved by simultaneously reducing the fuel flow in the isobaric combustion chamber 3 and starting and adjusting the operating mode of the pulse detonation combustion chamber, which can effectively improve the starting performance of the pulse detonation turbocharger engine. Compared with the configuration of circumferentially arranged single pulse detonation combustion chambers, this invention reduces the number of single-tube pulse detonation combustion chambers, which can reduce the difficulty of coordinated control of multiple-tube pulse detonation combustion chambers, reduce the mutual influence between multiple-tube pulse detonation combustion chambers, and improve the wall cooling and weight issues of pulse detonation combustion chambers. In addition, as an alternative embodiment, the pressurized combustion chamber 4 can also be configured as a rotating detonation combustion chamber, etc.

[0040] This embodiment employs isobaric combustion during startup. Compared to turbine engines that rely entirely on pulse detonation combustion, this approach avoids the problems of low operating frequency and low combustion chamber and turbine efficiency under low intake flow conditions associated with pulse detonation combustion, effectively improving the startup issues of pulse detonation turbine engines. Furthermore, compared to turbine engines that rely entirely on pulse detonation combustion, this embodiment has fewer pulse detonation combustion chambers, thus effectively mitigating the problems associated with larger combustion chamber weight, difficulty in coordinated combustion chamber control, and significant cooling challenges inherent in turbine engines that rely entirely on pulse detonation combustion.

[0041] This embodiment employs pulse detonation combustion under high pressure. Compared to isobaric combustion, pulse detonation combustion has a lower entropy increase and can boost pressure. Compared to conventional isobaric combustion engines, turbine engines using pulse detonation combustion have higher thermal efficiency, lower fuel consumption, and stronger thrust / power output.

[0042] How to use:

[0043] like Figure 1 As shown, in this embodiment, during engine start-up, only the isobaric combustion chamber 3 operates, while the pulse detonation combustion chamber remains inactive. Fuel enters the first fuel nozzle 16 via the first fuel manifold 15. After atomization by the first fuel nozzle 16, the fuel is sprayed out and mixed with the airflow inside the vortex generator before entering the flame tube. The atomized fuel is ignited by the ignition spark plug and burns stably. The resulting high-temperature combustion gas enters the mixing section 6. At this time, the pulse detonation combustion chamber only serves as an airflow channel. The high-temperature combustion gas mixes with other airflows entering the mixing section 6 and exits the combustion chamber, driving the turbine to perform work and achieve rapid engine start-up. In engine start-up mode, only the pulse detonation combustion chamber operates, while the isobaric combustion chamber 3 remains inactive. Fuel enters the second fuel nozzle 16 via the second fuel manifold 17. 8. Fuel is atomized by the second fuel nozzle 18 and injected into the pulse detonation combustion chamber. The atomized fuel mixes with the airflow entering the pulse detonation combustion chamber and fills the entire chamber. The combustible mixture is ignited by the ignition nozzle to form a slow combustion wave. Under the action of the detonation enhancement device, the slow combustion wave gradually develops into a detonation wave. The detonation wave enters the mixing section 6 and mixes with other airflows entering the section 6 before exiting the combustion chamber to drive the turbine. The detonation wave enhances the engine's propulsion performance by increasing the pressure. At this time, the isobaric combustion chamber 3 only serves as an airflow channel. In the engine transition state, the combustion chamber gradually switches from conventional isobaric combustion to pulse detonation combustion. This transition is achieved by simultaneously reducing the fuel flow rate in the isobaric combustion chamber 3 and starting and adjusting the pulse detonation combustion chamber's operating mode. The pulse detonation combustion chamber's operating mode can be adjusted by regulating the fuel supply, operating frequency, number of operating pulse detonation combustion chambers, and ignition timing of multiple pulse detonation combustion chambers.

[0044] In addition, this embodiment also provides an engine that uses the combustion chamber described in the above embodiments to improve engine performance.

[0045] It should be noted that the engine specifically refers to a turboshaft, turbojet, turbofan, turboprop, or other combined engine.

[0046] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A combustion chamber, characterized in that, include: Outer casing (1); The inner casing (2) is spaced apart inside the outer casing (1); Combustion chambers are provided independently between the outer casing (1) and the inner casing (2). The combustion chambers include an isobaric combustion chamber (3) and a pressurized combustion chamber (4). The isobaric combustion chamber (3) and the pressurized combustion chamber (4) are arranged circumferentially staggered. An air intake section (5) is provided at the first end of the combustion chamber, and a mixing section (6) is provided at the second end of the combustion chamber. The mixing section (6) is configured as an annular structure. An ignition nozzle is provided inside the combustion chamber. The fuel supply assembly is disposed inside the outer casing (1), and the fuel supply assembly has a first fuel supply assembly for supplying atomized fuel to the isobaric combustion chamber (3) and a second fuel supply assembly for supplying atomized fuel to the pressurized combustion chamber (4).

2. The combustion chamber according to claim 1, characterized in that, The intake section (5) is provided with multiple baffles (9) along the circumference. The baffles (9) divide the intake section (5) into multiple intake channels, and the intake channels are connected to the combustion chamber one by one.

3. The combustion chamber according to claim 2, characterized in that, Two adjacent combustion chambers are spaced apart to form a cold air passage (10). One end of the cold air passage (10) is connected to the air intake section (5), and the other end of the cold air passage (10) is connected to the mixing section (6).

4. The combustion chamber according to claim 3, characterized in that, An outer ring two-channel (11) is formed between the combustion chamber and the outer casing (1), and an inner ring two-channel (12) is formed between the combustion chamber and the inner casing (2). The outer ring two-channel (11) and the inner ring two-channel (12) are connected to the intake section (5).

5. The combustion chamber according to claim 4, characterized in that, The isobaric combustion chamber (3) is provided with a plurality of first air inlets (13) in the circumferential direction. The first air inlets (13) are connected to the cold air channel (10), the outer ring two-channel (11) and the inner ring two-channel (12).

6. The combustion chamber according to claim 4, characterized in that, At least one of the inner and outer rings of the mixing section (6) is provided with a second air inlet (14) along its upper circumferential direction. The second air inlet (14) is connected to the outer ring two-channel (11) and / or the inner ring two-channel (12).

7. The combustion chamber according to claim 1, characterized in that, The first fuel supply assembly includes a first fuel main pipe (15) and a first fuel nozzle (16). One end of the first fuel main pipe (15) is used to connect to the fuel supply system, and the other end of the first fuel main pipe (15) is provided with the first fuel nozzle (16). The first fuel nozzle (16) extends into the isobaric combustion chamber (3).

8. The combustion chamber according to claim 1, characterized in that, The second fuel supply assembly includes a second fuel main pipe (17) and a second fuel nozzle (18). One end of the second fuel main pipe (17) is used to connect to the fuel supply system, and the other end of the second fuel main pipe (17) is provided with the second fuel nozzle (18). The second fuel nozzle (18) extends into the pressurized combustion chamber (4).

9. The combustion chamber according to any one of claims 1-8, characterized in that, The pressurized combustion chamber (4) is configured as a pulse detonation combustion chamber.

10. An engine, characterized in that, The combustion chamber includes any one of claims 1-9.

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