An engine thrust chamber

Abstract

This invention discloses an engine thrust chamber, relating to the field of engine technology, comprising: an injection chamber shell, a combustion chamber shell, and a sealing valve; the injection chamber shell has a protrusion forming a fuel chamber; the combustion chamber shell has a combustion chamber communicating with the fuel chamber; the injection chamber shell is fixedly connected to the end of the combustion chamber shell; the combustion chamber shell and the protrusion form a valve chamber, which communicates with the combustion chamber; an oxidizer channel is provided in the combustion chamber shell, which communicates with the valve chamber; the sealing valve is disposed in the valve chamber and movably sleeved on the outside of the protrusion; a control gas channel is provided on the injection chamber shell, which communicates with the valve chamber; the sealing valve has a first position and a second position in the valve chamber; when the sealing valve is in the first position, the sealing valve blocks the communication port between the valve chamber and the combustion chamber; when the sealing valve is in the second position, the oxidizer channel communicates with the valve chamber and the combustion chamber through the valve chamber.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more specifically to an engine thrust chamber. Background Technology

[0002] During engine operation, the temperature inside the thrust chamber can reach several thousand degrees Celsius. The combustion gases within the thrust chamber, combined with the need to prevent intense convection and radiation heat transfer, place immense strain on the thrust chamber wall materials. The melting point of typical high-temperature resistant materials may be the same as or lower than the temperature inside the thrust chamber. Under the high-temperature, high-speed, and high-pressure combustion gas environment, the thrust chamber walls are prone to overheating and burning. Therefore, certain thermal protection measures must be implemented to protect the engine thrust chamber.

[0003] Currently, regenerative cooling technology, which introduces cryogenic fuel through a fuel cooling channel at the nozzle tail, absorbs heat from the wall via convection heat transfer, and then injects the fuel into the thrust chamber head for combustion, is widely used. However, during fuel injection and combustion, the fuel filling time in the fuel cooling channel, which has a certain length, can cause engine start-up delays, which is detrimental to the engine's precise response. Summary of the Invention

[0004] The purpose of this invention is to provide an engine thrust chamber that solves the problem of engine start-up delay caused by fuel cooling channel filling time in current engine thrust chambers using regenerative cooling technology, thereby improving the accuracy of engine start-up control.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An engine thrust chamber, characterized in that it comprises:

[0007] The injection chamber shell has a protrusion, and a fuel chamber is formed inside the protrusion;

[0008] The combustion chamber shell has a combustion chamber that communicates with the fuel chamber. The injection chamber shell is fixedly connected to the end of the combustion chamber shell. The combustion chamber shell and the outer periphery of the protrusion form a valve chamber that communicates with the combustion chamber. An oxidant channel is provided inside the combustion chamber shell and communicates with the gap for introducing oxidant into the valve chamber.

[0009] A sealing valve has a sealing component that is located in the gap and is movably sleeved on the outside of the protrusion. A control air passage is provided on the injection chamber housing. The control air passage is connected to the gap and is used to control the air pressure in the gap in order to control the movement of the sealing component along the outside of the protrusion.

[0010] The sealing component has a first position and a second position within the gap. When the sealing component is in the first position, it blocks the connection between the valve chamber and the combustion chamber. When the sealing component is in the second position, the oxidant passage is connected to the gap and then to the combustion chamber through the valve chamber.

[0011] Optionally, in the aforementioned engine thrust chamber, the valve chamber includes:

[0012] The valve chamber body has a sealing valve located inside it, and the control air passage is connected to the valve chamber body.

[0013] The oxidizer injection annular seam connects the valve chamber body and the combustion chamber, and is coaxially arranged with the combustion chamber shell.

[0014] Optionally, in the aforementioned engine thrust chamber, a plurality of fuel injection holes are provided on the protrusion of the injection chamber shell. The plurality of fuel injection holes are arranged circumferentially along the protrusion and are connected to the fuel chamber and the combustion chamber.

[0015] Optionally, in the aforementioned engine thrust chamber, the plurality of fuel injection holes include a plurality of first fuel injection holes and a plurality of second fuel injection holes, wherein the diameter of the first fuel injection holes is larger than the diameter of the second fuel injection holes.

[0016] Optionally, in the aforementioned engine thrust chamber, a plurality of first fuel injection holes and a plurality of second fuel injection holes are arranged alternately at intervals along the circumference of the protrusion.

[0017] Optionally, in the aforementioned engine thrust chamber, a first sealing ring is provided between the sealing valve and the protrusion.

[0018] Optionally, in the aforementioned engine thrust chamber, a second sealing ring is provided between the sealing valve and the combustion chamber housing.

[0019] Optionally, in the aforementioned engine thrust chamber, the combustion chamber shell includes an inner shell and an outer shell, with an oxidizer channel formed between the inner shell and the outer shell.

[0020] Optionally, in the aforementioned engine thrust chamber, a temperature measuring port is also provided on the combustion chamber shell, which is connected to the oxidant channel and used to detect the oxidant temperature in the oxidant channel.

[0021] Optionally, in the aforementioned engine thrust chamber, the ratio of the oxidizer injection pressure drop to the fuel injection pressure drop is 1 / 3 to 1 / 2.

[0022] Compared with the prior art, in the engine thrust chamber provided in this application, the injection chamber shell is provided with a protrusion containing a fuel chamber, and the combustion chamber shell is fixedly connected to the end of the injection chamber shell to form a combustion chamber; a valve chamber is formed between the combustion chamber shell and the outer wall of the protrusion, and the valve chamber introduces oxidant through the oxidant channel and communicates with the combustion chamber; a sealing valve is slidably sleeved on the outside of the protrusion, and it forms a dynamic fit with the valve chamber; the control air channel drives the sealing valve to move axially along the protrusion by adjusting the air pressure in the valve chamber. During operation: When the thrust chamber is working, the pressure in the valve chamber is reduced by controlling the air passage. The oxidant pressure pushes the sealing valve to the second position, and the oxidant enters the combustion chamber through the valve chamber. After stable injection, fuel enters the combustion chamber, which is connected to the fuel chamber, from the fuel chamber in the protrusion, where the oxidant and fuel are mixed and burned. When the thrust chamber stops, the pressure in the control air passage pushes the sealing valve back to the first position, sealing the connection between the valve chamber and the combustion chamber to retain some oxidant in the valve chamber. When the thrust chamber starts again, the oxidant retained in the valve chamber does not need to be refilled. The sealing valve opens the passage instantly under pressure changes, allowing for zero-delay injection and combustion of the oxidant. This setup, through the pre-charging mechanism of oxidant retention in the valve chamber and the dynamic response achieved by the pressure-controlled sealing valve, eliminates the time loss of oxidant filling in traditional regenerative cooling systems, reduces engine start-up delay, and improves the accuracy of engine start-up control. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0024] Figure 1 This is a schematic diagram of the overall structure of an engine thrust chamber proposed in an embodiment of the present invention;

[0025] Figure 2 This is an enlarged schematic diagram of point A in the thrust chamber of an engine proposed in an embodiment of the present invention.

[0026] Reference numerals: 100 is the injection chamber shell, 110 is the protrusion, 111 is the first fuel injection hole, 112 is the second fuel injection hole, 120 is the fuel chamber, 200 is the combustion chamber shell, 210 is the combustion chamber, 220 is the oxidizer channel, 230 is the inner shell, 240 is the outer shell, 250 is the temperature measuring port, 300 is the valve chamber, 310 is the valve chamber body, 320 is the oxidizer injection annular seam, 330 is the control gas chamber, 400 is the sealing valve, 500 is the first sealing ring, and 600 is the second sealing ring. Detailed Implementation

[0027] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0028] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. "Several" means one or more, unless otherwise explicitly specified.

[0030] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and 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 this invention.

[0031] 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0032] Please see Figure 1The engine thrust chamber provided in this embodiment of the invention includes: an injection chamber housing 100, a combustion chamber housing 200, and a sealing valve 400; wherein, the injection chamber housing 100 is provided with a protrusion 110, and a fuel chamber 120 is formed within the protrusion 110; a combustion chamber 210 communicating with the fuel chamber 120 is formed within the combustion chamber housing 200; the injection chamber housing 100 is fixedly connected to the end of the combustion chamber housing 200; the combustion chamber housing 200 and the protrusion 110 form a valve chamber 300 around their periphery; the valve chamber 300 communicates with the combustion chamber 210; an oxidizer channel 220 is provided within the combustion chamber housing 200, and the oxidizer channel 220 communicates with the valve chamber 300 for introducing oxidizer into the valve chamber 300. Oxidizing agent; a sealing valve 400 is disposed within the valve cavity 300 and movably sleeved on the outside of the protrusion 110. A control gas passage is provided on the injection chamber housing 100, which communicates with the valve cavity 300 and is used to control the gas pressure within the valve cavity 300 to control the movement of the sealing valve 400 along the outside of the protrusion 110. The sealing valve 400 has a first position and a second position within the valve cavity 300. When the sealing valve 400 is in the first position, it blocks the communication port between the valve cavity 300 and the combustion chamber 210. When the sealing valve 400 is in the second position, the passage opening of the oxidizing agent passage 220 communicates with the valve cavity 300 and the combustion chamber 210 through the valve cavity 300.

[0033] For specific implementation details, please refer to: Figure 1In the engine thrust chamber provided in this application, compared with the prior art, the injection chamber housing 100 is provided with a protrusion 110 including a fuel chamber 120, and the combustion chamber housing 200 is fixedly connected to the end of the injection chamber housing 100 to form a combustion chamber 210; a valve chamber 300 is formed between the combustion chamber housing 200 and the outer wall of the protrusion 110, and the valve chamber 300 introduces oxidant through an oxidant channel 220 and communicates with the combustion chamber 210; a sealing valve 400 is slidably sleeved on the outside of the protrusion 110, and it forms a dynamic fit with the valve chamber 300; the control gas channel drives the sealing valve 400 to move axially along the protrusion 110 by adjusting the gas pressure in the valve chamber 300. During operation: When the thrust chamber is working, the gas pressure in the valve chamber 300 is reduced by controlling the gas passage. The oxidant pressure pushes the sealing valve 400 to the second position, and the oxidant enters the combustion chamber 210 through the valve chamber 300. After stable injection, the fuel enters the combustion chamber 210, which is connected to the fuel chamber 120, from the fuel chamber 120 of the protrusion 110. The oxidant and fuel are mixed and burned in the combustion chamber 210. When the thrust chamber stops, the gas passage is pressurized to push the sealing valve 400 back to the first position, blocking the connection between the valve chamber 300 and the combustion chamber 210 to retain some of the oxidant in the valve chamber 300. When the thrust chamber starts again, the oxidant retained in the valve chamber 300 does not need to be refilled into the valve chamber 300 and the oxidant passage 220. The sealing valve 400 opens the passage immediately under the change of gas pressure, so that the oxidant is injected and burned with zero delay. This configuration, through the pre-charging mechanism of oxidant retention in valve chamber 300 and the dynamic response achieved by pressure-controlled sealing valve 400, eliminates the time loss of oxidant filling in traditional regenerative cooling systems, reduces engine start-up delay, and improves the accuracy of engine start-up control.

[0034] As one possible implementation, the valve cavity 300 includes a valve cavity body 310, an oxidant injection annular slit 320, and a control gas cavity 330; wherein, the sealing valve 400 is disposed within the valve cavity body 310; the oxidant injection annular slit 320 connects the valve cavity body 310 and the combustion chamber 210, and the oxidant injection annular slit 320 surrounds the outer periphery of the protrusion 110 of the injection chamber housing 100; the control gas cavity 330 is formed by the injection chamber housing 100, the combustion chamber housing 200, and the sealing valve 400, and the control gas cavity 330 and the oxidant injection annular slit 320 are respectively located at both ends of the sealing valve 400, and the control gas passage is connected to the control gas cavity 330.

[0035] Specifically, the valve chamber 300 is composed of a valve chamber body 310, an oxidant injection annular slit 320, and a control gas chamber 330; wherein the sealing valve 400 is slidably disposed inside the valve chamber body 310, with its two ends respectively adjacent to the control gas chamber 330 and the oxidant injection annular slit 320; the oxidant injection annular slit 320 surrounds the outer periphery of the protrusion 110 of the injection chamber housing 100, connects the valve chamber body 310 with the combustion chamber 210, and forms an oxidant injection path with the oxidant channel 220 in the combustion chamber housing 200; the control gas chamber 330 is jointly formed by the injection chamber housing 100, the combustion chamber housing 200, and the sealing valve 400, and is connected to an external gas source through the control gas channel. During operation: When the pressure in the control gas chamber 330 is reduced through the control gas channel, the pressure of the oxidant introduced into the oxidant channel 220 pushes the sealing valve 400 to move towards the control gas chamber 330, opening the oxidant injection annular slit 320 channel. The oxidant enters the combustion chamber 210 from the oxidant channel 220 within the combustion chamber housing 200, passing sequentially through the valve chamber body 310 and the oxidant injection annular slit 320. Fuel enters the combustion chamber 210 from the fuel chamber 120 in the protrusion 110, achieving mixing and combustion. During shutdown, the control gas chamber 330 is pressurized through the control gas channel, driving the sealing valve 400 to move towards the oxidant injection annular slit 320 until the injection annular slit is closed, while simultaneously trapping the oxidant within the valve chamber body 310. Upon the next startup, the oxidant pre-stored in the valve chamber body 310 is instantaneously injected, and fuel is injected into the combustion chamber 210 to form a stable mixture and burn. This configuration, through the bidirectional pressure drive of the sealing valve 400 and the oxidizer pre-storage mechanism, eliminates the time delay of propellant filling in the traditional regenerative cooling system, enabling rapid response and startup of the thrust chamber; at the same time, the shutdown interception design, which drives the sealing valve 400 to move towards the oxidizer injection annular slit 320 to close the injection annular slit, simultaneously eliminates the aftereffect impulse deviation; the annular structure of the oxidizer injection annular slit 320 further ensures the uniform distribution of oxidizer to form an efficient combustion field.

[0036] As one possible implementation, the protrusion 110 of the injection chamber housing 100 is provided with a plurality of fuel injection holes, which are arranged circumferentially along the protrusion 110 and connect the fuel chamber 120 and the combustion chamber 210.

[0037] When the above technical solution is adopted, such as Figure 1As shown, the protrusion 110 of the injection chamber shell 100 has multiple fuel injection holes circumferentially opened, each injection hole connecting the internal fuel chamber 120 and the external combustion chamber 210, forming an annular fuel injection array. This structure allows the fuel flow from the fuel chamber 120 to be dispersed and injected into the combustion chamber 210 through multiple holes, where it intersects with the oxidant introduced by the valve chamber 300 at multiple angles. During operation: the fuel forms multiple jets through the circumferentially distributed injection holes, which collide and intersect perpendicularly with the oxidant input through the oxidant injection annular slit 320 within the combustion chamber 210; the multi-hole dispersion injection expands the fuel coverage area and enhances the impact mixing with the oxidant, ensuring complete combustion of the fuel within the combustion chamber 210. This configuration, through the circumferential multi-hole fuel injection structure, solves the inadequacy of mixing in traditional single-point injection or annular injection, eliminating incomplete combustion caused by localized over-rich or over-lean fuel; the wide-area impact of multiple jets with the oxidant improves the atomization fineness of the fuel and oxidant, shortening the mixing time.

[0038] Furthermore, the plurality of fuel injection holes include a plurality of first fuel injection holes 111 and a plurality of second fuel injection holes 112, wherein the diameter of the first fuel injection holes 111 is larger than the diameter of the second fuel injection holes 112.

[0039] Specifically, two sets of fuel injection holes with different diameters are formed circumferentially along the protrusion 110 of the injection chamber housing 100, including a first fuel injection hole 111 and a second fuel injection hole 112, wherein the diameter of the first fuel injection hole 111 is larger than the diameter of the second fuel injection hole 112, and the first fuel injection hole 111 and the second fuel injection hole 112 connect the fuel chamber 120 and the combustion chamber 210; this structure allows fuel to flow through injection holes of different diameters to form jets with different velocities and flow rates. During operation: The large-diameter first injection orifice forms a low-speed, high-flow, wide-angle jet, with some fuel reaching the combustion chamber 210 wall directly. There, it undergoes incomplete mixing with the oxidant, resulting in a low mixing ratio. The small-diameter second injection orifice generates a high-speed jet, which efficiently collides with the oxidant to form the core combustion zone. The wide-narrow jets work together to create an externally cold and internally hot combustion field. The low mixing ratio near the combustion chamber shell 200 wall results in a low temperature on the combustion chamber 210 wall, reducing the oxidant temperature rise within the combustion chamber shell 200 at this location. This configuration, through the dual-diameter injection structure, simultaneously improves combustion efficiency and optimizes thermal protection. The wide-angle jet forms a low-mixing-ratio protective layer on the wall, significantly reducing wall temperature and heat transfer to the regeneration cooling channel. The high-speed jet from the smaller-diameter second fuel injection orifice 112 ensures complete fuel atomization. The externally cold and internally hot combustion distribution pattern reduces the oxidant temperature rise, improving the thrust chamber's operational reliability while maintaining high combustion efficiency.

[0040] Furthermore, a plurality of first fuel injection holes 111 and a plurality of second fuel injection holes 112 are arranged alternately at intervals along the circumference of the protrusion 110.

[0041] Multiple first fuel injection holes 111 and multiple second fuel injection holes 112 are arranged alternately on the outer circumferential surface of the protrusion 110 of the injection chamber housing 100. Two holes intersect each other through the protrusion 110, connecting the fuel chamber 120 and the combustion chamber 210. This arrangement ensures that large-diameter and small-diameter injection holes are evenly distributed circumferentially. During operation, fuel is simultaneously injected through the alternately arranged large-diameter first fuel injection holes 111 and small-diameter second fuel injection holes 112. This configuration allows for the alternating mixing of wider and narrower fuel jets within the combustion chamber 210, ensuring uniform combustion and preventing combustion stagnation caused by localized temperature anomalies.

[0042] In some embodiments, a first sealing ring 500 is provided between the sealing valve 400 and the protrusion 110. The first sealing ring 500 may be configured to be nested in an annular groove on the outer wall of the protrusion 110, and to fit tightly with the inner surface of the sealing valve 400; the first sealing ring 500 may be made of a high-temperature resistant elastic material, and always fits the mating surface of the protrusion 110 and the sealing valve 400 when the sealing valve 400 is located along the axial direction of the protrusion 110. During the operation of the engine thrust chamber, the sealing valve 400 moves along the axial direction of the protrusion 110 with changes in air pressure. The provision of the first sealing ring 500 increases the sealing performance of the control air chamber 330, so that the control air can effectively cause the sealing valve 400 to move, increasing the accuracy of the movement of the sealing valve 400 and thus increasing the stability of the device effect.

[0043] In some embodiments, a second sealing ring 600 is provided between the sealing valve 400 and the combustion chamber housing 200. The second sealing ring 600 may be configured to be embedded in an annular groove in the inner wall of the combustion chamber housing 200, forming an elastic fit with the outer surface of the sealing valve 400; the second sealing ring 600 is made of a high-temperature resistant elastic material, which continuously fills the sealing gap during the axial movement of the sealing valve 400 along the protrusion 110, thereby increasing the sealing performance.

[0044] During the operation of the engine thrust chamber, when the oxidizer flows through the valve chamber 300, the second sealing ring 600 expands radially under pressure, tightly filling the gap between the sealing valve 400 and the combustion chamber housing 200. When the sealing valve 400 is displaced, the second sealing ring 600 undergoes adaptive deformation, maintaining continuous sealing of the sliding surface and reducing metal-to-metal contact wear. Through the arrangement of the second sealing ring 600, the pressure-filled microscopic gap between the sealing valve 400 and the combustion chamber housing 200 prevents oxidizer leakage from the valve chamber 300 into the control gas chamber 330, ensuring accurate gas pressure control and smooth operation.

[0045] As one possible implementation, the combustion chamber housing 200 includes an inner housing 230 and an outer housing 240 coaxially fitted together, with a cavity structure formed between the inner housing 230 and the outer housing 240. This cavity serves as an oxidant channel 220 connecting the oxidant inlet and the valve chamber 300. The inner housing 230 directly surrounds the combustion chamber 210 to withstand the high-temperature combustion gas, while the outer housing 240 provides external support and a sealing interface.

[0046] During the operation of the thrust chamber, the high-temperature gas conducts heat to the inner shell 230 wall, and the heat is transferred to the inner shell wall. The oxidant flowing through the annular channel comes into contact with the inner shell wall and absorbs heat through convection heat transfer to achieve its own preheating, while reducing the temperature of the inner shell 230. The preheated oxidant enters the combustion chamber 210 to participate in combustion and improve combustion efficiency.

[0047] By constructing an integrated cooling channel with a double-shell structure, the oxidant continuously absorbs heat from the inner shell 230 as it flows through the oxidant channel 220, reducing the temperature of the outer wall of the combustion chamber 210 and avoiding the problem of excessive heat radiation from a single-shell structure. Furthermore, it preheats the oxidant, increasing the combustion reaction rate and shortening the combustion delay time. This design, through the integrated design of the inner shell 230 and the outer shell 240, achieves regenerative cooling within a limited space, resolving the technical contradiction between insufficient thermal protection and low combustion efficiency in traditional thrust chambers, and improving the operational stability and lifespan of the thrust chamber.

[0048] As one possible implementation, a temperature measuring port 250 is provided on the combustion chamber housing 200. The temperature measuring port 250 is connected to the oxidant channel 220 through a radial through hole in the combustion chamber housing 200. The temperature measuring element can be installed in the temperature measuring port 250 through a sealed interface, and its probe end extends into the oxidant channel 220. The temperature measuring port 250 can be located at the end of the oxidant channel 220 away from the valve chamber 300 to monitor the oxidant temperature and oxidant state in the oxidant channel 220 in real time.

[0049] During the operation of the thrust chamber, the oxidizer flows through the oxidizer channel 220, absorbing heat from the combustion chamber 210 wall, causing its temperature to rise continuously. A temperature sensing element collects oxidizer temperature data in real time through the temperature sensing port 250. When the oxidizer temperature approaches the critical oxidizer vaporization temperature, the pressure inside the valve chamber 300 is reduced by controlling the gas channel, causing the oxidizer vaporization temperature to rise accordingly and maintaining the stability of the oxidizer liquid state. By setting the temperature sensing port 250 and linking it to pressure regulation, the state of the oxidizer can be monitored in real time, preventing oxidizer flow fluctuations caused by oxidizer vaporization, ensuring the continuous and stable operation of the engine thrust chamber, and eliminating the risk of ablation due to cooling failure.

[0050] As one possible implementation, the ratio of oxidizer injection pressure drop to fuel injection pressure drop is set to 1 / 3 to 1 / 2, specifically 0.33, 0.35, 0.45, or 0.5, or any value between 1 / 3 and 1 / 2. This ratio is achieved through the structural cross-sectional area design of the oxidizer channel 220 and the fuel injection orifice. Specifically, the oxidizer channel 220 adopts a large-section annular flow channel design or a large-section rectangular flow channel design to reduce flow resistance, while the fuel injection orifice adopts a smaller diameter multi-hole arrangement to increase flow resistance. During the operation of the thrust chamber, the pressure drop is small when the oxidizer flows through the low-flow-resistance oxidizer channel 220, retaining more pressure to overcome the resistance of the oxidizer channel 220; the pressure drop increases when the fuel flows through the high-flow-resistance fuel injection orifice, forming a high-speed jet to enhance atomization. The pressure drop difference between the two ensures that when the inlet pressure is the same, the excess pressure of the oxidizer fully meets the oxidizer cooling requirements, and the high-pressure fuel injection ensures combustion efficiency.

[0051] In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0052] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An engine thrust chamber, characterized in that, include: The injection chamber housing has a protrusion, and a fuel chamber is formed inside the protrusion; A combustion chamber housing, wherein a combustion chamber communicating with the fuel chamber is formed within the combustion chamber housing, an injection chamber housing is fixedly connected to the end of the combustion chamber housing, the combustion chamber housing and the outer periphery of the protrusion form a valve chamber, the valve chamber communicating with the combustion chamber, and an oxidant channel is provided within the combustion chamber housing, the oxidant channel communicating with the valve chamber for introducing oxidant into the valve chamber; A sealing valve is disposed within the valve cavity and movably sleeved on the outside of the protrusion. A control air passage is provided on the injection chamber housing, which communicates with the valve cavity and is used to control the air pressure within the valve cavity to control the movement of the sealing valve along the outside of the protrusion. The sealing valve has a first position and a second position within the valve cavity. When the sealing valve is in the first position, it blocks the communication port between the valve cavity and the combustion chamber. When the sealing valve is in the second position, the oxidant channel is connected to the valve cavity and, through the valve cavity, to the combustion chamber. The valve chamber includes: The valve cavity body, wherein the sealing valve is disposed within the valve cavity body and is movably sleeved on the outside of the protrusion; An oxidizer injection annular seam is provided, which connects the valve chamber body and the combustion chamber, and surrounds the outer periphery of the protrusion of the injection chamber shell; The control gas chamber is formed by the injection chamber shell, the combustion chamber shell and the sealing valve. The control gas chamber and the oxidant injection annular seam are located at the two ends of the sealing valve, and the control gas passage is connected to the control gas chamber.

2. The engine thrust chamber according to claim 1, characterized in that, The protrusion of the injection chamber housing has multiple fuel injection holes, which are arranged circumferentially along the protrusion and connect the fuel chamber and the combustion chamber.

3. The engine thrust chamber according to claim 2, characterized in that, The plurality of fuel injection holes include a plurality of first fuel injection holes and a plurality of second fuel injection holes, wherein the diameter of the first fuel injection holes is larger than the diameter of the second fuel injection holes.

4. The engine thrust chamber according to claim 3, characterized in that, Multiple first fuel injection holes and multiple second fuel injection holes are arranged alternately at intervals along the circumference of the protrusion.

5. The engine thrust chamber according to claim 1, characterized in that, A first sealing ring is provided between the sealing valve and the protrusion.

6. The engine thrust chamber according to claim 1, characterized in that, A second sealing ring is provided between the sealing valve and the combustion chamber housing.

7. The engine thrust chamber according to claim 1, characterized in that, The combustion chamber housing includes an inner housing and an outer housing, with the oxidant channel formed between the inner housing and the outer housing.

8. The engine thrust chamber according to claim 1, characterized in that, The combustion chamber shell is also provided with a temperature measuring port, which is connected to the oxidant channel and is used to detect the temperature of the oxidant in the oxidant channel.

9. The engine thrust chamber according to claim 1, characterized in that, The ratio of the injection pressure drop of the oxidant to the injection pressure drop of the fuel is 1 / 3 to 1 / 2.

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