A flow passage variable width speed range ramjet engine, combined power plant and aircraft

Abstract

The present disclosure relates to the technical field of engines, and particularly provides a flow passage variable-width speed range ramjet engine, a combined power device and an aircraft. The engine body is provided with a first flow passage and an adjusting assembly. The bottom wall of the first flow passage is fixed, and the upper wall is adjustable. The upper wall has two states. In the first state, the first flow passage is a double-mode scramjet engine flow passage. In the second state, the first flow passage is a common subsonic ramjet engine flow passage. The upper wall comprises a variable-length sleeve plate, a front adjusting plate, a middle adjusting plate and a rear adjusting plate which are sequentially hinged. One end of the variable-length sleeve plate away from the front adjusting plate is hinged to the engine body. One end of the rear adjusting plate away from the middle adjusting plate is hinged to a connecting piece. The connecting piece is slidingly installed on a first sliding rail. The first sliding rail is fixedly arranged on the engine body. The present disclosure greatly widens the lower limit of the effective working speed range of the ramjet engine and reduces the technical difficulty of combination with a turbine engine.

Description

Technical Field

[0001] This disclosure relates to the field of engine technology, and in particular to a variable flow channel wide speed range ramjet engine, a combined power unit, and an aircraft. Background Technology

[0002] In combined power plants of turbine engines and scramjet engines operating at Mach numbers of 0 to 7.0, the conventional speed-range scramjet engine, operating at Mach 4.0 to 7.0, requires at least a high-speed turbine engine at Mach 4.0 for combination, resulting in significant overall technical challenges. If the operating speed range of the ramjet engine could be extended to Mach 2.5 to 7.0, it could be directly combined with a conventional turbine engine operating at Mach 0 to 2.5, reducing the overall technical difficulty of such combined power plants. Therefore, designing a wide-speed-range ramjet engine is essential. Summary of the Invention

[0003] This disclosure is made in view of the above-mentioned problems. This disclosure provides a variable-flow-range wide-speed-range ramjet engine, a combined power plant, and an aircraft.

[0004] According to one aspect of this disclosure, a ramjet engine is provided, including an engine body and an adjustment assembly, wherein the engine body is provided with a first flow channel; the flow channel profile of the first flow channel can be changed by the adjustment assembly.

[0005] The bottom wall of the first flow channel is fixed; the upper wall of the first flow channel is adjustable, and the upper wall has two states: in the first state, the first flow channel is a dual-mode scramjet engine flow channel; in the second state, the first flow channel is a conventional subsonic ramjet engine flow channel; the upper wall includes a variable length sleeve plate, a front adjustment plate, a middle adjustment plate, and a rear adjustment plate that are hinged together in sequence; the end of the variable length sleeve plate away from the front adjustment plate is hinged to the engine body, and the end of the rear adjustment plate away from the middle adjustment plate is hinged to a connector, the connector being slidably mounted on a first slide rail, and the first slide rail being fixedly mounted on the engine body;

[0006] The adjustment component can drive the upper wall to switch between a first state and a second state.

[0007] Furthermore, according to one aspect of this disclosure, a variable-speed-range ramjet engine with a flow channel includes an adjustment assembly comprising a first connecting rod, a second connecting rod, a third connecting rod, a second slide rail, and a driver. One end of the first connecting rod is hinged to the middle adjustment plate, and the other end is hinged to the third connecting rod. One end of the second connecting rod is hinged to the middle adjustment plate, and the other end is hinged to the third connecting rod. The first connecting rod, the second connecting rod, the middle adjustment plate, and the third connecting rod form a parallelogram structure. The third connecting rod is slidably mounted on the second slide rail and is arranged parallel to the second slide rail. The second slide rail is fixedly mounted on the engine body and is parallel to the bottom wall. The driver is drively connected to the third connecting rod and drives the third connecting rod to move along the second slide rail.

[0008] Furthermore, according to one aspect of this disclosure, in a variable-length wide-range ramjet engine, when the upper wall is in a first state: the distance between the variable-length sleeve and the bottom wall gradually decreases along the airflow direction, the front adjusting plate is parallel to the bottom wall, the middle adjusting plate is parallel to the bottom wall, and the distance between the rear adjusting plate and the bottom wall gradually increases along the airflow direction;

[0009] When the upper wall is in the second state: the distance between the variable length sleeve and the bottom wall gradually decreases along the airflow direction, the distance between the front adjustment plate and the bottom wall gradually increases along the airflow direction, the middle adjustment plate is parallel to the bottom wall, and the distance between the rear adjustment plate and the bottom wall gradually decreases along the airflow direction.

[0010] Furthermore, according to one aspect of this disclosure, a variable-flow-range wide-speed-range ramjet engine is provided with a first fuel injector at one end of the front adjusting plate near the variable-length sleeve plate; a second fuel injector and a first flame stabilizer are sequentially provided along the airflow direction at one end of the middle adjusting plate near the front adjusting plate; and a third fuel injector and a second flame stabilizer are sequentially provided along the airflow direction at one end of the rear adjusting plate near the middle adjusting plate.

[0011] The bottom wall is provided with a fourth fuel injector, a fifth fuel injector, a third flame stabilizer, a sixth fuel injector, and a fourth flame stabilizer in sequence along the airflow direction;

[0012] When the upper wall is in the first state, the second fuel injector is opposite to the fifth fuel injector, the first flame stabilizer is opposite to the third flame stabilizer, the third fuel injector is opposite to the sixth fuel injector, and the second flame stabilizer is opposite to the fourth flame stabilizer.

[0013] When the upper wall is in the second state, the first fuel injector is facing the fourth fuel injector.

[0014] Furthermore, according to one aspect of this disclosure, a variable-speed-range ramjet engine is provided on the bottom wall, and when the upper wall is in the second state, the first flame stabilizer and the fifth flame stabilizer are directly opposite each other.

[0015] Furthermore, according to one aspect of this disclosure, a flow-channel variable wide-range ramjet engine has a dual-mode scramjet mode and a conventional subsonic ramjet mode;

[0016] The dual-mode supersonic ramjet mode includes a subsonic mode and a supersonic mode. When in the subsonic mode, the upper wall is in a first state, and the third fuel injector, the sixth fuel injector, the second flame stabilizer, and the fourth flame stabilizer are activated. When in the supersonic mode, the upper wall is in a first state, and the second fuel injector, the fifth fuel injector, the first flame stabilizer, and the third flame stabilizer are activated.

[0017] When in normal sub-fuel ramming mode, the upper wall is in the second state, and the first fuel injector, the fourth fuel injector, the first flame stabilizer and the fifth flame stabilizer are activated.

[0018] Furthermore, according to one aspect of this disclosure, a variable-speed-range ramjet engine is provided at the inlet of the first flow channel and at the outlet of the first flow channel; both the inlet and outlet flow channels are hinged to the bottom wall.

[0019] According to another aspect of this disclosure, a combined power unit is provided, including a variable flow channel wide speed range ramjet engine as described above, wherein the engine body is further provided with a second flow channel located directly above the first flow channel, and a turbine engine is provided within the second flow channel.

[0020] According to the combined power device described in this disclosure, an upper intake regulating plate is provided at the inlet of the second flow channel, and an upper exhaust regulating plate is provided at the outlet; both the upper intake regulating plate and the upper exhaust regulating plate are hinged to the wall of the second flow channel.

[0021] According to another aspect of this disclosure, an aircraft is provided, including the combined power unit as described above.

[0022] This disclosure, by designing the upper wall of the first flow channel to be adjustable, enables the first flow channel to switch between a dual-mode scramjet engine flow channel and a conventional subsonic ramjet engine flow channel, greatly widening the lower limit of the effective operating speed range of the ramjet engine. This allows it to operate as both a conventional subsonic ramjet engine and a conventional speed-range dual-mode scramjet engine, thereby expanding the effective operating speed range of the ramjet engine to Ma = 2.5 to 7.0. This allows it to be directly combined with conventional turbine engines of Ma = 0 to 2.5, thereby reducing the overall technical difficulty of such combined power units. Attached Figure Description

[0023] The above and other objects, features, and advantages of this disclosure will become more apparent from the more detailed description of the embodiments thereof in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this disclosure and form part of the specification. They are used together with the embodiments of this disclosure to explain the disclosure and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0024] Figure 1 This is a schematic diagram of the structure of the upper wall of the first flow channel of the variable flow channel wide speed range ramjet engine disclosed in this disclosure when it is in the first state.

[0025] Figure 2 This is a schematic diagram of the structure when the upper wall of the first flow channel is in the second state.

[0026] Figure 3 This is the working state diagram of the sub-burning mode of the dual-mode superburning ramjet.

[0027] Figure 4 This is a typical pressure distribution diagram along the flow channel during the sub-burning mode of the dual-mode scramjet.

[0028] Figure 5 This is the working state diagram of the superheated mode in the dual-mode superheated ramjet.

[0029] Figure 6 This is a typical pressure distribution diagram along the flow channel during the superheated mode of the dual-mode superheated ramjet.

[0030] Figure 7 This is a diagram showing the working state of a normal sub-gas ramjet mode.

[0031] Figure 8 This is a typical pressure distribution diagram along the flow path in the ordinary sub-fuel ramjet mode.

[0032] Figure 9 It is the basic principle of high-temperature jet stabilization of flame.

[0033] Figure 10This is a schematic diagram of the combined power unit disclosed in this publication (the upper wall of the first flow channel is in the second state).

[0034] Figure 11 This is a structural schematic diagram of the upper wall of the wide-speed-range ramjet engine in the first flow channel of the combined power unit when it is in the first state.

[0035] Figure 12 This is a schematic diagram of the combined power unit when only the turbine engine is working.

[0036] Figure 13 This is a schematic diagram of the combined power unit when only the variable flow channel wide speed range ramjet engine is working and in the normal subsonic ramjet mode.

[0037] Figure 14 This is a schematic diagram of the sub-gas mode of the combined power unit, in which only the variable flow channel wide speed range ramjet engine is operating and is in the dual-mode scramjet mode.

[0038] Figure 15 This is a schematic diagram of the supernormal mode of the combined power unit, where only the variable flow channel wide speed range ramjet engine is operating and is in the dual-mode scramjet mode.

[0039] Figure 16 This is a schematic diagram illustrating the speed range connection between a turbine engine and a variable-flow-range wide-range ramjet engine.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1-Engine body, 2-First flow channel, 3-Turbine engine, 4-Bottom wall, 5-Intake upper adjustment plate, 6-Exhaust upper adjustment plate, 7-Intake lower adjustment plate, 8-Exhaust lower adjustment plate, 9-First intake duct, 10-Isolation section, 11-Front section of scramjet combustion chamber, 12-Second fuel injector, 13-Third flame stabilizer, 14-Rear section of scramjet combustion chamber, 15-Sixth fuel injector, 16-Fourth flame stabilizer, 17-Expanding tail nozzle, 18-Variable length sleeve, 19-Front adjustment plate, 20-Middle adjustment plate, 21-Rear adjustment plate, 22-Connector, 23-First slide rail, 24-First flame stabilizer, 25 26-First Linkage, 27-Second Linkage, 28-Third Linkage, 29-Second Slide Rail, 30-Second Intake, 31-Subsonic Diffuser, 32-Subsonic Ram Combustion Chamber, 33-Fourth Fuel Injector, 34-Fifth Flame Stabilizer, 35-Contraction-Expansion Tail Nozzle, 36-Incoming Airflow, 37-Oblique Shock Wave System, 38-Straight Shock Wave Chain, 39-Fuel, 40-First Combustion Zone, 46-Second Combustion Zone, 49-Straight Shock Wave, 51-Third Combustion Zone, 52-First Fuel Injector, 53-Third Fuel Injector, 54-Fifth Fuel Injector, 55-Second Flame Stabilizer, 56-Second Flow Channel. Detailed Implementation

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

[0043] See Figure 1 , Figure 2 , Figure 10 and Figure 11 As shown, this disclosure discloses a variable flow channel wide speed range ramjet engine. The flow channel profile of the first flow channel 2 can be changed by the adjustment component. The upper wall adjustment component of the ramjet engine is disposed on the engine body 1 and located between the first flow channel 2 and the second flow channel 56. The front adjustment plate 19, the middle adjustment plate 20 and the rear adjustment plate 21 in the adjustment component together constitute the upper wall of the first flow channel 2. The bottom wall 4 of the first flow channel 2 is fixed; the upper wall of the first flow channel 2 is adjustable and has two states: in the first state, the first flow channel 2 is a dual-mode scramjet engine flow channel; in the second state, the first flow channel 2 is a conventional subsonic ramjet engine flow channel. Thus, by adjusting the upper wall, the first flow channel 2 can be changed from a dual-mode scramjet engine flow channel to a conventional subsonic ramjet engine flow channel, thereby widening the lower limit of the effective operating speed range of the ramjet engine. This allows it to operate as both a conventional subsonic ramjet engine and a conventional speed range dual-mode scramjet engine, thereby expanding the operating speed range of the ramjet engine to Ma = 2.5 to 7.0. Furthermore, the upper wall includes a variable-length sleeve plate 18, a front adjusting plate 19, a middle adjusting plate 20, and a rear adjusting plate 21, which are hinged sequentially. The end of the variable-length sleeve plate 18 furthest from the front adjusting plate 19 is hinged to the engine body 1. The variable-length sleeve plate 18 includes an inner plate and an outer plate, which are slidably and sealingly connected. Specifically, during installation, one end of the outer plate can be hinged to the engine body 1, and one end of the inner plate can be hinged to the front adjusting plate 19. The end of the rear adjusting plate 21 furthest from the middle adjusting plate 20 is hinged to a connecting member 22. The connecting member 22 is slidably mounted on a first slide rail 23, which is fixedly mounted on the engine body 1 and inclined upwards along the airflow direction. Here, the first slide rail 23 is a short slide rail. The connecting member 22 can be a hinge. The variable-length sleeve plate 18 and the front adjusting plate 19 can be connected by hinges, the front adjusting plate 19 and the middle adjusting plate 20 can be connected by hinges, and the middle adjusting plate 20 and the rear adjusting plate 21 can be connected by hinges.

[0044] The adjustment assembly can drive the upper wall to switch between the first state and the second state. In a specific implementation, the variable length sleeve 18, the front adjustment plate 19, the middle adjustment plate 20 and the rear adjustment plate 21 are all slidably sealed to the two side walls of the first flow channel 2.

[0045] An expanding tail nozzle 17 is provided at the airflow outlet of the first flow channel 2.

[0046] The adjustment assembly includes a first connecting rod 25, a second connecting rod 26, a third connecting rod 27, a second slide rail 28, and a driver (not shown in the figure). The lower end of the first connecting rod 25 is hinged to one end of the middle adjusting plate 20, and the upper end is hinged to one end of the third connecting rod 27. The lower end of the second connecting rod 26 is hinged to the other end of the middle adjusting plate 20, and the upper end of the second connecting rod 26 is hinged to the other end of the third connecting rod 27. The first connecting rod 25, the second connecting rod 26, the middle adjusting plate 20, and the third connecting rod 27 form a parallelogram structure. The third connecting rod 27 is slidably mounted on the second slide rail 28 and is arranged parallel to the second slide rail 28. The second slide rail 28 is fixedly mounted on the engine body 1 and is parallel to the bottom wall 4, and is arranged along the axial direction of the first flow channel 2. The driver is connected to the third connecting rod 27 and drives the third connecting rod 27 to move along the second slide rail 28. The working principle of the adjustment component: The driver pushes or pulls the third link 27 to move along the second slide rail 28, changing the tilt angle of the first link 25 and the second link 26. This pushes or pulls the middle adjustment plate 20 to descend or rise. The middle adjustment plate 20 then drives the front adjustment plate 19 and the rear adjustment plate 21 to change their positions and angles. When the front adjustment plate 19 moves, it drives the variable length sleeve 18 to adjust its length and angle. When the rear adjustment plate 21 moves, the rear connecting piece 22 slides forward or backward along the first slide rail 23. The driver drives the third link 27 to perform a single reciprocating motion along the axis of the first flow channel 2, achieving the deformation switching of the flow channel profile between the dual-mode scramjet engine and the conventional subsonic ramjet engine.

[0047] The front adjustment plate 19 is provided with a first fuel injector 52 at one end near the variable length sleeve plate 18; the middle adjustment plate 20 is provided with a second fuel injector 12 and a first flame stabilizer 24 in sequence along the airflow direction at one end near the front adjustment plate 19; the rear adjustment plate 21 is provided with a third fuel injector 53 and a second flame stabilizer 55 in sequence along the airflow direction at one end near the middle adjustment plate 20.

[0048] The bottom wall 4 is provided with a fourth fuel injector 32, a fifth fuel injector 54, a third flame stabilizer 13, a sixth fuel injector 15 and a fourth flame stabilizer 16 in sequence along the airflow direction;

[0049] When the upper wall is in the first state, the second fuel injector 12 is directly opposite the fifth fuel injector 54, the first flame stabilizer 24 is directly opposite the third flame stabilizer 13, the third fuel injector 53 is directly opposite the sixth fuel injector 15, and the second flame stabilizer 55 is directly opposite the fourth flame stabilizer 16.

[0050] When the upper wall is in the second state, the first fuel injector 52 and the fourth fuel injector 32 are facing each other.

[0051] To further ensure good combustion performance in the ordinary sub-fuel ramjet mode, a fifth flame stabilizer 33 is provided on the bottom wall 4. When the upper wall is in the second state, the first flame stabilizer 24 and the fifth flame stabilizer 33 are directly opposite each other.

[0052] When the upper wall is in the first state, the first flow channel 2 is a dual-mode scramjet engine flow channel: the distance between the variable length sleeve plate 18 and the bottom wall 4 gradually decreases along the airflow direction, the front adjusting plate 19 is parallel to the bottom wall 4, the middle adjusting plate 20 is parallel to the bottom wall 4, and the distance between the rear adjusting plate 21 and the bottom wall 4 gradually increases along the airflow direction, such as... Figure 1 As shown;

[0053] When the upper wall is in the second state, the first flow channel 2 is a typical subsonic ramjet engine flow channel: the distance between the variable length sleeve plate 18 and the bottom wall 4 gradually decreases along the airflow direction, the distance between the front adjusting plate 19 and the bottom wall 4 gradually increases along the airflow direction, the middle adjusting plate 20 is parallel to the bottom wall 4, and the distance between the rear adjusting plate 21 and the bottom wall 4 gradually decreases along the airflow direction, such as... Figure 2 As shown.

[0054] See Figures 1-9 As shown, the variable flow channel wide speed range ramjet engine has a dual-mode scramjet mode and a conventional subsonic ramjet mode;

[0055] The dual-mode scramjet pressing mode includes a sub-spark mode and a superspark mode. When in the sub-spark mode of the dual-mode scramjet pressing mode, the sub-spark mode working mechanism is as follows: Figure 3 As shown, and in combination Figure 1 , Figure 2 Detailed explanation:

[0056] Reference for flow channel deformation switching Figure 1 As shown, the driver moves the third link 27 forward along the second slide rail 28 (as shown). Figure 1The direction of the middle arrow) is pushed to the limit position, where forward refers to the opposite direction of the airflow. The angle between the first link 25, the second link 26 and the axis of the first flow channel 2 increases from a preset acute angle to 90 degrees. At the same time, the first link 25 and the second link 26 drive the variable length sleeve 18, the front adjustment plate 19, the middle adjustment plate 20 and the rear adjustment plate 21 to change their positions and angles. Specifically, the front adjustment plate 19 moves to the lower left and rotates to be parallel to the axis of the first flow channel 2, forming an isolation section 10 with the bottom wall 4; the middle adjustment plate 20 moves to the lower left and remains parallel to the axis of the first flow channel 2, forming the front section 11 of the scramjet combustion chamber with the bottom wall 4; the rear adjustment plate 21 moves to the lower left and increases the angle counterclockwise with its rear connecting piece 22 as the pivot, so that the cross-sectional area of ​​the channel formed by it and the bottom wall 4 changes from a gradually contracting type to a gradually expanding type, forming the rear section 14 of the scramjet combustion chamber. The front adjustment plate 19 pushes the variable length sleeve 18 to shorten its length. The end of the variable length sleeve 18 away from the front adjustment plate 19 rotates downward around the hinge with the engine body 1 and approaches the bottom wall 4, reducing the throat area of ​​the air intake. The variable length sleeve 18 and the bottom wall 4 form the first air intake 9.

[0057] For information on aerothermodynamic processes, see [link to relevant documentation]. Figure 3 As shown, the incoming air 35 is pre-compressed by the oblique shock wave system 36 in the first intake duct 9, and then further compressed by the normal shock wave chain 37 formed in the isolation section 10 before flowing into the front section 11 of the scramjet combustion chamber. At this time, the first fuel injector 52, the second fuel injector 12, the fourth fuel injector 32, the fifth fuel injector 54, the first flame stabilizer 24, the third flame stabilizer 13, and the fifth flame stabilizer 33 are closed. The front section 11 of the scramjet combustion chamber does not have a combustion zone, but instead accommodates a portion of the normal shock wave chain. After the incoming air is compressed again by this portion of the normal shock wave chain, it flows into the rear section 14 of the scramjet combustion chamber at a high subsonic speed (e.g., Ma = 0.8). The sixth fuel injector 15 and the third fuel injector 53 open to inject fuel 38, which effectively mixes with the compressed incoming air. The fourth flame stabilizer 16 and the second flame stabilizer 55 open to form a high-temperature gas jet 39, igniting the fuel-air mixture and forming a stable first combustion zone 40. In the rear section 14 of the expanding scramjet combustor, due to the proper matching of the flow process, heat release process, and flow channel profile, a "thermal throat" is formed at a certain location. The subsonic high-temperature airflow in the combustor is accelerated to the local sound speed through the "thermal throat," and continues to accelerate into supersonic high-temperature airflow after passing the sound speed point. That is, the airflow velocity in the flow channel of the rear section 14 of the scramjet combustor undergoes a process of high subsonic speed-sonic speed-supersonic speed. The supersonic high-temperature airflow completes the expansion and acceleration process in the expanding tail nozzle 17. The above process forms the typical pressure distribution along the flow channel in the subsonic mode, such as... Figure 4 As shown.

[0058] When in the supersonic mode of the dual-mode scramjet pressing, the working mechanism of the scramjet mode is as follows: Figure 5 As shown, and in combination Figure 1 , Figure 2 Please provide a detailed explanation.

[0059] Regarding the flow channel deformation switching, it is the same as in the sub-burning mode, that is, the flow channel profile is the same as in the sub-burning mode, and will not be described again.

[0060] For information on aerothermodynamic processes, see [link to relevant documentation]. Figure 5 As shown, the incoming airflow 35 is pre-compressed by the oblique shock wave system 36 in the first intake duct 9, and then further compressed by the oblique shock wave chain 43 formed in the isolation section 10, flowing into the front section 11 of the scramjet combustor at supersonic speed. The second fuel injector 12 and the fifth fuel injector 54 open to inject fuel 38, and the first flame stabilizer 24 and the third flame stabilizer 13 open to form a high-temperature gas jet 39, igniting the fuel-air mixture and forming a stable second combustion zone 46. At this time, the sixth fuel injector 15 and the third fuel injector 53 close, and the fourth flame stabilizer 16, the second flame stabilizer 55, and the fifth flame stabilizer 33 close. The rear section 14 of the scramjet combustor serves as an extension of the front section 11, where fuel and air continue to mix and burn completely. The airflow remains supersonic throughout the entire process in the front section 11 and the rear section 14 of the scramjet combustor. The supersonic high-temperature airflow completes the expansion and acceleration process in the expanding tail nozzle 17. The above process forms the typical pressure distribution along the flow channel during the scram mode, such as... Figure 6 As shown.

[0061] When in normal sub-fuel ramming mode, the working mechanism of normal sub-fuel is as follows: Figure 7 As shown, and in combination Figure 1 , Figure 2 Please provide a detailed explanation.

[0062] Regarding flow channel deformation switching, see Figure 2 As shown, the actuator moves the third link 27 backward along the second slide rail 28 (as shown). Figure 2(In the direction of the middle arrow) Pull to the limit position, the axial angle between the first link 25 and the second link 26 and the first flow channel 2 decreases from 90 degrees to a preset acute angle. Simultaneously, the first connecting rod 25 and the second connecting rod 26 drive the front adjusting plate 19, the middle adjusting plate 20, and the rear adjusting plate 21 to change their positions and angles; the front adjusting plate 19 moves to the upper right and rotates to form a preset angle with the axis of the first flow channel 2, forming a subsonic diffuser 30 with the bottom wall 4; the middle adjusting plate 20 moves to the upper right and remains parallel to the axis of the first flow channel 2, forming a subsonic ramjet combustion chamber 31 with the bottom wall 4; the rear adjusting plate 21 moves to the upper right and reduces its angle clockwise with its rear connecting piece 22 as the pivot, while its rear connecting piece 22 slides to the upper right along the first slide rail 23, so that the cross-sectional area of ​​the channel formed by it and the bottom wall 4 changes from a gradually expanding type to a gradually contracting type, forming the contraction section of the contraction-expansion type tail nozzle 34 of the ordinary subsonic ramjet engine, and the expansion section of the contraction-expansion type tail nozzle 34 of the ordinary subsonic ramjet engine is the expansion type tail nozzle 17. The front adjustment plate 19 pulls the variable length sleeve 18 to increase its length, and rotates upward around the hinge point between its front end and the engine body 1, moving away from the bottom wall 4, increasing the throat area of ​​the air intake. The variable length sleeve 18 and the bottom wall 4 form a second air intake 29. The above adjustment process switches the flow channel deformation of the dual-mode scramjet engine to that of a conventional subsonic ramjet engine.

[0063] For information on aerothermodynamic processes, see [link to relevant documentation]. Figure 7 As shown, the incoming air 35 is pre-compressed by the oblique shock wave system 36 of the second intake duct 29, and then further compressed by the normal shock wave 49 near the throat of the second intake duct 29 (actually located in front of the subsonic diffuser 30), flowing into the subsonic diffuser 30 at subsonic speed. After further deceleration and pressurization in the subsonic diffuser 30, it flows into the ramjet combustion chamber 31 with a constant cross-sectional area at a low subsonic speed (e.g., Ma = 0.2). At this time, the first fuel injector 52 and the fourth fuel injector 32 located on the upper and lower walls of the subsonic diffuser 30 open to inject fuel 38, which mixes with the incoming air to form an oil-air mixture. The first flame stabilizer 24 located on the upper wall and the fifth flame stabilizer 33 located on the lower wall of the ramjet combustion chamber 31 open to ignite the oil-air mixture, forming a stable third combustion zone 51. The high-temperature combustion gas flows into the contraction-expansion type tail nozzle 34 at a low subsonic speed (e.g., Ma = 0.2). The subsonic, high-temperature airflow accelerates to the local speed of sound at the throat of the contraction-expansion nozzle 34, and then continues to accelerate to supersonic speed in the expansion section, completing the expansion acceleration process. This process forms the typical pressure distribution along the flow path in a conventional subsonic ramjet mode, such as... Figure 8 As shown.

[0064] Figure 7 In this context, NS indicates the location of normal shock wave 49 (NS stands for the first two letters of the word "normal shock wave"), and its purpose is to... Figure 8 The typical pressure distribution diagram along the flow path in the normal sub-fuel ramming mode corresponds to the pressure distribution diagram, which makes it easy to identify the pressure trend of each component.

[0065] Figures 3-8 In this context, i, f, g, h, d, and e represent the numbers at different cross-sections of the first flow channel 2.

[0066] See Figure 1 As shown, the inlet of the first flow channel 2 is provided with an intake lower regulating plate 7, and the outlet is provided with an exhaust lower regulating plate 8; both the intake lower regulating plate 7 and the exhaust lower regulating plate 8 are hinged to the bottom wall 4.

[0067] It should be noted that in this disclosure, the engine body 1 refers to the wall including the first flow channel 2 and other components disposed within the first flow channel 2 for constituting the ramjet engine. Since the ramjet engine is part of a combined power unit, and consists of the wall surrounding the first flow channel 2 and other necessary components within the first flow channel, there is no clear boundary for the ramjet engine within the combined power unit. Therefore, in some implementations, the engine body 1 can be the body of the ramjet engine or the body of the combined power unit. That is, in the case of a ramjet engine, the engine body in this disclosure refers to the ramjet engine body; in the case of a combined power unit, the engine body in this disclosure can also refer to the body of the combined power unit or a part thereof.

[0068] This disclosure also discloses a combined power unit, see details below. Figures 10-15 As shown, the variable-flow-range wide-speed-range ramjet engine, as described above, includes an engine body 1 that forms part of the combined power unit body. Specifically, the combined power unit body also has a second flow channel 56, located directly above the first flow channel 2, and a turbine engine 3 is housed within the second flow channel 56. An upper intake regulating plate 5 is provided at the inlet of the second flow channel 56, and an upper exhaust regulating plate 6 is provided at the outlet; both the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are hinged to the wall of the second flow channel 56. To facilitate the switching between the turbine engine and the variable-flow-range wide-speed-range ramjet engine, upper intake regulating plates 5 and 6, as well as lower intake regulating plates 7 and lower exhaust regulating plates 8, are provided.

[0069] The operating speed range of the turbine engine 3 is Ma = 0 to 2.5. The operating speed range of the variable flow channel wide speed range ramjet engine is Ma = 2.5 to 7.0.

[0070] This disclosure also discloses an aircraft including the aforementioned combined propulsion system.

[0071] When the combined propulsion system is in flight mode at Ma = 0 to 2.5, such as Figure 12As shown, only the turbine engine 3 is operating, with the upper intake regulating plate 5 and the upper exhaust regulating plate 6 open, and the lower intake regulating plate 7 and the lower exhaust regulating plate 8 also remaining open. The first flow channel 2 is in the geometry of the normal subsonic ramjet mode and is in a cold flow state. The shaded area of ​​the second flow channel 56 represents the area occupied by the high-temperature exhaust gas from the turbine engine 3 in this mode. This combined propulsion system operates as follows during flight at Mach 2.5–4.0: Figure 13 As shown, the turbine engine 3 stops operating, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the lower intake regulating plate 7 and the lower exhaust regulating plate 8 remain open. The first flow channel 2 is in the geometry of the normal subsonic ramjet mode. The shaded area in the first flow channel 2 represents the area occupied by the high-temperature gas in the subsonic ramjet combustion chamber 31 and the contraction-expansion type tail nozzle 34 in this mode. This combined power unit operates as follows during flight at Ma = 4.0–5.5: Figure 14 As shown, the turbine engine 3 stops operating, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the lower intake regulating plate 7 and the lower exhaust regulating plate 8 remain open. The first flow channel 2 is in the geometric state of the dual-mode scramjet engine mode, specifically the sub-combustion mode. The shaded area in the first flow channel 2 represents the region occupied by the high-temperature gas in the rear section 14 of the scramjet combustion chamber and the expanding tail nozzle 17 at this time. This combined power unit operates as follows during flight at Ma = 5.5–7.0: Figure 15 As shown, the turbine engine 3 stops working, the upper intake regulating plate 5 and the upper exhaust regulating plate 6 are closed, and the lower intake regulating plate 7 and the lower exhaust regulating plate 8 remain open. The first flow channel 2 is in the geometric state of the dual-mode scramjet mode, and is the scramjet mode in this mode. The shaded part in the first flow channel 2 represents the area occupied by the high-temperature gas in the front section 11 of the scramjet combustion chamber, the rear section 14 of the scramjet combustion chamber, and the expansion nozzle 17 at this time.

[0072] The concept of speed range transition between the two types of engines in a combined power unit of a turbine engine and a variable-flow-range wide-speed-range ramjet engine, such as... Figure 16 As shown, the operating range of the turbine engine is Ma = 0 to 2.5, therefore it cannot be directly connected to the speed range of a conventional scramjet engine with a speed range of Ma = 4.0 to 7.0. Using a variable-flow-width-range ramjet engine can widen the lower limit of the operating speed range of the ramjet channel to Ma = 2.5. When Ma = 2.5 to 4.0, the ramjet channel operates in a conventional subsonic ramjet engine mode. When Ma = 4.0 to 7.0, the ramjet channel operates in a dual-mode scramjet engine mode, where it operates in subsonic mode when Ma = 4.0 to 5.5 and in scramjet mode when Ma = 5.5 to 7.0. The combination of the turbine engine and the variable-flow-width-range ramjet engine forms a combined power unit that can effectively operate within the Ma = 0 to 7.0 range.

[0073] Furthermore, it is necessary to further explain the basic principles of high-temperature jet flame stabilization used in the conventional subsonic ramjet mode and the dual-mode scramjet mode, such as... Figure 9 As shown. When the ramjet channel of the combined power unit is operating, fuel pressurization can be achieved using a gas turbine pump system. In this system, the high-temperature gas flow generated by the gas generator, after being expanded by the turbine, discharges a hot gas flow that can serve as an ignition flame for flame stabilization in both the subsonic and supersonic ramjet combustion chambers. The hot gas flow (temperature T2, typically 1000K) discharged from the gas turbine pump system is introduced into a cold fuel-gas mixture (temperature T1), ensuring that the two flow velocities are different (V1≠V2). At this point, the hot and cold flow streams exchange mass and heat in both the cross-sectional and axial directions, correspondingly increasing the chemical reaction rate and flame propagation speed of the cold fuel-gas mixture. Consequently, under suitable parameter conditions, it is ignited and forms a stable flame. Using this flame stabilization method in the subsonic and supersonic ramjet combustion chambers eliminates the need for complex mechanical flame stabilization devices and dedicated hot gas flow generators, thus offering excellent feasibility.

[0074] This disclosure allows the flow channel of a conventional speed-range dual-mode scramjet engine to be used as a basic flow channel. By adjusting the flow channel wall, the flow channel of the dual-mode scramjet engine can be directly transformed into the flow channel of a conventional subsonic ramjet engine. This greatly expands the lower limit of the effective working speed range of the ramjet channel, enabling it to work as both a conventional subsonic ramjet engine and a conventional speed-range dual-mode scramjet engine. As a result, the working speed range of the ramjet engine is expanded to Ma = 2.5 to 7.0, allowing it to be directly combined with conventional turbine engines of Ma = 0 to 2.5, effectively reducing the overall technical difficulty of such combined power units.

[0075] The basic principles of this disclosure have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this disclosure are merely examples and not limitations, and should not be considered as essential features of each embodiment of this disclosure. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the scope of this disclosure to the necessity of employing the aforementioned specific details for implementation.

[0076] The block diagrams of devices, apparatuses, devices, and systems disclosed herein are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0077] Additionally, as used herein, the “or” used in a list of items beginning with “at least one” indicates a separate list, such that a list of, for example, “at least one of A, B, or C” means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word “exemplary” does not imply that the described example is preferred or better than other examples.

[0078] It should also be noted that in the systems and methods of this disclosure, the components or steps can be decomposed and / or recombined. These decompositions and / or recombinations should be considered as equivalent solutions to this disclosure.

[0079] Various changes, substitutions, and modifications can be made to the technology described herein without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of this disclosure is not limited to the specific aspects of the processes, machines, manufactures, events, means, methods, and actions described above. Currently existing or later-developed processes, machines, manufactures, events, means, methods, or actions that perform substantially the same function or achieve substantially the same result as the corresponding aspects described herein can be utilized. Therefore, the appended claims include such processes, machines, manufactures, events, means, methods, or actions within their scope.

[0080] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of this disclosure. Therefore, this disclosure is not intended to be limited to the aspects shown herein, but rather to be carried out within the widest scope consistent with the principles and novel features disclosed herein.

[0081] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this disclosure to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. A variable-flow-range wide-speed-range ramjet engine, characterized in that, It includes an engine body (1) and an adjustment assembly, wherein the engine body (1) is provided with a first flow channel (2); the flow channel profile of the first flow channel (2) can be changed by the adjustment assembly; The bottom wall (4) of the first flow channel (2) is fixed; the upper wall of the first flow channel (2) is adjustable, and the upper wall has two states: in the first state, the first flow channel (2) is a dual-mode scramjet engine flow channel; in the second state, the first flow channel (2) is a normal subsonic ramjet engine flow channel; the upper wall includes a variable length sleeve plate (18), a front adjustment plate (19), a middle adjustment plate (20) and a rear adjustment plate (21) that are hinged in sequence; the end of the variable length sleeve plate (18) away from the front adjustment plate (19) is hinged to the engine body (1), and the end of the rear adjustment plate (21) away from the middle adjustment plate (20) is hinged to a connector (22), and the connector (22) is slidably mounted on the first slide rail (23), and the first slide rail (23) is fixedly mounted on the engine body (1); The adjustment component can drive the upper wall to switch between a first state and a second state; The adjustment assembly includes a first connecting rod (25), a second connecting rod (26), a third connecting rod (27), a second slide rail (28), and a driver. One end of the first connecting rod (25) is hinged to the middle adjusting plate (20), and the other end is hinged to the third connecting rod (27). One end of the second connecting rod (26) is hinged to the middle adjusting plate (20), and the other end is hinged to the third connecting rod (27). The first connecting rod (25), the second connecting rod (26), the middle adjusting plate (20), and the third connecting rod (27) form a parallelogram structure. The third connecting rod (27) is slidably mounted on the second slide rail (28) and is parallel to the second slide rail (28). The second slide rail (28) is fixedly mounted on the engine body (1) and is parallel to the bottom wall (4). The driver is connected to the third connecting rod (27) and drives the third connecting rod (27) to move along the second slide rail (28).

2. The variable flow-channel wide-speed-range ramjet engine according to claim 1, characterized in that, When the upper wall is in the first state: the distance between the variable length sleeve plate (18) and the bottom wall (4) gradually decreases along the airflow direction, the front adjustment plate (19) is parallel to the bottom wall (4), the middle adjustment plate (20) is parallel to the bottom wall (4), and the distance between the rear adjustment plate (21) and the bottom wall (4) gradually increases along the airflow direction; When the upper wall is in the second state: the distance between the variable length sleeve plate (18) and the bottom wall (4) gradually decreases along the airflow direction, the distance between the front adjustment plate (19) and the bottom wall (4) gradually increases along the airflow direction, the middle adjustment plate (20) is parallel to the bottom wall (4), and the distance between the rear adjustment plate (21) and the bottom wall (4) gradually decreases along the airflow direction.

3. The variable flow channel wide speed range ramjet engine according to claim 1, characterized in that, The front adjustment plate (19) is provided with a first fuel injector (52) at one end near the variable length sleeve plate (18); the middle adjustment plate (20) is provided with a second fuel injector (12) and a first flame stabilizer (24) in sequence along the airflow direction at one end near the front adjustment plate (19); the rear adjustment plate (21) is provided with a third fuel injector (53) and a second flame stabilizer (55) in sequence along the airflow direction at one end near the middle adjustment plate (20). The bottom wall (4) is provided with a fourth fuel injector (32), a fifth fuel injector (54), a third flame stabilizer (13), a sixth fuel injector (15) and a fourth flame stabilizer (16) in sequence along the airflow direction. When the upper wall is in the first state, the second fuel injector (12) is opposite to the fifth fuel injector (54), the first flame stabilizer (24) is opposite to the third flame stabilizer (13), the third fuel injector (53) is opposite to the sixth fuel injector (15), and the second flame stabilizer (55) is opposite to the fourth flame stabilizer (16). When the upper wall is in the second state, the first fuel injector (52) is facing the fourth fuel injector (32).

4. The variable flow channel wide speed range ramjet engine according to claim 3, characterized in that, The bottom wall (4) is also provided with a fifth flame stabilizer (33). When the upper wall is in the second state, the first flame stabilizer (24) and the fifth flame stabilizer (33) are facing each other.

5. The variable flow channel wide speed range ramjet engine according to claim 4, characterized in that, The ramjet engine has a dual-mode scramjet mode and a conventional sub-steam ramjet mode; The dual-mode supersonic ramjet mode includes a subsonic mode and a supersonic mode. When in the subsonic mode, the upper wall is in the first state, and the third fuel injector (53), the sixth fuel injector (15), the second flame stabilizer (55), and the fourth flame stabilizer (16) are activated. When in the supersonic mode, the upper wall is in the first state, and the second fuel injector (12), the fifth fuel injector (54), the first flame stabilizer (24), and the third flame stabilizer (13) are activated. When in normal sub-fuel ramming mode, the upper wall is in the second state, and the first fuel injector (52), the fourth fuel injector (32), the first flame stabilizer (24) and the fifth flame stabilizer (33) are activated.

6. The variable flow-channel wide-speed-range ramjet engine according to claim 4, characterized in that, The first flow channel (2) is provided with an intake lower regulating plate (7) at the inlet and an exhaust lower regulating plate (8) at the outlet; the intake lower regulating plate (7) and the exhaust lower regulating plate (8) are both hinged to the bottom wall (4).

7. A combined power unit, characterized in that, The engine includes the variable wide-range ramjet engine according to any one of claims 1-6, wherein the engine body (1) forms part of the combined power unit body, and the combined power unit body is further provided with a second flow channel (56), the second flow channel (56) being located directly above the first flow channel (2), and a turbine engine (3) being provided in the second flow channel (56).

8. The combined power unit according to claim 7, characterized in that, The second flow channel (56) is provided with an intake upper adjustment plate (5) at the inlet and an exhaust upper adjustment plate (6) at the outlet; the intake upper adjustment plate (5) and the exhaust upper adjustment plate (6) are both hinged to the wall of the second flow channel (56).

9. An aircraft, characterized in that, Includes the combined power unit as described in claim 8.

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