Aircraft oriented to high Mach number and engine
By introducing a rotating detonation afterburner and bleed air duct into the turbine engine, the efficiency and thrust problems of the turbine engine at high Mach numbers have been solved, achieving higher combustion efficiency and thrust-to-weight ratio, and reducing fuel consumption.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- TSINGHUA UNIVERSITY
- Filing Date
- 2026-01-28
- Publication Date
- 2026-04-28
AI Technical Summary
Traditional turbocharged engines face problems at high Mach numbers, such as reduced flow rate, significantly reduced combustion chamber power, low afterburner efficiency, large total pressure loss, and long size, which lead to a sharp drop in engine thrust.
The design employs a rotary detonation afterburner and bleed air duct to introduce a portion of the compressor's airflow into the rotary detonation afterburner. This, combined with interstage bleed air from the compressor and rotary detonation combustion, improves combustion efficiency and reduces total pressure loss.
It improves the engine's overall cycle thermal efficiency, increases afterburner efficiency, shortens the afterburner chamber size, increases engine thrust and thrust-to-weight ratio, and reduces fuel consumption.
Smart Images
Figure CN121932285A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aero-engine combustion device technology, and in particular to aircraft and engines for high Mach numbers. Background Technology
[0002] Currently, the upper limit of turbine engines is generally around Mach 2.5, and they need to open the afterburner to provide high thrust to overcome the shock wave drag of the aircraft at supersonic speeds.
[0003] As the speed of an aircraft increases, traditional turbine engines will experience a significant decrease in compressor efficiency and insufficient flow capacity due to the high total temperature at the engine inlet. This leads to a substantial reduction in engine flow and combustion chamber work, resulting in a sharp drop in engine thrust. At the same time, the afterburner of traditional turbine engines suffers from problems such as low combustion efficiency, large total pressure loss, and long size due to the inflow velocity being much higher than the flame propagation velocity and low oxygen content. Summary of the Invention
[0004] Therefore, it is necessary to provide a high-Mach number aircraft and engine to address the problems of traditional turbines, such as a significant decrease in engine flow and combustion chamber work, low efficiency of afterburners, large total pressure loss, and long size, which lead to a sharp drop in engine thrust as flight speed increases.
[0005] An engine designed for high Mach numbers, comprising: a turbine engine, a rotating detonation afterburner, and a bleed air duct; the turbine engine comprising: a compressor, a main combustion chamber, and a turbine;
[0006] The main combustion chamber is located at the outlet of the compressor, and the turbine is located at the outlet of the main combustion chamber;
[0007] The rotating detonation afterburner is connected to the exhaust port of the turbine;
[0008] The bleed air duct is located on the outer periphery of the turbine engine. One end of the bleed air duct is connected to one stage of the compressor, and the other end is connected to the air inlet of the rotary detonation afterburner.
[0009] In existing research on turbine engines, detonation combustion is a self-pressurized combustion method that couples shock waves with flames and propagates at supersonic speeds. According to theoretical research and experimental verification results, compared with the Brayton cycle based on slow combustion, rotating detonation can improve the overall cycle thermal efficiency by more than 15%. In particular, due to its fast flame propagation speed, it can significantly improve efficiency in afterburners under high-speed flow conditions, avoiding the use of traditional blunt body flame stabilizers and reducing total pressure loss.
[0010] In the aforementioned high-Mach number engine, the compressor is used to draw air into the turbine engine. One end of the bleed air duct is connected to one stage of the compressor, and the other end is connected to the inlet of the rotating detonation afterburner. This prevents the compressor from drawing air into the main combustion chamber. Instead, the airflow is drawn through bleed air ducts located on the outer periphery of the main combustion chamber to the outlet of the main combustion chamber and the inlet of the rotating detonation afterburner. By installing the rotating detonation afterburner at the outlet of the main combustion chamber, the overall cycle thermal efficiency can be improved by more than 15%. Especially due to its high flame propagation speed, efficiency can be significantly improved in the high-speed flow conditions of the afterburner, avoiding the use of traditional blunt-body flame stabilizers and reducing total pressure loss. At high Mach numbers, introducing a portion of the compressor's airflow into the afterburner can reduce the workload of the compressor's high-pressure stage, improve the engine's airflow capacity, and enhance the afterburner's rotational detonation combustion. By combining compressor stage bleed air with rotational detonation combustion, afterburner combustion efficiency can be increased, the total pressure recovery coefficient can be improved, and the size of the afterburner can be shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio, reducing fuel consumption. Furthermore, this portion of the airflow entering the rotational detonation afterburner can also increase the oxygen content, thereby improving combustion efficiency and reducing total pressure loss.
[0011] In one embodiment, the high Mach number-oriented engine includes a plurality of bleed air ducts that are evenly spaced around the circumference of the turbine engine.
[0012] The air intake pipe is equipped with a flow regulating valve, which can control the amount of air intake from the air intake pipe.
[0013] When the flight Mach number is below 2.5, the flow regulating valve closes the bleed air pipe; when the flight Mach number is above 2.5, the flow regulating valve controls the bleed air pipe to gradually open, entering the bleed air working state.
[0014] In one embodiment, the number of air intake pipes is even.
[0015] In one embodiment, the air intake pipe is one or more of a circular pipe, an irregularly shaped pipe, and an annular pipe.
[0016] In one embodiment, the main combustion chamber includes a first casing;
[0017] The compressor is located at the air inlet of the first casing, and the rotary detonation afterburner is connected to the air outlet of the first casing.
[0018] In one embodiment, the main combustion chamber further includes a plurality of first fuel injection units disposed within the first casing, and the plurality of first fuel injection units are arranged at uniform intervals around the circumference of the main combustion chamber.
[0019] In one embodiment, the high Mach number-oriented engine further includes an intake duct and an exhaust duct, one end of which is connected to the intake port of the compressor and the other end is used for intake; one end of the exhaust duct is connected to the exhaust port of the turbine and the other end is an exhaust nozzle.
[0020] In one embodiment, the rotary detonation afterburner includes a second casing and a plurality of second fuel injection units;
[0021] The air inlet of the second casing is connected to the air outlet of the turbine;
[0022] Multiple second oil injection units are arranged at uniform intervals around the circumference of the second casing.
[0023] In one embodiment, the second casing is one of a single cylindrical shape, a double-cylinder cylindrical shape, or a multi-cylinder cylindrical shape.
[0024] This application also provides a high Mach number oriented aircraft, which includes the aforementioned high Mach number oriented engine.
[0025] In the aforementioned high-Mach-number turbine aircraft, the compressor is used to draw air into the turbine engine. One end of the bleed air duct is connected to one stage of the compressor, and the other end is connected to the inlet of the rotating detonation afterburner. This prevents the compressor from drawing air into the main combustion chamber. Instead, the airflow is drawn through bleed air ducts located on the outer periphery of the main combustion chamber to the outlet of the main combustion chamber and the inlet of the rotating detonation afterburner. By installing the rotating detonation afterburner at the outlet of the main combustion chamber, the overall cycle thermal efficiency can be increased by more than 15%. Especially due to its high flame propagation speed, efficiency can be significantly improved in the high-speed inflow conditions of the afterburner, avoiding the use of traditional blunt-body flame stabilizers and reducing total pressure loss. At high Mach numbers, introducing a portion of the compressor's airflow into the afterburner can reduce the workload of the compressor's high-pressure stage, improve the engine's airflow capacity, and enhance the afterburner's rotational detonation combustion. By combining compressor stage bleed air with rotational detonation combustion, afterburner combustion efficiency can be increased, the total pressure recovery coefficient can be improved, and the size of the afterburner can be shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio, reducing fuel consumption. Furthermore, this portion of the airflow entering the rotational detonation afterburner can also increase the oxygen content, thereby improving combustion efficiency and reducing total pressure loss.
[0026] At high Mach numbers, the compressor efficiency is significantly reduced and the airflow capacity is insufficient due to the high total inlet temperature. This application introduces a portion of the compressor airflow into the afterburner, which improves the engine's airflow capacity and overall thrust. Simultaneously, the afterburner employs rotary detonation combustion. By combining compressor stage bleed air with rotary detonation combustion, afterburner efficiency is increased, the total pressure recovery coefficient is improved, and the afterburner size is shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio while reducing fuel consumption. At high Mach numbers, fresh air is drawn from the intermediate stage of the compressor through a bleed air duct and enters the intake of the rotary detonation afterburner. This air is then mixed with the high-temperature combustion gas flowing from the main combustion chamber before entering the rotary detonation afterburner. A series of second fuel injection sections are arranged at the air inlet of the rotary detonation afterburner. The second fuel injection section can be a fuel injector or a fuel injection slit. The fuel injected from the second fuel injection section is mixed with the air entering from the air inlet of the rotary detonation afterburner. Through high-energy detonation, a stable rotary detonation combustion is formed in the rotary detonation afterburner. The high-temperature gas after combustion is ejected from the air outlet of the rotary detonation afterburner, i.e., the jet nozzle. This application modifies the afterburner of a conventional turbine aero-engine into a rotating detonation afterburner. By adding a method of bleed air from the compressor intermediate stage into the afterburner at high Mach numbers, it solves the problems of difficult initiation and stable maintenance of rotating detonation combustion under low oxygen concentrations, as well as the problems of drastic decrease in compressor efficiency and severe insufficient flow capacity of turbine engines at high Mach numbers. It also utilizes the fast response and high efficiency of rotating detonation combustion to improve the combustion efficiency of the rotating detonation afterburner, reduce the total pressure loss and thrust loss of the rotating detonation afterburner, shorten the size of the rotating detonation afterburner, and improve the performance of the aero-engine. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of an embodiment of an engine designed for high Mach numbers.
[0028] Figure 2 for Figure 1 A half-section view.
[0029] Explanation of icon numbers:
[0030] 10 - Engines designed for high Mach numbers;
[0031] 100 - Main combustion chamber; 110 - First casing; 120 - First fuel injection unit;
[0032] 200 - Rotary detonation afterburner; 210 - Second casing; 220 - Second fuel injection unit;
[0033] 300-compressor;
[0034] 400 - Bleed air pipe;
[0035] 500-Turbo. Detailed Implementation
[0036] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.
[0037] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.
[0038] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0039] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0040] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0041] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.
[0042] In existing research on turbine engines, detonation combustion is a self-pressurized combustion method that couples shock waves with flames and propagates at supersonic speeds. According to theoretical research and experimental verification results, compared with the Brayton cycle based on slow combustion, rotating detonation can improve the overall cycle thermal efficiency by more than 15%. In particular, due to its fast flame propagation speed, it can significantly improve efficiency in afterburners under high-speed flow conditions, avoiding the use of traditional blunt body flame stabilizers and reducing total pressure loss.
[0043] See Figure 1 , Figure 1 A schematic diagram of the structure of a high Mach number engine 10 according to an embodiment of this application is shown. The high Mach number engine 10 provided in an embodiment of this application includes: a turbine engine, a rotating detonation afterburner 200 and an air intake pipe 400. The turbine engine includes: a main combustion chamber 100, a compressor 300 and a turbine 500.
[0044] In the aforementioned high Mach number engine 10, the main combustion chamber 100 is located at the outlet of the compressor 300, the turbine 500 is located at the outlet of the main combustion chamber 100, and the rotating detonation afterburner 200 is connected to the outlet of the turbine 500. A bleed air duct 400 is located on the outer periphery of the turbine engine, with one end connected to one stage of the compressor 300 and the other end connected to the inlet of the rotating detonation afterburner 200.
[0045] In the aforementioned high-Mach number engine 10, the compressor 300 is used to draw air into the turbine engine. Simultaneously, one end of the bleed air duct 400 is connected to one stage of the compressor 300, and the other end is connected to the inlet of the rotating detonation afterburner 200. This prevents the compressor 300 from drawing air into the main combustion chamber 100. Instead, the airflow is drawn through the bleed air duct 400 located on the outer periphery of the main combustion chamber 100 to the outlet of the main combustion chamber 100 and the inlet of the rotating detonation afterburner 200. By installing the rotating detonation afterburner 200 at the outlet of the main combustion chamber 100, the overall cycle thermal efficiency can be increased by more than 15%. Especially due to its high flame propagation speed, efficiency can be significantly improved in the afterburner under high-speed flow conditions, avoiding the use of traditional blunt-body flame stabilizers and reducing total pressure loss. Meanwhile, at high Mach numbers, introducing a portion of the airflow from compressor 300 into the afterburner can reduce the workload of the high-pressure stage of compressor 300, improve the engine's airflow capacity, and enhance the afterburner's rotational detonation combustion mode. By combining interstage bleed air from compressor 300 with rotational detonation combustion, afterburner efficiency can be increased, the total pressure recovery coefficient can be improved, and the size of the afterburner can be shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio, and reducing fuel consumption. Furthermore, this portion of the airflow entering the rotational detonation afterburner 200 can also increase the oxygen content, thereby improving combustion efficiency and reducing total pressure loss.
[0046] See Figure 1 and Figure 2 In one embodiment, the high Mach number-oriented engine 10 includes multiple bleed air ducts 400, which are evenly spaced around the circumference of the turbine engine. In this embodiment, by arranging multiple bleed air ducts 400 around the circumference of the turbine engine, the airflow around the compressor 300 can be guided to the rotating detonation afterburner 200. Simultaneously, the evenly spaced arrangement of the multiple bleed air ducts 400 around the main combustion chamber 100 makes the airflow guided around the compressor 300 more stable and uniform, and the airflow entering the rotating detonation afterburner 200 more uniform, resulting in a more uniform circumferential impact of the airflow and ensuring a more uniform mixing of gas and fuel. A flow control valve is provided on the bleed air duct 400, which controls the bleed air volume. When the flight Mach number is below 2.5, the flow control valve closes the bleed air duct 400; when the flight Mach number is above 2.5, the flow control valve gradually opens the bleed air duct 400, entering the bleed air operation state. By installing a flow regulating valve on the bleed air duct 400, parameters such as the incoming flow velocity in the bleed air duct 400 can be adjusted to control the oxygen supply, thereby adapting to different Mach numbers, improving combustion efficiency, reducing total pressure loss and thrust loss, and enhancing the performance of the aero engine.
[0047] Specifically, the flow control valve can be controlled according to specific circumstances. For example, when the flight Mach number is below 2, the flow control valve closes the bleed air pipe 400; when the flight Mach number is above 2, the flow control valve controls the bleed air pipe 400 to gradually open, entering the bleed air working state. The flight Mach number range for opening and closing the flow control valve is between 2 and 2.5.
[0048] See Figure 1 and Figure 2 In one embodiment, the number of air intake pipes 400 is even.
[0049] Specifically, the number of air intake pipes 400 is 6, 8, or 10.
[0050] See Figure 1 and Figure 2 In one embodiment, the air intake conduit 400 is one or more of a circular conduit, an irregularly shaped conduit, and an annular conduit. The above shapes are all cross-sections of the air intake conduit 400 along its radial direction, such as circular, irregularly shaped, or annular cross-sections.
[0051] See Figure 1 and Figure 2 In one embodiment, the main combustion chamber 100 includes a first casing 110, with a compressor 300 disposed at the air inlet of the first casing 110, and a rotating detonation afterburner 200 communicating with the air outlet of the first casing 110. In this embodiment, the internal space of the first casing 110 is the main combustion chamber 100 space, where fuel and the airflow from the compressor 300 are mixed. A guide is also provided at the air outlet of the first casing 110.
[0052] See Figure 1 and Figure 2 In one embodiment, the main combustion chamber 100 further includes a plurality of first fuel injection units 130 disposed within the first casing 110, and the plurality of first fuel injection units 130 are evenly spaced around the circumference of the main combustion chamber 100 to ensure that fuel can be evenly distributed within the first casing 110.
[0053] See Figure 1 and Figure 2 In one embodiment, the high Mach number engine 10 further includes an intake duct and an exhaust duct. One end of the intake duct is connected to the intake port of the compressor, and the other end is used for intake. One end of the exhaust duct is connected to the exhaust port of the turbine, and the other end is an exhaust nozzle.
[0054] See Figure 1 and Figure 2In one embodiment, the rotary detonation afterburner 200 includes a second casing 210 and a plurality of second fuel injectors 220. The air inlet of the second casing 210 is connected to the air outlet of the turbine. The plurality of second fuel injectors 220 are arranged at uniform intervals around the circumference of the second casing 210. One end of the air outlet is connected to the air outlet of the second casing 210, and the other end is an air outlet. The plurality of second fuel injectors 220 are arranged at uniform intervals around the circumference of the second casing 210 to ensure that the fuel can be evenly distributed within the second casing 210.
[0055] In one embodiment, the second casing 210 is one of a single cylindrical shape, a double-cylinder cylindrical shape, or a multi-cylinder cylindrical shape. The above shapes are all cross-sections of the second casing 210 along its radial direction, such as a circular, double-circular, or multi-circular cross-section.
[0056] Specifically, the first fuel injection section 130 and the second fuel injection section 220 can be fuel injection devices, fuel injectors, or fuel injection slots. The multiple first fuel injection sections 130 are arranged in a ring around the central cone, that is, they are evenly distributed in a ring around the circumference of the main combustion chamber 100, so as to ensure that the fuel can be evenly distributed in the first casing 110 and the second casing 210.
[0057] The compressor 300 intake pipe 400 is located around the engine. When the afterburner is working, by opening the valves, switches and other components that connect the compressor 300 and the rotary detonation afterburner 200, a portion of the airflow from the compressor 300 is introduced into the rotary detonation afterburner 200.
[0058] Specifically, the engine 10, designed for high Mach numbers, is either a turbojet engine or a turbofan engine.
[0059] This application also provides a high Mach number oriented aircraft, which includes a high Mach number oriented engine 10.
[0060] In the aforementioned turbine-powered aircraft designed for high Mach numbers, the compressor 300 is used to draw air into the turbine engine. Simultaneously, one end of the bleed air duct 400 is connected to one stage of the compressor 300, and the other end is connected to the inlet of the rotating detonation afterburner 200. This prevents the compressor 300 from drawing air into the main combustion chamber 100. Instead, the airflow is drawn through the bleed air duct 400 located on the outer periphery of the main combustion chamber 100 to the outlet of the main combustion chamber 100 and the inlet of the rotating detonation afterburner 200. By placing the rotating detonation afterburner 200 at the outlet of the main combustion chamber 100, the overall cycle thermal efficiency can be increased by more than 15%. Especially due to its high flame propagation speed, efficiency can be significantly improved in afterburners with high-speed incoming flow conditions, avoiding the use of traditional blunt-body flame stabilizers and reducing total pressure loss. Meanwhile, at high Mach numbers, introducing a portion of the airflow from compressor 300 into the afterburner can reduce the workload of the high-pressure stage of compressor 300, improve the engine's airflow capacity, and enhance the afterburner's rotational detonation combustion mode. By combining interstage bleed air from compressor 300 with rotational detonation combustion, afterburner efficiency can be increased, the total pressure recovery coefficient can be improved, and the size of the afterburner can be shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio, and reducing fuel consumption. Furthermore, this portion of the airflow entering the rotational detonation afterburner 200 can also increase the oxygen content, thereby improving combustion efficiency and reducing total pressure loss.
[0061] Specifically, at high Mach numbers, due to the high total inlet temperature of the engine, the efficiency of the compressor 300 is significantly reduced and its flow capacity is insufficient. In this application, a portion of the airflow from the compressor 300 is introduced into the afterburner, which can improve the engine's airflow capacity and overall thrust. Simultaneously, the afterburner employs a rotary detonation combustion method. By combining interstage bleed air from the compressor 300 with rotary detonation combustion, afterburner efficiency can be increased, the total pressure recovery coefficient improved, and the afterburner size shortened, thereby increasing the engine's overall thrust and thrust-to-weight ratio, and reducing fuel consumption. At high Mach numbers, fresh air is drawn from the intermediate stage of the compressor 300 through the bleed air pipe 400 into the inlet of the rotary detonation afterburner 200, where it is mixed with the high-temperature combustion gas flowing from the main combustion chamber 100 before entering the rotary detonation afterburner 200. A series of second fuel injection sections 220 are arranged at the air inlet of the rotary detonation afterburner 200. The second fuel injection section 220 can be a fuel injector or a fuel injection slit. The fuel injected from the second fuel injection section 220 is mixed with the air entering from the air inlet of the rotary detonation afterburner 200. Through high-energy detonation, a stable rotary detonation combustion is formed in the rotary detonation afterburner 200. The high-temperature gas after combustion is ejected from the air outlet of the rotary detonation afterburner 200, i.e., the jet nozzle. This application modifies the afterburner of a conventional turbine aero-engine into a rotating detonation afterburner. By adding bleed air from the intermediate stage of compressor 300 into the afterburner at high Mach numbers, it solves the problems of difficult initiation and stable maintenance of rotating detonation combustion under low oxygen concentrations. It also solves the problems of sharp decline in compressor 300 efficiency and severe insufficient flow capacity at high Mach numbers in turbine engines. Furthermore, by utilizing the fast response and high efficiency of rotating detonation combustion, it can improve the combustion efficiency of rotating detonation afterburner 200, reduce the total pressure loss and thrust loss of rotating detonation afterburner 200, shorten the size of rotating detonation afterburner 200, and improve the performance of aero-engines.
[0062] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0063] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.
Claims
1. An engine designed for high Mach numbers, characterized in that, The high Mach number-oriented engine includes: a turbine engine, a rotating detonation afterburner, and a bleed air duct; the turbine engine includes: a compressor, a main combustion chamber, and a turbine; The main combustion chamber is located at the outlet of the compressor, and the turbine is located at the outlet of the main combustion chamber; The rotating detonation afterburner is connected to the exhaust port of the turbine; The bleed air duct is located on the outer periphery of the turbine engine. One end of the bleed air duct is connected to one stage of the compressor, and the other end is connected to the air inlet of the rotary detonation afterburner.
2. The engine for high Mach numbers according to claim 1, characterized in that, The high Mach number-oriented engine includes multiple bleed air ducts, which are evenly spaced around the circumference of the turbine engine. The air intake pipe is equipped with a flow regulating valve, which can control the amount of air intake from the air intake pipe. When the flight Mach number is below 2.5, the flow regulating valve closes the bleed air pipe; when the flight Mach number is above 2.5, the flow regulating valve controls the bleed air pipe to gradually open, entering the bleed air working state.
3. The engine for high Mach numbers according to claim 2, characterized in that, The number of air intake pipes is even.
4. The engine for high Mach numbers according to claim 2, characterized in that, The air intake pipe is one or more of the following: circular pipe, irregularly shaped pipe, and annular pipe.
5. The engine for high Mach numbers according to claim 1, characterized in that, The main combustion chamber includes a first casing; The compressor is located at the air inlet of the first casing, and the rotary detonation afterburner is connected to the air outlet of the first casing.
6. The engine for high Mach numbers according to claim 5, characterized in that, The main combustion chamber also includes a plurality of first fuel injection units, which are disposed within the first casing and are evenly spaced around the circumference of the main combustion chamber.
7. The engine for high Mach numbers according to claim 1, characterized in that, The high Mach number engine further includes an air intake duct, one end of which is connected to the air intake port of the compressor, and the other end is used for air intake; one end of the exhaust duct is connected to the air outlet of the turbine, and the other end is an exhaust nozzle.
8. The engine for high Mach numbers according to claim 1, characterized in that, The rotary detonation afterburner includes a second casing and multiple second fuel injection units; The air inlet of the second casing is connected to the air outlet of the turbine; Multiple second oil injection units are arranged at uniform intervals around the circumference of the second casing.
9. The engine for high Mach numbers according to claim 8, characterized in that, The second casing is one of the following: single cylindrical, double cylindrical, or multi-cylinder cylindrical.
10. A high Mach number aircraft, characterized in that, The high Mach number oriented aircraft includes the high Mach number oriented engine as described in any one of claims 1-9.