Aircraft and tandem rotary detonation turbine ramjet combined engine thereof
By using the mode switching mechanism of the tandem rotary detonation turbo-ramjet combined engine, the thrust trap problem of the turbo-ramjet combined engine between Mach 2.5 and 3.5 was solved, enabling wide-speed range flight from Mach 0 to 6.0+, and improving thrust and combustion efficiency.
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
In turbo-ramjet combined engines, there is a thrust trap problem between the turbo engine and the conventional ramjet engine, especially between Mach 2.5 and 3.5. The conventional ramjet engine has low combustion efficiency and low thrust, while the turbo engine's thrust drops sharply, resulting in insufficient thrust of the combined engine.
It adopts a tandem rotating detonation turbine-ramjet combined engine, which switches the state of the turbine engine and ramjet duct at different flight speeds through a mode switching mechanism. By utilizing the tandem structure of the rotating detonation afterburner and the turbine engine, combined with the turbine and ramjet modes, it ensures smooth thrust conversion.
Achieve wide-speed range flight within the Mach number range of 0 to 6.0+, increase turbine engine thrust by more than 20%, solve the thrust trap problem, enhance combustion chamber stability, and improve combustion efficiency and thrust-to-weight ratio.
Smart Images
Figure CN121932289A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aero-engine technology, and in particular to aircraft and their tandem rotary detonation turbine-ramjet combined engines. Background Technology
[0002] The turbo-ramjet combined engine (TBCC) combines the advantages of both turbojet and ramjet engines, enabling stable operation across a wide speed range from Mach 0 to above 6, and is a core technology for hypersonic vehicles.
[0003] In recent years, supported by numerous supersonic / hypersonic projects, TBCC (Turbine-Based Combined Cycle) propulsion technology has undergone extensive and systematic research, yielding significant progress and results. Turbine-based combined cycle (TBCC) engines possess outstanding advantages in overall performance, technical feasibility, and cost control.
[0004] However, due to the limitations of the high-speed operating limit of the turbine engine and the low-speed operating limit of the ramjet engine, there is a thrust trap problem between the turbine engine and the conventional ramjet engine in the turbo-ramjet combined engine. When the conventional ramjet engine is between Mach 2.5 and 3.5, the total incoming flow temperature is low, the combustion efficiency is low, and the thrust is also low. At this time, the thrust of the turbine engine drops sharply, resulting in a thrust trap in the combined engine. Summary of the Invention
[0005] Based on this, it is necessary to address the thrust trap problem between the turbine engine and the conventional ramjet engine in existing turbo-ramjet combined engines. When the conventional ramjet engine is between Mach 2.5 and 3.5, the total incoming flow temperature is low, the combustion efficiency is low, and the thrust is also low. At this time, the thrust of the turbine engine drops sharply, resulting in a thrust trap problem in the combined engine. Therefore, an aircraft and its tandem rotating detonation turbo-ramjet combined engine are proposed.
[0006] A tandem rotary detonation turbo-ramjet combined engine, comprising: a turbo engine, a rotary detonation afterburner, and a ramjet duct; the turbo engine comprising: a compressor, a main combustion chamber, and a turbine.
[0007] The main combustion chamber is located at the air inlet of the compressor, and the turbine is located at the air outlet of the main combustion chamber;
[0008] The rotating detonation afterburner is connected to the exhaust port of the turbine engine;
[0009] The ram-tube is disposed on the outer wall of the turbine engine, with one end used for air intake and the other end connected to the air intake of the rotary detonation afterburner.
[0010] A mode switching mechanism is provided at the air inlet of the ramjet duct and the air inlet of the turbine engine, for opening or closing the ramjet duct and the turbine engine, so that the tandem rotary detonation turbine-ramjet combined engine switches between a first state, a second state and a third state.
[0011] When the speed of the aircraft is below Mach 2.5, the mode switching mechanism closes the ramjet duct and opens the air intake of the turbine engine, thereby switching to the first state;
[0012] When the aircraft's speed is between Mach 2.5 and 3.0, the mode switching mechanism gradually opens the ramjet duct and gradually reduces the air intake of the turbine engine, thereby switching to the second state, at which time air enters both the turbine engine and the ramjet duct.
[0013] When the aircraft's speed exceeds Mach 3.0, the mode switching mechanism opens the ramjet duct and closes the turbine engine's air intake, thereby switching to the third state.
[0014] In the aforementioned tandem rotating detonation turbo-ramjet combined engine, the rotating detonation afterburner is connected to the exhaust port of the turbine engine, forming a series structure. A ramjet duct is located on one end of the turbine engine's outer wall for air intake, and the other end is connected to the intake port of the rotating detonation afterburner. A mode switching mechanism is located at the intake ports of both the ramjet duct and the turbine engine, used to open or close both the ramjet duct and the turbine engine. Thus, when the aircraft speed is below Mach 2.5, the mode switching mechanism closes the ramjet duct and opens the turbine engine's intake port, switching to the first state. The ramjet duct increases the airflow in the rotating detonation afterburner, and the turbine engine, in conjunction with the detonation afterburner, generates thrust. The rotating detonation afterburner primarily serves to provide low-flow-rate airflow, cool the nozzle, and reduce infrared radiation characteristics. When the aircraft's speed is between Mach 2.5 and 3.0, the mode switching mechanism opens the ramjet duct and the turbine engine's air intake, switching to the second state, which is the transition from turbine mode to ramjet mode. Both the turbine engine and the ramjet engine generate thrust, ensuring a smooth speed mode transition. When the aircraft's speed exceeds Mach 3.0, the mode switching mechanism opens the ramjet duct and closes the turbine engine's air intake, switching to the third state. The ramjet duct is open, and the turbine engine's air intake is closed. Air enters the rotating detonation afterburner through the ramjet duct. In this state, the rotating detonation afterburner acts as a ramjet combustor, generating greater specific impulse and thrust through rotating detonation combustion. The ramjet effect in the air intake is enhanced, and the operating stability of the rotating detonation afterburner gradually improves. This increases the fuel injection volume of the rotating detonation afterburner while improving the performance of the multi-stage afterburner under high-temperature conditions, ensuring smooth speed mode transitions and flight stability.
[0015] In one embodiment, the tandem rotary detonation turbo-ramjet combined engine further includes an inlet guide vane, which is disposed at the air inlet of the compressor and located on the side of the compressor away from the rotary detonation afterburner.
[0016] In one embodiment, the main combustion chamber includes a first casing and a guide vane;
[0017] The air inlet of the first casing is provided, the stamped duct is provided on the outer wall of the main combustion chamber, the rotary detonation afterburner is connected to the air outlet of the main combustion chamber, and the guide is provided at 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 evenly arranged around the circumference of the first casing.
[0019] In one embodiment, the stamped duct is annular and fitted onto the outer wall of the main combustion chamber.
[0020] In one embodiment, the ram-tube includes a ventilation section and a connecting section connected together. The ventilation section is disposed on the outer wall of the main combustion chamber and is used for air intake. The mode switching mechanism is disposed at one end of the ventilation section opposite to the connecting section. The end of the connecting section opposite to the ventilation section is connected to the air intake of the rotary detonation afterburner.
[0021] In one embodiment, the rotary detonation afterburner includes a second casing and a plurality of second fuel injection units;
[0022] The air inlet of the second casing is connected to the air outlet of the main combustion chamber, one end of the ramjet duct is connected to the air inlet of the second casing, and a plurality of second fuel injection units are disposed in the second casing and are evenly arranged around the circumference of the second casing.
[0023] In one embodiment, the injection direction of the second fuel injector is set at an angle to the axis of the main combustion chamber.
[0024] In one embodiment, the mode switching mechanism includes a first valve body and a second valve body, the first valve body being disposed at the air inlet of the ramjet duct and the second valve body being disposed at the air inlet of the turbine engine.
[0025] This application also provides an aircraft comprising the aforementioned tandem rotating detonation turbo-ramjet combined engine.
[0026] During operation, the aforementioned aircraft features a rotating detonation afterburner connected to the exhaust port of the turbine engine, forming a series structure. A ramjet duct is located at one end of the turbine engine's outer wall for air intake, and at the other end connects to the intake port of the rotating detonation afterburner. A mode switching mechanism is located at both the ramjet duct's intake and the turbine engine's intake, used to open or close both. When the aircraft's speed is below Mach 2.5, the mode switching mechanism closes the ramjet duct and opens the turbine engine's intake, switching to the first state. The ramjet duct increases the airflow to the rotating detonation afterburner, and the turbine engine, in conjunction with the detonation afterburner, generates thrust. The rotating detonation afterburner primarily functions as a low-flow-rate passageway, cools the nozzle, and reduces infrared radiation characteristics. When the aircraft's speed is between Mach 2.5 and 3.0, the mode switching mechanism opens the ramjet duct and the turbine engine's air intake, switching to the second state, which is the transition from turbine mode to ramjet mode. Both the turbine engine and the ramjet engine generate thrust, ensuring a smooth speed mode transition. When the aircraft's speed exceeds Mach 3.0, the mode switching mechanism opens the ramjet duct and closes the turbine engine's air intake, switching to the third state. The ramjet duct is open, and the turbine engine's air intake is closed. Air enters the rotating detonation afterburner through the ramjet duct. In this state, the rotating detonation afterburner acts as a ramjet combustor, generating greater specific impulse and thrust through rotating detonation combustion. The ramjet effect in the air intake is enhanced, and the operating stability of the rotating detonation afterburner gradually improves. This increases the fuel injection volume of the rotating detonation afterburner while improving the performance of the multi-stage afterburner under high-temperature conditions, ensuring smooth speed mode transitions and flight stability. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of a tandem rotating detonation turbo-ramjet combined engine according to one embodiment.
[0028] Figure 2 for Figure 1 A half-section view.
[0029] Explanation of icon numbers:
[0030] 10-Series rotary detonation turbo-ramjet combined engine;
[0031] 100 - Main combustion chamber; 110 - First casing; 120 - First fuel injection unit; 130 - Guide vane;
[0032] 200 - Rotary detonation afterburner; 210 - Second casing; 220 - Second fuel injection unit;
[0033] 300 - Compressor; 310 - Inlet guide vane;
[0034] 400 - Stamped duct; 410 - Mode switching mechanism; 411 - First valve body; 420 - Vent section; 430 - Connecting section;
[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] Detonation combustion is a self-pressurized combustion method that couples shock waves with flames and propagates at supersonic speeds. Based on theoretical research and experimental verification, compared to the Brayton cycle based on slow combustion, rotating detonation can improve the overall cycle thermal efficiency by more than 15%. For turbojet engines using rotating detonation afterburning, it can significantly improve thermal efficiency under afterburning conditions and increase the engine's overall specific impulse, effectively solving the problems of insufficient thrust and excessive fuel consumption in turbojet engines at high Mach numbers (2.5-3.0 Ma). For ramjet engines, rotating detonation combustion can further lower the lower limit of high efficiency, effectively solving the problems of low combustion efficiency, low specific impulse, and insufficient thrust in ramjet engines at Mach 2.5-3.0. Simultaneously, rotating detonation combustion can significantly shorten the length of the combustion chamber, thereby reducing engine weight and improving the thrust-to-weight ratio. Gas turbine engines and ramjet engines based on rotating detonation combustion can increase the thrust of turbine engines by more than 20% under extreme conditions (Ma=2.5-3.5), effectively solving the "thrust trap" problem in the TBCC mode transition process, thereby achieving wide-speed range flight within the Mach number range of Ma=0-6.0+.
[0043] See Figure 1 , Figure 1A schematic diagram of the structure of a tandem rotary detonation turbo-ramjet combined engine 10 according to an embodiment of this application is shown. The tandem rotary detonation turbo-ramjet combined engine 10 provided in an embodiment of this application includes: a turbo engine, a rotary detonation afterburner 200 and a ramjet duct. The turbo engine includes: a compressor 300, a main combustion chamber 100 and a turbine 500.
[0044] In the aforementioned tandem rotating detonation turbo-ramjet combined engine 10, the main combustion chamber 100 is located at the air inlet of the compressor 300, and the turbine 500 is located at the air outlet of the main combustion chamber 100. The rotating detonation afterburner 200 is connected to the air outlet of the turbine engine. The ramjet duct 400 is located on the outer wall of the turbine engine, i.e., the outer wall of the main combustion chamber 100, with one end used for air intake and the other end connected to the air inlet of the rotating detonation afterburner 200. A mode switching mechanism 410 is located at the air inlet of the ramjet duct 400 and the air inlet of the turbine engine, used to open or close the ramjet duct 400 and the turbine engine, so that the tandem rotating detonation turbo-ramjet combined engine 10 switches between a first state, a second state, and a third state. When the speed of the aircraft is below Mach 2.5, the mode switching mechanism 410 closes the ramjet duct 400 and opens the air inlet of the turbine engine, thereby switching to the first state. When the aircraft's speed is between Mach 2.5 and 3.0, the mode switching mechanism 410 opens the ramjet duct 400 and the turbine engine's air intake, thus switching to the second state. When the aircraft's speed is above Mach 3.0, the mode switching mechanism 410 opens the ramjet duct 400 and closes the turbine engine's air intake, thus switching to the third state.
[0045] In the aforementioned tandem rotary detonation turbo-ramjet combined engine 10, the rotary detonation afterburner 200 is connected to the exhaust port of the turbine engine, i.e., the main combustion chamber 100, forming a tandem structure. A ramjet duct 400 is located on one end of the outer wall of the turbine engine for air intake, and the other end is connected to the air intake port of the rotary detonation afterburner 200. A mode switching mechanism 410 is located at the air intake ports of the ramjet duct 400 and the turbine engine, used to open or close the ramjet duct 400 and the turbine engine. Thus, when the speed is below Mach 2.5, the mode switching mechanism 410 closes the ramjet duct 400 and opens the turbine engine's air intake port, thereby switching to the first state. The ramjet duct 400 increases the flow rate of the rotary detonation afterburner 200. Through the operation of the turbine engine and the detonation afterburner, thrust is generated. The rotary detonation afterburner 200 mainly serves to facilitate low-flow passage, cool the nozzle, and reduce infrared radiation characteristics. When the speed is between Mach 2.5 and 3.0, the mode switching mechanism 410 opens the air intake of the ramjet duct 400 and the turbine engine, thereby switching to the second state, which is in the process of transitioning from turbine mode to ramjet mode. Both the turbine engine and the ramjet engine generate thrust to ensure a smooth transition of speed modes. When the speed exceeds Mach 3.0, the mode switching mechanism 410 opens the ramjet duct 400 and closes the turbine engine's air intake, thus switching to the third state. The ramjet duct 400 is opened, and the turbine engine's air intake is closed. Air enters the rotating detonation afterburner 200 through the ramjet duct 400. At this time, the rotating detonation afterburner 200 acts as a ramjet combustor, generating a larger specific impulse and thrust through rotating detonation combustion. The ramjet effect in the air intake is enhanced, and the operational stability of the rotating detonation afterburner 200 is gradually improved. While increasing the fuel injection quantity of the rotating detonation afterburner 200, the operational performance of the multi-stage afterburner under high-temperature conditions is improved, ensuring smooth speed mode switching of the aircraft and ensuring the stability of the aircraft's flight.
[0046] When the speed exceeds Mach 3.0, the mode switching mechanism 410 opens the ramjet duct 400, and the turbine engine itself does not work, but is in a windmill state to increase the airflow into the rotating detonation afterburner 200, i.e., the ramjet combustion chamber.
[0047] See Figure 1 and Figure 2 In one embodiment, the tandem rotary detonation turbo-ramjet combined engine 10 further includes an inlet guide vane 310, which is disposed at the air inlet of the main combustion chamber 100 and located on the side of the compressor 300 away from the rotary detonation afterburner 200. The inlet guide vane 310 is the compressor 300 inlet guide vane 310, used to guide the airflow.
[0048] See Figure 1 and Figure 2 In one embodiment, the main combustion chamber 100 includes a first casing 110 and a guide 130. An air inlet is disposed in the first casing 110, a ram-tube duct 400 is disposed on the outer wall of the main combustion chamber 100, a rotating detonation afterburner 200 communicates with the air outlet of the main combustion chamber 100, and the guide 130 is disposed at the air outlet of the first casing 110. The guide 130 is a turbine guide, used to guide the airflow at the rear end of the turbine.
[0049] Specifically, the first casing 110 is a turbojet engine casing, and the first casing 110 also houses the main combustion chamber 100 casing.
[0050] See Figure 1 and Figure 2 In one embodiment, the main combustion chamber 100 further includes a plurality of first fuel injection units 120 disposed within the first casing 110, and the plurality of first fuel injection units 120 are evenly arranged around the circumference of the first casing 110 to ensure that fuel can be evenly distributed within the first casing 110.
[0051] See Figure 1 and Figure 2 In one embodiment, the stamped duct 400 is annular and fitted onto the outer wall of the main combustion chamber 100.
[0052] In other embodiments, the stamping duct 400 may also be partially annular, and multiple stamping ducts 400 are arranged circumferentially around the first housing 110, so that some stamping ducts 400 can be opened and some stamping ducts 400 can be closed according to the speed mode requirements.
[0053] See Figure 1 and Figure 2 In one embodiment, the ram-tube 400 includes a ventilation section 420 and a connecting section 430 connected together. The ventilation section 420 is disposed on the outer wall of the main combustion chamber 100 and is used for air intake. A mode switching mechanism 410 is disposed at the end of the ventilation section 420 opposite to the connecting section 430. The end of the connecting section 430 opposite to the ventilation section 420 is connected to the air intake of the rotating detonation afterburner 200. Specifically, the connecting section 430 and the ventilation section 420 are arranged at an angle, and the ventilation section 420 is coaxially arranged with the main combustion chamber 100. Specifically, the connecting section 430 is a rear duct ejector.
[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 main combustion chamber 100, and one end of the ramjet duct 400 is connected to the air inlet of the second casing 210. The plurality of second fuel injectors 220 are disposed in the second casing 210 and are evenly arranged around the circumference of the second casing 210 to ensure that the fuel can be evenly distributed within the second casing 210.
[0055] See Figure 1 and Figure 2 In one embodiment, the injection direction of the second fuel injection unit 220 is set at an angle to the axis of the main combustion chamber 100.
[0056] The second fuel injection section 220 is directed towards the exhaust port of the main combustion chamber 100, thereby allowing the fuel to mix with the airflow from the main combustion chamber 100 and the ram air duct 400. The fuel injection direction of the second fuel injection section 220 is either angled or parallel to the axis of the main combustion chamber 100. This can be achieved by all the second fuel injection sections 220 being angled towards the axis of the main combustion chamber 100 and directed towards the exhaust port of the main combustion chamber 100, or by all the second fuel injection sections 220 being parallel to the axis of the main combustion chamber 100 and directed towards the exhaust port of the main combustion chamber 100, or by some of the second fuel injection sections 220 being parallel to the axis of the main combustion chamber 100 and by some of the second fuel injection sections 220 being angled towards the axis of the main combustion chamber 100.
[0057] In other embodiments, the injection direction of the second fuel injection unit 220 may be opposite to the exhaust port of the main combustion chamber 100 or perpendicular to the axis of the main combustion chamber 100. The specific injection direction is not limited here.
[0058] See Figure 1 and Figure 2 In one embodiment, the mode switching mechanism 410 includes a first valve body 411 and a second valve body. The first valve body 411 is disposed at the air inlet of the ramjet duct 400, and the second valve body is disposed at the air inlet of the turbine engine. In this embodiment, the aircraft is provided with a control unit, which is connected to the first valve body 411 and the second valve body to control the opening and closing of the air inlet of the ramjet duct 400 and the air inlet of the main combustion chamber 100.
[0059] Specifically, both the first valve body 411 and the second valve body are annular, and the air inlet is opened or closed by opening or retracting.
[0060] Preferably, the first valve body 411 and the second valve body are annularly opened and closed along the radial direction of the main combustion chamber 100. They can also be flipped to switch or be fixed between two states: one perpendicular to the axis of the main combustion chamber 100 and the other parallel to the axis of the main combustion chamber 100, so as to change the size of the intake cross section of the intake port.
[0061] This application also provides an aircraft comprising a tandem rotating detonation turbo-ramjet combined engine 10.
[0062] During operation, the aforementioned aircraft has a rotating detonation afterburner 200 connected to the exhaust port of the turbine engine (main combustion chamber 100), forming a series structure. A ramjet duct 400 is located on the outer wall of the turbine engine at one end for air intake and at the other end connected to the air intake of the rotating detonation afterburner 200. A mode switching mechanism 410 is located at the air intakes of the ramjet duct 400 and the turbine engine, used to open or close both the ramjet duct 400 and the turbine engine. Thus, when the speed is below Mach 2.5, the mode switching mechanism 410 closes the ramjet duct 400 and opens the turbine engine's air intake, switching to the first state. The ramjet duct 400 increases the airflow in the rotating detonation afterburner 200, generating thrust through the interaction of the turbine engine and the afterburner. The rotating detonation afterburner 200 primarily functions as a low-flow-rate passage, cools the nozzle, and reduces infrared radiation characteristics. When the speed is between Mach 2.5 and 3.0, the mode switching mechanism 410 opens the air intake of the ramjet duct 400 and the turbine engine, thereby switching to the second state, which is in the process of transitioning from turbine mode to ramjet mode. Both the turbine engine and the ramjet engine generate thrust to ensure a smooth transition of speed modes. When the speed exceeds Mach 3.0, the mode switching mechanism 410 opens the ramjet duct 400 and closes the turbine engine's air intake, thus switching to the third state. The ramjet duct 400 is opened, and the turbine engine's air intake is closed. Air enters the rotating detonation afterburner 200 through the ramjet duct 400. At this time, the rotating detonation afterburner 200 acts as a ramjet combustor, generating a larger specific impulse and thrust through rotating detonation combustion. The ramjet effect in the air intake is enhanced, and the operational stability of the rotating detonation afterburner 200 is gradually improved. While increasing the fuel injection quantity of the rotating detonation afterburner 200, the operational performance of the multi-stage afterburner under high-temperature conditions is improved, ensuring smooth speed mode switching of the aircraft and ensuring the stability of the aircraft's flight.
[0063] 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.
[0064] 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. A tandem rotary detonation turbo-ramjet combined engine, characterized in that, The tandem rotary detonation turbo-ramjet combined engine includes: a turbo engine, a rotary detonation afterburner, and a ramjet duct; the turbo engine includes: a compressor, a main combustion chamber, and a turbine; The main combustion chamber is located at the air inlet of the compressor, and the turbine is located at the air outlet of the main combustion chamber; The rotating detonation afterburner is connected to the exhaust port of the turbine engine; The ram-tube is disposed on the outer wall of the turbine engine, with one end used for air intake and the other end connected to the air intake of the rotary detonation afterburner. A mode switching mechanism is provided at the air inlet of the ramjet duct and the air inlet of the turbine engine, for opening or closing the ramjet duct and the turbine engine, so that the tandem rotary detonation turbine-ramjet combined engine switches between a first state, a second state and a third state. When the speed of the aircraft is below Mach 2.5, the mode switching mechanism closes the ramjet duct and opens the air intake of the turbine engine, thereby switching to the first state; When the aircraft's speed is between Mach 2.5 and 3.0, the mode switching mechanism gradually opens the ramjet duct and gradually reduces the air intake of the turbine engine, thereby switching to the second state, at which time air enters both the turbine engine and the ramjet duct. When the aircraft's speed exceeds Mach 3.0, the mode switching mechanism opens the ramjet duct and closes the turbine engine's air intake, thereby switching to the third state.
2. The tandem rotary detonation turbo-ramjet combined engine according to claim 1, characterized in that, The tandem rotary detonation turbo-ramjet combined engine also includes an inlet guide vane, which is disposed at the air inlet of the compressor.
3. The tandem rotary detonation turbo-ramjet combined engine according to claim 1, characterized in that, The main combustion chamber includes a first casing and a guide vane; The air inlet of the first casing is provided, the stamped duct is provided on the outer wall of the main combustion chamber, the rotary detonation afterburner is connected to the air outlet of the main combustion chamber, and the guide is provided at the air outlet of the first casing.
4. The tandem rotary detonation turbo-ramjet combined engine according to claim 3, characterized in that, The main combustion chamber also includes a plurality of first fuel injection sections, which are disposed within the first casing and are evenly arranged around the circumference of the first casing.
5. The tandem rotary detonation turbo-ramjet combined engine according to claim 1, characterized in that, The stamped duct is annular and is fitted onto the outer wall of the turbine engine.
6. The tandem rotary detonation turbo-ramjet combined engine according to claim 1, characterized in that, The stamping duct includes a ventilation section and a connecting section connected together. The ventilation section is disposed on the outer wall of the main combustion chamber and is used for air intake. The mode switching mechanism is disposed at one end of the ventilation section away from the connecting section. The end of the connecting section away from the ventilation section is connected to the air intake of the rotary detonation afterburner.
7. The tandem rotary detonation turbo-ramjet combined engine 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 main combustion chamber, one end of the ramjet duct is connected to the air inlet of the second casing, and a plurality of second fuel injection units are disposed in the second casing and are evenly arranged around the circumference of the second casing.
8. The tandem rotary detonation turbo-ramjet combined engine according to claim 7, characterized in that, The injection direction of the second fuel injection unit is set at an angle to the axis of the main combustion chamber.
9. The tandem rotary detonation turbo-ramjet combined engine according to claim 1, characterized in that, The mode switching mechanism includes a first valve body and a second valve body. The first valve body is disposed at the air inlet of the ramjet duct, and the second valve body is disposed at the air inlet of the turbine engine.
10. An aircraft, characterized in that, The aircraft includes the tandem rotating detonation turbo-ramjet combined engine as described in any one of claims 1-9.