An engine ignition system and method, an engine, and a rocket.

Abstract

This invention provides an engine ignition system and method, an engine, and a rocket, comprising: an ignition agent container, a thrust chamber, and a gas generator. The thrust chamber and the gas generator are each connected to the ignition agent container via a branch. Each branch is sequentially equipped with an ignition agent isolation valve and a one-way valve, with the ignition agent isolation valve located between the ignition agent container and the one-way valve. The ignition agent container includes a space for containing the ignition agent and a pushing component for changing the volume of the space. The space can store the ignition agent required for multiple ignitions. In this invention, the ignition agent container is used to contain the ignition agent required for multiple ignitions, and the multiple ignition scheme is completed by controlling the action of the ignition agent isolation valve. This solves the problem of cumbersome replacement operations of traditional ignition conduits that can only be used for single ignition, and better meets the multiple ignition requirements during rocket engine recovery.

Description

Technical Field

[0001] This invention relates to the field of launch vehicle technology, and in particular to an engine ignition system and method, an engine, and a rocket. Background Technology

[0002] For rocket engines using liquid oxygen and hydrocarbons as propellants, a dedicated ignition system is required for engine ignition and starting. Conventional ignition methods for liquid rocket engines mainly include electric spark ignition, propellant ignition, and ignition agent ignition. Among these, ignition agent ignition has advantages such as high energy, reliable ignition, and no excess combustion products, and therefore its application is becoming increasingly widespread. Currently, conventional liquid rocket engines generally employ an ignition conduit system, where only the required amount of propellant for ignition is loaded into the ignition conduit, and the ignition agent is delivered to the combustion chamber during ignition.

[0003] Currently, rocket recovery technology has developed rapidly, which requires rocket engines to undergo multiple ignitions. To meet this requirement, existing technologies based on ignition duct schemes have yielded two solutions: replacing the ignition duct or connecting multiple ignition ducts in parallel. The former is complex to operate and inefficient, while the latter significantly increases structural complexity and weight, neither of which is ideal. Therefore, how to achieve a compact and simple-to-operate multiple ignition scheme is a problem that needs to be solved. Summary of the Invention

[0004] This invention provides an engine ignition system and method, an engine, and a rocket to achieve a compact and simple multiple ignition scheme.

[0005] To achieve the above objectives, in one aspect, embodiments of the present invention provide an engine ignition system, comprising: an ignition agent container, a thrust chamber, and a gas generator, wherein the thrust chamber and the gas generator are each connected to the ignition agent container via a branch; an ignition agent isolation valve and a one-way valve are sequentially provided in each branch, with the ignition agent isolation valve located between the ignition agent container and the one-way valve; the ignition agent container includes a space for containing ignition agent and a pushing component for changing the volume of the space, the space being capable of storing ignition agent required for multiple ignitions; when the thrust chamber and the gas generator complete one ignition and there are still subsequent ignition tasks, the ignition agent isolation valve is closed, and the residual ignition agent in the pipeline is not purged, so that ignition agent remains between the ignition agent container and the one-way valve.

[0006] Furthermore, the ignition agent isolation valve is a pneumatically controlled valve.

[0007] Furthermore, a throttling coil for regulating branch flow is provided between the ignition agent isolation valve and the check valve.

[0008] Furthermore, the engine ignition system also includes a redundant pipeline, the front end of which is connected to the outlet end of the throttle coil, and the rear end of which is connected to the thrust chamber or the gas generator.

[0009] Furthermore, an ignition purging pipeline is connected to the pipeline between the ignition agent container and the ignition agent isolation valve.

[0010] On the other hand, embodiments of the present invention also provide an engine ignition method, employing the engine ignition system as described above, including the following steps:

[0011] Before the first ignition, determine the amount of ignition agent to be filled according to the preset number of ignitions, and add no less than the amount of ignition agent to the ignition agent container;

[0012] During the initial ignition, the isolation valves of each ignition agent are opened, allowing the ignition agent in the ignition agent container to enter the thrust chamber and the gas generator;

[0013] After the initial ignition, close all ignition agent isolation valves and do not purge the residual ignition agent in the pipeline, so that ignition agent remains between the ignition agent container and the check valve;

[0014] When igniting again, the isolation valves of each ignition agent are opened again, allowing the residual ignition agent in the pipeline and the ignition agent in the ignition agent container to enter the thrust chamber and the gas generator.

[0015] After re-ignition, determine whether the final ignition has been completed. If not, close all ignition agent isolation valves again and do not purge the residual ignition agent in the pipeline, so that ignition agent is retained between the ignition agent container and the check valve. If yes, open all ignition agent isolation valves and then purge the residual ignition agent in the pipeline into the thrust chamber and / or gas generator.

[0016] Furthermore, upon re-ignition, the ignition agent isolation valve opens after a delay.

[0017] Furthermore, embodiments of the present invention also provide an engine, including the engine ignition system as described above.

[0018] This invention also provides a rocket, including an engine, in which an engine ignition system as described above is provided.

[0019] The above technical solution has the following beneficial effects:

[0020] This technical solution eliminates the need for traditional single-use ignition conduits. Instead, an ignition agent container holds enough ignition agent for multiple ignitions, eliminating the need to replace the ignition conduit before each ignition. Furthermore, an ignition agent isolation valve and a check valve are installed in the pipeline. After each ignition, instead of purging residual ignition agent as in conventional techniques, the ignition agent is continuously filled up to the check valve (including the pipeline between the ignition agent container and the ignition agent isolation valve, and between the ignition agent isolation valve and the check valve), preparing for the next ignition. This shortens the filling time and reduces the amount of ignition agent used in subsequent ignitions, achieving a simple, reliable, and low-cost multiple ignition capability, better meeting the multiple ignition requirements during liquid rocket engine recovery. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of an engine ignition system according to an embodiment of the present invention;

[0023] Figure 2 This is a flowchart of an engine ignition method according to an embodiment of the present invention.

[0024] Icon labels:

[0025] 1. Ignition agent container;

[0026] 101. Space; 102. Propulsion component; 103. Intake passage; 104. Boost chamber;

[0027] 2. Pressure measuring device; 3. One-way valve for purging pipeline; 4. Ignition agent isolation valve; 5. Main pipeline;

[0028] 6. Throttling coil; 7. Check valve; 8. Branch circuit;

[0029] 9. Redundant piping; 10. Ignition agent purging piping; 11. Thrust chamber; 12. Gas generator;

[0030] a1, pressurized gas; a2, purging gas. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] like Figure 1 As shown, to solve the aforementioned problems, this embodiment of the invention provides an engine ignition system, including: an ignition agent container 1, a thrust chamber 11 connected to the ignition agent container 1 via a branch line 8, and a gas generator 12 connected to the ignition agent container 1 via another branch line 8 (the number of thrust chambers 11 and gas generators 12 is determined according to actual needs). Each branch line 8 is provided with an ignition agent isolation valve 4 and a one-way valve 7 (the opening direction of the one-way valve 7 is from the ignition agent isolation valve 4 to the thrust chamber 11 or the gas generator 12). The ignition agent container 1 includes a space 101 at the bottom for containing the ignition agent, and a pushing component 102 for changing the volume of the space. Under external power, the pushing component 102 moves or deforms towards the space 101, thereby compressing the space 101, causing the ignition agent to flow out from the outlet located below the ignition agent container 1 into the pipeline, and then through components such as the ignition agent isolation valve 4 and the one-way valve 7, and is delivered into the combustion chamber component to participate in the ignition process. The thrust chamber 11 and the gas generator 12 can be directly connected to the ignition agent container 1 via branch lines 8, but preferably as follows: Figure 1 As shown, the main pipeline 5 is first connected to the outlet end of the ignition agent container 1, and then a T-junction is used to connect the parallel branch pipelines 8. That is, the starting end of each branch pipeline 8 is a T-junction, and the ending end is the thrust chamber 11 or the gas generator 12.

[0033] Unlike existing ignition conduits that can only hold the dose required for a single ignition, the space 101 of the ignition agent container 1 in this embodiment of the invention can store the ignition agent required for multiple ignitions. Therefore, at the beginning of use, the dose of ignition agent required for multiple ignitions and the necessary margin should be calculated and added to the ignition agent container 1 through the filling port (not shown in the figure) on the ignition agent container 1.

[0034] With this scheme, the ignition agent container 1 contains the ignition agent required for multiple ignitions, and the multiple ignition scheme is completed by controlling the action of the ignition agent isolation valve 4. There is no need to set up the existing ignition conduit, and there is no need to replace the ignition conduit before each ignition. It also avoids the problem of large size and heavy weight caused by multiple ignition conduits connected in parallel. This engine ignition system has the function of achieving multiple ignitions with simple operation. At the same time, it has a compact structure, small space occupation, and light weight, which better meets the multiple ignition requirements in the rocket engine recovery process.

[0035] During use, when the thrust chamber 11 and the gas generator 12 complete a certain ignition and there is still an ignition task to be performed (i.e., the one just completed is not the last ignition), the ignition agent isolation valve 4 is closed, and the residual ignition agent in the pipeline is not purged. This results in ignition agent remaining in the pipeline before the ignition agent isolation valve 4 (i.e., between the ignition agent container 1 and the ignition agent isolation valve 4), and also in the pipeline between the ignition agent isolation valve 4 and the one-way valve 7. In this way, the filling time of the ignition agent can be shortened and the amount of ignition agent used can be reduced during the next ignition, thereby achieving simple, reliable, and low-cost multiple ignition.

[0036] Therefore, in this embodiment of the invention, the function of the one-way valve 7 is not only to prevent the medium (ignition agent) from flowing back, but more importantly, to achieve the aforementioned function of retaining the ignition agent in the pipeline, so as to improve the response speed of the ignition operation.

[0037] The ignition agent container 1 can take various forms, such as a metal membrane box, etc. However, for better results, it is preferably a bladder-type storage tank in this embodiment of the invention. The internal space of the bladder-type storage tank is mainly divided into upper and lower parts: the lower part is the space 101, and the upper part is the pressurized air chamber 104. The pushing component 102 (flexible isolation membrane) is located between the upper and lower parts. The bladder-type storage tank is also provided with an air inlet passage 103 that communicates with the pressurized air chamber 104, such as... Figure 1 As shown, when pressurizing gas a1 (which can be nitrogen or helium) is introduced into the pressurizing chamber 104 through the air intake passage 103, as the pressure of the gas in the pressurizing chamber 104 increases, the flexible isolation membrane can move downward and squeeze the space 101, squeezing the igniter into the pipeline.

[0038] To ensure that the ignition agent is only introduced into the combustion chamber components when needed and to precisely control the dosage introduced into the combustion chamber components during each ignition operation, the ignition agent isolation valve 4 should be a remotely controlled valve, such as an electrically controlled valve or a pneumatically controlled valve. For improved safety, a pneumatically controlled valve is preferred in this embodiment. When high-pressure control gas is introduced into the control port of the pneumatically controlled valve, the internal valve core actuates, connecting the inlet and outlet of the ignition agent isolation valve 4, thereby allowing the medium (ignition agent) in the pipeline to flow. Since the ignition agent isolation valve 4 effectively blocks the flow of the medium into the combustion chamber, no additional shut-off valve is needed at the outlet of the ignition agent container 1. Simultaneously, to monitor the pressure in the pipeline at any time and prevent overpressure and other accidents, a pressure measuring device 2 should be connected to the main pipeline 5, and the measured pressure value should be transmitted in real time.

[0039] Furthermore, a throttling ring 6 is provided between the ignition agent isolation valve 4 and the one-way valve 7. This throttling ring 6 is in the form of an orifice plate; by adjusting the size of the throttling orifice, the flow rate of the medium in the pipeline can be adjusted to meet the usage requirements. For this embodiment of the invention, there is an additional advantage: since there are multiple parallel branches 8, and the required ignition agent dosages for the thrust chamber 11 and the gas generator 12 are usually not the same, the dynamic flow rates of each branch 8 will differ when the orifice diameters of the throttling ring 6 on the branch 8 where the thrust chamber 11 is located are different from those on the branch 8 where the gas generator 12 is located. Therefore, after reasonable calculation and proper design of the two throttling rings 6, the dosage entering the thrust chamber 11 and the gas generator 12 can meet their respective requirements. In other words, the throttling ring 6 plays a role in flow distribution. This distribution method does not require the participation of electrical or pneumatic signals, making it simpler and more reliable.

[0040] Furthermore, the engine ignition system also includes multiple redundant pipes 9. The front end of the redundant pipe 9 is connected to the outlet end of the throttle coil 6, and the rear end of the redundant pipe 9 is connected to the thrust chamber 11 or the gas generator 12. That is, a redundant pipe 9 is connected in parallel to the latter half of each branch 8 (after the throttle coil 6), and each redundant pipe 9 forms a one-in-one standby relationship with the corresponding branch 8. In a corresponding set of branch 8 and redundant pipe 9, if one of them is blocked, the ignition agent can be filled into the thrust chamber 11 and the gas generator 12 from the other, ensuring normal ignition. Taking a thrust chamber 11 as an example, the total flow rate of the ignition agent in the branch 8 containing the thrust chamber 11 is controlled by the throttling coil 6. During normal operation, branch 8 and redundant pipeline 9 are simultaneously open. The ignition agent flow rate after the throttling coil 6 is divided into two equal parts, which enter the thrust chamber through branch 8 and redundant pipeline 9 respectively. When branch 8 is blocked, all the ignition agent quickly flows to the thrust chamber from redundant pipeline 9, while the flow velocity at the throttling coil 6 remains unchanged. Therefore, the total flow rate entering the thrust chamber 11 remains unchanged. That is, as long as the size of the throttling coil 6 on each branch 8 is fixed, the flow rates of the thrust chamber 11 and the gas generator 12 are determined. Correspondingly, since the redundant pipeline 9 has the same function as the branch 8, a one-way valve 7 is also installed on the redundant pipeline 9.

[0041] Furthermore, an ignition agent purging line 10 is connected to the pipeline between the ignition agent container 1 and the ignition agent isolation valve 4. A purging line check valve 3 is connected to this ignition agent purging line 10. Pressurized purge gas a2 (e.g., nitrogen or argon) can be introduced into the main pipeline 5 through this ignition agent purging line 10 to purge any remaining ignition agent from the pipeline after all ignition processes have been completed (i.e., to purge it into the thrust chamber 11 or the gas generator 12).

[0042] like Figure 2As shown, this embodiment of the invention also provides an engine ignition method, which uses the aforementioned engine ignition system, and the steps are as follows:

[0043] S1. Before the first ignition, determine the amount of ignition agent to be filled according to the preset number of ignitions, and add no less than the amount of ignition agent to the ignition agent container;

[0044] S2. During the first ignition, open each ignition agent isolation valve to allow the ignition agent in the ignition agent container to enter the thrust chamber and the gas generator;

[0045] S3. After the first ignition, close all ignition agent isolation valves and do not purge the residual ignition agent in the pipeline so that ignition agent remains between the ignition agent container and the check valve.

[0046] S4. When igniting again (i.e., N ignitions, N≥2), open each ignition agent isolation valve again to allow the residual ignition agent in the pipeline and the ignition agent in the ignition agent container to enter the thrust chamber and the gas generator.

[0047] S5. After re-ignition, determine whether the final ignition has been completed. If not, close all ignition agent isolation valves again and do not purge the residual ignition agent in the pipeline so that the ignition agent container and the check valve are retained again. Then return to step S4. If yes, open all ignition agent isolation valves and make all check valves open. Then purge the residual ignition agent in the pipeline into the thrust chamber and / or the gas generator.

[0048] Furthermore, since the ignition agent is retained in the pipeline, the amount of ignition agent required for the next ignition can be reduced and the filling time can be shortened. Therefore, during the next ignition, the opening time of the ignition agent isolation valve 4 before the thrust chamber 11 and the ignition agent isolation valve 4 before the gas generator 12 can be delayed, thereby controlling the ignition agent to enter the thrust chamber 11 and the gas generator 12 at the appropriate time.

[0049] This invention also provides an engine, including the engine ignition system as described above. This solution eliminates the need for multiple parallel ignition conduits on the rocket, as in existing technologies, thereby reducing the size and complexity of the engine ignition system, reducing weight, minimizing impact on the rocket's payload, and better meeting the requirements for multiple ignitions during rocket engine recovery. Furthermore, the inclusion of the ignition agent isolation valve 4 and the one-way valve 7 ensures that after ignition in the thrust chamber 11 and gas generator 12, the ignition agent remains continuously filled up to the level before the ignition agent isolation valve 4 and between the ignition agent isolation valve 4 and the one-way valve 7, preparing for the next ignition. This achieves simple, reliable, and lower-cost multiple ignition.

[0050] This invention also provides a rocket, including an engine, in which an engine ignition system as described above is provided.

[0051] The aforementioned engine ignition method will be described in detail below with a specific embodiment. The process can be referred to as follows. Figure 2 :

[0052] 1) Calculate the required amount of ignition agent based on the number of ignitions required, then add it to ignition agent container 1, and provide an appropriate margin to ensure that the liquid rocket engine can flexibly switch between single ignition and multiple ignitions.

[0053] 2) Before the liquid rocket engine is started, the ignition agent container 1 is pressurized by pressurizing gas a1. The pressurizing medium includes, but is not limited to, nitrogen. Under pressure, the flexible isolation membrane in the ignition agent container 1 pushes the ignition agent to fill the ignition agent isolation valve 4 on each branch 8.

[0054] 3) During the initial ignition, two ignition agent isolation valves 4 are opened, and the amount of ignition agent consumed during a single ignition can be controlled by adjusting the opening time of each ignition agent isolation valve 4. The flow rate of ignition agent entering the thrust chamber 11 and the gas generator 12 can be precisely controlled by adjusting the size of the throttle rings 6 on each branch 8.

[0055] 4) After ignition in the thrust chamber 11 and gas generator 12, close all ignition agent isolation valves 4. At this time, the one-way valve 7 also closes automatically. Simultaneously, no purging of residual ignition agent in the pipeline is performed. This allows ignition agent to remain before the ignition agent isolation valve 4 and between the ignition agent isolation valve 4 and the one-way valve 7, reducing the amount of ignition agent needed for the next ignition and shortening the charging time. Furthermore, during the next ignition, the opening time of the ignition agent isolation valve 4 can be delayed to control the ignition agent to enter the thrust chamber and gas generator at the appropriate time to complete ignition.

[0056] 5) During secondary ignition, the ignition agent isolation valve 4 is opened again. The ignition agent before the ignition agent isolation valve 4, as well as the ignition agent retained between the ignition agent isolation valve 4 and the one-way valve 7, will quickly fill and enter the thrust chamber 11 and the gas generator 12. After ignition is completed, the ignition agent isolation valve 4 is closed. During multiple ignitions, the pressurized gas a1 is always kept pressurized to ensure that the ignition agent is always filled to the level before the ignition agent isolation valve 4, preparing for the next ignition. This process can be repeated to complete multiple ignitions.

[0057] 6) After all ignition processes are completed, introduce purge gas a2, and then open the isolation valves 4 of each ignition agent to purge the residual ignition agent in the pipeline;

[0058] 7) After all the igniter has been released, first disconnect the purge gas a2, and then close the igniter isolation valve 4.

[0059] In the above detailed description, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features of the single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, wherein each claim stands alone as a preferred embodiment of the invention.

[0060] The disclosed embodiments have been described above to enable any person skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the spirit and scope of this disclosure. Therefore, this disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0061] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine ignition system, characterized in that, include: The ignition agent container (1), the thrust chamber (11) and the gas generator (12) are connected to the ignition agent container (1) through a branch (8); An ignition agent isolation valve (4) and a one-way valve (7) are sequentially provided in each of the branch lines (8), and the ignition agent isolation valve (4) is located between the ignition agent container (1) and the one-way valve (7); The ignition agent container (1) includes a space (101) for containing ignition agent and a pusher (102) for changing the volume of the space (101), the space (101) being capable of storing ignition agent required for multiple ignitions; When the thrust chamber (11) and the gas generator (12) complete one ignition and there is still an ignition task to be performed, the ignition agent isolation valve (4) is closed, and the residual ignition agent in the pipeline is not purged, so that the ignition agent is retained between the ignition agent container (1) and the one-way valve (7).

2. The engine ignition system as described in claim 1, characterized in that, The ignition agent isolation valve (4) is a pneumatic control valve.

3. The engine ignition system as described in claim 1, characterized in that, A throttling ring (6) for adjusting the flow rate of the branch (8) is also provided between the ignition agent isolation valve (4) and the one-way valve (7).

4. The engine ignition system as described in claim 3, characterized in that, It also includes a redundant pipeline (9), the front end of which is connected to the outlet end of the throttling coil (6), and the rear end of which is connected to the thrust chamber (11) or the gas generator (12).

5. The engine ignition system as described in claim 1, characterized in that, An ignition purging pipeline (10) is also connected to the pipeline between the ignition agent container (1) and the ignition agent isolation valve (4).

6. An engine ignition method, characterized in that, The engine ignition system as described in any one of claims 1-5 includes the following steps: Before the first ignition, the amount of igniter to be filled is determined according to the preset number of ignitions, and no less than the amount of igniter to be filled is added into the igniter container (1); During the first ignition, each ignition agent isolation valve (4) is opened, allowing the ignition agent in the ignition agent container (1) to enter the thrust chamber (11) and the gas generator (12). After the first ignition, close each ignition agent isolation valve (4) and do not purge the residual ignition agent in the pipeline so that the ignition agent container (1) and the one-way valve (7) remain together; When igniting again, each ignition agent isolation valve (4) is opened again, so that the ignition agent remaining in the pipeline and the ignition agent in the ignition agent container (1) enter the thrust chamber (11) and the gas generator (12). After re-ignition, determine whether the last ignition has been completed. If not, close each ignition agent isolation valve (4) again and do not purge the residual ignition agent in the pipeline so that the ignition agent container (1) and the one-way valve (7) retain the ignition agent again. If yes, open each ignition agent isolation valve (4) and then purge the residual ignition agent in the pipeline into the thrust chamber (11) and / or the gas generator (12).

7. The engine ignition method as described in claim 6, characterized in that, When ignited again, the ignition agent isolation valve (4) opens after a delay.

8. An engine, characterized in that, Includes the engine ignition system as described in any one of claims 1-5.

9. A rocket, comprising an engine, characterized in that, The engine is provided with an engine ignition system as described in any one of claims 1-5.

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