A rotating detonation combined engine system based on tail nozzle energy utilization

Abstract

The application discloses a time sequence control rotating detonation engine system combined with a turbojet engine, which comprises a turbojet engine, a shell sleeved on the periphery of the tail nozzle of the turbojet engine, a cylindrical base coaxially arranged on the inner side of the shell, and a fan-shaped detonation tube. A cover driven by an electromagnetic push rod is arranged at the top end of each detonation tube. A sequential ignition control device is arranged, and a fuel supply unit of the sequential ignition control device comprises an oil pump, a fuel coil pipe coiled in the cylindrical base, a common rail ring outside the shell, and a plurality of fuel injectors. A control unit adopts a mechanical time sequence controller, and through rotating a moving contact on an outer rotor, the mechanical time sequence controller sequentially connects static contacts on an electrode distributor, synchronously triggers electromagnetic push rods and fuel injectors of corresponding detonation tubes, and realizes multi-tube sequential cycle detonation. The application recovers exhaust heat energy to preheat fuel through a coaxial integrated structure, supplies air by using an ejecting effect, replaces a complex electronic system with a simple and reliable mechanical control, and realizes efficient, compact, wide working condition adaptation and thrust enhancement.

Description

Technical Field

[0001] This invention relates to the field of novel engines, specifically to a rotary detonation combined engine system based on tail nozzle energy utilization. Background Technology

[0002] Pulse detonation (PDE) and rotating detonation (RDE) engines are considered key development directions for next-generation hypersonic propulsion technology due to their theoretically higher thermal cycle efficiency. However, the engineering application of traditional detonation engines has long faced three major technical bottlenecks: First, reliable initiation and stable propagation of detonation waves require extremely high ignition energy and extremely demanding fuel / oxidizer mixing conditions, usually relying on complex and bulky high-energy ignition systems, resulting in low system reliability and high maintenance costs; second, to achieve continuous rotating propagation of detonation waves in the annular combustion chamber, millisecond-level precision fuel injection and valve timing control between multiple combustion chambers are required, which places near-limit demands on the response speed and anti-interference capabilities of the control system, and the reliability of existing electronic timing control systems faces severe challenges in high-temperature and high-vibration environments; finally, independent detonation engines suffer from severe insufficient air intake problems at low speeds or under off-design conditions, resulting in a narrow operating envelope that is difficult to adapt to the wide-range flight requirements of aircraft.

[0003] While existing technologies have attempted to integrate detonation combustors with turbine engines, such as arranging them in series as afterburners, most of these solutions have failed to achieve deep integration. They typically require separate fuel pressurization systems, high-pressure air sources (or ejectors), and complex full-authority digital electronic controllers for the detonation section, resulting in complex system structures and significantly increased weight and volume, offsetting the efficiency advantages of detonation combustion. More importantly, these solutions fail to fully utilize the massive amounts of thermal energy (waste heat) and kinetic energy (high-speed airflow) contained in the turbine engine exhaust, resulting in low energy utilization and insignificant integration benefits. Therefore, there is an urgent need for a novel combined propulsion system that can be deeply coupled with existing aero-engines, has a simple structure, reliable control, and can efficiently recover exhaust energy. Summary of the Invention

[0004] The present invention aims to solve the above-mentioned technical problems by providing a rotary detonation combined engine system based on tail nozzle energy utilization.

[0005] To solve the above-mentioned technical problems, the technical solution provided by the present invention is as follows: a rotating detonation combined engine system based on tail nozzle energy utilization, comprising a turbojet engine; a housing disposed below the turbojet engine; a cylindrical base coaxially disposed at the center of the housing; a plurality of fan-shaped detonation tubes formed by the inner wall of the housing, the outer wall of the cylindrical base, and radially disposed partitions and distributed circumferentially; a plurality of caps disposed openably at the top openings of each of the detonation tubes; and a sequential ignition control device, comprising a plurality of electromagnetic push rods, each of the electromagnetic push rods being disposed on the housing, the telescopic end of each electromagnetic push rod being connected to its corresponding cap through a joint connector, and the end of the electromagnetic push rod being provided with a tension spring; the caps are restricted to rotating only inward and not outward.

[0006] Furthermore, the sequential ignition control device also includes a fuel supply unit, which includes a fuel pump, a fuel coil disposed inside the cylindrical substrate, a common rail ring disposed outside the housing, and a plurality of fuel injectors; the lower end of the fuel coil penetrates the housing and is in fluid communication with the common rail ring, and each fuel injector is disposed on the common rail ring and is in fluid communication with the corresponding detonation tube; the fuel pump is provided with an inlet and an outlet, and the outlet is in fluid communication with the upper end of the fuel coil.

[0007] Furthermore, the sequential ignition control device also includes a timing controller and an electrode distributor; the timing controller is configured to output a cyclic timing electrical signal; the electrode distributor is electrically connected to the timing controller and is used to receive the timing electrical signal and distribute it sequentially to each of the electromagnetic push rods and the corresponding fuel injectors.

[0008] Furthermore, the timing controller includes a rotatable outer rotor and a plurality of moving contacts disposed on the outer rotor; the electrode distributor is provided with a plurality of stationary contacts that sequentially contact the moving contacts, and each of the stationary contacts is electrically connected to an electromagnetic push rod and a fuel injector through an independent circuit.

[0009] Furthermore, the fuel coil passes through the inner cavity of the cylindrical substrate.

[0010] Furthermore, the central axis of the exhaust nozzle of the turbojet engine coincides with the central axis of the cylindrical substrate.

[0011] Furthermore, the system has two operating modes: In the first mode, which is suitable for subsonic flight, the electromagnetic push rod drives the cover to close when a detonation occurs; after the detonation ends, the cover opens naturally under the reset action of the external airflow and the tension spring. The second mode is suitable for supersonic flight. Under the control of the speed sensor, the electromagnetic push rod is de-energized, and the cover remains open during flight. The third mode is suitable for the space environment. Under the action of the pressure sensor, the reset function of the tension spring is released. The cover is closed during detonation and remains closed after detonation because no external airflow enters.

[0012] An aircraft comprising a rotary detonation combined engine system based on tail nozzle energy utilization as described above.

[0013] The present invention has the following advantages: This invention arranges multiple detonation tubes of a rotating detonation combustion chamber array directly around the outer periphery of the turbojet engine's exhaust nozzle. This system maximizes the utilization of the main engine's exhaust energy: the high-temperature exhaust directly washes over the central cylindrical substrate, efficiently heating the internally coiled fuel coils, achieving deep preheating of the fuel, significantly reducing the difficulty of detonation initiation and improving combustion efficiency; simultaneously, the strong ejector effect generated by the high-speed exhaust continuously provides oxidant to the circumferentially arranged detonation tubes, ensuring stable operation under a wide range of conditions.

[0014] This invention employs a mechanical rotary contact timing control system. Through the sequential contact of an external rotor with fixed stationary contacts, it achieves millisecond-level precise sequencing and synchronous cyclic control of the "closing" and "fuel injection ignition" actions of multiple detonation tubes with extremely high reliability and low cost, completely replacing the complex and fragile electronic sequencer. Furthermore, the system innovatively adopts an integrated fuel supply and preheating path of "fuel pump-fuel coil-common rail ring," and optimizes the fuel flow and heat exchange process through the direct connection between the fuel pump outlet and the upper end of the fuel coil. Attached Figure Description

[0015] Figure 1 This is an exploded view of the structure of the present invention.

[0016] Figure 2 This is a schematic diagram of the structure of the present invention.

[0017] As shown in the figure: 1. Turbojet engine; 2. Cover; 3. Electromagnetic push rod; 4. Outer shell; 5. Cylindrical base; 6. Injector; 7. Fuel coil; 8. Common rail ring; 9. Detonation tube; 10. Fuel pump; 101. Inlet; 102. Outlet; 11. Timing controller; 12. Electrode distributor. Detailed Implementation

[0018] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0019] Example: A rotating detonation combined engine system based on tail nozzle energy utilization like Figure 1 As shown, this system is an annular module that docks with the tail of a turbojet engine 1. It includes an outer casing 4 and a coaxially arranged cylindrical base 5 inside. The casing 4 is fixedly connected to the casing or tail nozzle flange of the turbojet engine 1 via a mounting interface at its top. Within the annular space between the casing 4 and the cylindrical base 5, multiple independent detonation tubes 9 are formed by radially spaced partitions evenly distributed circumferentially.

[0020] Each detonation tube 9 has a movable cap 2 at its top. For example... Figure 2 As shown, each cap 2 is restricted to rotating inwards, i.e., towards the inside of the detonation tube, to open. The core principle of this design is that when the detonation generates a huge inward thrust inside the tube, this thrust acts on the inner surface of the cap 2, causing it to press more tightly against the tube opening sealing surface. The detonation thrust is borne by the sealing strip, not by the drive mechanism.

[0021] Each cap 2 is independently driven by an electromagnetic actuator 3 mounted on the outer wall of the housing 4. The telescopic end of the electromagnetic actuator 3 is connected to the inner side of the cap 2 via a joint connector (such as a piston-linkage mechanism). A key improvement is the addition of a tension spring at the end of the electromagnetic actuator 3 (between the cylinder and the housing mounting point). This tension spring provides a pulling force to retract the telescopic rod when the electromagnetic actuator 3 is de-energized. Therefore, when the electromagnetic actuator 3 is energized, it overcomes the tension spring force and pushes the linkage downward, thereby driving the cap 2 to rotate inward and close; when de-energized, the telescopic rod retracts under the tension spring force, driving the cap 2 to move upward via the linkage, achieving outward reset and opening. This mechanism ensures that the electromagnetic actuator 3 only needs to provide a small driving force to close the cap, without having to withstand the huge reverse impact force generated by detonation, greatly improving the reliability and lifespan of the actuator.

[0022] like Figure 1 and Figure 2 As shown, the fuel supply unit forms a complete flow path. Fuel is pumped from the fuel tank by the fuel pump 10, which has an inlet 101 and an outlet 102. Fuel enters the upper inlet of the fuel coil 7 through the outlet 102. The fuel coil 7 is tightly coiled (in a spiral or annular shape) inside the cylindrical base 5. When the turbojet engine 1 is operating, its high-temperature exhaust gas... Figure 2The fuel flows at high speed through the central channel of the cylindrical base 5, as indicated by the middle arrow, transferring heat through the cylinder wall to the fuel coil 7, thus fully preheating the fuel. The preheated fuel flows out from the lower outlet of the fuel coil 7, which penetrates the side wall of the outer casing 4 and connects to a common rail ring 8 installed on the outside of the outer casing 4. The common rail ring 8 serves as a fuel distributor and pressure stabilizing chamber. A fuel injector 6 is installed on the common rail ring 8, corresponding to the position of each detonation tube 9. The inlet of each fuel injector 6 communicates with the inner cavity of the common rail ring 8, while the outlet passes through the wall of the outer casing 4 and extends into the combustion chamber head region of the corresponding detonation tube 9. This establishes a complete fuel path: "fuel pump 10 outlet 102 → upper end of fuel coil 7 → heating inside fuel coil 7 → lower end of fuel coil 7 → common rail ring 8 → each fuel injector 6".

[0023] The sequential ignition control device is responsible for precisely controlling the operating timing of each detonation tube 9. Its core control unit includes a timing controller 11 and an electrode distributor 12. The timing controller 11 includes a rotating outer rotor driven by a motor, on which multiple moving contacts are fixed, the number of which is equal to that of the detonation tubes 9. The electrode distributor 12 is stationary and has a ring of stationary contacts corresponding to the moving contacts 13. Each stationary contact is connected to two independent circuits: one to an electromagnetic coil of an electromagnetic push rod 3, and the other to the solenoid valve and igniter (usually integrated into the fuel injector 6) of the corresponding detonation tube 9.

[0024] When the system activates detonation mode, the motor driving the outer rotor of the timing controller 11 rotates at a constant speed. When a moving contact rotates to make physical contact with a stationary contact, the circuit is momentarily connected. Current flows simultaneously to the corresponding electromagnetic push rod 3 and the fuel injector 6. The electromagnetic push rod 3 immediately actuates after being energized, overcoming the tension of the end spring and pushing the actuator rod downward, driving the cover 2 to rotate inward and close tightly, sealing the top of the corresponding detonation tube 9. At almost the same moment, the fuel injector 6 opens, injecting fuel from the common rail annulus 8, which has been fully preheated and atomized by the high-temperature exhaust, into the now sealed space of the detonation tube 9. At the same time, the igniter integrated in the fuel injector 6 generates an electric spark to ignite the air-fuel mixture. The air-fuel mixture burns rapidly in the sealed environment and accelerates into a detonation wave, generating high-pressure gas that is ejected from the bottom of the detonation tube 9, generating thrust. This detonation pressure is borne by the sealing structure of the cover 2 and the hinged design that "opens only inward," and will not impact the electromagnetic push rod 3. As the outer rotor continues to rotate, each moving contact sequentially connects to different stationary contacts, thereby driving each detonation tube 9 to complete the "shutdown-fuel injection ignition-detonation" process in sequence, forming a continuous rotating detonation effect on a macroscopic scale.

[0025] The cover 2 of this system has three working modes to adapt to different flight environments: First mode (subsonic flight): During detonation in this mode, the electromagnetic push rod 3 is energized to drive the cover 2 to close and inject fuel for ignition. After detonation, the electromagnetic push rod 3 is de-energized. At this time, under the combined action of the aerodynamic pressure of the ejector / ram airflow from the bottom of the detonation tube 9 and the rebound force of the tension spring at the end of the electromagnetic push rod 3, the cover 2 naturally resets and opens outward, allowing air to enter for the next cycle.

[0026] The second mode (supersonic flight): When the speed sensor detects that the aircraft has entered a supersonic state, the control circuit keeps all electromagnetic push rods 3 continuously de-energized. At this time, the powerful external ram airflow forces all the covers 2 to overcome the tension of the springs and remain in the maximum open position, and the detonation tube 9 is used as a ram air passage.

[0027] The third mode (space environment): When the pressure sensor detects a vacuum or near-vacuum environment, the system activates a special mechanism (such as releasing the tension spring via an auxiliary solenoid valve or mechanical lock). During detonation, the electromagnetic push rod 3 is energized to close the cover 2. After detonation, since there is no external airflow pressure and the tension spring's reset function has been released, the cover 2 will remain closed to maintain the combustion chamber environment or prepare for the next ignition.

[0028] In summary, this embodiment integrates fuel preheating, distribution, and sequential detonation control into a compact module surrounding the engine exhaust nozzle. It also innovatively designs an "inward-opening only" cover, a spring-loaded electromagnetic push rod actuation mechanism, and three environmental adaptive modes. This not only fully utilizes the exhaust energy of the main engine to achieve efficient rotary detonation with simple and reliable mechanical timing control, but also solves the actuator pressure problem and achieves all-space operation capability. It provides an innovative, reliable, and highly adaptable performance enhancement solution for existing propulsion systems.

[0029] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. If those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A rotary detonation combined engine system based on tail nozzle energy utilization, characterized in that, include: Turbojet engine (1), which has a tail nozzle for ejecting high-temperature, high-speed gas; The outer casing (4) is located below the turbojet engine (1); A cylindrical base (5) is coaxially disposed at the center of the outer shell (4); Multiple detonation tubes (9) are formed by the inner wall of the outer shell (4), the outer wall of the cylindrical base (5), and radially arranged partitions, and are distributed circumferentially between the cylindrical base (5) and the outer shell (4). Multiple caps (2) are provided at the top opening of each of the detonation tubes (9) in an openable and closable manner; The sequential ignition control device includes multiple electromagnetic push rods (3), each electromagnetic push rod (3) is disposed on the housing (4), and the telescopic end of each electromagnetic push rod (3) is connected to its corresponding cover (2) through a joint connector. The end of the electromagnetic push rod (3) is provided with a tension spring. The cover (2) is restricted to rotating only inward and not outward.

2. The rotary detonation combined engine system based on tail nozzle energy utilization according to claim 1, characterized in that, The sequential ignition control device also includes a fuel supply unit, which includes a fuel pump (10), a fuel coil (7) disposed inside the cylindrical base (5), a common rail ring (8) disposed outside the housing (4), and multiple fuel injectors (6). The lower end of the fuel coil (7) passes through the outer shell (4) and is in fluid communication with the common rail ring (8). Each of the fuel injectors (6) is disposed on the common rail ring (8) and is in fluid communication with the corresponding detonation tube (9). The oil pump (10) is provided with an oil inlet (101) and an oil outlet (102), and the oil outlet (102) is in fluid communication with the upper end of the fuel coil (7).

3. A rotary detonation combined engine system based on tail nozzle energy utilization according to claim 2, characterized in that, The sequential ignition control device further includes a timing controller (11) and an electrode distributor (12); the timing controller (11) is configured to output a cyclic timing electrical signal; the electrode distributor (12) is electrically connected to the timing controller (11) and is used to receive the timing electrical signal and distribute it sequentially to each of the electromagnetic push rods (3) and the corresponding fuel injectors (6).

4. A rotary detonation combined engine system based on tail nozzle energy utilization according to claim 3, characterized in that, The timing controller (11) includes a rotatable outer rotor and multiple moving contacts disposed on the outer rotor; the electrode distributor (12) is provided with multiple stationary contacts that sequentially contact the moving contacts, and each stationary contact is electrically connected to an electromagnetic push rod (3) and an oil injector (6) through an independent circuit.

5. A rotary detonation combined engine system based on tail nozzle energy utilization according to claim 2, characterized in that, The fuel coil (7) passes through the inner cavity of the cylindrical base (5).

6. A rotary detonation combined engine system based on tail nozzle energy utilization according to any one of claims 1 to 5, characterized in that, The central axis of the tail nozzle of the turbojet engine (1) coincides with the central axis of the cylindrical base (5).

7. A rotary detonation combined engine system based on tail nozzle energy utilization according to any one of claims 1 to 5, characterized in that, The system has three operating modes: The first mode is suitable for subsonic flight. When a detonation occurs, the electromagnetic push rod (3) drives the cover (2) to close. After the detonation ends, the cover (2) opens naturally under the reset action of the external airflow and the tension spring. The second mode is suitable for supersonic flight. Under the control of the speed sensor, the electromagnetic push rod (3) is de-energized, and the cover (2) remains open during flight. The third mode is suitable for the space environment. Under the action of the pressure sensor, the reset function of the tension spring is released. During the detonation, the cover (2) is closed. After the detonation, it remains closed because no external airflow enters.

8. An aircraft, characterized in that, Includes the rotary detonation engine system as described in any one of claims 1 to 7.

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