CN115075952A

CN115075952A - Fuel supply flow passage, injection device, supply system, engine, and aircraft

Info

Publication number: CN115075952A
Application number: CN202210851380.4A
Authority: CN
Inventors: 段炼; 袁寿其; 何志霞; 王谦; 黄佳均
Original assignee: Jiangsu University
Current assignee: Jiangsu University
Priority date: 2022-07-20
Filing date: 2022-07-20
Publication date: 2022-09-20

Abstract

The invention discloses a fuel supply flow passage, an injection device, a supply system, an engine and an aircraft, and relates to a fuel supply flow passage, an injection device, a supply system, a continuous rotation detonation engine and an aircraft. The technical problem to be solved is that the diffusion, crushing and atomization degrees and the circumferential distribution uniformity of the liquid phase fuel are not good enough. The fuel supply flow channel can be provided with a main channel, a branch channel component, a flow channel temperature control component and a pore channel component. All the branch channels are uniformly distributed in the circumferential direction and form equal obtuse angles with the main channel. Each port subassembly of any one of the port assemblies includes a port antechamber, two or more port outlets. More than or equal to 12 pore outlets are evenly distributed in the circumferential direction. The flow passage temperature control component comprises a heating element, a temperature sensing element and a temperature control element. The heating element is in heat transfer communication with the outer wall surface of the tunnel assembly. The technical means of arranging a plurality of preheating flow channels and spray holes which are uniformly distributed in the circumferential direction is adopted, so that the technical effects of improving the mixing uniformity and circumferential uniformity of the combustible mixture are achieved.

Description

Fuel supply flow passage, injection device, supply system, engine, and aircraft

Technical Field

The invention relates to a fuel supply channel, a fuel injection device, a fuel supply system, a continuous rotation detonation engine, an aircraft employing a continuous rotation detonation engine.

Background

The most relevant documents to the present invention are, document 1: a rotary detonation engine experimental device, Chinese invention patent, application No. 201510055761.1; document 2: bykovskii, F.A., ZHdan, S.A. & Vedernikov, E.F. continuos destination of the Liquid Kerosene-Air Mixture with Addition of Hydrogen or Syngas [ J ], Combustion, expansion, and Shock Waves, 2019, 55(5): 589-; document 3: jan Kindracki, Experimental research on relating diagnosis in liquid fuels-gases air mixtures [ J ], Aerospace Science and Technology, 2015, 43: 445-453. In the prior art, the main objective is to expect improved mixing uniformity and circumferential uniformity of the combustible mixture; the main technical characteristics of the structure are that 4 to 8 cylindrical fuel channels are arranged on the outer wall of a cylindrical combustion chamber in the circumferential direction, and oxidant flowing at high speed collides against fuel at the outlet of each cylindrical fuel channel; the main effect is that a limited area near the point of impact of the fuel with the oxidant can create local diffusion of the fuel and local mixing with the oxidant. In the process of implementing the invention, the inventor finds that at least the following problems exist in the prior art: when liquid fuel is used, i.e. the fuel exists in liquid phase at the upstream of the channel outlet, the fuel has poor diffusion, crushing and atomization at the downstream of the channel outlet, and the fuel has poor distribution uniformity in the circumferential direction.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: the liquid phase fuel has poor diffusion, fragmentation, atomization and circumferential distribution uniformity.

In order to solve the above technical problems, the present invention adopts the following specific technical solutions.

The fuel supply flow path according to the first aspect of the present invention may include a main path, a branch path unit, a flow path temperature control unit, and at least one set of a port unit. The branch channel assembly comprises two or more branch channels. All the branch passages have the same structure. The area of the flow cross section of each branch channel is smaller than that of the main channel. The flow direction is along the main channel to the branch channel. All the branch passages are uniformly distributed circumferentially. The central lines of all the branch roads are converged at one point, and the intersection point is positioned on the central line of the main road. The centre line of any one of the branch ducts forms an obtuse angle with the centre line of the trunk duct in the flow direction. The obtuse angles formed by the central lines of all the branch roads and the central line of the main road are equal.

Any set of cell assemblies includes two or more cell subassemblies. The structure of each of the tunnel sub-elements of any one set of tunnel assemblies is the same. The number of all branch channels is equal to that of each channel sub-component in any group and corresponds to each other. Each port subassembly includes a port antechamber, two or more port outlets. The number of individual well outlets of any set of well assemblies is greater than or equal to 12. Any branch passage and the corresponding pore passage sub-component form a high-pressure sealing fit in a detachable connection mode and enable the branch passage to be communicated with the pore passage front chamber. Each port outlet of any one port subassembly is in fluid communication with a port antechamber. The structure of each porthole outlet of any one group of porthole assemblies is the same. The shape of each porthole outlet of any one group of porthole assemblies is an axisymmetric hole. The outlet openings of the pore channels of any group of pore channel assemblies are uniformly arranged in the circumferential direction. The axes of the port outlets of any one set of port assemblies meet at a point. The flow cross-sectional area of each channel outlet is less than or equal to 0.1 square millimeter. The axis of the outlet of any one of the ducts in the direction of flow forms an obtuse angle with the centre line of the trunk. The axes of the outlet ports of each porthole of any one group of porthole assemblies form obtuse angles with the central line of the trunk channel.

Any set of tunnel assemblies may vary in number or configuration of tunnel outlets. The branch channel component can be replaced and matched with any one group of channel components.

The flow passage temperature control component comprises a heating element, a temperature sensing element and a temperature control element. The heating element and the temperature control element are connected by a signal data line. The temperature sensing element is connected with the temperature control element through a signal data line. The heating element and the outer wall surface of the branch channel assembly conduct heat through direct contact or indirectly conduct heat. The temperature control element receives temperature sensing element data. The temperature control element may control the input power and input power duty cycle of the heating element. The heating element generates heat and undergoes a change in surface temperature upon input of electrical energy. The surface temperature of the heating element during operation can be adjusted in the range of 30 to 1200 degrees celsius.

The fuel injection device according to the second aspect of the present invention may be provided with a fuel flow on/off actuating member and the fuel supply flow passage of the first aspect. The fuel flow on-off actuating member is communicated with the main passage. The fuel flow on-off actuating member is upstream of the main passage. The fuel flow on-off actuating member and the main passage have a high hydraulic pressure sealing fit with each other.

The fuel supply system according to the third aspect of the present invention may include a fuel storage member, a fuel pressure increasing member, and a fuel injection member. The fuel storage component and the fuel pressurizing component are connected by a pipeline, and the fuel pressurizing component and the fuel injection component are connected by a pipeline. Wherein the fuel injection component is the fuel injection device of the foregoing second aspect.

The continuous rotary detonation engine according to the fourth aspect of the present invention may include a fuel supply member, a combustion chamber member, and an ignition member. The fuel supply part and the combustion chamber part are connected by a pipeline, and the detonation part extends into the combustion chamber part through a hole on the outer wall surface of the shell of the combustion chamber part. Wherein the fuel supply means is the fuel supply system of the aforementioned third aspect. The fuel supply flow channel is communicated, fastened and sealed in a high pressure mode with the inner wall of the combustion chamber component through a connecting piece.

The aircraft according to the fifth aspect of the present invention may include an engine component, a control component, and a load component. The engine component and the control component are connected through a communication data line, the load component comprises an aircraft shell and a filler, and the filler, the control component and the engine component are sequentially arranged at upper, middle and lower positions in the aircraft shell. Wherein the engine component is the continuous rotation detonation engine of the fourth aspect.

One of the above technical solutions has the following advantages or beneficial effects:

the fuel supply flow channel related to the first aspect of the invention adopts the technical means of arranging the preheating flow channel and the spray holes which are more and uniformly distributed in the circumferential direction, so that the technical problems of poor diffusion, crushing and atomization degree and circumferential distribution uniformity of liquid phase fuel are solved, and the technical effects of improving the mixing uniformity and circumferential uniformity of combustible mixtures are achieved. In the aspect of concrete quantification, the Sott average diameter index of liquid drops under the constant flow condition of 60MPa pressure difference of liquid-phase aviation fuel can be improved to 45 micrometers, and the circumferential uniformity can be improved to more than 1.5 times. And because it is easy to dismantle and change another group of hole assemblies of the same group or different hole outlet structures or different hole outlet sizes, reach better performance and adjust the flexibility.

The fuel injection device according to the second aspect of the present invention has the technical effect of the fuel supply flow passage, since it is provided with the fuel supply flow passage of the first aspect. And the Sott average diameter index of liquid drops under the condition of 180MPa pressure difference single-injection flow of the liquid-phase aviation fuel can be improved to 25 micrometers.

The fuel supply system according to the third aspect of the present invention includes the fuel supply flow passage according to the first aspect, and therefore has the technical effect of the fuel supply flow passage. And the Sott average diameter index of liquid drops under the condition of single or multiple or constant jet flow under the 180MPa pressure difference of the liquid-phase aviation fuel can be improved to 25 micrometers.

The continuous rotary detonation engine according to the fourth aspect of the invention has the fuel supply flow passage of the first aspect described above, and has the technical effects of the fuel supply flow passage, wherein the improvement in the uniformity of mixing of the combustible mixture can improve the combustion efficiency, and wherein the improvement in the uniformity of the combustible mixture in the circumferential direction can improve the combustion stability. And the defect that the liquid phase fuel needs to be ignited by the aid of gas phase fuel in the prior art is overcome, and the technical effect that continuous rotary detonation combustion can be formed only by using the liquid phase fuel is achieved.

The aircraft according to a fifth aspect of the present invention is provided with the fuel supply flow path of the first aspect described above, and therefore has the technical effects of a fuel supply flow path in which improvement in the uniformity of mixing of a combustible mixture can improve thrust and mach number, and in which improvement in the circumferential uniformity of a combustible mixture can improve flight stability. And the complexity that an auxiliary gas phase fuel system needs to be configured in the aircraft adopting the liquid phase fuel continuous rotation detonation engine in the prior art is overcome, and the technical effects of improving the working reliability and the volume energy density are achieved.

Drawings

FIG. 1 is a relational diagram of an embodiment of several aspects involved in the invention.

Fig. 2A is a schematic structural view (section a) of an embodiment of a fuel supply flow passage according to the present invention.

Fig. 2B is a schematic structural view of an embodiment of a fuel supply flow passage according to the present invention (partial detail of the section a).

Fig. 3A is a schematic structural view (cross section a) of an embodiment of a duct member of a fuel supply flow passage according to the present invention.

Fig. 3B is a schematic structural view (a cross section B perpendicular to the cross section a) of an embodiment of a duct member of a fuel supply flow path according to the present invention.

Fig. 4 is an assembly schematic of an embodiment of an orifice assembly of a fuel supply flow passage according to the present invention.

Fig. 5 is a schematic view (section a) of a seal structure of an embodiment of a fuel injection device relating to the present invention.

Description of the symbols

100 fuel supply flow passage

120 trunk road

130 branch road assembly

132 branch road

150 channel subassembly

152 port antechamber

154 outlet of duct

172 screw fitting a

182 heating element

184 cylinder heat-conducting piece

190 fuel flow on-off actuating member

200 fuel injection apparatus

210 inner conical surface-spherical crown surface sealing matching A

300 fuel supply system

320 fuel storage component

340 fuel pressurizing unit

360 fuel injection component

400 continuous rotation detonation engine

420 fuel supply unit

440 combustion chamber component

442 combustion chamber inner wall

444 screw fitting B

446 Metal gasket B

460 detonation component

500 aircraft

520 Engine component

540 control unit

560 a load member.

Detailed Description

As shown in fig. 1, the relationship between the embodiments of the aspects of the present invention is illustrated, and the embodiments of the aspects of the present invention are in a serial arrangement.

As shown in fig. 2A and 2B with some detail, an embodiment of the fuel supply flow channel 100 according to the first aspect of the present invention may include a main channel 120, a branch channel assembly 130, a flow channel temperature control assembly, and at least one set of port assemblies. The flow cross-sectional area of the trunk 120 may be less than or equal to 9 square millimeters, and the flow cross-sectional shape of the trunk 120 may be circular. The branch channel assembly 130 includes two or more branch channels 132, and further, the branch channel assembly 130 may include more than or equal to 12 branch channels 132. The flow cross-sectional area of each of the branches 132 may be less than or equal to 4 square millimeters. The flow cross-sectional shape of each of the branches 132 may be circular. All the branches 132 have the same structure. The flow cross-sectional area of each branch passage 132 is smaller than the flow cross-sectional area of the trunk passage 120. The flow direction is along the main duct 120 to the branch duct 132. All of the branch passages 132 are uniformly circumferentially distributed. The centerlines of all of the branch roads 132 meet at a point and this intersection is located on the centerline of the trunk road 120. The centerline of any of the branches 132 forms an obtuse angle with the centerline of the trunk 120 along the flow direction, and further, the centerline of any of the branches 132 may form an obtuse angle with the centerline of the trunk 120 along the flow direction, which is greater than or equal to 120 degrees. The centerlines of all of the branch ducts 132 form the same obtuse angle with the centerline of the trunk duct 120.

Any set of cell assemblies includes two or more cell subassemblies 150. Each of the tunnel sub-elements 150 of any one set of tunnel assemblies is identical in structure. The number of all the branches 132 is equal to and corresponds one-to-one with the number of each tunnel sub-member 150 in any group. As shown in fig. 3A and in associated vertical cross-section in fig. 3B, each tunnel sub-member 150 includes a tunnel antechamber 152, two or more tunnel outlets 154, and further, each tunnel sub-member 150 may include a number of tunnel outlets 154 greater than or equal to 4. The number of individual tunnel outlets 154 of any one set of tunnel assemblies is greater than or equal to 12, and further as shown in fig. 4, the number of individual tunnel outlets 154 of any one set of tunnel assemblies may be greater than or equal to 48. Each of the orifice antechambers 152 may be shaped as an arcuate, flat slot, and each of the orifice antechambers 152 may have a volume of less than or equal to 40 cubic millimeters. A removable connector, one implementation of which may be a screw fitting a172, forms a high pressure seal between any of the branches 132 and the corresponding port sub-member 150, and allows the branch 132 to communicate with the port antechamber 152. Each port outlet 154 of any one port subassembly 150 is in fluid communication with a port antechamber 152. The port outlets 154 of each port assembly of any one group are identical in configuration. Each tunnel outlet 154 of any one set of tunnel assemblies is shaped as an axially symmetric bore, which may further be any one of a cylindrical bore, a tapered bore followed by a tapered bore, and a tapered bore followed by a tapered bore. The individual tunnel outlets 154 of any one set of tunnel assemblies are uniformly circumferentially arranged. The axes of the respective tunnel outlets 154 of any one set of tunnel assemblies meet at a point. The cross-sectional flow area of each tunnel outlet 154 is less than or equal to 0.1 square millimeters, and further, the cross-sectional flow area of each tunnel outlet 154 may be less than or equal to 0.01 square millimeters. The cross-sectional flow shape of each of the tunnel outlets 154 may be circular. The axis of any one of tunnel outlets 154 along the flow direction may form an obtuse angle with the centerline of trunk 120, and further, the axis of any one of tunnel outlets 154 along the flow direction may form an obtuse angle with the centerline of trunk 120 that is greater than or equal to 120 degrees. The axis of each tunnel outlet 154 of any set of tunnel assemblies forms an obtuse angle with the centerline of the trunk 120.

Any set of tunnel assemblies may vary depending on the number or configuration of tunnel outlets 154. The bypass assembly 130 may be replaced with any of a number of different types of orifice assemblies.

The flow channel temperature control assembly includes a heating element 182, a temperature sensing element, and a temperature control element. The heating element 182 is connected to the temperature control element by a signal data line. The temperature sensing element and the temperature control element are connected by a signal data line. The heating element 182 and the outer wall surface of the branch channel assembly 130 conduct heat or indirectly conduct heat through direct contact, and one implementation means of the direct contact heat conduction or indirect heat conduction may be to arrange a cylindrical heat conduction member 184, an inner cylindrical surface of the cylindrical heat conduction member 184 may directly contact with the outer wall surface of the heating element 182 or leave a gap smaller than 0.1 mm, an outer cylindrical surface of the cylindrical heat conduction member 184 may directly contact with the inner wall 442 of the combustion chamber, an end surface of the cylindrical heat conduction member 184 may directly contact with the outer wall surface of the branch channel assembly 130, and an end surface of the heating element 182 may directly contact with the outer wall surface of the branch channel assembly 130. The temperature control element receives temperature sensing element data. The temperature control element may control the input power and input power duty cycle of the heating element 182. The heating element 182 generates heat and undergoes a change in surface temperature when electric power is input. The surface temperature of the heating element 182 during operation may be adjusted in the range of 30 to 1200 degrees celsius. The temperature sensing element may be integrated into the interior of the heating element 182, and further, the temperature sensing element may be an end surface integrated into the interior of the heating element 182, such that the temperature sensing element is closer to the outer wall surface of the branch passage assembly 130.

The stem duct 120, the leg assembly 130, and the tunnel assembly may all have a structural strength to withstand an internal hydraulic pressure of greater than or equal to 30MPa and a high hydraulic sealability. Further, the stem duct 120, the branch duct assembly 130, and the tunnel assembly may all have a structural strength to withstand an internal hydraulic pressure of 180MPa or more and a high hydraulic sealability.

The embodiment can achieve the following technical effects: because the technical means of arranging the preheating flow channels and the spray holes which are more in number and are uniformly distributed in the circumferential direction is adopted, the technical problems of poor diffusion, crushing and atomization degrees of liquid phase fuel and poor circumferential distribution uniformity are solved, and the technical effects of improving the mixing uniformity and circumferential uniformity of combustible mixtures are further achieved. In the aspect of concrete quantification, the Sott average diameter index of liquid drops of the liquid-phase aviation fuel under the condition of constant flow at the pressure difference of 60MPa can be improved to 45 micrometers, and the circumferential uniformity can be improved to more than 1.5 times. And because it is easy to disassemble and replace another set of tunnel assemblies of the same or different tunnel outlet 154 configurations or different tunnel outlet 154 sizes, better performance tuning flexibility is achieved.

An embodiment of the fuel injection device 200 according to the second aspect of the present invention may be provided with the fuel flow on/off actuating member 190 and the embodiment of the fuel supply flow path 100 of the first aspect described above. One implementation of the fuel flow on/off actuating member 190 may be a straight solenoid needle valve, which is commonly used in the hydraulic industry. The fuel flow on/off actuating member 190 communicates with the trunk passage 120. The fuel flow on/off actuating member 190 is upstream of the main duct 120. The fuel flow on/off actuating member 190 and the main duct 120 have a high hydraulic sealing engagement with each other, as shown in fig. 5, one implementation of which may be an internal taper-spherical crown sealing engagement a210, and one implementation of the pressing force required for the sealing engagement may be the axial force provided by the screw thread. This embodiment of the fuel injection apparatus 200 is provided with the embodiment of the fuel supply flow channel 100 and therefore has the technical effect of the embodiment of the fuel supply flow channel 100. And the Sott average diameter index of liquid drops under the condition of 180MPa pressure difference single-injection flow of the liquid-phase aviation fuel can be improved to 25 micrometers.

An embodiment of the fuel supply system 300 according to the third aspect of the present invention may include a fuel storage unit 320, a fuel pressure increasing unit 340, and a fuel injection unit 360. The fuel storage part 320 and the fuel pressurizing part 340 are connected by a pipeline, and the fuel pressurizing part 340 and the fuel injection part 360 are connected by a pipeline, wherein the pipeline can be a high-pressure oil pipe assembly which is common in the hydraulic industry, and the common high-pressure oil pipe assembly can be implemented by referring to the national mechanical industry standard JB/T12036-2015. Wherein the fuel injection component 360 is an embodiment of the fuel injection apparatus 200 of the second aspect as described above. This embodiment of the fuel supply system 300 has the technical effect of the embodiment of the fuel supply flow channel 100, since it is provided with the embodiment of the fuel supply flow channel 100 of the first aspect described above. And the Sott average diameter index of liquid drops under the condition of single or multiple or constant jet flow under the 180MPa pressure difference of the liquid-phase aviation fuel can be improved to 25 micrometers.

An embodiment of the continuous rotary detonation engine 400 according to the fourth aspect of the present invention may include a fuel supply member 420, a combustion chamber member 440, and an ignition member 460. The fuel supply component 420 and the combustor component 440 are connected by a conduit, which may be a high pressure fuel line assembly as is common in the hydraulic industry. The ignition element 460 extends into the combustion chamber element 440 through a hole in the outer wall of the combustion chamber element 440. Wherein the fuel supply component 420 is the fuel supply system 300 embodiment of the third aspect described above. The fuel supply flow path 100 communicates with, is secured to, and is sealed from the combustion chamber inner wall 442 of the combustion chamber member 440 by a connector, which in one embodiment may be a screw-fit B444, and in a high-pressure seal, which in one embodiment may be a flat seal using a metal gasket B446. The continuous rotation detonation engine 400 embodiment having the fuel supply flow passage 100 embodiment of the first aspect described above has the technical effect of the fuel supply flow passage 100 embodiment, wherein the improvement in the homogeneity of the combustible mixture may improve combustion efficiency, and wherein the improvement in the circumferential homogeneity of the combustible mixture may improve combustion stability. And the defect that the liquid phase fuel needs to be ignited by the aid of gas phase fuel in the prior art is overcome, and the technical effect that continuous rotary detonation combustion can be formed only by using the liquid phase fuel is achieved.

An embodiment of the aircraft 500 according to the fifth aspect of the present invention may include an engine component 520, a control component 540, and a load component 560. The engine component 520 and the control component 540 are connected by communication data lines, and the load component 560 includes an aircraft housing and a filler, and the filler, the control component 540 and the engine component 520 are sequentially disposed at upper, middle and lower positions inside the aircraft housing. Wherein the engine component 520 is the continuous rotation detonation engine 400 embodiment of the fourth aspect previously described. This embodiment of the aircraft 500 is provided with the fuel supply runner 100 embodiment of the first aspect described above, and therefore has the technical effect of the fuel supply runner 100 embodiment, wherein the improvement in the uniformity of the mixture of the combustible mixture increases thrust and mach number, and wherein the improvement in the circumferential uniformity of the combustible mixture increases flight stability. And the complexity that an auxiliary gas phase fuel system needs to be configured in the aircraft adopting the liquid phase fuel continuous rotation detonation engine in the prior art is overcome, and the technical effects of improving the working reliability and the volume energy density are achieved.

Claims

1. A fuel supply flow passage, characterized by comprising: the device comprises a main channel, a branch channel component, a flow channel temperature control component and at least one group of pore channel components; the branch channel assembly comprises two or more branch channels, all the branch channels have the same structure, the flow cross-sectional area of each branch channel is smaller than that of the trunk channel, the flow direction of each branch channel flows to the branch channels along the trunk channel, all the branch channels are uniformly distributed in the circumferential direction, the central lines of all the branch channels are intersected at one point, the intersection point is positioned on the central line of the trunk channel, an obtuse angle is formed between the central line of any one branch channel and the central line of the trunk channel along the flow direction, and the obtuse angle formed between the central line of all the branch channels and the central line of the trunk channel is equal;

any set of the porthole assemblies comprises two or more porthole sub-members, each of the porthole sub-members of any set of the porthole assemblies has the same structure, the number of all the branch canals is equal to and corresponds to the number of each of the porthole sub-members of any set, each of the porthole sub-members comprises a porthole antechamber and two or more porthole outlets, the number of all the porthole outlets is more than or equal to 12, high-pressure sealing fit is formed between any branch canal and the corresponding porthole sub-member in a detachable connecting manner, the branch canals are communicated with the porthole antechambers, each of the porthole outlets of any one of the porthole sub-members are communicated with the porthole antechambers respectively, the structures of the porthole outlets of any set of the porthole assemblies are the same, and the shapes of the porthole outlets of any set of the porthole assemblies are axisymmetric holes, the outlet ports of the duct assemblies of any group are uniformly arranged in the circumferential direction, the axes of the outlet ports of the duct assemblies of any group are intersected at a point, the flow cross-sectional area of each outlet port is less than or equal to 0.1 square millimeter, an obtuse angle is formed between the axis of any outlet port of any group and the central line of the trunk along the flow direction, and the obtuse angle formed between the axis of each outlet port of any group and the central line of the trunk is equal;

any group of the duct assemblies can be changed according to the number or the structure of the duct outlets, and any group of the duct assemblies can be selected to be replaced and matched for use;

the runner temperature control component includes heating element, temperature sensing element and temperature control element, heating element with link to each other by the signal data line between the temperature control element, temperature sensing element with link to each other by the signal data line between the temperature control element, heating element with the outer wall of branch way subassembly is through direct contact heat conduction or indirect heat transfer, the temperature control element receives temperature sensing element data, temperature control element is steerable heating element's input electric energy power and input electric energy duty cycle, heating element produces the heat and takes place surface temperature's change when the input electric energy, surface temperature when heating element work can be adjusted at 30 to 1200 degrees centigrade within range.

2. The fuel supply flow passage according to claim 1, characterized in that: the area of the flow cross section of the main channel is less than or equal to 9 square millimeters, and the shape of the flow cross section of the main channel is circular.

3. The fuel supply flow passage according to claim 1, characterized in that: the branch channel assembly comprises more than or equal to 12 branch channels, the flow cross-section area of each branch channel is less than or equal to 4 square millimeters, and the flow cross-section shape of each branch channel is circular.

4. The fuel supply flow passage according to claim 1, characterized in that: the center line of any one of the branch ducts forms an obtuse angle with the center line of the trunk duct along the flow direction, which is greater than or equal to 120 degrees.

5. The fuel supply flow passage according to claim 1, characterized in that: each of the port sub-elements includes a number of the port outlets greater than or equal to 4, a number of all the port outlets greater than or equal to 48, each of the port antechambers is shaped as an arcuate flat slot, and each of the port antechambers has a volume of less than or equal to 40 cubic millimeters.

6. The fuel supply flow passage according to claim 1, characterized in that: the axial symmetry type hole can be any one of a cylindrical hole, a tapered section and a tapered hole, the flow cross section area of each hole outlet is smaller than or equal to 0.01 square millimeter, the flow cross section shape of each hole outlet is circular, an obtuse angle larger than or equal to 120 degrees is formed between the axis of any hole outlet and the central line of the trunk channel along the flowing direction, the trunk channel, the branch channel assembly and the hole channel assembly have structural strength and high hydraulic tightness, the internal hydraulic pressure of the trunk channel, the branch channel assembly and the hole channel assembly is larger than or equal to 30MPa, and the temperature sensing element is integrated in the heating element.

7. A fuel injection apparatus characterized in that: a fuel flow on-off actuating member and the fuel supply flow path of claim 1 are provided, the fuel flow on-off actuating member being in communication with the main path, the fuel flow on-off actuating member being upstream of the main path, the fuel flow on-off actuating member and the main path having a high hydraulic pressure sealing fit with each other.

8. A fuel supply system comprising a fuel storage section, a fuel pressurizing section, and a fuel injection section, the fuel storage section and the fuel pressurizing section being connected by a pipe, the fuel pressurizing section and the fuel injection section being connected by a pipe, characterized in that: the fuel injection component is defined by the fuel injection apparatus of claim 7.

9. A continuous rotation detonation engine comprising a fuel supply member, a combustion chamber member, an initiation member connected by a conduit between the fuel supply member and the combustion chamber member, the initiation member extending into the interior of the combustion chamber member through an aperture in an outer wall surface of a housing of the combustion chamber member, characterized in that: the fuel supply component defines the fuel supply system of claim 8, and the fuel supply flow passage is connected to the inner wall of the combustion chamber component by a connector for communication, fastening and high pressure sealing.

10. An aircraft, including engine part, control unit, load part, connect by the communication data line between engine part with the control unit, load part includes aircraft casing and filler, control unit and engine part arrange in proper order in the aircraft casing inside upper, middle, lower position, its characterized in that: the engine component defines the continuous rotation detonation engine of claim 9.