CN116147024A - Engine and combustion chamber structure thereof - Google Patents

Abstract

An engine and combustion chamber structure thereof, wherein detonation combustion channels of the combustion chamber structure are arranged on a plurality of igniters arranged along the flow direction of the mixed flow of oxidant and fuel.

Description

Engine and combustion chamber structure thereof

Technical Field

The present disclosure relates to aircraft engine technology, and more particularly to an engine and combustion chamber structure thereof.

Background

The aerospace field is more and more competitive, and the research on key innovation technology in the aerospace field is more and more important in various countries. In recent years, with the continuous and intensive research on hypersonic aircrafts and single-stage in-orbit power systems, novel continuous rotary detonation engine technology has been rapidly developed. Research shows that the propulsion technology based on detonation combustion can greatly reduce fuel consumption, greatly improve the specific impulse characteristic of the power device, and has important significance for widening the work envelope of the air suction type aircraft and improving the economical efficiency and operational performance of the existing weaponry. As a leading technology capable of overtaking at a curve, comprehensive and deep researches on the technology are more urgent.

The rotary detonation engine is a power technology utilizing detonation combustion, and is summarized in that: (1) In a rotary detonation engine, detonation waves propagate around an annular space in a gap between two coaxial cylinders, air and fuel are injected after being mixed and ignited by the combustion of the previous round, and if properly designed, an unstable combustion and ignition process can be spontaneously maintained; (2) The detonation wave can be continuously transmitted along the circumferential direction of the combustion chamber only by one-time successful detonation; (3) The combustion speed is high, the heat release intensity is high, the combustion chamber has a compact structure, and the length of the engine can be shortened; (4) The device has supercharging property, can reduce the number of compressor stages of a turbine engine or reduce the total pressure loss of an inlet channel of a ramjet engine, is beneficial to simplifying the design of a propulsion system and improving the thrust-weight ratio of the engine; (5) The device can work in an air suction mode or a rocket mode, and the working range can be changed from subsonic speed to supersonic speed with high Mach number. Therefore, research into continuously rotating knock engines has been attracting considerable attention in the scientific community.

The rotary knocking engine in the prior art only changes the thrust generated by the engine by changing the mixing equivalence ratio of the oxidizing gas and the fuel oil entering the combustion chamber and the state of the entering flow; if the thrust is changed under the same mixing equivalence ratio and the condition of entering flow, the thrust needs to be changed by changing combustion chambers with different linearity or structures, so that the whole machine needs to be repeatedly disassembled, cleaned, replaced and installed, the periodicity is long, and the manufacturing cost is increased due to various structures.

Disclosure of Invention

The application provides an engine and combustion chamber structure thereof, can be under the condition that need not change any inside part, can produce the thrust of different needs to satisfy the user demand under the different operating modes.

The application provides an engine combustion chamber structure, including: the core column and the outer sleeve body are sleeved outside the core column; an annular channel is formed between the outer sleeve body and the core column, and comprises a detonation combustion channel for performing detonation combustion on an oxidant and fuel; the detonation combustion channels are arranged on a plurality of igniters which are arranged along the flowing direction of the mixed flow of the oxidant and the fuel.

In an exemplary embodiment, a plurality of concave cavities for generating detonation combustion are arranged on the inner wall of the detonation combustion channel, the concave cavities extend along the circumferential direction of the combustion channel, and the plurality of concave cavities are arranged along the flow direction of the mixed flow of the oxidant and the fuel; the plurality of igniters are arranged in one-to-one correspondence with the plurality of concave cavities.

In an exemplary embodiment, the concave cavity is formed at an outer wall of the stem or an inner wall of the outer jacket or both the outer wall of the stem and the inner wall of the outer jacket.

In an exemplary embodiment, the concave cavity includes a first sidewall located upstream and a second sidewall located downstream in a flow direction of the mixed oxidant and fuel flow, and the second sidewall is gradually inclined from the bottom toward the opening toward the downstream.

In an exemplary embodiment, the annular channel further includes a flow rectifying channel rectifying the oxidant and the fuel; the flow straightening channel is positioned upstream of the detonation combustion channel and communicated with the detonation combustion channel along the flow direction of the mixed flow of the oxidant and the fuel.

In an exemplary embodiment, the inlet of the flow straightening channel is an oxidant inlet, and the outer casing and/or the stem is provided with a fuel injection hole in communication with the flow straightening channel.

In one exemplary embodiment, the outer wall of the outer casing is provided with an annular injection cavity extending along the circumferential direction of the outer casing; the fuel injection holes comprise a plurality of inlets of the injection holes are communicated with the injection cavity along the circumferential direction of the outer sleeve body.

In one exemplary embodiment, the flow straightening channel gradually increases in radial width from the intake port of the oxidant to the detonation combustion channel.

In one exemplary embodiment, the length of the flow straightening channel is greater than the length of the detonation combustion channel.

In one exemplary embodiment, the plurality of igniters are mounted to the outer sleeve and/or the stem and extend into the concave cavity.

In an exemplary embodiment, the engine combustion chamber structure further comprises a control device coupled to the plurality of igniters, the control device configured to control the plurality of igniters to fire individually or in any combination.

The application provides an engine comprising the engine combustion chamber structure according to any of the embodiments above.

Compared with the related art, the engine combustion chamber structure of the embodiment of the application has the advantages that the plurality of igniters distributed along the flow direction of the mixed flow of the oxidant and the fuel are designed in the detonation combustion channel, so that igniters at different positions can be selected to ignite simultaneously or in any combination mode to perform detonation, detonation waves are not overlapped or superimposed, the same engine is enabled to generate thrust with different requirements under the condition that any parts in the engine are not required to be replaced, and the use requirements under different working conditions are met.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application. Other advantages of the present application may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

The accompanying drawings are included to provide an understanding of the technical aspects of the present application, and are incorporated in and constitute a part of this specification, illustrate the technical aspects of the present application and together with the examples of the present application, and not constitute a limitation of the technical aspects of the present application.

FIG. 1 is a schematic illustration of an engine combustion chamber configuration according to an embodiment of the present application.

Detailed Description

The present application describes a number of embodiments, but the description is illustrative and not limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or in place of any other feature or element of any other embodiment unless specifically limited.

The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements of the present disclosure may also be combined with any conventional features or elements to form a unique inventive arrangement as defined in the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive arrangements to form another unique inventive arrangement as defined in the claims. Thus, it should be understood that any of the features shown and/or discussed in this application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Further, various modifications and changes may be made within the scope of the appended claims.

Furthermore, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other sequences of steps are possible as will be appreciated by those of ordinary skill in the art. Accordingly, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Furthermore, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.

The present embodiments provide an engine combustion chamber structure 100 that may be applied to an engine of an aircraft.

As shown in fig. 1, the engine combustion chamber structure 100 includes: the core column 1 and the outer sleeve body 2 sleeved outside the core column 1. An annular channel (indicated by the arrow in fig. 1) is formed between the outer jacket 2 and the stem 1, which annular channel comprises a detonation combustion channel 10 (the detonation generating location in fig. 1) for detonation combustion of an oxidant and a fuel. The knocking combustion channels 10 are provided in a plurality of igniters 9 arranged in the flow direction of the mixed flow of the oxidant and the fuel.

According to the engine combustion chamber structure 100, the plurality of igniters 9 distributed along the flow direction of the mixed flow of the oxidant and the fuel are designed in the detonation combustion channel 6, so that igniters 9 at different positions can be selected to ignite and detonate simultaneously in a single ignition or random combination mode, detonation waves are not overlapped or superimposed, the same engine is enabled to generate thrust with different requirements under the condition that any parts in the engine are not required to be replaced, and the use requirements under different working conditions are met.

As shown in fig. 1, the inner wall of the knocking combustion channel 10 is provided with a plurality of concave cavities 6 for generating knocking combustion. The concave cavity 6 extends along the circumferential direction of the combustion channel 10, and in this embodiment, the concave cavity 6 is an integral annular concave cavity, however, the concave cavity 6 may also be a multi-stage cavity along the circumferential direction of the combustion channel 10, which is not limited herein. The plurality of concave chambers 6 are arranged in the flow direction of the mixed flow of the oxidant and the fuel (the direction indicated by the arrow with reference to fig. 1), and the plurality of concave chambers 6 realize a plurality of knocking points.

As shown in fig. 1, a plurality of igniters 9 are mounted on the outer casing 2 and are disposed in one-to-one correspondence with the plurality of concave chambers 6. The plurality of concave chambers 6 in this embodiment includes a first concave chamber 61 and a second concave chamber 62. Accordingly, the igniter 9 includes a first igniter 91 that ignites the mixed flow in the first concave chamber 61 and a second igniter 92 that ignites the mixed flow in the second concave chamber 62.

In an exemplary embodiment, a plurality of igniters 9 are mounted to the stem 1 or are disposed on both the stem 1 and the outer jacket 2.

According to the engine combustion chamber structure 100, the plurality of concave cavities 6 for generating detonation combustion are designed in the detonation combustion channel 6, so that different concave cavities are selected to perform simultaneous detonation in a single or arbitrary combination mode, detonation waves are not overlapped or superimposed, the same engine is enabled to generate thrust with different requirements under the condition that any parts in the engine are not required to be replaced, and the use requirements under different working conditions are met. The concave cavity 6 can increase the stability of detonation combustion and the intensity of detonation wave.

As shown in fig. 1, the concave cavity 6 in the embodiment of the present application is formed on the inner wall of the outer casing 2, and is manufactured by processing, so that the cost is reduced during replacement.

In an exemplary embodiment, the concave cavity 6 may also be formed in the outer wall of the stem 1.

In another exemplary embodiment, the concave cavity 6 may be formed on the outer wall of the stem 1 and the inner wall of the outer jacket 2, or the outer wall of the stem 1 and the inner wall of the outer jacket 2 may each form a part, or the concave cavity 6 may be formed on the outer wall of the stem 1 and the inner wall of the outer jacket 2.

As shown in fig. 1, the concave chamber 6 includes a first side wall 6a located upstream and a second side wall 6b located downstream in the flow direction of the oxidant and fuel mixture flow. The second side wall 6b is inclined toward the discharge direction after the combustion of the mixed flow, and is flared with the first side wall 6 a. The above-described design of the concave chamber 6 can facilitate propagation of detonation waves generated within the concave chamber 6.

As shown in fig. 1, the annular channel between the outer casing 2 and the stem 1 further includes a rectifying flow channel 3 for rectifying the oxidant and the fuel, and the rectifying flow channel 3 can adjust parameters such as flow rate, pressure and the like of the entering oxidant. The flow straightening channel 3 is located upstream of the knocking combustion channel 10 and communicates with the knocking combustion channel 10 in the flow direction of the mixed flow of the oxidant and the fuel. The annular inlet 30 of the flow straightening channel 3 is used as an inlet for the oxidant in this embodiment.

As shown in fig. 1, the radial width of the flow straightening channel 3 from the oxidant inlet port 30 to the knocking combustion channel 10 is gradually increased, so that parameters such as the flow rate and the flow rate of the oxidant can be adjusted. The whole engine combustion chamber structure 100 adopts a streamline structure, and the length of the rectifying flow passage 3 is longer than that of the detonation combustion channel 10, so that the parameters such as the flow rate and the flow quantity of the oxidant can be fully adjusted.

As shown in fig. 1, the outer case 2 is provided with a fuel injection hole 4 communicating with the flow rectification passage 3. The outer wall of the outer sleeve body 2 is provided with an annular injection cavity 5 extending along the circumferential direction of the outer sleeve body 1. The fuel injection holes 4 include a plurality of injection holes 4 in the circumferential direction of the outer jacket 1, and inlets of the plurality of injection holes 4 communicate with the injection chamber 5. During operation, fuel firstly enters the injection cavity 5, and then is injected into each injection hole 4 through the injection cavity 5 to form combustion spray, so that the uniformity of combustion can be achieved.

In an exemplary embodiment, the injection hole 4 may also be provided on the stem 1

As shown in fig. 1, the engine combustion chamber structure 100 of the embodiment of the present application further includes a tail injection portion 8, and the tail injection portion 8 is provided with a horn-shaped nozzle 80 for injecting combustion gas. The tail spraying portion 8 of the present embodiment is installed in a split manner, and of course, an integral type may be used, which is not limited thereto.

The engine combustion chamber structure 100 of the present embodiment further comprises a control device (not shown) connected to the plurality of igniters 9, the control device being arranged to control the plurality of igniters 9 to fire individually or in any combination.

When the engine combustion chamber structure 100 of the embodiment of the application is in operation, the oxidant gas enters the rectifying flow channel 3 from the outside through the air inlet 30 to be rectified, and after the oxidant gas is rectified through the rectifying flow channel 3, the pressure of the gas entering the injection hole 4 is increased. After fuel oil with specific pressure enters the injection cavity 5, the fuel oil is injected into the flow channel through the injection holes 4 around the circumference, the fuel oil is fully mixed with the entering oxidant gas, and the mixed gas is ignited at the first concave cavity 61 or the second concave cavity 62 by selectively igniting the first igniter 91 or the second igniter 92, and a detonation wave is formed in the corresponding concave cavity. The first igniter 91 and the second igniter 92 may be ignited simultaneously to ignite the mixed gas in the first concave cavity 61 and the second concave cavity 62 simultaneously to generate detonation waves in the two cavities simultaneously, so that the detonation waves transmitted into the combustion chamber channel 10 through the front openings of the concave cavities 61 and 62 are superimposed to each other, and the energy of the detonation waves is enhanced, thereby providing greater thrust. By selectively generating detonation in the concave cavities 6 at different positions individually or together, detonation waves with different intensities are generated, so that different thrusts generated by the same engine are generated, and any parts inside the engine do not need to be replaced.

The embodiment of the present application further provides an engine, including the engine combustion chamber structure 100 described in any of the embodiments above, and the engine combustion chamber structure 100 is not described herein.

The engine combustion chamber structure 100 of the embodiment of the application can selectively generate detonation in any one concave cavity 6 in the combustion chamber to generate detonation waves, or simultaneously generate detonation waves in two concave cavities 6, and the generated detonation waves enter the combustion chamber channel 10 and are mutually overlapped, so that the energy of the detonation waves is enhanced to generate stronger thrust. By selecting different concave cavities 6 to perform detonation independently or simultaneously in the above description, detonation waves are not overlapped or overlapped, so that the same engine can generate different required thrust under the condition that any parts in the engine are not required to be replaced, and the use requirements under different working conditions are met.

In the description of the present invention, it should be noted that, directions or positional relationships indicated by terms "upper", "lower", "one side", "the other side", "one end", "the other end", "the side", "the opposite", "four corners", "the periphery", "the" mouth "character structure", etc., are directions or positional relationships based on the drawings, are merely for convenience of description of the invention and simplification of description, and do not indicate or imply that the structures referred to have a specific direction, are configured and operated in a specific direction, and thus are not to be construed as limitations of the invention.

In the description of the embodiments of the invention, unless explicitly stated and limited otherwise, the terms "connected," "directly connected," "indirectly connected," "fixedly connected," "mounted," "assembled" should be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; the terms "mounted," "connected," and "fixedly connected" may be directly connected or indirectly connected through intervening media, and may also be in communication between two elements. It will be understood by those of ordinary skill in the art that the specific meaning of the terms in the invention is to be understood in a specific sense

Those of ordinary skill in the art will appreciate that all or some of the steps, systems, functional modules/units in the apparatus, and methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between the functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed cooperatively by several physical components. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes both volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as known to those skilled in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Furthermore, as is well known to those of ordinary skill in the art, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media.

Claims (12)

1. An engine combustion chamber structure, comprising: the core column and the outer sleeve body are sleeved outside the core column; an annular channel is formed between the outer sleeve body and the core column, and comprises a detonation combustion channel for performing detonation combustion on an oxidant and fuel; the detonation combustion channel is provided with a plurality of igniters arranged along the flow direction of the mixed flow of the oxidant and the fuel.

2. The engine combustion chamber structure according to claim 1, wherein a plurality of concave cavities for generating detonation combustion are provided on an inner wall of the detonation combustion channel, the concave cavities extending in a circumferential direction of the combustion channel, the plurality of concave cavities being arranged in a flow direction of the mixed flow of the oxidant and the fuel; the plurality of igniters are arranged in one-to-one correspondence with the plurality of concave cavities.

3. The engine combustion chamber structure according to claim 2, wherein the concave cavity is formed in an outer wall of the stem or an inner wall of the outer jacket body or both the outer wall of the stem and the inner wall of the outer jacket body.

4. The engine combustion chamber structure as set forth in claim 3, wherein said concave chamber includes a first side wall located upstream and a second side wall located downstream in a flow direction of said mixed oxidant and fuel flow, said second side wall being disposed gradually inclined toward downstream from the bottom toward the opening.

5. The engine combustion chamber structure as set forth in any one of claims 1 to 4, wherein the annular passage further includes a rectifying flow passage rectifying the oxidant and the fuel;

the flow straightening channel is positioned upstream of the detonation combustion channel and communicated with the detonation combustion channel along the flow direction of the mixed flow of the oxidant and the fuel.

6. The engine combustion chamber structure of claim 5, wherein the inlet of the flow straightening channel is an oxidant inlet, and the outer casing and/or the stem is provided with a fuel injection hole in communication with the flow straightening channel.

7. The engine combustion chamber structure of claim 6, wherein the outer wall of the outer casing is provided with an annular injection cavity extending circumferentially of the outer casing; the fuel injection holes comprise a plurality of inlets of the injection holes are communicated with the injection cavity along the circumferential direction of the outer sleeve body.

8. The engine combustion chamber structure of claim 7 wherein the flow straightening channel gradually increases in radial width from the oxidant intake port to the detonation combustion channel.

9. The engine combustion chamber structure of claim 7 wherein the length of the flow straightening channel is greater than the length of the detonation combustion channel.

10. The engine combustion chamber structure of claim 2, wherein the plurality of igniters are mounted to the outer casing and/or the stem and extend into the concave cavity.

11. The engine combustion chamber structure of claim 10, further comprising a control device coupled to the plurality of igniters, the control device configured to control the plurality of igniters to fire alone or in any combination.

12. An engine comprising an engine combustion chamber arrangement as claimed in any one of claims 1 to 11.

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