CN117759453B - Continuous detonation ramjet engine capable of inhibiting pressure back transmission - Google Patents
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- 238000002485 combustion reaction Methods 0.000 claims abstract description 45
- 239000000446 fuel Substances 0.000 claims abstract description 34
- 238000002955 isolation Methods 0.000 claims abstract description 31
- 238000002347 injection Methods 0.000 claims abstract description 17
- 239000007924 injection Substances 0.000 claims abstract description 17
- 230000035939 shock Effects 0.000 claims abstract description 7
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Abstract
The invention discloses a continuous detonation ramjet engine for inhibiting pressure back transmission, which belongs to the technical field of aerospace engines, and is characterized in that a runner is divided into an inner runner, an outer runner and a backflow channel which is communicated with the inner runner and the outer runner, so that when high-amplitude back transmission pressure pulsation is generated in the working process of a combustion chamber, an isolation section carries out speed reduction and pressurization on supersonic incoming flow provided by an air inlet channel through a shock wave string, the inner runner has no fuel injection, incoming flow air of the inner runner does not participate in combustion, the pressure of the backflow channel is far lower than the pressure of the isolation section, and further pressure waves and a part of high-temperature combustion products can enter the inner runner through the backflow channel and propagate to the downstream of the engine.
Description
Technical Field
The invention belongs to the technical field of aerospace engines, and particularly relates to a continuous detonation ramjet engine for inhibiting pressure back transmission.
Background
Currently, a traditional aerospace propulsion system generally adopts a deflagration circulation mode to convert chemical energy into heat energy. However, with the high-speed development of hypersonic aircrafts, the propulsion performance of a propulsion system based on detonation combustion is greatly improved, and detonation combustion corresponding to detonation is expected to solve the problem. Detonation wave is a supersonic combustion wave formed by exothermic coupling of leading shock wave and post chemical reaction, the leading shock wave compresses the combustible mixture to raise the temperature and pressure, and the chemical reaction releases heat rapidly under the conditions of high temperature and high pressure, and the detonation wave is close to isovolumetric combustion, has small entropy increase, high thermal cycle efficiency, and has the advantages of self-pressurization and the like. Therefore, the conversion of fuel chemical energy using detonation combustion is an important approach to improving propulsion system performance. Detonation engines can be classified into the following three types according to the detonation wave self-sustaining mode: pulsed detonation engines, inclined detonation engines, continuous detonation engines. The continuous detonation engine has the advantages of high combustion speed, simple structure, high heat efficiency, large specific impulse, large adjustable thrust, repeatable ignition and the like, and is very likely to bring spanned development for an aerospace propulsion system.
The ram engine uses air from the incoming stream as the oxidant, and has a higher specific impact and payload. In the face of the development demands of high performance, large airspace and long range of future aircrafts, continuous detonation ramjet engines are widely focused. In the normal working process of the ramjet engine, the isolation section mainly plays a role in pneumatic buffering and air inlet speed reduction and pressurization. However, the continuous detonation ram combustor can generate high-frequency high-amplitude pressure pulsation, the flow fluctuation at the inlet of the combustor is caused by light pressure, the stable propagation of continuous detonation waves is influenced, the normal operation of the isolation section is influenced, even the failure of the isolation section is caused, the air inlet channel is not started, and the continuous detonation combustor is extinguished. Meanwhile, the liquid fuel injection position of the continuous detonation ramjet engine is generally positioned at the downstream of the isolation section, and if larger pressure pulsation exists at the outlet of the isolation section, the mixing effect of incoming air and liquid fuel can be seriously affected, so that the aircraft cannot stably run.
Therefore, reducing the high frequency and high amplitude pressure pulsations is critical to the stable operation of a continuous detonation ramjet engine.
Disclosure of Invention
In view of the above, the invention provides a continuous detonation ram engine for inhibiting pressure back transfer, which solves the technical problem that the pressure back transfer phenomenon of a continuous detonation ram combustion chamber affects the long-time stable operation of the engine.
The invention adopts the following technical scheme:
A continuous detonation ramjet engine for inhibiting pressure back transmission comprises a center cone, a split body, an engine shell and a cylindrical shell;
The split body is coaxially sleeved on the periphery of the front end of the central cone;
the cylindrical shell is coaxially sleeved on the periphery of the central cone, is positioned at the rear side of the split body and extends towards the rear end of the central cone;
The engine shell is coaxially sleeved on the periphery of the split body and the cylindrical shell;
an air inlet channel and an isolation section are formed between the outer wall of the split body and the inner wall of the front end of the engine shell in sequence from front to back;
forming a continuous detonation ram combustor between an inner wall of the engine housing and an outer wall of the cylindrical housing; the rear end of the engine shell is in a Laval nozzle structure;
The air inlet channel, the isolation section and the continuous detonation ram combustion chamber form an outer flow channel;
An inner flow passage is formed between the cylindrical shell and the inner wall of the split body and between the cylindrical shell and the outer wall of the central cone; the left end of the inner runner is an air inlet of the inner runner, and the right end extends to the rear end of the engine shell; a tail nozzle is formed between the Laval nozzle structure and the outer wall of the rear end of the cylindrical shell;
A reflux channel is formed between the rear end of the split fluid and the front end of the cylindrical shell; the reflux channel is used for communicating the outer flow channel with the inner flow channel;
the front end of the engine shell is provided with a fuel injection hole communicated with the fuel storage tank;
the fuel injected from the fuel injection hole can be mixed with the incoming air of the air inlet channel at the downstream of the isolation section and then enter the continuous detonation ram combustion chamber.
Further, the rear end of the continuous detonation ram combustor is also provided with an afterburner;
an air mixing hole which is communicated with the inner flow passage and the afterburner is arranged on the rear end wall surface of the cylindrical shell.
Further, the outer wall of the split fluid comprises a first diversion surface, a second diversion surface and a third diversion surface which are sequentially connected from front to back;
The air inlet channel is formed between the inner wall of the front end of the engine shell and the first drainage surface;
the isolation section is formed between the inner wall of the front end of the engine shell and the second drainage surface and the third drainage surface.
Further, a fourth diversion surface is arranged at the rear end of the split fluid;
The front end of the cylindrical shell is provided with a first connecting surface;
the return channel is formed between the fourth flow-guiding surface and the first connection surface.
Further, a fifth diversion surface is arranged on the inner wall of the split fluid;
the inner flow passage is formed among the inner wall of the cylindrical shell, the fifth diversion surface and the outer wall of the center cone.
Further, the fourth diversion surface is a curved surface.
Further, the inner flow passage is a straight flow passage, and an inner flow passage spray pipe is formed between the inner wall of the tail part of the inner flow passage and the outer wall of the central cone.
Further, the fuel injected from the fuel injection hole can be mixed with the incoming air of the air inlet channel at the downstream of the isolation section and then enter the continuous detonation ram combustion chamber.
Further, the inner wall of the split fluid is connected with the outer wall of the center cone through first connecting parts uniformly distributed along the circumferential direction;
The inner wall of the cylindrical shell is connected with the outer wall of the central cone through second connecting parts uniformly distributed along the circumferential direction;
The outer wall of the cylindrical shell is connected with the inner wall of the engine shell through third connecting parts uniformly distributed along the circumferential direction.
The beneficial effects are that:
1. The split body is coaxially sleeved on the periphery of the front end of the central cone; the cylindrical shell is coaxially sleeved on the periphery of the central cone, is positioned at the rear side of the split body and extends towards the rear end of the central cone; the engine shell is coaxially sleeved on the periphery of the split body and the cylindrical shell; an air inlet channel and an isolation section are formed between the outer wall of the split body and the inner wall of the front end of the engine shell in sequence from front to back; forming a continuous detonation ram combustor between an inner wall of the engine housing and an inner wall of the cylindrical housing; the rear end of the engine shell is in a Laval nozzle structure; the air inlet channel, the isolation section and the continuous detonation ram combustion chamber form an outer flow channel; an inner flow passage is formed between the cylindrical shell and the inner wall of the split body and between the cylindrical shell and the outer wall of the central cone; the left end of the inner runner is an air inlet of the inner runner, and the right end of the inner runner extends to the rear end of the engine shell; a tail nozzle is formed between the Laval nozzle structure and the outer wall of the rear end of the cylindrical shell; a reflux channel is formed between the rear end of the split fluid and the front end of the cylindrical shell; the reflux channel is used for communicating the outer flow channel with the inner flow channel; the inner wall surface of the front end of the engine shell is provided with a fuel injection hole communicated with the fuel storage tank; the fuel injected from the fuel injection hole can be mixed with the incoming air of the air inlet channel at the downstream of the isolation section and then enter the continuous detonation ram combustion chamber.
Therefore, when the high-amplitude counter-transmission pressure pulsation is generated in the working process of the combustion chamber, the isolation section carries out speed reduction and pressurization on supersonic incoming flow provided by the air inlet channel through the shock wave strings, the inner flow channel does not have fuel injection, the incoming flow air of the inner flow channel does not participate in combustion, the pressure of the return channel is far lower than the pressure of the isolation section, and then pressure waves and a part of high-temperature combustion products can enter the inner flow channel through the return channel and propagate to the downstream of the engine. It can be seen that the return channel isolates the fresh gas flow channel of which the air and the fuel are mixed and then enter the combustion chamber from the flow channel of which the pressure is reversely transmitted by detonation combustion, so that the pressure reversely transmitted phenomenon of the continuous detonation ramjet engine is restrained, the influence of the reversely transmitted pressure generated by detonation combustion on the isolation section is greatly reduced, the stability of the inflow air flow of the outer flow channel is ensured, the mixing effect of the air and the liquid fuel is improved, and the stable self-sustained transmission continuous detonation wave is formed.
2. The continuous detonation wave is rotated and propagated at a high speed to generate a high-temperature pulsation phenomenon on the wall surface of the engine, particularly a great amount of heat load accumulated by an inner column of a combustion chamber cannot be diffused.
3. The rear end of the continuous detonation ram combustor is also provided with an afterburner; the rear end wall surface of the cylindrical shell is provided with an air mixing hole which is communicated with the inner flow passage and the afterburner.
Therefore, according to the invention, a part of incoming air in the inner runner is mixed with high-temperature fuel gas formed by the continuous detonation ram combustion chamber through the air mixing holes, so that secondary combustion is realized in the afterburner, the thrust-weight ratio of the engine is improved, the thrust gain is realized, and the flight envelope is enlarged.
4. The inner runner is a straight runner, so that cold air of the inner runner flows more smoothly, the effect of decelerating and boosting the cold air of the inner runner is avoided, and further pressure waves and a part of high-temperature combustion products are ensured to enter the inner runner more reliably through the backflow channel.
5. The invention is oriented to the development requirements of high performance, large airspace and long voyage of future aircrafts, solves the problem that the pressure back-transfer phenomenon of the continuous detonation stamping combustion chamber influences the long-time stable operation of the engine, can be qualified for hypersonic flight tasks, has wide application prospect, and can provide a technical route for the development and research of aerospace propulsion systems.
6. The rear end of the engine shell is in a Laval nozzle structure; a tail nozzle is formed between the Laval nozzle structure and the outer wall of the rear end of the cylindrical shell. The high-temperature fuel gas generated by the continuous detonation ram combustor and the afterburner can be exhausted through the tail nozzle, so that thrust is provided for the engine.
Drawings
FIG. 1 is a schematic illustration of a semi-section of a continuous detonation ramjet engine with suppressed pressure back propagation provided by the present invention;
FIG. 2 is a schematic view of the overall structure of a continuous detonation ramjet engine with suppressed pressure back transfer provided by the present invention;
FIG. 3 is a schematic view of the three-dimensional structure of the fluid separation body of FIG. 1;
FIG. 4 is a schematic view of the engine housing of FIG. 1;
FIG. 5 is a schematic view of the three-dimensional structure of the cylindrical housing of FIG. 1;
FIG. 6 is a schematic three-dimensional view of the center cone of FIG. 1;
Wherein, 1-the center cone; 2-separating fluid; 21-a first drainage face; 22-a second drainage surface; 23-a third drainage surface; 24-fourth drainage surface; 25-a fifth drainage surface; 3-an engine housing; 31-a fuel tank; 32-fuel injection holes; 33-tail nozzle; 4-a cylindrical housing; 41-a first connection face; 42-a second connection face; 43-a third connection face; 44-air-blending holes; 5-an outer flow channel; 51-an air inlet channel; 52-isolating section; 53-continuous detonation ram combustion chamber; 54-afterburner; 6-a return channel; 7-an inner runner; 81-a first connection; 82-a second connection; 83-a third connection; 84-inner runner inlet; 85-inner flow channel nozzle.
Detailed Description
The invention will now be described in detail by way of example with reference to the accompanying drawings.
Referring to fig. 1-6, a continuous detonation-ram engine that suppresses pressure back transfer includes a center cone 1, a split body 2, an engine housing 3, and a cylindrical housing 4, wherein:
The split body 2 is coaxially sleeved on the periphery of the front end of the central cone 1; the cylindrical shell 4 is coaxially sleeved on the periphery of the central cone 1, and the cylindrical shell 4 is positioned at the rear side of the split body 2 and extends towards the rear end of the central cone 1; the engine shell 3 is coaxially sleeved on the peripheries of the split body 2 and the cylindrical shell 4; an air inlet channel 51 and an isolation section 52 are formed between the outer wall of the split body 2 and the inner wall of the front end of the engine housing 3 in sequence from front to back; a continuous detonation ram combustor 53 is formed between the inner wall of the engine housing 3 and the outer wall of the cylindrical shell 4; the rear end of the engine shell 3 is in a Laval nozzle structure; the air inlet channel 51, the isolation section 52 and the continuous detonation ram combustion chamber 53 form an outer flow channel 5; an inner flow passage 7 is formed between the cylindrical shell 4 and the inner wall of the split body 2 and the outer wall of the center cone 1; the left end of the inner runner 7 is an inner runner air inlet 84 which is used as an air inlet of the inner runner 7, and the right end of the inner runner 7 extends towards the rear end of the engine housing 3; a tail nozzle 33 is formed between the Laval nozzle structure and the outer wall of the rear end of the cylindrical shell 4; a return flow channel 6 is formed between the rear end of the split body 2 and the front end of the cylindrical shell 4; the reflux passage 6 communicates the outer flow passage 5 with the inner flow passage 7; the inner wall surface of the front end of the engine housing 3 is provided with a fuel injection hole 32 communicating with a fuel tank 31, in this embodiment, the fuel tank 31 is provided in an expanded section of the inner wall surface of the engine housing 3, and the fuel injected from the fuel injection hole 32 can enter the continuous detonation ram combustion chamber 53 after being mixed with the inflow air of the intake duct 51 downstream of the separation section 52.
In this way, the flow channel is divided into the inner flow channel 7, the outer flow channel 5 and the backflow channel 6 which communicates the inner flow channel 7 and the outer flow channel 5, so that when high-amplitude reverse pressure pulsation is generated in the working process of the continuous detonation ram combustion chamber 53, the isolation section 52 carries out deceleration pressurization on supersonic incoming flow provided by the air inlet channel 51 through a shock wave string, the inner flow channel 7 has no fuel injection, incoming flow air in the inner flow channel 7 does not participate in combustion, the pressure of the backflow channel 6 is far lower than the pressure of the isolation section 52, and then pressure waves and a part of high-temperature combustion products enter the inner flow channel 7 through the backflow channel 6 and are transmitted to the downstream of the engine.
It can be seen that the return channel 6 isolates the fresh gas flow channel of the combustion chamber from the flow channel of the pressure counter-transmission generated by detonation combustion after mixing the air and the fuel, so that the pressure counter-transmission phenomenon of the continuous detonation ramjet engine is restrained, the influence of counter-transmission pressure generated by detonation combustion on the isolation section 52 is greatly reduced, the inflow air flow stability of the outer flow channel 5 is ensured, the mixing effect of the air and the liquid fuel is improved, and the stable self-sustained-propagation continuous detonation wave is formed.
Specifically, the rear end of the continuous detonation ram combustor 53 is further provided with an afterburner 54, and with reference to fig. 1, the continuous detonation ram combustor 53 and the afterburner 54 are formed between the outer wall of the cylindrical housing 4 and the inner wall of the engine casing 3 in this order from front to back. The outer wall of the split flow body 2 comprises a first diversion surface 21, a second diversion surface 22 and a third diversion surface 23 which are sequentially connected from front to back, an air inlet channel 51 is formed between the inner wall of the front end of the engine shell 3 and the first diversion surface 21, a separation section 52 is formed between the inner wall of the front end of the engine shell 3 and the second diversion surface 22 and the third diversion surface 23, and the fuel injection hole 32 is positioned at the downstream of the separation section 52. The fuel ejected from the fuel injection holes 32 can be mixed with the incoming air in the outer flow path 5 downstream of the separator segment 52 and enter the continuous detonation ram combustor 53.
In the present embodiment, referring to fig. 1 and 3, the split body 2 has a solid structure, the rear end of the split body 2 is provided with the fourth diversion surface 24, the front end of the cylindrical casing 4 is provided with the first connection surface 41, and the return passage 6 is formed between the fourth diversion surface 24 and the first connection surface 41. The inner wall of the flow divider 2 is provided with a fifth flow guiding surface 25, and an inner flow passage 7 is formed between the inner wall of the cylindrical housing 4, the fifth flow guiding surface 25, and the outer wall of the center cone 1.
As a modification, the rear end wall surface of the cylindrical housing 4 is provided with an air-mixing hole 44 communicating the inner flow passage 7 with the afterburner 54. In this way, a part of the incoming air in the inner flow path 7 can be mixed with the high-temperature fuel gas formed by the continuous detonation ram combustor 53 through the air mixing holes 44, and then secondary combustion is realized in the afterburner 54, so that the thrust-weight ratio of the engine is improved, thrust gain is realized, and the flight envelope is enlarged.
Specifically, referring to fig. 1, in the present embodiment, the inner wall of the split fluid 2 and the outer wall of the center cone 1 are connected by two or more first connecting portions 81 uniformly distributed in the circumferential direction, the inner wall of the cylindrical housing 4 and the outer wall of the center cone 1 are connected by two or more second connecting portions 82 uniformly distributed in the circumferential direction, and the outer wall of the cylindrical housing 4 and the inner wall of the engine case 3 are connected by two or more third connecting portions 83 uniformly distributed in the circumferential direction.
It will be appreciated that in a possible embodiment the tail pipe 33 may also be a flange-connected part with the tail end of the engine housing 3. The high temperature fuel gas generated by the continuous detonation ram combustor 53 and the afterburner 54 can be exhausted through the tail nozzle 33 to provide thrust for the engine.
In addition, in the present embodiment, the fourth diversion surface 24 is a curved surface, which helps to connect the return passage 6 and the inner flow passage 7 more smoothly; referring to fig. 1, as an improvement, the inner flow passage 7 is a straight flow passage, that is, the inner flow passage 7 has the same inner diameter and outer diameter in the axial direction thereof, which can make the flow of the cold air of the inner flow passage 7 smoother, and avoid the effect of decelerating and pressurizing the cold air of the inner flow passage 7, thereby ensuring that the pressure wave and a part of the high-temperature combustion products enter the inner flow passage 7 more reliably through the backflow passage 6. Furthermore, referring to fig. 1, an inner flow path nozzle 85 is formed between the inner wall of the tail portion of the inner flow path 7 and the outer wall of the center cone 1, and air in the inner flow path 7 can be ejected from the inner flow path nozzle 85. In addition, referring to fig. 1, in the present embodiment, the outer wall surface of the cylindrical housing 4 is defined as a second connection surface 42 in the present embodiment, the inner wall surface of the cylindrical housing 4 is defined as a third connection surface 43 in the present embodiment, and the first connection surface 41 is an annular inclined surface having a small inner diameter end formed toward the left end for allowing pressure waves and a part of high-temperature combustion products to more smoothly enter the inner flow passage 7 through the return passage 6.
It should be noted that, the inlet duct 51, the isolation section 52 and the outer flow channel 5 can be designed by the prior art, and the core of the present invention is that: the intake duct 51, the partition section 52, and the combustion chamber constitute an outer flow passage 5, an inner flow passage 7 is formed between the cylindrical housing 4 and the inner wall of the split body 2 and the outer wall of the center cone 1, a return flow passage 6 is formed between the rear end of the split body 2 and the front end of the cylindrical housing 4, and the return flow passage 6 communicates the outer flow passage 5 with the inner flow passage 7. Therefore, the wall structures of the split body 2 and the cylindrical housing 4 are not limited to the structures disclosed in the present invention.
The continuous detonation ramjet engine capable of inhibiting pressure back transmission has the following operation principle:
In the working process of the engine, supersonic incoming air enters the isolation section 52 through the air inlet channel 51, is subjected to deceleration and pressurization through a shock wave string, enters the continuous detonation stamping combustion chamber 53 after being fully mixed with liquid fuel, forms self-sustained propagating continuous detonation waves after being initiated, and the detonation combustion generates high-frequency and high-amplitude counter-transmission pressure to enter the inner flow channel 7 through the backflow channel 6 and propagate towards the downstream of the engine. The cold air of the inner runner 7 enters the afterburner 54 through the air blending holes 44 and is blended with the high-temperature fuel gas formed by the continuous detonation ram combustor 53 to realize secondary combustion, and the combusted high-temperature fuel gas is discharged through the tail nozzle 33.
In summary, the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A continuous detonation ramjet engine for inhibiting pressure back transmission is characterized by comprising a center cone, a split body, an engine shell and a cylindrical shell;
The split body is coaxially sleeved on the periphery of the front end of the central cone;
the cylindrical shell is coaxially sleeved on the periphery of the central cone, is positioned at the rear side of the split body and extends towards the rear end of the central cone;
The engine shell is coaxially sleeved on the periphery of the split body and the cylindrical shell;
an air inlet channel and an isolation section are formed between the outer wall of the split body and the inner wall of the front end of the engine shell in sequence from front to back; the isolation section is used for carrying out deceleration pressurization on supersonic incoming flow provided by the air inlet channel through a shock wave string;
forming a continuous detonation ram combustor between an inner wall of the engine housing and an outer wall of the cylindrical housing; the rear end of the engine shell is in a Laval nozzle structure;
The air inlet channel, the isolation section and the continuous detonation ram combustion chamber form an outer flow channel;
An inner flow passage is formed between the cylindrical shell and the inner wall of the split body and between the cylindrical shell and the outer wall of the central cone; the left end of the inner runner is an air inlet of the inner runner, and the right end extends to the rear end of the engine shell; a tail nozzle is formed between the Laval nozzle structure and the outer wall of the rear end of the cylindrical shell;
A reflux channel is formed between the rear end of the split fluid and the front end of the cylindrical shell; the reflux channel is used for communicating the outer flow channel with the inner flow channel;
the front end of the engine shell is provided with a fuel injection hole communicated with the fuel storage tank;
the fuel injected from the fuel injection hole can be mixed with the incoming air of the air inlet channel at the downstream of the isolation section and then enter the continuous detonation ram combustion chamber.
2. The continuous detonation ramjet engine of claim 1, wherein the pressure back transfer is inhibited by:
the rear end of the continuous detonation ram combustor is also provided with an afterburner;
an air mixing hole which is communicated with the inner flow passage and the afterburner is arranged on the rear end wall surface of the cylindrical shell.
3. The continuous detonation ramjet engine for inhibiting pressure back transfer according to claim 1 or 2, wherein the outer wall of the split body comprises a first diversion surface, a second diversion surface and a third diversion surface which are sequentially connected from front to back;
The air inlet channel is formed between the inner wall of the front end of the engine shell and the first drainage surface;
the isolation section is formed between the inner wall of the front end of the engine shell and the second drainage surface and the third drainage surface.
4. The continuous detonation ramjet engine for inhibiting pressure back transfer according to claim 3, wherein a fourth diversion surface is provided at the rear end of the inner wall of the split fluid;
The outer wall of the front end of the cylindrical shell is provided with a first connecting surface;
the return channel is formed between the fourth flow-guiding surface and the first connection surface.
5. The continuous detonation ramjet engine for inhibiting pressure back transfer according to claim 4, wherein the inner wall of the split fluid is provided with a fifth flow guiding surface;
the inner flow passage is formed among the inner wall of the cylindrical shell, the fifth diversion surface and the outer wall of the center cone.
6. The continuous detonation ramjet engine of claim 4 or 5, wherein the fourth flow surface is curved.
7. The continuous detonation ramjet engine of claim 1, wherein the inner flow path is a straight flow path and an inner flow path nozzle is formed between an inner wall of a tail portion of the inner flow path and an outer wall of a center cone.
8. The continuous detonation ramjet engine of claim 2, wherein fuel ejected from the fuel injection orifices is capable of entering the continuous detonation ram combustion chamber after being blended with incoming air from the inlet duct downstream of the isolation segment.
9. The continuous detonation ramjet engine for inhibiting pressure back transmission according to any one of claims 1,2,4, 5, 7 and 8, wherein the inner wall of the split fluid is connected with the outer wall of the center cone through first connecting parts uniformly distributed along the circumferential direction;
The inner wall of the cylindrical shell is connected with the outer wall of the central cone through second connecting parts uniformly distributed along the circumferential direction;
The outer wall of the cylindrical shell is connected with the inner wall of the engine shell through third connecting parts uniformly distributed along the circumferential direction.
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Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114459056A (en) * | 2021-12-24 | 2022-05-10 | 南京航空航天大学 | Structure-adjustable combined type rotary detonation afterburner |
| CN116291952A (en) * | 2023-04-10 | 2023-06-23 | 北京大学 | Double continuous detonation mode rocket-based combined cycle engine |
| CN116517724A (en) * | 2023-04-10 | 2023-08-01 | 北京大学 | Combined cycle engine with double continuous detonation mode turbine base |
| CN116641794A (en) * | 2023-04-19 | 2023-08-25 | 清航空天(北京)科技有限公司 | Aeroengine with detonation afterburner |
| CN116537953A (en) * | 2023-06-16 | 2023-08-04 | 四川航天中天动力装备有限责任公司 | Turbine afterburner matching system of small turbojet engine booster afterburner |
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