CN217029122U - Liquid oxygen methane rail attitude control engine - Google Patents
Liquid oxygen methane rail attitude control engine Download PDFInfo
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- CN217029122U CN217029122U CN202220958408.XU CN202220958408U CN217029122U CN 217029122 U CN217029122 U CN 217029122U CN 202220958408 U CN202220958408 U CN 202220958408U CN 217029122 U CN217029122 U CN 217029122U
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- attitude control
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Abstract
The utility model provides a liquid oxygen methane rail attitude control engine, comprising: the propellant group is communicated with the flow dividing device through a first pipeline; the first starting device and the second starting device are communicated with the flow dividing device through a second pipeline and a third pipeline respectively; the first power generation device is communicated with the propellant group through a fourth pipeline; the jet group is connected with the second engine device through a fifth pipeline, the liquid oxygen methane track attitude control engine can reduce the use of a helium tank and helium, and the integral thrust can be ensured by maintaining the pressure in a combustion chamber in the running process; the overall quality is reduced through reasonable structural arrangement.
Description
Technical Field
The utility model relates to the technical field of rocket engines, in particular to a liquid oxygen methane orbit attitude control engine.
Background
The orbit attitude control engine is a core power part of the spacecraft and provides a power source for the spacecraft in the actual use process; the rail attitude control engine in the prior art has the following problems:
1. helium is mostly adopted for pressurization of the existing engine, and the mass of an additional helium bottle and the mass of helium are increased;
2. the existing rail attitude control engine is mostly conveyed by adopting an extrusion type propellant, so that the pressure of a combustion chamber is small, and the thrust of the engine is small;
3. a plurality of attitude control spray pipes in the existing rail attitude control engine are respectively provided with a small combustion chamber for independent ignition, a propellant pipeline is complex, and the total mass of the attitude control engine is large;
therefore, a rail attitude control engine with a reasonable structure is urgently needed.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a liquid oxymethane rail attitude control engine which can solve the technical problems;
the utility model provides a liquid oxygen methane rail attitude control engine, comprising:
the propellant group is communicated with the flow dividing device through a first pipeline;
the first starting device and the second starting device are respectively communicated with the flow dividing device through a second pipeline and a third pipeline; the first power generation device is communicated with the propellant group through a fourth pipeline;
and the injection group is connected with the second engine device through a fifth pipeline.
As a further technical scheme, an electric pump is arranged on the first pipeline and is arranged between the propellant component and the flow dividing device.
As a further technical scheme, a first electromagnetic valve is arranged on the fourth pipeline and is arranged between the first power generation device and the propellant set.
As a further technical solution, the propellant package comprises:
the first propellant part and the second propellant part are communicated with the flow dividing device through first pipelines respectively and are communicated with the first power generation device through fourth pipelines respectively.
As a further technical solution, the first propellant section includes:
the storage tank is respectively communicated with the first pipeline and the fourth pipeline;
the pressurization baffle is arranged in the storage tank.
As a further technical solution, the first motive apparatus includes:
the first combustion chamber is respectively communicated with the second pipeline and the fourth pipeline;
an injector disposed within the first combustion chamber;
and the carburetor is arranged on the inner wall of the first combustion chamber.
As a further aspect, the second motive apparatus includes:
the pressure accumulation chamber is communicated with the fifth pipeline;
the second combustion chamber is communicated with the pressure accumulation chamber and communicated with the flow dividing device through a third pipeline;
a normally closed valve disposed in the pressure accumulation chamber.
As a further technical solution, the method further comprises:
and a spark plug provided on the second combustion chamber.
As a further technical solution, the spray group comprises:
the second electromagnetic valve is communicated with the fifth pipeline;
and the plurality of spray pipes are respectively communicated with the second electromagnetic valves.
Preferably, the flow dividing device is a three-way electromagnetic valve.
According to the technical scheme, the propellant component is matched with the flow dividing device, so that the mixing ratio of the propellant can be accurately adjusted, and the variable thrust can be adjusted in a large range; by using the propellant group, helium gas is not needed for pressurization, and the use of a helium gas bottle and helium gas can be reduced; through the matching of the flow dividing device and the propellant group, enough propellant can be provided for the first starting device and the second starting device, and the pressure in the combustion chambers of the first starting device and the second starting device is ensured; the integral thrust is improved; the first pipeline, the second pipeline, the third pipeline, the fourth pipeline and the fifth pipeline are connected in a matched mode, so that the integral connection is simpler, and the integral quality is further reduced;
in addition, liquid oxygen and liquid methane are respectively used in the propellant groups, so that the complexity of propellant filling before takeoff of the aircraft can be simplified; meanwhile, in the subsequent use process, oxygen can be conveniently provided for the spacecraft pilot.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic diagram of a liquid oxygen methane orbital attitude control engine according to the present invention;
fig. 2 is a schematic diagram of propellant vaporization pressurization in the present invention.
Description of the reference numerals:
101-a first propellant portion; 111-a storage tank; 112-a pressurized bulkhead; 102-a second propellant portion; 2-a flow splitting device; 3-a first pipeline; 4-a first motive device; 401-a first combustion chamber; 402-an injector; 403-a vaporizer; 5-a second motive device; 501-a pressure accumulation chamber; 502-a second combustion chamber; 503-normally closed valve; 504-spark plug; 6-a second pipeline; 7-a third pipeline; 8-a fourth pipeline; 9-jet group; 901-a second solenoid valve; 902-a spray pipe; 10-a fifth pipeline; 11-an electric pump; 12-first solenoid valve.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used for convenience of description and simplicity of description, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit to the number of technical features indicated. Thus, a feature defined as "first", "second", may explicitly or implicitly include one or more features. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise. Furthermore, the terms "mounted," "connected," and "coupled" are to be construed broadly and may include, for example, fixed connections, removable connections, or integral connections; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
As shown in fig. 1-2, the present invention provides a liquid oxygen methane orbital attitude control engine, which comprises:
the propellant group is communicated with the flow dividing device 2 through a first pipeline 3; storing a propellant by a propellant package; the first starting device 4 and the second starting device 5 are respectively communicated with the flow dividing device 2 through a second pipeline 6 and a third pipeline 7; and the first actuating device 4 is communicated with the propellant group through a fourth pipeline 8; conveying the propellant into the flow dividing device 2 through the propellant group, dividing the propellant at the position of the flow dividing device 2, dividing the propellant into a second pipeline 6 and a third pipeline 7, and respectively entering the first starting device 4 and the second starting device 5 under the transmission of the second pipeline 6 and the third pipeline 7 to be used as power sources of the first starting device 4 and the second starting device 5; the injection group 9 is connected to the second engine unit 5 via a fifth line 10; when the second engine 5 generates power after combustion, gas generated during power generation can be sprayed out through the spraying group 9 to generate corresponding thrust; in the utility model, the preferred flow dividing device 2 is a three-way electromagnetic valve;
in the utility model, the first starting device 4 is used for generating track control; the second engine device 5 is used for generating attitude control; thus, the flight path of the aircraft is controlled through the cooperation of the first starting device 4 and the second starting device 5;
as shown in fig. 1, the propellant package comprises a first propellant part 101 and a second propellant part 102, and the first propellant part 101 and the second propellant part 102 are respectively in communication with the flow divider 2 via a first pipeline 3 and with the first motive power means 4 via a fourth pipeline 8; in the utility model, the first propellant part 101 stores liquid methane, the second propellant part 102 stores liquid oxygen, and helium and related equipment when helium is used are not needed by using liquid methane and liquid oxygen as propellants, so that the overall complexity is reduced; when the propellant is conveyed, the liquid methane and the liquid oxygen are respectively conveyed to the flow dividing device 2 at the same time, the liquid methane and the liquid oxygen are respectively conveyed to the second pipeline 6 and the third pipeline 7 under the action of the flow dividing device 2, and the liquid methane and the liquid oxygen are respectively conveyed to the first starting device 4 and the second starting device 5 under the continuous transmission of the second pipeline 6 and the third pipeline 7 for the use of the first starting device 4 and the second starting device 5; wherein the content of the first and second substances,
the first propellant section 101 comprises a tank 111 and a pressurized partition 112, and the tank 111 communicates with the first and fourth lines 3 and 8, respectively; a plenum partition 112 is disposed within the tank 111; the tank 111 is divided into two zones by a pressurized partition 112, in particular a first zone, which is the end communicating with the second pipe 6 and in which the liquid methane is stored; the second area is one end far away from the second pipeline 6, and pressurized gas is stored in the second area; in the utility model, the liquid methane and the pressurized gas are separated by the pressurized partition plate 112, and the liquid methane is not easy to evaporate or vaporize by the arrangement of the pressurized partition plate 112; the balance between the pressurized gas and the liquid methane can be ensured through the pressurized partition plate 112, and the pressurized gas is not required to be discharged to the outside in the use process; that is, the gas heated by the first engine 4 enters the second area through the fourth pipeline 8, and increases the amount of the pressurized gas in the storage tank 111, and the pressurized gas pushes the pressurized partition plate 112 to move and pushes the liquid methane in the first area to be conveyed into the first pipeline 3;
it should be noted that: the second propellant portion 102 has the same structure as the first propellant portion 101, except that liquid oxygen is stored in the second propellant portion 102; the first propellant part 101 and the second propellant part 102 are respectively communicated with the flow dividing device 2 through the first pipeline 3; and the first propulsion unit 4 communicates with the first propellant portion 101 and the second propellant portion 102, respectively, via the fourth line 8;
as shown in fig. 2, the first engine 4 comprises a first combustion chamber 401, an injector 402 and a vaporizer 403, the first combustion chamber 401 being in communication with the second and fourth lines 6 and 8, respectively; an injector 402 is disposed within the first combustion chamber 401; the carburetor 403 is disposed on the inner wall of the first combustion chamber 401; the propellant sent by the first propellant part 101 and the second propellant part 102 is split by the splitting device 2, enters the injector 402 through the second pipeline 6, is mixed with liquid methane and liquid oxygen by the injector 402, and is injected into the first combustion chamber 401 for use; and the liquid methane and the liquid oxygen are vaporized into a gas by the vaporizer 403 in the first combustion chamber 401; after the combustion is completed, the generated gas is transmitted through the fourth pipeline 8, and the generated gas is delivered to the propellant group (transmitted to the first propellant part 101 and the second propellant part 102 through the fourth pipeline 8 respectively, and pushes the pressurization partition plate 112 to act);
in addition, a first electromagnetic valve 12 is arranged on the fourth pipeline 8, and the first electromagnetic valve 12 is arranged between the first power generation device 4 and the propellant set; specifically, the utility model is provided with two first electromagnetic valves 12 which are respectively arranged on a fourth pipeline 8 for communicating the first power generation device 4 with the first propellant part 101 and a fourth pipeline for communicating the first power generation device 4 with the second propellant part 102; furthermore, the amount of air entering the first propellant part 101 and the second propellant part 102 can be controlled by adjusting the first electromagnetic valve 12 in the use stage;
as shown in fig. 1, the second engine unit 5 includes an accumulation chamber 501, a second combustion chamber 502, and a normally-closed valve 503, the accumulation chamber 501 communicating with the fifth pipe 10; the second combustion chamber 502 is communicated with the accumulation chamber 501 and is communicated with the flow dividing device 2 through a third pipeline 7; a normally closed valve 503 is provided in the pressure accumulation chamber 501; propellant enters a third pipeline 7 through the flow dividing device 2 and enters a second combustion chamber 502 through the third pipeline 7, the propellant is combusted in the second combustion chamber 502, generated gas enters an accumulation chamber 501 through a normally closed valve 503 and enters a fifth pipeline 10 for subsequent transmission as required; in addition, the second engine unit 5 is further provided with an ignition plug 504, and by controlling the activation of the second combustion chamber 502, specifically, the ignition plug 504 is provided in the second combustion chamber 502;
in addition, the injection group 9 comprises a second electromagnetic valve 901 and a plurality of spray pipes 902, and the second electromagnetic valve 901 is communicated with the fifth pipeline 10; a plurality of nozzles 902 are respectively communicated with the second electromagnetic valves 901; that is, the gas in the pressure accumulation chamber 501 of the second engine unit 5 enters the second electromagnetic valve 901 through the fifth pipeline 10, and enters the plurality of nozzles 902 under the control of the second electromagnetic valve 901, and the gas flow entering different nozzles 902 can be controlled by the second electromagnetic valve 901, specifically, the actual conditions are met; in the present invention, the number of the spray pipes 902 is determined according to the requirement, and in the present invention, three are preferred;
in the actual use stage, the flow rate of the propellant in the first propellant part 101 and the second propellant part 102 can be controlled by means of an additional device, and in order to reduce the overall complexity, in the present invention, it is preferable that the electric pump 11 is arranged on the first pipeline 3, and the electric pump 11 is arranged between the propellant group and the flow dividing device 2; specifically, two electric pumps 11 are respectively arranged on the first pipeline 3 for communicating the flow dividing device 2 with the first propellant portion 101 and the first pipeline 3 for communicating the flow dividing device 2 with the second propellant portion 102; in this way, the flow of propellant in the first propellant part 101 and the second propellant part 102 can be controlled during use by the electric pump 11.
According to the technical scheme, the propellant component is matched with the flow dividing device 2, so that the mixing ratio of the propellant can be accurately adjusted, and the variable thrust can be adjusted in a large range; by using the propellant group, helium gas is not needed for pressurization, and the use of a helium gas bottle and helium gas can be reduced; and through the cooperation of the flow dividing device 2 and the propellant group, enough propellant can be provided for the first starting device 4 and the second starting device 5, and the pressure in the combustion chamber of the first starting device 4 and the second starting device 5 is ensured; the integral thrust is improved; and the first pipeline 3, the second pipeline 6, the third pipeline 7, the fourth pipeline 8 and the fifth pipeline 10 are matched and connected, so that the integral connection is simpler, and the integral quality is further reduced.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the utility model has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A liquid oxygen methane rail attitude control engine is characterized by comprising:
the propellant group is communicated with the flow dividing device (2) through a first pipeline (3);
the first starting device (4) and the second starting device (5) are respectively communicated with the flow dividing device (2) through a second pipeline (6) and a third pipeline (7); and the first motive device (4) is communicated with the propellant group through a fourth pipeline (8);
and the injection group (9) is connected with the second starting device (5) through a fifth pipeline (10).
2. The liquid oxymethane orbital steering engine according to claim 1, wherein an electric pump (11) is provided on the first pipeline (3), and the electric pump (11) is interposed between the propellant set and the flow dividing device (2).
3. The liquid oxygen methane track attitude control engine according to claim 1, characterized in that a first solenoid valve (12) is disposed on the fourth pipeline (8), and the first solenoid valve (12) is disposed between the first power generation device (4) and the propellant group.
4. The liquid oxymethane orbital attitude control engine of claim 1, wherein the propellant set comprises:
the first propellant portion (101) and the second propellant portion (102) are communicated with the flow dividing device (2) through the first pipeline (3) respectively, and are communicated with the first power generation device (4) through the fourth pipeline (8) respectively.
5. The liquid oxymethane rail attitude control engine according to claim 4, characterized in that the first propellant portion (101) includes:
a storage tank (111) respectively communicated with the first pipeline (3) and the fourth pipeline (8);
a pressurized partition (112) disposed within the tank (111).
6. The liquid oxymethane orbital attitude control engine according to claim 1, characterized in that the first motive device (4) includes:
the first combustion chamber (401) is respectively communicated with the second pipeline (6) and the fourth pipeline (8);
an injector (402) disposed within the first combustion chamber (401);
a carburetor (403) disposed on an inner wall of the first combustion chamber (401).
7. The liquid oxymethane rail-attitude control engine according to claim 1, characterized in that the second engine apparatus (5) includes:
an accumulation chamber (501) communicated with the fifth pipeline (10);
a second combustion chamber (502) which is communicated with the accumulation chamber (501) and is communicated with the flow dividing device (2) through a third pipeline (7);
a normally closed valve (503) disposed within the pressure accumulation chamber (501).
8. The liquid oxygen methane orbital attitude control engine of claim 7, further comprising:
a spark plug (504) disposed on the second combustion chamber (502).
9. The liquid oxymethane rail-attitude control engine according to claim 1, characterized in that the injection group (9) includes:
a second solenoid valve (901) in communication with the fifth line (10);
and the plurality of spray pipes (902) are respectively communicated with the second electromagnetic valves (901).
10. The liquid oxygen methane orbital attitude control engine according to claim 1, wherein the flow dividing device (2) is a three-way solenoid valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220958408.XU CN217029122U (en) | 2022-04-24 | 2022-04-24 | Liquid oxygen methane rail attitude control engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220958408.XU CN217029122U (en) | 2022-04-24 | 2022-04-24 | Liquid oxygen methane rail attitude control engine |
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| Publication Number | Publication Date |
|---|---|
| CN217029122U true CN217029122U (en) | 2022-07-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202220958408.XU Active CN217029122U (en) | 2022-04-24 | 2022-04-24 | Liquid oxygen methane rail attitude control engine |
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| CN (1) | CN217029122U (en) |
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- 2022-04-24 CN CN202220958408.XU patent/CN217029122U/en active Active
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