JP4092405B2 - Method for controlling secondary combustion ignition of ram rocket engine and high-speed flying vehicle equipped with ram rocket engine - Google Patents

Description

  The present invention relates to a ram rocket engine equipped with an integral booster, and in particular, improves the ignitability of ram combustion (secondary combustion) following combustion by the integral booster, and further, a high-speed flying vehicle equipped with this engine. The present invention relates to a secondary combustion ignition control method for a ram rocket engine capable of substantially extending a cruising distance, a device for implementing the method, and a high-speed flying object propelled by a ram rocket engine equipped with the device.

  Conventionally, as shown in FIGS. 7A to 7D, a high-speed flying body 1 for propulsion of a ram rocket engine (also called a ducted rocket engine) includes a ram combustor (secondary combustion chamber) 2 and this ram combustion. The integral booster propellant 3 provided in the reactor 2 and the gas booster (primary combustion chamber) 4 provided in the gas generator (primary combustion chamber) 4 are ignited following the combustion of the integral booster propellant 3 and the fuel is excessively combustible. Gas generator 5 for sustainer that generates gas, a gas nozzle 6 for injecting the combustible gas into the ram combustor 2, and a port 2a provided in the ram combustor 2 (in FIG. 7 (a) to (d), 2). And the air intake 7 for introducing the compressed air for burning the combustible gas into the ram combustor 2 and the port 2a when the integral booster propellant 3 is burned. Integra The port cover 8 that opens the port 2a when the booster propellant 3 is combusted, the booster nozzle 9 that injects high-temperature gas generated by the combustion of the integral booster propellant 3 to the outside, and the compressed air And a ram nozzle 10 for injecting a high-temperature gas generated by burning a mixture (fuel gas) of the combustible gas generated by ignition of the gas generating agent 5 for the sustainer to the outside (see Patent Documents 1 and 2) ).

The ram combustor 2 is used as an integral booster when the integral booster propellant 3 is present inside the ram combustor 2, and when the integral booster propellant 3 is combusted, the internal space of the ram combustor 2 is secondary. The structure is used as a combustion chamber.
As shown in FIG. 7 (a), the high-speed flying object 1 having the disclosed configuration first ignites the integral booster propellant 3 in the ram combustor 2, and the high-temperature gas generated by the combustion is ignited. It fires by being blown out through the booster nozzle 9, and then accelerates until reaching the set Mach number necessary for the operation by the ram pressure thereafter.

  Next, as shown in FIG. 7 (b), when the combustion of the integral booster propellant 3 ends when the set Mach number is approached, it is attached to the inside of the ram nozzle 10 as shown in FIG. 7 (c). The booster nozzle 9 is discharged from the ram combustor 2 by operating a separation mechanism (not shown). Subsequently, the port cover 8 is removed to open the port 2 a, and compressed air is taken into the ram combustor 2 through the air intake 7.

In accordance with this, as shown in FIG. 7 (d), the gas generator 4 for the sustainer in the gas generator 4 is ignited and the combustible gas generated thereby is injected into the ram combustor 2 through the gas nozzle 6. To do. The combustible gas and the compressed air taken in are mixed to cause a continuous combustion reaction (ram combustion) in the ram combustor 2, and the high-temperature gas generated thereby is externally exposed through the ram nozzle 10 which is already exposed. Further thrust is obtained by jetting into
Japanese Patent Laid-Open No. 4-148052 Japanese Patent No. 2803787

  However, in the conventional high-speed flying body propelled by the ram rocket engine described above, a technique for reliably igniting the combustible gas injected into the ram combustor 2 has not been established. It is desired.

  The present invention has been made in view of such circumstances, and improves the ignitability of ram combustion (secondary combustion) following combustion by an integral booster. Furthermore, the present invention provides a high-speed flying vehicle equipped with this engine. A method for controlling secondary combustion ignition of a ram rocket engine capable of substantially extending a cruising distance, an engine controller for implementing the method, and a high-speed flying object propelled by a ram rocket engine equipped with the engine controller For the purpose.

A secondary combustion ignition control method or apparatus for a ram rocket engine according to the present invention is a secondary combustion ignition control method for a ram rocket engine equipped with an integral booster. After the combustion of the integral booster propellant is completed, the integral While the booster propellant sliver remains in the ram combustor, the port cover is opened, and the compressed air taken into the ram combustor from the air intake promotes combustion of the sliver. While combusting in the ram combustor, a combustible gas generated by a gas generator for a sustainer is introduced into the ram combustor, and the combustible gas is ignited.

  In the above invention, the combustible gas generated by the gas generator for the sustainer is introduced into the ram combustor in the shortest possible time after the integral booster propellant loaded in the ram combustor finishes combustion. Since the ram combustion is started by igniting the ignitor, the propellant for the integral booster is combusted by the integral booster propellant (sliver) after the combustion is completed. Ignition is performed, and therefore the ignitability of ram combustion (secondary combustion) is improved.

  In the present specification, after the above-mentioned integral booster propellant finishes burning, a flammable gas generated by the gas generator for the sustainer is introduced into the ram combustor to ignite, and the ram combustion is performed. The time until the start is referred to as “transition time”.

  In the past, the sliver burned so as to smolder was discharged outside through the booster nozzle as a gas with little thrust, but in the present invention, this is used effectively to expose the sliver to compressed air from the outside. Not only is it burned vigorously and used for ignition as described above, but this combustion is also used as a thrust source during the transition time, substantially extending the cruising range of the high-speed flying object propelled by this ram rocket engine. It becomes possible to do.

  In the present invention, the transition time should be as short as possible. First, after the combustion of the integral booster propellant is completed, as much sliver as possible of the integral booster propellant remains in the ram combustor. While opening the port cover, the compressed air taken into the ram combustor from the air intake promotes the combustion of the sliver, and then, while the sliver burns vigorously in the ram combustor, the sustainer It is desirable to introduce a combustible gas generated from the gas generating agent into the ram combustor and ignite the combustible gas.

  In order to ensure a sufficient amount of residual sliver to achieve the above function, for example, between about 1/100 second to about several tens of seconds from the end of combustion of the integral booster propellant, It is desirable to complete the control until ignition of the combustible gas. From another viewpoint, for example, the residual amount of sliver at the time of directly igniting the combustible gas may be about several percent of the total amount of the integral booster propellant loaded by weight. desirable.

  The determination of the end of combustion of the integral booster propellant can be made from the booster nozzle separation status. This is because it is generally necessary to separate the booster nozzle before opening the port cover. In this case, it is desirable to confirm whether or not this separation control has been executed reliably.

  The determination of the start of ram combustion by igniting the combustible gas can be determined from the pressure in the ram combustor (secondary combustion chamber pressure).

  Furthermore, the above-mentioned ram rocket is merely an example, and it goes without saying that the present invention can be applied to other high-speed flying bodies propelled by a ram rocket engine equipped with an integral booster.

  Hereinafter, a method for controlling secondary combustion ignition of a ram rocket engine according to the present invention, a device for carrying out the method, and a high-speed flying object propelled by a ram rocket engine equipped with the device will be specifically described with reference to the accompanying drawings. explain.

  FIG. 1 is a longitudinal sectional view showing a configuration of a high-speed flying body 100 according to an embodiment of the present invention. As shown in FIG. 1, a high-speed flying body 100 includes a ram combustor (secondary combustion chamber) 102, an integral booster propellant 103 provided in the ram combustor 102, a gas generator (primary A gas generator 105 for a sustainer that is ignited following combustion of the integral booster propellant 103 and generates an excessive fuel combustible gas, and the combustible gas in the ram combustor 102. 1 is connected to a port 102a (two on the left and right in FIG. 1) provided in the ram combustor 102, and the air for combusting the combustible gas is compressed in the ram combustor 102. An intake air inlet 107, a port cover 108 that closes the port 102a when the integral booster propellant 103 is burned and opens the port 102a when the integral booster propellant 103 is burned; A mixture (fuel gas) of a booster nozzle 109 for injecting a high-temperature gas generated by combustion of the propellant for glial booster 103 to the outside and a combustible gas generated by the ignition of the compressed gas generator 105 for the sustainer And a ram nozzle 110 for injecting high temperature gas generated by combustion to the outside.

  The ram combustor 102 is used as an integral booster when the integral booster propellant 103 is present inside, and when the integral booster propellant 103 is combusted, the internal space of the ram combustor 102 is secondary. The structure is used as a combustion chamber.

  As described above, the high-speed flying object 100 according to the present embodiment shown in FIG. 1 basically has the same configuration as the conventional high-speed flying object shown in FIGS. 7 (a) to (d). is doing. However, the control method is different as shown in FIGS. 2 (a) to 2 (c).

  First, as shown in FIG. 2 (a), the high-speed flying body 100 according to the present embodiment ignites the integral booster propellant 103 in the ram combustor 102, and the high-temperature gas generated by the combustion. Is ejected to the outside through the booster nozzle 109, and accelerated until reaching a set Mach number necessary for the subsequent operation by the ram pressure.

  Next, as shown in FIG. 2B, when the combustion of the integral booster propellant 103 ends when the set Mach number is approached, the booster nozzle 109 attached to the inside of the ram nozzle 110 is separated from the separation mechanism 212 (FIG. 4) to discharge from the ram combustor 102 to the outside.

  In the present invention, as described above, control is performed so as to be performed as quickly as possible from the time when combustion of the integral booster propellant 103 is completed until the start of ram combustion described later. The combustion booster (sliver) 103A (see FIG. 2B) of the integral booster propellant 103 is used for ignition for ram combustion.

  When the booster nozzle 109 is separated, the left and right port covers 108 are opened to open the ports 102a, and compressed air is taken into the ram combustor 102 through the respective air intakes 107. As a result, the sliver 103A smoldered in an oxygen-deficient state burns rapidly, and in accordance with this, as shown in FIG. 2 (c), the sustaining gas generating agent 105 in the gas generator 104 is ignited, The combustible gas generated thereby is injected into the ram combustor 102 through the gas nozzle 106. The combustible gas and the compressed air taken in are mixed to cause a continuous combustion reaction (ram combustion) in the ram combustor 102, and the resulting high-temperature gas is exposed through the ram nozzle 110 that has already been exposed. Further thrust is obtained by jetting into

  Thus, conventionally, the time from the end of combustion of the integral booster propellant as shown in FIG. 7B to the start of ram combustion as shown in FIG. , “Transition time”) may have been determined for another purpose or factor, but in the high-speed flying vehicle 100 according to the present embodiment, the integral booster propellant as shown in FIG. The transition time from the end of the combustion of 103 until the start of the ram combustion as shown in FIG. 2C is shortened.

  As shown in FIG. 3, the start timing of the transition time is based on the point in time when the combustion of the integral booster propellant 103 ends. However, in this embodiment, for convenience, the integral booster propellant 103 This is based on the separation confirmation of the booster nozzle 109 immediately after the completion of combustion.

  In FIG. 3, the pressure in the ram combustor 102 (that is, the pressure in the secondary combustion chamber) P2 is plotted on the vertical axis, and time is plotted on the horizontal axis. As the combustion of the propellant for use 103 approaches its end, it gradually decreases, and at the same time as the end of combustion, it decreases. Then, as the left and right port covers 108 are opened (port openings), the sliver 103A starts to combust with the compressed air taken in from the port 102a, whereby the secondary combustion chamber pressure P2 rises to a predetermined pressure. Then, the fuel gas mixed in the ram combustor 102 is ignited, so that the fuel gas is ignited by the burning sliver and ignited to start ram combustion. The pressure P2 rises rapidly to a predetermined pressure ΔP and then reaches a steady state.

  In this embodiment, the end timing of the transition time is based on the time point when 10% (that is, 0.1 ΔP) of the steady state secondary combustion chamber pressure ΔP is reached for convenience.

  Next, FIG. 4 shows the configuration of the control system of the high-speed flying object 100 according to the present embodiment. The high speed flying object 100 is controlled by an engine controller 200. The engine controller 200 includes a pressure control calculation unit 201, a valve opening control calculation unit 202, a sequence control calculation unit 203, and an ignition circuit 204.

  The pressure control calculation unit 201 is connected to a pressure sensor 205 provided in the gas generator 104, and controls the pressure of the combustible gas (primary combustion chamber pressure) generated by the gas generator 104 for the sustainer in the gas generator 104. Based on this primary combustion chamber pressure and, for example, a pressure control pattern stored in a memory (not shown) of the engine controller 200, a valve opening command is output.

  The valve opening control calculation unit 202 is connected to the pressure control calculation unit 201 and outputs a drive command for driving the gas nozzle 106 based on the valve opening command output from the pressure control calculation unit 201, while The gas nozzle 106 is feedback controlled based on the valve opening of the gas nozzle 106. The gas nozzle 106 is a rotary valve in the present embodiment, and the gas nozzle 106 is provided with a driving motor 206 and a potentiometer 207 as its driving source. The driving motor 206 is connected to the valve opening degree control calculation unit 202, and opens and closes the gas nozzle 106 based on the driving command output from the valve opening degree control calculation unit 202. The potentiometer 207 is connected to the valve opening control calculation unit 202, detects the actual valve opening of the gas nozzle 106, and feeds back the detected valve opening to the valve opening control calculation unit 202.

  The sequence control calculation unit 203 is connected to a pressure sensor 208 provided in the ram combustor 102 and monitors the pressure in the ram combustor 102 (secondary combustion chamber pressure). The sequence control calculation unit 203 is connected to a separation mechanism 212 provided in the booster nozzle 109, and monitors the booster nozzle separation status from the separation mechanism 212. Further, the sequence control calculation unit 203 is connected to an opening mechanism 213 provided in the port cover 108 and monitors the port opening status from the opening mechanism 213. The sequence control calculation unit 203 outputs each ignition command based on the secondary combustion chamber pressure, the booster nozzle separation status, and the port opening status.

  The ignition circuit 204 is connected to the sequence control calculation unit 203, and receives a booster nozzle ignition command, a port cover ignition command, a booster ignition command, and a sustainer ignition command based on each ignition command output from the sequence control calculation unit 203. Output each.

  The separation mechanism 212 is configured to release the restraint of the booster nozzle 109 attached to the inside of the ram nozzle 110 by the pyrotechnics, and the pyrotechnics according to the booster nozzle ignition command output from the sequence control calculation unit 203. Ignite. Further, the separation mechanism 212 gives the booster nozzle separation status to the sequence control calculation unit 203 as described above in response to the completion of the separation of the booster nozzle 109.

  The opening mechanism 213 opens the port cover 108 with pyrotechnics to open the port 102a, and ignites the pyrotechnic according to the port cover ignition command output from the sequence control calculation unit 203. Also, the opening mechanism 213 gives the port opening status to the sequence control arithmetic unit 203 as described above in response to the completion of opening of the port cover 108.

  Further, the ram combustor 102 is provided with an ignition device 211 for igniting the integral booster propellant 103 therein, and the integral booster propellant according to the booster ignition command output from the ignition circuit 204. Ignite 103.

  Further, the gas generator 104 is provided with an ignition device 214 that ignites the sustainer gas generating agent 105 in the gas generator 104, and the sustainer gas generating agent 105 is supplied to the gas generator 104 according to the sustainer ignition command output from the ignition circuit 204. Ignite.

  The hardware configuration of the control system of the high-speed flying object 100 according to the present embodiment is as described above, and control is performed according to the procedure described below with reference to FIG.

  First, the sequence control calculation unit 203 outputs a booster ignition command to the ignition device 211 through the ignition circuit 204 to ignite the integral booster propellant 103. The combustion pressure of the integral booster propellant 103 increases the secondary combustion chamber pressure, and the combustion of the integral booster propellant 103 eventually causes the secondary combustion chamber pressure to decrease as shown in the graph portion of FIG. To do. The secondary combustion chamber pressure is detected by the pressure sensor 208 and is supplied to the sequence control calculation unit 203. When the secondary combustion chamber pressure falls below a predetermined pressure, the sequence control calculation unit 203 passes the booster nozzle through the ignition circuit 204. An ignition command is output to the separation mechanism 212 (step S1), and the booster nozzle 109 is separated.

  When the sequence control calculation unit 203 receives the booster nozzle separation status from the separation mechanism 212 upon completion of the separation of the booster nozzle 109 (step S2), then the port control ignition command is sent to the left and right opening mechanisms 213 through the ignition circuit 204, respectively. Output (steps S3 and S4), and the left and right port covers 108 are opened. When the port cover 108 is opened and the left and right ports 102a are opened, compressed air is taken into the ram combustor 102 through the air intake 107, and as a result, the sliver 103A smoldered in an oxygen-deficient state burns rapidly, Acts as an ignition material for subsequent ram combustion. The secondary combustion chamber pressure at the time of combustion of this sliver is shown by being surrounded by a broken-line circle in the graph portion of FIG.

  When the sequence control calculation unit 203 receives the port opening status from the left and right opening mechanisms 213 along with the opening of the port 102a (steps S5 and S6), a sustainer ignition command is sent through the ignition circuit 204 accordingly. (Step S7) and ignite the sustainer gas generating agent 105. The primary combustion chamber pressure rises due to the combustion of the gas generating agent 105 for the sustainer. This primary combustion chamber pressure is detected by a pressure sensor 205 and applied to a pressure control calculation unit 201. The pressure control calculation unit 201 sends a drive command to a drive motor through a valve opening control calculation unit 202 according to a predetermined pressure control pattern. (Step S8), and the gas nozzle 106 is operated. The fuel gas released at this time easily starts ram combustion because the sliver 103A is burned in the ram combustor 102.

  Thus, in the present embodiment, as in step S8, the combustion of the sliver 103A accompanied by the compressed air taken in is used for the ignition of the fuel gas. For example, the ram combustion is surely performed only by this ignition. By setting to start, a separate ignition device for ram combustion can be omitted.

  FIG. 6A is a graph showing the ignition state of the fuel gas by the control method according to the embodiment of the present invention in terms of the secondary combustion chamber pressure, which is substantially shown above the timing chart in FIG. Is the same. On the other hand, FIG. 6B is a graph showing, as a comparison target, the ignition state of the fuel gas by the conventional control method in terms of the secondary combustion chamber pressure. 6 (a) and 6 (b), the vertical axis represents the secondary combustion chamber pressure, and the horizontal axis represents time.

As shown in FIG. 6 (a), according to the control method according to the embodiment of the present invention, after the completion of the separation of the booster nozzle 109, the reduced secondary combustion chamber pressure rises with the combustion of the sliver 103A. During that time, the mixed gas is ignited, so that ram combustion is started in a very short time.
By setting the short transition time to be within about one hundredth of a second to about several tens of seconds according to the control of the present invention described so far, more reliable ignition is guaranteed.

On the other hand, as shown in FIG. 6B, in the conventional control method, the ignition of the ram combustion is not performed immediately after the ignition of the sustaining gas generating agent, so that the start of the ram combustion is delayed.
Thus, in order to improve the ram combustion ignitability of the fuel gas, it is important to ensure the temperature and pressure due to the combustion of the sliver in the secondary combustion chamber before starting the ram combustion.

  As described above, according to the secondary combustion ignition control method of the ram rocket engine according to the present invention, the apparatus for carrying out the same, and the high-speed flying body propelled by the ram rocket engine equipped with the apparatus, the integral booster The invention of the present application has excellent effects such as improving the ignitability of ram combustion (secondary combustion) following combustion, and further substantially extending the cruising distance of a high-speed flying vehicle equipped with this engine. Play.

It is a longitudinal cross-sectional view which shows the structure of the high-speed flying body which concerns on embodiment of this invention. (A) thru | or (c) is a schematic diagram which shows the process to the ram combustion of the high-speed flying body shown in FIG. It is a graph for demonstrating the definition of the transition time which concerns on embodiment of this invention, The secondary combustion chamber pressure is taken along the vertical axis | shaft and time is taken along the horizontal axis, respectively. It is a block diagram which shows the structure of the control system of the high-speed flying object which concerns on embodiment of this invention. It is a timing chart which shows the control procedure of the high-speed flying object which concerns on embodiment of this invention, The time axis (horizontal axis) is made to correspond above it, and the change (vertical axis) of a secondary combustion chamber is a graph. It is shown. (A) is the graph which showed the ignition state of the fuel gas by the control method which concerns on embodiment of this invention with the secondary combustion chamber pressure, (b) is the fuel gas by the conventional control method as a comparison object. Is a graph showing the ignition state in terms of the secondary combustion chamber pressure. In (a) and (b), the vertical axis represents the secondary combustion chamber pressure, and the horizontal axis represents time. (A) thru | or (d) is a schematic diagram which shows the process to the ram combustion of the conventional high-speed flying body.

Explanation of symbols

100 high speed flying object
102 Ram burner (secondary combustion chamber)
102a port
103 Integral booster propellant
103A Sliver
104 Gas generator (primary combustion chamber)
105 Gas generating agent for sustainers
106 Gas nozzle (rotary valve)
107 Air intake
108 Port cover
109 Booster nozzle
110 Ram nozzle
200 engine controller
201 Pressure control calculator
202 Valve opening control calculator
203 Sequence control operation part
204 Ignition circuit
205 Pressure sensor
206 Drive motor
207 Potentiometer
208 Pressure sensor
211 Ignition system
212 Separation mechanism
213 Opening mechanism
214 Ignition system

Claims (3)

In a secondary combustion ignition control method of a ram rocket engine equipped with an integral booster,
After the combustion of the integral booster propellant was completed, the port cover was opened while the integral booster propellant sliver remained in the ram combustor and was taken into the ram combustor through the air intake. Combustion of the sliver is promoted by compressed air, and a combustible gas generated by a gas generator for sustainer is introduced into the ram combustor while the sliver is combusting in the ram combustor. A secondary combustion ignition control method for a ram rocket engine characterized by igniting a characteristic gas.   After completion of combustion of the integral booster propellant, control is performed so that the flammable gas is ignited to start ram combustion within about 1/100 second to about several tens of seconds. The secondary combustion ignition control method for a ram rocket engine according to claim 1. A high-speed flying vehicle equipped with a ram rocket engine equipped with an integral booster, which is controlled by the secondary combustion ignition control method for a ram rocket engine according to claim 1 or 2 .