JPH07247906A - Propulsion device for missile - Google Patents

Abstract

PURPOSE:To improve the efficiency of a propulsion device which generates main combustion by compressing a gaseous mixture by using a shock wave generated in a detonation tube in a combustion chamber, by separating an air intake hole just behind a missile from the combustion chamber so that the combustion chamber can make turning motion. CONSTITUTION:A combustion chamber 3 which is freely rotated around the center shaft of a missile 1 is provided behind an air intake hole 2, in the missile 1, and a nozzle 5 is linked to this combustion chamber 3 together with an actuator 6. A shock wave generator 4 having a detonation tube is provided to the inside back end of the combustion chamber 3, and a combustion jetting hole 7 and an ignition plug 8 are provided inside the air intake hole 2. A mixture gas is compressed by a shock wave generated by the shock wave generator 4 so that driving force is obtained by igniting and detonating the compressed mixture gaseous however, propulsion effiiciency is improved by rotating the combustion chamber 3 during this expansion process so as to close the air intake hole 2 so that a gas leakage from the combustion chamber 3 to the air intake hole 2 is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propulsion device used for a flying vehicle.

[0002]

2. Description of the Related Art Conventional PDWE (Pulsed Detonation Wafer)
ve Engine) uses a shock wave generated in the detonation tube in the combustion chamber to compress the mixed gas, then causes main combustion to obtain propulsion. An example of a propulsion device used for such a conventional flying body is shown in FIG.
Shown in. An air intake 12 is provided between the flying body 11 and the combustion chamber 13, and the end of the combustion chamber 13 is a nozzle 15
Directly connected to. The combustion chamber 13 is fixed to the flying body 11, and even when the nozzle 15 is moved by the actuator 16, the flying body 11 and the combustion chamber 13 do not move relative to each other. A shock wave generator 14 is provided at the inner rear end of the combustion chamber 13.
There is a fuel injection port 17 and an ignition pin 18 in front of the combustion chamber 13. A nozzle 15 is connected to the rear of the combustion chamber 13, and the actuator 16 deflects the thrust to control the attitude of the flying body 11.

The above-described conventional propulsion device for a flying vehicle operates as follows. The air injected from the air intake 12 and the fuel injected from the fuel injection port 17 are mixed and the combustion chamber 1
When the air-fuel mixture is generated inside 3, the shock wave generator 14 generates a shock wave. The air-fuel mixture is compressed as the shock wave advances. When the compression has been sufficiently performed, the ignition mixture 18 ignites the air-fuel mixture, and combustion occurs.
The gas expanded by combustion is discharged from the nozzle, and thrust is obtained.

This operation will be described in more detail with reference to FIG. In FIG. 1A, a shock wave generator 14 is provided near the exhaust port of the combustion chamber 13 and is composed of a plurality of detonation tubes 19. The tube 19 causes an explosion to generate a shock wave 20. Immediately after this, the combustion chamber 13
Fuel is injected into the interior from the fuel injection port 17 to form an air-fuel mixture.

In FIG. 1B, the shock wave 21 indicates the combustion chamber 1.
The fuel-air mixture in the combustion chamber 13 is compressed in the combustion chamber 13 while advancing toward the flying body 11 in 3.

In FIG. 6 (c), when the air-fuel mixture is sufficiently compressed, it is ignited by the ignition pin 18 to cause a main explosion 22 and a propulsion force 23 is obtained.

In the above process, the shock wave energy partially escapes from the air intake 12, resulting in a decrease in efficiency.

[0008]

The drawbacks of the conventional flying body will be described with reference to FIGS. 7 and 9.
In the conventional propulsion device for a flying vehicle, the air intake 12 is located in the combustion chamber 13 during all processes of intake, compression, expansion, and scavenging.
Remains connected to. Therefore, a part of the high-pressure gas in the combustion chamber 13 flows out from the air intake 12 in the compression process and the expansion process. Therefore, the volume of FIG.
As seen from the pressure diagram, compared with the ideal Euler cycle A, the minimum volume at the time of compression in the cycle B of the conventional flying vehicle propulsion device increases and the efficiency decreases.

[0009]

In order to solve the above-mentioned problems, the present invention divides the air intake port immediately after the flying body and the combustion chamber so that the combustion chamber can rotate about the central axis of the flying body. And Since the nozzle immediately after the combustion chamber has a thrust deflection mechanism, it is possible to rotate the combustion chamber around the center axis of the flying body by deflection of the thrust during operation of the propulsion device so that the air intake port and the combustion chamber can communicate or be closed. To do.

That is, according to the present invention, an air intake fixed to a flying object, a combustion chamber connected immediately after the air intake, a shock wave generator provided at the rear end of the combustion chamber, and immediately after the combustion chamber. In a propelling device for a flying object, which is mounted and comprises a nozzle having a thrust deflection mechanism, a plurality of air intakes are arranged radially around a central axis of the flying object, and the combustion chamber is provided with the air. A propulsion device for a flying vehicle, comprising a plurality of tubular chambers that are rotatably arranged around the same central axis at positions corresponding to the intake ports and that can rotate or communicate with the air intake ports. I will provide a.

[0011]

In the propulsion device of the present invention, the air intake and the combustion chamber are separated, and the combustion chamber is rotatable about the central axis of the flying body. Can be temporarily blocked. In the propulsion device operation process, during the compression process of injecting fuel into the combustion chamber and generating the shock wave by the shock wave generation device to compress the air-fuel mixture and the expansion process of igniting the compressed air-fuel mixture to cause the main explosion,
Since the combustion chamber rotates and the air intake and the combustion chamber are displaced from each other to block the air intake, it is possible to prevent gas leakage from the combustion chamber to the air intake, which is seen in the conventional propulsion device. The efficiency of the propulsion device is improved.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings. 1 is a longitudinal sectional view of a propelling device for a flying vehicle according to a first embodiment of the present invention, and FIG. 2 is a perspective view thereof.
In both figures, the air vehicle 1 is provided with a plurality of air intakes 2. Behind the air intake 2, there is a combustion chamber 3 having a rotational degree of freedom around the central axis of the flying body 1, and a nozzle 5 is connected to the combustion chamber 3 together with an actuator 6. A shock wave generator 4 having a detonation tube is provided at the inner rear end of the combustion chamber 3, and a fuel injection port 7 and an ignition pin 8 are provided inside the air intake port 2.

The propulsion device of the present invention operates as follows. The air that has flowed in from the air intake port 2 and the fuel that has been injected from the fuel injection port 7 are mixed, and an air-fuel mixture is generated inside the combustion chamber 3. During this period, the combustion chamber 3 is rotating by inertia, and the air intake port 2a and the combustion chamber 3a are connected as shown by "intake" in FIG. 3 (a). Similarly, 2b and 3b, 2c and 3c, 2d and 3d are also in the same state, and hereinafter, only the air intake port 2a will be described as a representative.

Next, as shown in (b) "compression", the combustion chamber 3 is rotated by inertia, the positions of the air intake 2a and the combustion chamber 3a are moved, and the connection is lost. When a shock wave is generated from the detonation tube, the forward shock wave advances the compression of the air-fuel mixture.

Next, as shown in "expansion" in (c), the mixture is ignited by the igniter 8 when sufficient compression is performed, and combustion and expansion occur. During this time, the angle of the nozzle 5 is controlled by the actuator 6 by a controller (not shown) so that an appropriate rotational force can be obtained. During the compression, combustion, and expansion processes, the air intake 2a is stationary as shown in "compression" of (a) and "expansion" of (b), and the combustion chamber 3a is gradually moved by rotation and positioned. However, the gas in the combustion chamber 3a is prevented from leaking out because the connection between the two is broken. Similarly, combustion chamber 3
Gases b, 3c and 3d will not leak out.

When the expansion process is completed, the combustion chamber 3a continues to rotate due to inertia and becomes the "scavenging" state of (d),
The combustion chamber 3a is connected to the next air intake port 2b, and the air intake port 2a is connected to the combustion chamber 3d. Similarly, 2c and 3b, 2d and 3c are also connected so that all the combustion chambers and the air intake are brought into conduction again, and the air flowing from the air intake 2 scavenges the inside of the combustion chamber 3. The combustion chamber 3 continues to rotate with inertia as it is, and the process returns to the intake process of (a) again.

In order to make this operation easy to understand, FIG. 4 is a sectional view showing the relationship between the air intake and the combustion chamber.
(A) shows a state at the time of intake and scavenging, (b) shows a state at the time of compression and combustion, and when performing the intake and scavenging of (a), the air intake 2 and the combustion chamber 3 are in conduction. , (B), the combustion chamber 3 is closed at the time of compression and combustion to prevent the air-fuel mixture from leaking from the air intake 2 and reduce the loss.

The operation cycle of the above process is shown in a volume-pressure diagram as shown in FIG. In the figure, the dotted line indicates the ideal Otto cycle A, the broken line indicates the cycle B of the conventional flying vehicle propulsion device, and the solid line indicates the cycle C of the present invention. . In cycle C of the present invention, no gas leaks from the combustion chamber during compression, combustion, and expansion processes, so both the maximum compression ratio and the maximum pressure are improved compared to conventional propulsion devices, and efficiency is improved.

FIG. 6 is a perspective view showing a second embodiment of the present invention, in which the combustion chamber 30 is fixed (stationary) and the air intake 2 is provided.
This is an example of rotating 0. Also in this case, the rotating portion in the first embodiment is reversed, and the air intake 2
Since the relative movement between 0 and the combustion chamber 30 is the same, its operation is the same as that of the first embodiment, and the description thereof is omitted.

Also, in the first and second embodiments described above, the controller appropriately controls the ignition of the combustion chamber, the timing of combustion, and the angle of the actuator 6 to, for example, simultaneously burn a plurality of combustion chambers. In this case, when the fuel is alternately burned alternately, the thrust level of the flying vehicle propulsion device can be controlled by the following procedure.

[0021]

As described above in detail, according to the present invention, the air intake of the flying object and the combustion chamber are separated, and the combustion chamber is configured to be rotatable, so that the compression process and expansion of the gas are performed. Since the air intake and the combustion chamber are closed in the process, the following remarkable effects can be obtained.

During the compression process and the expansion process in the propulsion device operating process, leakage of gas from the combustion chamber is prevented, so that a high pressure is obtained and the efficiency of the propulsion device is improved.

At the same time, the thermal loss caused by gas leakage is suppressed and the efficiency of the propulsion device is improved.

[Brief description of drawings]

FIG. 1 is a longitudinal sectional view of a propulsion device for a flying vehicle according to a first embodiment of the present invention.

FIG. 2 is a perspective view of a propulsion device for a flying vehicle according to a first embodiment of the present invention.

FIG. 3 is a cross-sectional view showing a combustion chamber rotating process in the first embodiment of the present invention, wherein (a) shows intake air, (b) shows compression, (c) shows expansion, and (d) shows scavenging.

FIG. 4 is a vertical cross-sectional view showing the rotation process of the combustion chamber in the first embodiment of the present invention, in which (a) shows a state during intake and scavenging,
(B) shows the states of compression and combustion, respectively.

FIG. 5 is a cycle diagram showing the efficiency gain of the propulsion device of the present invention.

FIG. 6 is a perspective view of a flying vehicle propulsion apparatus according to a second embodiment of the present invention.

FIG. 7 is a vertical cross-sectional view of a conventional flying vehicle propulsion device.

8A and 8B are explanatory views showing the operation of a conventional flying vehicle propulsion device. FIG. 8A is a situation of fuel injection and shock wave generation, FIG. 8B is a situation of compression by shock wave, and FIG. The situation is shown respectively.

FIG. 9 is a cycle diagram showing a propulsion efficiency loss of a conventional flying vehicle propulsion device.

[Explanation of symbols]

 1 Flying Body 2 Air Intake 3 Combustion Chamber 4 Shock Wave Generator 5 Nozzle 6 Actuator 7 Fuel Injection Port 8 Ignition Tube

Claims (1)

[Claims] 1. An air intake fixed to a flying object, a combustion chamber connected immediately after the air intake, a shock wave generator provided at the rear end of the combustion chamber, and a shock wave generator mounted immediately after the combustion chamber, In a propelling device for a flying vehicle composed of a nozzle having a thrust deflection mechanism, a plurality of the air intakes are arranged radially around a central axis of the flying body, and the combustion chamber is provided in the air intake. A propelling device for a flying vehicle, comprising a plurality of tubular chambers that are rotatably arranged at corresponding positions around the same central axis and can communicate with or close the air intake port by the rotation.