Hydrogen and kerosene dual-fuel integrated support plate flame stabilizer, afterburner and aero-engine

Abstract

The invention discloses a hydrogen and kerosene dual-fuel integrated support plate flame stabilizer, an afterburner and an aero-engine, and belongs to the technical field of aero-engine afterburners, the support plate flame stabilizer comprises a straight support plate body, the straight support plate body is arranged in the radial direction and is perpendicular to a flow path, and the straight support plate body is arranged in the radial direction; a plurality of hydrogen spraying holes and kerosene spraying holes are evenly distributed in the side face of the straight plate supporting plate body in the longitudinal direction, and a kerosene header pipe and a hydrogen header pipe are arranged in the straight plate supporting plate body. According to the hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, the afterburner and the aero-engine, hydrogen-kerosene dual-fuel combustion can be coordinated, the combustion efficiency is improved, the temperature distribution is uniform, the structure is simple, and the weight is light.

Description

Technical Field

[0001] The present invention relates to the technical field of afterburner combustion chambers for aircraft engines, and in particular to a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, an afterburner combustion chamber and an aircraft engine. Background Art

[0002] In existing technologies, hydrogen-cooled aircraft engines, as advanced power plants with high altitude, wide speed range, and long range characteristics, have demonstrated unique advantages and development potential in the aviation field. However, they face a series of performance challenges under high-speed flight conditions. When the aircraft is at high speed, the inlet ramjet effect causes the total temperature at the turbine engine inlet to rise sharply, which directly leads to a significant decrease in the compressor's flow capacity and pressure ratio. The higher the designed pressure ratio of the compressor, the more severe this performance degradation. At the same time, the outlet temperature of the high-pressure ratio compressor will also increase significantly under high-speed conditions, which in turn significantly reduces the amount of heat generated by the combustion chamber, ultimately causing a significant deterioration in engine performance.

[0003] To address these issues, a solution has emerged: using hydrogen as a cooling medium to pre-cool the compressor inlet air. This approach maximizes air cooling efficiency. Furthermore, the gaseous hydrogen produced during the cooling process can enter the afterburner and be burned alongside the kerosene, effectively utilizing the cooling system. This improves cooling efficiency while also enhancing fuel efficiency.

[0004] Amidst the rapid advancements in military fighter aircraft performance, the engines that power these aircraft are also evolving. The demand for high, short-term engine performance during combat, coupled with the need for a wide flight envelope, has placed higher standards on aircraft engines. The afterburner was developed to meet these demands. The operation of a hydrogen-cooled aircraft engine is characterized by a phased process. Once the afterburner is activated, as the throttle is gradually increased, the engine transitions from a low-afterburner state with only the duty stage engaged to a high-afterburner state with both the duty stage and the main operating stage fully engaged. As thrust increases further, the main-stage hydrogen replaces the main-stage kerosene, forming a dual-fuel afterburner system with the duty stage kerosene, meeting varying thrust requirements.

[0005] Despite certain progress in design and application, existing technologies still have some shortcomings and deficiencies:

[0006] First, there is a large difference in density between hydrogen and kerosene, and the flame propagation speed of hydrogen is 6-7 times faster than that of kerosene. This characteristic can easily lead to backfire, and in severe cases can even cause stabilizer ablation.

[0007] Secondly, the density of hydrogen is lower than that of the high-temperature gas flow, while the density of kerosene is higher than that of the high-temperature gas flow. This density difference will seriously affect the mixing effect of the dual fuel and the high-temperature gas flow, which is not conducive to the full combustion of the fuel and the stable performance of the engine.

[0008] Finally, kerosene flames propagate slowly and require atomization and evaporation processes before they can burn. In a high-speed, low-oxygen environment, kerosene is difficult to ignite and easily extinguished. Summary of the Invention

[0009] The purpose of the present invention is to provide a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, afterburner and aircraft engine, which can coordinate hydrogen-kerosene dual-fuel combustion, improve combustion efficiency, make temperature distribution uniform, and have simple structure and light weight.

[0010] To achieve the above-mentioned objectives, the present invention provides a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, comprising a straight support plate body, wherein the straight support plate body is arranged in a radial direction and perpendicular to the flow path, and a plurality of hydrogen spray holes and kerosene spray holes are evenly distributed longitudinally on the side surface of the straight support plate body, and a kerosene main pipe and a hydrogen main pipe are provided inside the straight support plate body.

[0011] Preferably, the windward surface of the straight plate support plate body is a rounded wall surface, and the leeward surface of the straight plate support plate body is a wall surface with an isosceles triangle cross section.

[0012] Preferably, the hydrogen spray hole is arranged in front of the kerosene spray hole, and the spray direction of the hydrogen spray hole is radially perpendicular to the main flow direction.

[0013] Preferably, the hydrogen main pipe is connected to the hydrogen spray hole, and the kerosene main pipe is connected to the kerosene spray hole.

[0014] Preferably, the hydrogen spray holes are multi-hole injection holes with a diameter of 1.5 mm to 4.0 mm and a number of spray holes on a single side of the hydrogen spray hole being 4 to 12.

[0015] Preferably, the diameter of the kerosene spray hole is 0.4 mm-1.2 mm, and the number of the spray holes on a single side is 4-12.

[0016] Furthermore, hydrogen is burned in a diffusion combustion mode, and a suitable momentum ratio is achieved by reasonably setting the number, diameter and Mach number of hydrogen nozzles.

[0017] Furthermore, when kerosene is injected, the momentum ratio to the mainstream is reduced as much as possible, and the penetration depth is reduced to facilitate ignition.

[0018] The present invention also provides an afterburner, comprising the above-mentioned hydrogen-kerosene dual-fuel integrated support plate flame stabilizer.

[0019] The present invention also provides an aircraft engine equipped with the afterburner chamber described above.

[0020] Therefore, the present invention adopts the above-mentioned hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, afterburner and cooling engine, and the technical effects are as follows:

[0021] High combustion efficiency: Hydrogen uses a diffusion combustion mechanism. The presence of the blunt body creates a recirculation zone, increasing turbulence intensity and facilitating hydrogen / air mixing, thus improving combustion efficiency. Furthermore, hydrogen is injected perpendicular to the main flow direction, increasing penetration depth and promoting mixing with the high-temperature fuel gas. The relatively forward positioning of the hydrogen nozzle provides ample space for hydrogen diffusion, preventing it from being dispersed by the high-speed airflow, further enhancing combustion efficiency.

[0022] Uniform temperature distribution: By reasonably setting the number, diameter and Mach number of hydrogen nozzles, a suitable momentum ratio is achieved, which is conducive to the mixing of hydrogen and air, and also achieves a good cross-flame effect and uniform temperature distribution.

[0023] Coordinated hydrogen and kerosene dual-fuel combustion: The hydrogen nozzle and kerosene nozzle are set separately, with the hydrogen nozzle at the front and the kerosene nozzle at the back, which adapts to the different physical and chemical properties of the two, ensuring that the kerosene can be ignited and burned stably, while avoiding hydrogen backfire.

[0024] Simple structure and light weight: The stabilizer, support plate and nozzle are integrated into one design, which simplifies the afterburner structure, reduces the number of parts, reduces the weight of the afterburner, reduces flow losses, improves the engine's thrust-to-weight ratio, and facilitates maintenance.

[0025] The innovative use of hydrogen and kerosene dual fuel in the afterburner improves the compressor efficiency and promotes combustion; at the same time, kerosene is used as the afterburner duty class and hydrogen as the working class to facilitate hydrogen ignition, allowing the afterburner to start stably.

[0026] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of an embodiment of a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer of the present invention.

[0028] Figure 2 This is a schematic diagram of an embodiment of a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to the present invention installed in a rectangular channel;

[0029] Figure 3 This is a schematic diagram of an embodiment of a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to the present invention installed in an afterburner;

[0030] Figure 4 This is the result of the hot state numerical simulation of pure hydrogen working condition of a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer embodiment of the present invention;

[0031] Figure 5 This is the dual-fuel numerical simulation result of a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer embodiment of the present invention.

[0032] Reference numerals

[0033] 1. Straight plate support body; 2. Kerosene spray hole; 3. Hydrogen spray hole; 4. Kerosene main pipe; 5. Hydrogen main pipe; 6. Windward side; 7. Leeward side. DETAILED DESCRIPTION

[0034] The technical solution of the present invention is further described below with reference to the accompanying drawings and embodiments.

[0035] Unless otherwise defined, technical or scientific terms used in the present invention shall have the ordinary meaning understood by persons of ordinary skill in the art to which the present invention belongs. Words such as "include" or "comprising" used in the present invention mean that the elements or objects preceding the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

[0036] Example 1

[0037] like Figure 1 As shown, the present invention provides a hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, comprising a straight support plate body 1, arranged radially and perpendicular to the flow path. The body's height matches the height of the afterburner test section, with a length of 130 mm and a width d of 20 mm. A calculated blockage ratio of 0.25 lies within the reasonable range of 0.23 to 0.28, effectively balancing airflow resistance and combustion requirements.

[0038] The windward surface 6 features a rounded wall design with a curvature radius projected in the direction of 0.5d (10mm). This design reduces resistance caused by airflow impact and ensures smoother airflow through the stabilizer. The leeward surface 7 has an isosceles triangular cross-section with a 55° vertex angle. This angle ensures a suitable recirculation zone at the rear end of the stabilizer to promote combustion while preventing flame instability caused by an excessively large recirculation zone.

[0039] A plurality of hydrogen spray holes 3 and kerosene spray holes 2 are evenly distributed longitudinally on the side surface of the straight support plate body 1. The hydrogen spray holes 3 are arranged forward relative to the kerosene spray holes 2 to provide more sufficient diffusion space for hydrogen.

[0040] The hydrogen nozzles 3 are multi-hole, with the direction of injection being radially perpendicular to the main flow direction. There are eight nozzles per side, each with a diameter of 2.5 mm. A hydrogen manifold 5 is located within the straight support plate body 1 and connects to all hydrogen nozzles 3, transporting hydrogen to each nozzle. The Mach number of each hydrogen nozzle 3 is calculated to achieve an appropriate momentum ratio for the hydrogen jet. This ensures both penetration depth and dispersion of the hydrogen jet, facilitating thorough mixing with air and achieving a good cross-flame effect.

[0041] There are seven kerosene nozzle holes 2 on each side, each with a diameter of 0.8 mm. A kerosene manifold 4 is also located within the straight support plate body 1, connecting to all kerosene nozzle holes 2 and responsible for kerosene delivery. During kerosene injection, a setting is employed that reduces the ratio of kerosene to the main flow momentum, minimizing penetration depth and facilitating kerosene ignition.

[0042] A protruding structure is provided at the end of the straight support plate body 1, which can fill the recirculation zone formed by hydrogen under high-speed airflow, effectively improving the aerodynamic structure of the stabilizer and avoiding the flame from burning the stabilizer along the recirculation zone.

[0043] Example 2

[0044] The afterburner of this embodiment includes the hydrogen-kerosene dual-fuel integrated support plate flame stabilizer of embodiment 1. The installation diagram of one of the stabilizers in the afterburner in the rectangular combustion test piece is shown in FIG. Figure 2 shown.

[0045] Install the stabilizer according to the installation diagram ( Figure 3 ) is assembled inside the afterburner. The stabilizer is fixed radially, ensuring it is perpendicular to the afterburner's flow path. The afterburner receives air from the inner and outer ducts. When air flows through the stabilizer, a recirculation zone is formed on the leeward side of the stabilizer, increasing turbulence intensity and creating favorable conditions for the combustion of hydrogen and kerosene.

[0046] Hydrogen is delivered to hydrogen nozzles 3 via hydrogen manifold 5, where it is ejected perpendicular to the main flow and thoroughly mixed with the incoming gas. Kerosene is delivered to kerosene nozzles 2 via kerosene manifold 4 and injected into the expanded area behind the stabilizer, facilitating droplet breakup and evaporation. The two fuels are burned in the afterburner, with kerosene serving as the duty stage and hydrogen as the working stage, ensuring stable afterburner operation.

[0047] Example 3

[0048] The aircraft engine of this embodiment is equipped with the afterburner of Embodiment 2. During engine operation, after the afterburner is activated, as the throttle is increased, the engine first enters a low afterburner state with only the duty stage activated, at which point kerosene combustion is the primary source of power. It then enters a high afterburner state with both the duty stage and the main working stage fully activated, with kerosene and hydrogen participating in combustion. As thrust increases further, the main stage hydrogen replaces the main stage kerosene, forming a dual-fuel afterburner combustion mode with the duty stage kerosene.

[0049] After pre-cooling the compressor inlet air using hydrogen as a cooling medium, the resulting gaseous hydrogen enters the afterburner and is combusted with kerosene, improving cooling efficiency and achieving efficient fuel utilization. Furthermore, the use of a hydrogen-kerosene dual-fuel integrated strut flame stabilizer improves engine combustion efficiency and evens out temperature distribution. The use of a straight strut, resulting in a simple and lightweight structure, significantly improves thrust-to-weight ratio, meeting performance requirements at high altitude and high speed, while also facilitating maintenance.

[0050] The results of Fluent numerical simulation of the test piece are as follows: Figure 4 As shown in the figure, it is a cross-sectional temperature distribution cloud diagram under pure hydrogen conditions. The temperature distribution at the outlet at the end of the calculation domain is relatively uniform, and the combustion effect is better. Figure 5 These are the combustion results under hydrogen and kerosene dual-fuel combustion conditions. Although some backfire erosion occurred at the rear end of the blunt body, the overall numerical results are good.

[0051] Therefore, the present invention adopts the above-mentioned hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, afterburner and cooling engine, which can coordinate hydrogen-kerosene dual-fuel combustion, improve combustion efficiency, make temperature distribution uniform, and has a simple structure and light weight.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit the same. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solutions of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A hydrogen-kerosene dual-fuel integrated support plate flame stabilizer, characterized by: It includes a straight plate support plate body, which is arranged in the radial direction and perpendicular to the flow path. A number of hydrogen spray holes and kerosene spray holes are evenly distributed longitudinally on the side of the straight plate support plate body. A kerosene main pipe and a hydrogen main pipe are provided inside the straight plate support plate body.

2. The hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to claim 1, characterized in that: The windward surface of the straight plate support plate body is a chamfered wall surface, and the leeward surface of the straight plate support plate body is a wall surface with a cross section in the form of an isosceles triangle.

3. The hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to claim 2, characterized in that: The hydrogen spray hole is arranged in front of the kerosene spray hole, and the spray direction of the hydrogen spray hole is radially perpendicular to the main flow direction.

4. The hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to claim 3, characterized in that: The hydrogen main pipe is communicated with the hydrogen spray hole, and the kerosene main pipe is communicated with the kerosene spray hole.

5. The hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to claim 1, characterized in that: The hydrogen spray holes are multi-hole spray holes with a diameter of 1.5 mm to 4.0 mm and 4 to 12 spray holes on a single side.

6. The hydrogen-kerosene dual-fuel integrated support plate flame stabilizer according to claim 1, characterized in that: The diameter of the kerosene spray hole is 0.4mm-1.2mm, and the number of the spray holes on a single side is 4-12.

7. An afterburner, characterized in that: It comprises the hydrogen-kerosene dual-fuel integrated support plate flame stabilizer as described in any one of claims 1 to 6.

8. An aircraft engine, characterized in that: Equipped with the afterburner chamber according to claim 7.

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