An adjustable combined flame stabilization device applicable to a turbine engine

Abstract

The present invention discloses an adjustable combined flame stabilization device applicable to a turbine engine, which relates to the technical field of flame stabilizers in an afterburner of a turbine engine. It solves the technical problems in the prior art such as thrust loss in the non-afterburning state of the afterburner of a high-performance aero-turbine engine and poor combustion performance in a wide range. The device includes a diffuser, a cavity pilot flame stabilizer and a radial flame stabilizer. The diffuser includes an outer wall and an inner cone located inside the outer wall. The cavity pilot flame stabilizer is connected to the outer wall. A rotating structure is provided on the outer wall and extends into the cavity pilot flame stabilizer. The radial flame stabilizer is arranged at the bottom of the rotating structure. By adjusting the inclination angle and length of the radial flame stabilizer, the present invention adjusts the blockage ratio to achieve reduction of thrust loss in the non-afterburning state of the turbine engine and efficient combustion organization in a wide range in the afterburning state.

Description

Technical Field

[0001] The present invention relates to the technical fields of turbojet engines, turbofan engines, and turbine-based combined engines, and more particularly to the flame stabilizer in the afterburner of a turbine engine. Background Art

[0002] To meet the usage requirements of aircraft, high-performance military aviation turbine engines usually adopt an afterburner. By means of afterburning, the thrust of the engine is greatly increased, thereby comprehensively improving the maneuverability of the aircraft and expanding its flight envelope. Therefore, the afterburner has been widely used and occupies an important position in military aircraft.

[0003] Since the flame stabilization device inside the afterburner will cause flow channel blockage and fluid loss, useless total pressure loss and thrust loss will occur in the non-afterburning state, resulting in a decline in the engine performance compared with a non-afterburning turbine engine. In addition, with the development of modern high-performance aviation engines, such as turbine-based combined power, its working envelope is wide, resulting in large changes in the oncoming flow conditions inside the afterburner, and the complex flow conditions also bring difficulties to the wide-range combustion organization in the afterburner.

[0004] In order to minimize the flow resistance loss and thrust loss of a high-performance aviation turbine engine in the non-afterburning state, and at the same time obtain better wide-range combustion organization performance and achieve efficient combustion organization in the afterburning state, it is desired to minimize the flow channel blockage in the afterburner in the non-afterburning state. In the afterburning state, the flame stabilization device can be adjusted to the optimal blockage area according to different oncoming flow conditions to achieve low-resistance and high-efficiency combustion. However, for a flame stabilization device with a fixed structure, it will generate a fixed blockage area and a fixed thrust loss in different states, and its flame stabilization range is relatively small under a wide flight envelope. It is difficult for the existing flame stabilization devices to balance the working performance of the afterburner in multiple modes. Summary of the Invention

[0005] The purpose of the present invention is to solve the above-mentioned technical problems of thrust loss and poor wide-range combustion organization performance in the non-afterburning state of the afterburner of a high-performance aviation turbine engine in the prior art. The present invention provides an adjustable combined flame stabilizer applicable to a turbine engine.

[0006] The present invention specifically adopts the following technical solutions to achieve the above purpose: An adjustable combined flame stabilizer applicable to a turbine engine, comprising a diffuser, a cavity pilot flame stabilizer, and a radial flame stabilizer. The diffuser includes an outer wall and an inner cone located inside the outer wall. The cavity pilot flame stabilizer is connected to the outer wall. A rotating structure is provided on the outer wall, and the rotating structure extends into the cavity pilot flame stabilizer. The radial flame stabilizer is provided at the bottom of the rotating structure.

[0007] In the technical solution of the present application, when the afterburner of the engine is not working, the radial flame stabilizer is in state A (mode 1), and the radial flame stabilizer is completely folded and retracted into the cavity of the cavity pilot flame stabilizer, reducing the flow passage blockage, reducing the thrust loss, and reducing the fuel consumption rate.

[0008] When the engine needs to start afterburning and ignition, an afterburning ignition command is issued, and the rotating structure drives the radial flame stabilizer to rotate the radial flame stabilizer by 90°. At this time, the radial flame stabilizer is in position B (mode 2), and the blockage ratio is the largest, which is beneficial to ignition, and the afterburner ignition program starts to be executed.

[0009] After the ignition of the engine afterburner is completed, it is adjusted to the optimal blockage ratio through the rotating structure and the radial flame stabilizer, and adjusted to the state where the radial flame stabilizer is in state C (mode 3) to achieve the best combustion performance. After the afterburner needs to be closed, through the operation of the rotating structure and the radial flame stabilizer, the lower section of the radial flame stabilizer is retracted upward to realize the rotation and retraction of the flame stabilizer into the cavity of the cavity pilot flame stabilizer.

[0010] The present application adjusts the blockage ratio by adjusting the inclination angle and length of the radial flame stabilizer, realizes the reduction of thrust loss in the non-afterburning state of the turbofan engine and the efficient organization of combustion in a wide range in the afterburning state, and solves the problems of thrust loss in the non-afterburning state of the existing conventional flame stabilizer and insufficient flame stabilization performance in a wide range in the afterburning state.

[0011] Furthermore, the cavity pilot flame stabilizer includes an inclined wall connected to the outer wall, a flat wall located at the rear end of the inclined wall, and a rear wall located at the end of the flat wall. The cavity pilot flame stabilizer is arranged on the outer ring, and it is less affected by the mainstream. Even in the case of a high oncoming flow velocity, a circumferentially continuous low-speed vortex region (pilot combustion region) can be formed in the cavity, playing a role in pilot flame stabilization and greatly improving the flame stability envelope and ignition and extinction performance.

[0012] Furthermore, the rotating structure includes a fixed seat fixed on the outer wall, a linear electric cylinder is arranged on the fixed seat, an actuating ring is connected to the end of the linear push rod of the linear electric cylinder (a first mounting seat and a second mounting seat are arranged on the left and right sides of the actuating ring respectively, the first mounting seat is fixedly connected to the end of the linear push rod of the linear electric cylinder, and the second mounting seat is hinged to the first connecting rod), a second mounting seat is arranged on the side of the actuating ring away from the linear electric cylinder, a first connecting rod is hinged on the second mounting seat, a second connecting rod is hinged on the first connecting rod, and the first connecting rod and / or the second connecting rod extend into the concave cavity flame stabilizer. When the afterburner is ignited, it is necessary to increase the blockage area in the afterburner to improve its ignition performance, and when the afterburner is working, there will be an optimal blockage ratio under different afterburner inlet Mach numbers, and when the afterburner is not working, it is necessary to reduce the blockage of the flow channel in the afterburner as much as possible to reduce the thrust loss caused by the flow resistance loss. The blockage ratio is adjusted by adjusting the inclination angle and length of the radial flame stabilizer. The rotating structure is used to adjust the inclination angle, and combined with components such as wire rope a and spring a to achieve adjustable length to achieve optimal engine performance in various states.

[0013] Furthermore, the radial flame stabilizer includes at least two V-shaped stabilizers, adjacent to the V-shaped stabilizers are sleeved and slidably connected, an upper support plate is provided on the upper part of the topmost V-shaped stabilizer, and a lower support plate is provided on the upper part of the bottommost V-shaped stabilizer, a spring fixing column is fixed to the bottom of the upper support plate, a spring a is sleeved on the spring fixing column, the upper part of the upper support plate is fixed with the upper part of the spring a, the upper part of the spring a is fixed to the bottom of the upper support plate, and the lower part of the spring a is fixed to the top of the lower support plate, the upper part of the upper support plate is fixed with the second connecting rod, a hinge seat is fixed in the inclined wall, the middle part of the second connecting rod is rotatably connected to the hinge seat, two first through holes for the two ends of the wire rope a to pass through are provided on the lower support plate, two second through holes are provided on the upper support plate corresponding to the two first through holes, the two ends of the wire rope a pass through the two first through holes in sequence and then through the two second through holes and then extend to above the second mounting seat, and the two ends of the wire rope a above the second mounting seat are fixed by a clamping block. The purpose of the sleeve and sliding connection between adjacent V-shaped stabilizers is to ensure retractability. At the same time, the length of the concave cavity of the concave cavity flame stabilizer will be smaller than the fully expanded length of the radial flame stabilizer, so it needs to be retracted.

[0014] Furthermore, a wire rope guide column is fixed on the hinged seat, and the wire rope guide column is parallel to the upper support plate and is located on the side of the two second through holes away from the uppermost V-shaped stabilizer opening. The two ends of the wire rope a are placed on the two ends of the wire rope guide column and then extend to above the second mounting seat.

[0015] Furthermore, a through hole through which the first connecting rod and / or the second connecting rod passes is provided on the inclined wall, and the through hole is sealed by a bellows seal, and the bellows seal is softly connected to the first connecting rod. The bellows seal is fixed to the first connecting rod and the outer periphery of the through hole, and the bellows seal moves back and forth with the first connecting rod. The bellows seal is used to seal the high-temperature gas in the afterburner to prevent leakage.

[0016] Furthermore, a main fuel main pipe is installed above the diffuser, and the main fuel main pipe is connected to a first fuel injection rod extending into the diffuser, and a plurality of direct injection holes are provided on the fuel injection rod in the diffuser. The main fuel main pipe is externally placed to reduce flow resistance loss, and the main fuel main pipe supplies fuel to the mainstream through the plurality of direct injection holes arranged on the first fuel injection rod, so as to achieve sufficient mixing of fuel and gas, and to burn in the low-speed reflux zone formed after the radial flame stabilizer, that is, the main fuel main pipe supplies fuel to the main combustion zone.

[0017] Furthermore, the diameter of each direct-injection spray hole is 0.4-1.0 mm. The appropriate diameter is selected while ensuring pressure drop and oil-gas mixing, and the application range is wide.

[0018] Furthermore, a duty fuel main pipe is installed on the rear wall, and a second fuel injection rod extending into the concave cavity duty flame stabilizer is installed on the duty fuel main pipe. The duty fuel main pipe supplies fuel to the duty combustion area in the concave cavity of the concave cavity duty flame stabilizer, so that when the afterburner is working, there is always an oil-rich combustion area, which plays a role in duty stable combustion.

[0019] Furthermore, 2 to 4 V-shaped stabilizers are provided. The purpose of providing 2 to 4 V-shaped stabilizers is to control the total length after contraction and to have a wider range of applications.

[0020] In the technical solution of the present application, when the engine afterburner is not working, the radial flame stabilizer is in A (mode one) state, and the radial flame stabilizer is completely folded and retracted into the concave cavity of the concave flame stabilizer, thereby reducing flow channel blockage, thrust loss, and fuel consumption.

[0021] When the engine needs to start ignition with afterburner, an afterburner ignition command is issued, and the linear electric cylinder drives the actuating ring to move linearly along the engine axis, and drives the first connecting rod and the second connecting rod to realize the radial flame stabilizer to rotate 90°. When the spring a and the wire rope a located between the upper support plate and the lower support plate move backward (in the opposite direction) with the actuating ring, the elastic force of the spring a is greater than the tensioning force of the wire rope a, and the lower section of the V-shaped stabilizer adjacent to the uppermost V-shaped stabilizer is extended through the lower support plate. At this time, the radial flame stabilizer is in the B (mode two) position, the blockage ratio is the largest, which is conducive to ignition, and the afterburner combustion chamber ignition procedure is started.

[0022] After the ignition of the afterburner of the engine is completed, it is adjusted to the optimal blockage ratio through the rotating structure and the radial flame stabilizer, and adjusted to the state where the radial flame stabilizer is in C (mode three), so as to achieve the best combustion performance. When the afterburner needs to be closed, the actuator ring is driven by a linear electric cylinder to move linearly along the engine axis. When the wire rope a moves forward (in the direction of the course) with the actuator ring, it overcomes the force of spring a and retracts the lower section of the radial flame stabilizer upward. The actuator ring also drives the first connecting rod and the second connecting rod to rotate and retract the flame stabilizer into the cavity of the cavity-duty flame stabilizer.

[0023] The beneficial effects of the present invention are as follows:

[0024] 1. By adjusting the inclination angle and length of the radial flame stabilizer to adjust the blockage ratio, the thrust loss is reduced in the non-afterburning state of the turbofan engine, and efficient combustion is organized in a wide range in the afterburning state, achieving the best performance at each operating point within the operating envelope of the turbofan engine;

[0025] 2. In the non-afterburning state of the turbofan engine, the radial flame stabilizer is completely retracted and rotated into the cavity through the rotating structure. At this time, the blockage ratio in the afterburner is close to 0, the flow resistance loss is greatly reduced, the engine thrust loss is reduced, and the best performance of the turbofan engine is exerted;

[0026] 3. When the afterburner is ignited, by adjusting the inclination angle and length of the radial flame stabilizer, the blockage ratio is increased, the low-speed vortex area is expanded, favorable conditions are provided for the duty ignition, the ignition performance of the afterburner is improved, and the lean-burn ignition boundary of the afterburner is broadened;

[0027] 4. After reliable ignition is achieved, entering the steady-state afterburning operation stage, adjusting the structure of the radial flame stabilizer, adjusting to the optimal blockage ratio, achieving a compromise between the flow resistance loss and the afterburning combustion efficiency, improving the combustion organization performance of the afterburner, and making the engine performance the best and the thrust the largest. Description of the Drawings

[0028] Figure 1 It is a schematic diagram of the component structure distribution of the flame stabilization device of the present invention;

[0029] Figure 2 It is a schematic diagram of the diffuser structure layout of the flame stabilization device of the present invention;

[0030] Figure 3 It is a schematic diagram of the cavity-duty flame stabilizer structure layout of the flame stabilization device of the present invention;

[0031] Figure 4 It is a schematic diagram of the rotating structure of the radial flame stabilizer of the flame stabilization device of the present invention;

[0032] Figure 5It is a schematic structural diagram of the radial flame stabilizer of the flame stabilization device of the present invention;

[0033] Figure 6 It is a partial top view of the rotating structure of the flame stabilization device of the present invention and the radial flame stabilizer;

[0034] Figure 7 It is a schematic diagram of different modes of the flame stabilization device of the present invention.

[0035] Reference numerals: 1 - diffuser, 2 - rotating structure, 3 - radial flame stabilizer, 4 - cavity pilot flame stabilizer, 11 - outer wall, 12 - inner cone, 13 - main fuel manifold, 14 - first fuel injection rod, 15 - direct injection hole, 41 - inclined wall, 42 - flat wall, 43 - rear wall, 44 - pilot fuel manifold, 45 - second fuel injection rod, 22 - pressing block, 23 - wire rope a, 24 - corrugated seal, 211 - fixed seat, 212 - linear electric cylinder, 213 - actuating ring, 214 - first connecting rod, 215 - second connecting rod, 216 - hinge seat, 251 - wire rope guide post, 252 - upper support plate, 253 - spring fixing post, 254 - spring a, 255 - lower support plate. Detailed Description of the Invention

[0036] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated herein can be arranged and designed in various different configurations.

[0037] Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0038] Embodiment 1

[0039] As Figures 1 to 7 shown, this embodiment provides an adjustable combined flame stabilization device applicable to a turbine engine, including a diffuser 1, a cavity pilot flame stabilizer 4 and a radial flame stabilizer 3. The diffuser 1 includes an outer wall 11 and an inner cone 12 located inside the outer wall 11. The cavity pilot flame stabilizer 4 is connected to the outer wall 11. A rotating structure 2 is provided on the outer wall 11, and the rotating structure 2 extends into the cavity pilot flame stabilizer 4. The radial flame stabilizer 3 is provided at the bottom of the rotating structure 2.

[0040] In the technical solution of the present application, when the afterburner of the engine is not working, the radial flame stabilizer 3 is in state A (mode one), and the radial flame stabilizer 3 is completely folded and retracted into the cavity of the cavity duty flame stabilizer 4, reducing the flow path blockage, reducing the thrust loss, and reducing the fuel consumption rate.

[0041] When the engine needs to start afterburning and ignition, an afterburning ignition command is issued, and the rotating structure 2 drives the radial flame stabilizer 3 to rotate the radial flame stabilizer 3 by 90°. At this time, the radial flame stabilizer 3 is in position B (mode two), and the blockage ratio is the largest, which is beneficial to ignition, and the afterburner ignition procedure is started.

[0042] After the ignition of the engine afterburner is completed, it is adjusted to the optimal blockage ratio through the rotating structure 2 and the radial flame stabilizer 3, and adjusted to the state where the radial flame stabilizer 3 is in state C (mode three) to achieve the best combustion performance. After the afterburner needs to be closed, through the operation of the rotating structure 2 and the radial flame stabilizer 3, the lower section of the radial flame stabilizer 3 is retracted upward to realize the rotation and retraction of the flame stabilizer into the cavity of the cavity duty flame stabilizer 4.

[0043] The present application adjusts the blockage ratio by adjusting the inclination angle and length of the radial flame stabilizer 3, realizes the reduction of thrust loss in the non-afterburning state of the turbofan engine and the efficient organization of combustion in a wide range in the afterburning state, and solves the problems of thrust loss in the non-afterburning state of the existing conventional flame stabilizer and insufficient flame stabilization performance in a wide range in the afterburning state.

[0044] Embodiment 2

[0045] As Figure 3 shown, based on Embodiment 1, the cavity duty flame stabilizer 4 includes an inclined wall 41 connected to the outer wall 11, a straight wall 42 located at the rear end of the inclined wall 41, and a rear wall 43 located at the end of the straight wall 42. The cavity duty flame stabilizer 4 is arranged on the outer ring, and it is less affected by the mainstream. A circumferentially continuous low-speed vortex region (duty combustion region) can be formed in the cavity even when the oncoming flow velocity is high, playing a role in duty flame stabilization and greatly improving the flame stability envelope and ignition and extinction performance.

[0046] Embodiment 3

[0047] As Figures 1 to 7As shown, based on Example 1, the rotating structure 2 includes a fixed seat 211 fixed on the outer wall 11, and a linear electric cylinder 212 is arranged on the fixed seat 211, and the end of the linear push rod of the linear electric cylinder 212 is connected to an actuating ring 213 (a first mounting seat and a second mounting seat are respectively arranged on the left and right sides of the actuating ring 213, the first mounting seat is fixedly connected to the end of the linear push rod of the linear electric cylinder 212, and the second mounting seat is hinged to the first connecting rod 214), and a second mounting seat is arranged on the side of the actuating ring 213 away from the linear electric cylinder 212, and the first connecting rod 21 is hinged on the second mounting seat. 4, the first connecting rod 214 is hinged with the second connecting rod 215, and the first connecting rod 214 and / or the second connecting rod 215 extend into the concave cavity duty flame stabilizer 4; the radial flame stabilizer 3 includes at least two V-shaped stabilizers, and the adjacent V-shaped stabilizers are sleeved and slidably connected, and the upper part of the uppermost V-shaped stabilizer is provided with an upper support plate 252, and the upper part of the lowermost V-shaped stabilizer is provided with a lower support plate 255, and the bottom of the upper support plate 252 is fixed with a spring fixing column 253, and the spring fixing column 253 is sleeved with a spring a254, and the upper part of the spring a254 is fixed to the upper support plate 2 The bottom of the upper support plate 252 is fixed to the bottom of the lower support plate 255, the lower part of the spring a254 is fixed to the top of the lower support plate 255, the upper part of the upper support plate 252 is fixed with the second connecting rod 215, the hinge seat 216 is fixed in the inclined wall 41, the middle part of the second connecting rod 215 is rotatably connected to the hinge seat 216, the lower support plate 255 is provided with two first through holes for the two ends of the steel wire rope a23 to pass through, the upper support plate 252 is provided with two second through holes corresponding to the two first through holes, the two ends of the steel wire rope a23 pass through the two first through holes in sequence and then through the two second through holes and then extend to the top of the second mounting seat, the second mounting seat The two ends of the steel wire a23 above the mounting seat are fixed by a clamping block 22; a steel wire guide column 251 is fixed on the hinge seat 216, the steel wire guide column 251 is parallel to the upper support plate 252 and is located on the side of the two second through holes away from the uppermost V-shaped stabilizer opening, and the two ends of the steel wire a23 are placed on the two ends of the steel wire guide column 251 and then extend to the top of the second mounting seat; the inclined wall 41 is provided with a through hole through which the first connecting rod 214 and / or the second connecting rod 215 pass, and the through hole is sealed by a bellows seal 24, and the bellows seal 24 is softly connected to the first connecting rod 214. When the afterburner is ignited, it is necessary to increase the blockage area in the afterburner to improve its ignition performance, and when the afterburner is working, there will be an optimal blockage ratio under different afterburner inlet Mach numbers, and when the afterburner is not working, it is necessary to reduce the flow channel blockage in the afterburner as much as possible to reduce the thrust loss caused by flow resistance loss.The blockage ratio is adjusted by regulating the inclination angle and length of the radial flame stabilizer 3. The rotating structure 2 is used to adjust the inclination angle, and in combination with components such as the steel wire rope a23 and the spring a254, the length can be adjusted to achieve the best engine performance in various states. The purpose of sleeving and sliding connection between adjacent V-shaped stabilizers is to ensure shrinkability. At the same time, the length of the cavity of the cavity-duty flame stabilizer 4 is smaller than the fully extended length of the radial flame stabilizer 3, so shrinkage is required. The corrugated seal 24 is fixed on the outer periphery of the first connecting rod 214 and the perforation. The corrugated seal 24 moves back and forth with the first connecting rod 214. The corrugated seal 24 is used to seal the high-temperature gas in the afterburner to prevent leakage.

[0048] In this embodiment, when the afterburner of the engine is not working, the radial flame stabilizer 3 is in state A (mode one), and the radial flame stabilizer 3 is fully folded and retracted into the cavity of the cavity-duty flame stabilizer 4, reducing the flow path blockage, reducing the thrust loss, and reducing the fuel consumption rate.

[0049] When the engine needs to start afterburning and ignition, an afterburning ignition command is issued. The linear electric cylinder 212 drives the actuator ring 213 to move linearly along the engine axis, driving the first connecting rod 214 and the second connecting rod 215 to rotate the radial flame stabilizer 3 by 90°. When the steel wire rope a23 and the spring a254 between the upper support plate 252 and the lower support plate 255 move backward (anti-heading) with the actuator ring 213, the elastic force of the spring a254 is greater than the tension force of the steel wire rope a23, and the lower section of the V-shaped stabilizer adjacent to the uppermost V-shaped stabilizer is extended through the lower support plate 255. At this time, the radial flame stabilizer 3 is in position B (mode two), and the blockage ratio is the largest, which is beneficial to ignition, and the afterburner ignition program is started.

[0050] After the ignition of the engine afterburner is completed, it is adjusted to the best blockage ratio through the rotating structure 2 and the radial flame stabilizer 3, and adjusted to state C (mode three) of the radial flame stabilizer 3 to achieve the best combustion performance. After the afterburner needs to be closed, the linear electric cylinder 212 drives the actuator ring 213 to move linearly along the engine axis. When the steel wire rope a23 moves forward (in the same direction) with the actuator ring 213, overcoming the force of the spring a254, the lower section of the radial flame stabilizer 3 is retracted upward, and the actuator ring 213 also drives the first connecting rod 214 and the second connecting rod 215 to rotate and retract the flame stabilizer into the cavity of the cavity-duty flame stabilizer 4.

[0051] Embodiment 4

[0052] As Figure 1 、 2As shown, based on Example 1, a main fuel main pipe 13 is installed above the diffuser 1, and the main fuel main pipe 13 is connected to a first fuel injection rod 14 extending into the diffuser 1, and a plurality of direct injection holes 15 are provided on the fuel injection rod in the diffuser 1, and the aperture of each direct injection hole 15 is 0.4-1.0 mm. The main fuel main pipe 13 is externally arranged to reduce flow resistance loss. The main fuel main pipe 13 supplies fuel to the mainstream through the plurality of direct injection holes 15 arranged on the first fuel injection rod 14, so as to achieve sufficient mixing of fuel and gas, and burn in the low-speed reflux zone formed after the radial flame stabilizer 3, that is, the main fuel main pipe 13 supplies fuel to the main combustion zone. In addition, the appropriate aperture is selected while ensuring the pressure drop and oil-gas mixing, and the application range is wide.

[0053] Example 5

[0054] like Figure 1 , 3 As shown, based on Example 1, a duty fuel main pipe 44 is installed on the rear wall 43, and a second fuel injection rod 45 extending into the concave cavity duty flame stabilizer 4 is installed on the duty fuel main pipe 44. The duty fuel main pipe 44 supplies fuel to the duty combustion area in the concave cavity of the concave cavity duty flame stabilizer 4, so that when the afterburner is working, there is always an oil-rich combustion area, which plays a role in duty stable combustion.

[0055] Example 6

[0056] like Figure 1 , 4 As shown in , 5 and 7, based on Example 1, 2-4 V-shaped stabilizers are provided. The purpose of providing 2-4 V-shaped stabilizers is to control the total length after contraction and to have a wider range of applications.

Claims

1. An adjustable combined flame stabilizer applicable to a turbine engine, characterized in that, it includes a diffuser (1), a cavity pilot flame stabilizer (4) and a radial flame stabilizer (3). The diffuser (1) includes an outer wall (11) and an inner cone (12) located inside the outer wall (11). The cavity pilot flame stabilizer (4) is connected to the outer wall (11). A rotating structure (2) is provided on the outer wall (11), and the rotating structure (2) extends into the cavity pilot flame stabilizer (4). A radial flame stabilizer (3) is provided at the bottom of the rotating structure (2); The cavity pilot flame stabilizer (4) includes an inclined wall (41) connected to the outer wall (11), a flat wall (42) located at the rear end of the inclined wall (41) and a rear wall (43) located at the end of the flat wall (42); The radial flame stabilizer (3) includes at least two V-shaped stabilizers. The adjacent V-shaped stabilizers are sleeved and slidably connected. An upper support plate (252) is provided on the upper part of the uppermost V-shaped stabilizer, and a lower support plate (255) is provided on the upper part of the lowermost V-shaped stabilizer. A spring fixing column (253) is fixed to the bottom of the upper support plate (252). A spring a (254) is sleeved on the spring fixing column (253). The upper part of the spring a (254) is fixed to the bottom of the upper support plate (252), and the lower part of the spring a (254) is fixed to the top of the lower support plate (255). A second connecting rod (215) is fixed to the upper part of the upper support plate (252). A hinge seat (216) is fixed inside the inclined wall (41). The middle part of the second connecting rod (215) is rotatably connected to the hinge seat (216). Two first through holes for the two ends of a wire rope a (23) to pass through are provided on the lower support plate (255). Two second through holes corresponding to the two first through holes are provided on the upper support plate (252). The two ends of the wire rope a (23) pass through the two first through holes in sequence and then pass through the two second through holes and extend above the second mounting seat. The two ends of the wire rope a (23) above the second mounting seat are fixed by pressing blocks (22); A wire rope guide post (251) is fixed to the hinge seat (216). The wire rope guide post (251) is parallel to the upper support plate (252) and is located on one side of the two second through holes away from the opening of the uppermost V-shaped stabilizer. The two ends of the wire rope a (23) are placed on the two ends of the wire rope guide post (251) and then extend above the second mounting seat; The rotating structure (2) includes a fixed seat (211) fixed to the outer wall (11). A linear electric cylinder (212) is provided on the fixed seat (211). The end of the linear push rod of the linear electric cylinder (212) is connected to an actuating ring (213). A second mounting seat is provided on the side of the actuating ring (213) away from the linear electric cylinder (212). A first connecting rod (214) is hinged to the second mounting seat. A second connecting rod (215) is hinged to the first connecting rod (214). The first connecting rod (214) and / or the second connecting rod (215) extends into the cavity pilot flame stabilizer (4).

2. The adjustable combined flame stabilizer applicable to a turbine engine according to claim 1, characterized in that, Perforations through which the first connecting rod (214) and / or the second connecting rod (215) pass are provided on the inclined wall (41), and the perforations are sealed by a corrugated seal (24), and the corrugated seal (24) is flexibly connected to the first connecting rod (214).

3. An adjustable combined flame stabilizer applicable to a turbine engine according to claim 1, characterized in that, A main fuel manifold (13) is installed above the diffuser (1), a first fuel injection rod (14) extending into the diffuser (1) is communicated with the main fuel manifold (13), and a plurality of direct injection nozzles (15) are provided on the fuel injection rod in the diffuser (1).

4. An adjustable combined flame stabilizer applicable to a turbine engine according to claim 3, characterized in that, The aperture of each direct injection nozzle (15) is 0.4 - 1.0 mm.

5. An adjustable combined flame stabilizer applicable to a turbine engine according to claim 1, characterized in that, A pilot fuel manifold (44) is installed on the rear wall (43), and a second fuel injection rod (45) extending into the cavity pilot flame stabilizer (4) is installed on the pilot fuel manifold (44).

6. An adjustable combined flame stabilizer applicable to a turbine engine according to claim 1, characterized in that, There are 2 - 4 V-type stabilizers provided.

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