Combustion chamber head, combustion chamber and aeroengine

Abstract

The present invention discloses a combustion chamber head, a combustion chamber and an aeroengine. The combustion chamber head includes an annular main combustion stage flow passage, a plurality of swirl vanes and a plurality of fuel injection parts. Air flows from one end of the main combustion stage flow passage to the other end; the swirl vanes are located inside the main combustion stage flow passage, and the swirl vanes are arranged at intervals along the circumferential direction of the main combustion stage flow passage; a plurality of fuel injection parts, each fuel injection part includes a communicated fuel injection cavity and a fuel injection port, and the fuel in the fuel injection cavity is ejected through the fuel injection port to form a fuel mist. The fuel injection parts are arranged at intervals along the circumferential direction of the main combustion stage flow passage, the fuel injection parts are arranged between two adjacent swirl vanes, and at least two of the fuel injection parts have unequal distances from the central axis of the main combustion stage flow passage in the radial direction. The present invention realizes a wider fuel dispersion in the radial and circumferential directions in the main combustion stage passage, which is beneficial to achieving better fuel-air mixing and ensuring low emissions during the combustion process of the combustion chamber.

Description

Technical Field

[0001] The present invention relates to the field of aeroengines, and particularly to a combustion chamber head, a combustion chamber and an aeroengine. Background Art

[0002] After continuous optimization of the basic performance and structural design of modern aeroengine combustion chambers, the development trend is that the axial length is continuously shortened, the head height is continuously increased, and finally the combustion chamber becomes more of a short annular shape. Whether it is a military aeroengine or a civil aeroengine, the intake air volume at the combustion chamber head is relatively large, resulting in that the combustion organization largely depends on the aerodynamic design of the head, that is, the air-fuel organization matching before fuel combustion is completed, which further affects performance such as combustion efficiency, outlet temperature distribution, pollutant emissions, and combustion stability.

[0003] In order to adapt to a wide working range (the maximum combustion chamber inlet temperature can exceed 900K, and the maximum inlet pressure can exceed 40 atm), the combustion chamber adopts multi-point intake and multi-point fuel injection (fuel staging injection and single-stage multi-position injection) at the head to form multiple swirling flames. A typical engineering implementation method is central air staging, a preburner stage is arranged at the center of the combustion chamber head, and a main burner stage is arranged at the outer edge of the center, so as to realize that in the small thrust condition, a small flow rate of fuel is injected by the central preburner stage to work in a diffusion combustion mode to ensure the requirements of combustion efficiency and ignition performance, etc.; in the medium and large thrust conditions, fuel is injected by the preburner stage and the main burner stage at the same time, and most of the fuel is injected into the combustion chamber through the main burner stage and then works in a partial premixed combustion mode, so as to control the flame temperature to reduce nitrogen oxide (NOx) emissions and improve the outlet temperature distribution.

[0004] When the main burner stage fuel is injected, fuel is usually injected at multiple positions as much as possible to improve the distribution uniformity of the main burner stage fuel before combustion. However, after the fuel is injected, its movement trajectory is affected not only by its own momentum during injection, but more by the airflow of the main burner stage. Therefore, the aerodynamic design of the main burner stage will largely affect the fuel movement trajectory of the main burner stage and the fuel distribution at the outlet of the main burner stage. In the main burner stage channel of existing aeroengines, it is usually multi-point injection or single annular slit injection of the main burner stage, and such a setting is likely to cause local fuel enrichment, resulting in a problem of relatively high nitrogen oxide emissions. In addition, such a setting results in a consistent distribution of the overall fuel swirl, resulting in periodic pulsation of the overall fuel and thus easily triggering combustion oscillation. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defect that multi-point injection or single annular slit injection of the main burner stage of the aeroengine combustion chamber in the prior art is likely to cause local fuel enrichment, resulting in a problem of relatively high nitrogen oxide emissions, and to provide a combustion chamber head, a combustion chamber and an aeroengine.

[0006] The present invention solves the above technical problems through the following technical solutions:

[0007] A combustion chamber head, which includes:

[0008] An annular primary combustion stage flow channel, and air flows from one end of the primary combustion stage flow channel to the other end;

[0009] A plurality of swirl vanes, which are located inside the primary combustion stage flow channel, and the swirl vanes are arranged at intervals along the circumferential direction of the primary combustion stage flow channel;

[0010] A plurality of fuel injection parts, each fuel injection part includes a communicated fuel injection cavity and a fuel injection port, and the fuel in the fuel injection cavity is ejected through the fuel injection port to form an oil mist. The fuel injection parts are arranged at intervals along the circumferential direction of the primary combustion stage flow channel, the fuel injection parts are arranged between two adjacent swirl vanes, and at least two of the fuel injection parts have different distances from the central axis of the primary combustion stage flow channel in the radial direction.

[0011] In this solution, the fuel injection parts are used to realize the fuel injection and pre-film atomization processes. By arranging the fuel injection parts at different radial positions in the primary combustion stage channel, fuel injection and pre-film atomization can be realized at different radial positions in the primary combustion stage flow channel, thereby realizing a wider fuel dispersion in the radial and circumferential directions in the primary combustion stage channel, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, resulting in a relatively high nitrogen oxide emission, and ensure low emissions during the combustion process of the combustion chamber.

[0012] Preferably, the sizes of the fuel injection ports of at least two fuel injection parts with different distances from the central axis in the radial direction are different.

[0013] In this solution, by setting fuel injection ports with different sizes for the fuel injection parts at different radius positions in the primary combustion stage flow channel, unequal fuel injection of each fuel injection part can be realized at each radial position in the primary combustion stage flow channel, which is beneficial to meeting the requirements of different fuel injection amounts at different radial positions in the primary combustion stage channel. For example, injecting a small amount of fuel inside and a large amount of fuel outside, so as to realize fuel dispersion in a wider area.

[0014] Preferably, the size of the fuel injection port of the fuel injection part farther from the central axis is larger than the size of the fuel injection port of the fuel injection part closer to the central axis.

[0015] In this solution, compared with the position at a smaller radius, a larger amount of fuel injection is required at a larger radius position. With the above setting, it is possible to inject a small amount of fuel inside and a large amount of fuel outside in the primary combustion stage channel, achieving a better fuel-air mixing effect.

[0016] Preferably, the cross-sectional dimension of the flow channel of the fuel injection port is smaller than that of the flow channel of the fuel injection chamber.

[0017] In this solution, with the above arrangement, it is convenient for the fuel to flow out rapidly at the fuel injection port.

[0018] Preferably, the fuel injection part includes an outer cover plate and an inner cover plate, and the outer cover plate and the inner cover plate are connected to form the fuel injection chamber.

[0019] Preferably, the fuel injection part includes a pre-film section. One end of the pre-film section is connected to the fuel injection port, and the other end of the pre-film section extends outward. The orientation of the pre-film section is adjustable to change the atomization trajectory of the fuel.

[0020] In this solution, by adjusting the orientation of the pre-film section, the adjustment of atomization performance such as the atomization trajectory of the fuel can be achieved, and the circumferential dispersion area of the fuel can be increased.

[0021] Preferably, a plurality of adjacent fuel injection parts form a fuel injection group. Each fuel injection group includes at least two fuel injection parts with different distances from the central axis in the radial direction. The arrangement modes of the fuel injection parts in the plurality of fuel injection groups are the same, and the plurality of fuel injection groups are arranged in sequence along the circumferential direction of the main combustion stage flow channel.

[0022] In this solution, with the above arrangement, the fuel injection parts at different radius positions are arranged in a periodic circumferential pattern in the main combustion stage flow channel in a grouped manner, so that the swirl consistency of the fuel at the outlet of the main combustion stage in the combustion chamber can be changed, and the combustion oscillation caused by the overall periodic pulsation of the fuel can be suppressed.

[0023] Preferably, the fuel injection part extends along the axial direction of the main combustion stage flow channel, and the fuel injection part divides the space between the two adjacent swirl vanes on both sides into an inner layer and an outer layer, so that air forms inner swirl air and outer swirl air via the fuel injection part and the swirl vanes.

[0024] In this solution, with the above arrangement, after the air enters the main combustion stage flow channel, inner swirl air and outer swirl air are formed at the fuel injection part, and after passing through the fuel injection part, the two swirl airflows can converge in the main combustion stage flow channel to form a single swirl airflow.

[0025] Preferably, the combustion chamber head further includes:

[0026] An oil collecting ring, which has an oil collecting chamber for accommodating fuel therein, and the oil collecting ring is used for delivering fuel to the fuel injection chamber;

[0027] A flow channel outer ring, which is sleeved outside the oil collecting ring, and a main combustion stage flow channel is formed between the flow channel outer ring and the oil collecting ring.

[0028] In this solution, the oil collecting ring is used on one hand to cooperate with the outer ring of the flow channel to form the main combustion stage flow channel for air to flow through, and on the other hand to accommodate fuel, so as to realize the delivery of external fuel to the fuel injection cavity. It saves space, has a compact structure and is convenient for installation.

[0029] Preferably, the combustion chamber head further includes a fuel supply pipe, one end of the fuel supply pipe is used to receive fuel, and the other end of the fuel supply pipe is used to communicate with the oil collecting ring and deliver fuel to the oil collecting ring.

[0030] Preferably, the oil collecting ring includes a cylindrical oil collecting ring inner wall and a cylindrical oil collecting ring outer wall. The oil collecting ring outer wall is sleeved outside the oil collecting ring inner wall, and an oil collecting cavity is formed between the oil collecting ring outer wall and the oil collecting ring inner wall.

[0031] Preferably, the combustion chamber head further includes a fuel distribution end cover. The fuel distribution end cover includes a fuel inlet, a fuel outlet and a fuel distribution cavity. The fuel inlet communicates with the oil collecting ring, and the fuel outlet communicates with the fuel injection cavity.

[0032] In this solution, the fuel in the oil collecting ring is supplied to the fuel injection part through the fuel distribution end cover. The fuel injection part does not need to be in direct contact with the oil collecting ring, avoiding affecting the air flow direction in the main combustion stage channel.

[0033] Preferably, the fuel distribution end cover is connected to the end face of the swirler vane, and the cross-sectional shape of the fuel distribution end cover is the same as that of the swirler vane;

[0034] And / or, the fuel distribution end cover is arranged on the upstream end face of the swirler vane;

[0035] And / or, the side surface where the fuel outlet is located in the fuel distribution end cover is connected to the fuel injection part, so that the fuel outlet communicates with the fuel injection cavity;

[0036] And / or, the side surface where the fuel inlet is located in the fuel distribution end cover is connected to the outer wall surface of the oil collecting ring.

[0037] In this solution, the cross-sectional shape of the fuel distribution end cover is the same as that of the swirler vane, so that the fuel distribution end cover can be integrated with the swirler vane without affecting the overall shape of the swirler vane, thus avoiding affecting the main combustion stage air flow and not adding additional flow resistance.

[0038] Preferably, through holes for fuel distribution are arranged at intervals along the circumferential direction on the outer wall surface of the oil collecting ring, and the plurality of through holes for fuel distribution correspond to the fuel inlets of the plurality of fuel distribution end covers one by one.

[0039] In this solution, the fuel communication between the fuel distribution cavity and the oil collecting cavity is realized through the one-to-one corresponding through holes for fuel distribution and fuel inlets.

[0040] Preferably, the shape of the fuel injection port is slit-shaped;

[0041] And / or, two ends of the fuel injection part are respectively welded to outer wall surfaces of two adjacent swirl vanes.

[0042] In this solution, welding the fuel injection part to the swirl vane can achieve the positioning and fixation of the fuel injection part, and achieve fuel sealing in the circumferential direction of the fuel injection cavity inside the fuel injection part.

[0043] A combustion chamber, the combustion chamber includes the above-mentioned combustion chamber head.

[0044] By adopting the above-mentioned combustion chamber head in the combustion chamber, correspondingly, a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel is achieved, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, resulting in a relatively high nitrogen oxide emission, so as to ensure low emissions during the combustion process of the combustion chamber.

[0045] An aeroengine, the aeroengine includes the above-mentioned combustion chamber.

[0046] By adopting the above-mentioned combustion chamber in the aeroengine, correspondingly, a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel is achieved, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, resulting in a relatively high nitrogen oxide emission, so as to ensure low emissions during the combustion process of the combustion chamber.

[0047] On the basis of conforming to common knowledge in the art, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred examples of the present invention.

[0048] The positive and progressive effects of the present invention are as follows:

[0049] For this combustion chamber head, the fuel injection part is used to realize the fuel injection and pre-film atomization process. By arranging the fuel injection part at different radial positions in the main combustion stage channel, fuel injection and pre-film atomization can be realized at different radial positions in the main combustion stage flow channel, thereby achieving a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, resulting in a relatively high nitrogen oxide emission, so as to ensure low emissions during the combustion process of the combustion chamber. Correspondingly, for the combustion chamber and aeroengine having this combustion chamber head, a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel is achieved, ensuring low emissions during the combustion process of the combustion chamber. Description of the Drawings

[0050] Figure 1 It is a schematic three-dimensional structure diagram of a combustion chamber according to a preferred embodiment of the present invention.

[0051] Figure 2 It is a three - dimensional structure schematic diagram of the combustion chamber head according to a preferred embodiment of the present invention, wherein the diagram is observed from the upstream to the downstream of the air flow direction.

[0052] Figure 3 It is a three - dimensional structure schematic diagram of the combustion chamber head according to a preferred embodiment of the present invention, wherein the diagram is observed from the downstream to the upstream of the air flow direction.

[0053] Figure 4 It is a sectional view of the combustion chamber head according to a preferred embodiment of the present invention, wherein the diagram is along the central axis section of the main combustion stage flow path.

[0054] Figure 5 It is a sectional view of the combustion chamber head according to a preferred embodiment of the present invention, wherein the diagram is along the central section of the fuel distribution end cover.

[0055] Figure 6 It is a sectional view of the combustion chamber head according to a preferred embodiment of the present invention, wherein the diagram is along the central section of the fuel injection part.

[0056] Figure 7 It is a circumferential sectional view of the combustion chamber head according to a preferred embodiment of the present invention along the central section of the fuel injection part.

[0057] Figure 8 It is an exploded view of the structure of the combustion chamber head according to a preferred embodiment of the present invention.

[0058] Figure 9 It is a schematic diagram of the structure of the fuel injection part according to a preferred embodiment of the present invention.

[0059] Figure 10 It is an exploded view of the structure of the fuel injection part according to a preferred embodiment of the present invention.

[0060] Figure 11 It is a schematic diagram of the injection mode of the fuel injection part according to a preferred embodiment of the present invention.

[0061] Figure 12 According to Figure 11 Partial enlarged view.

[0062] Figure 13 It is a three - dimensional structure schematic diagram of the fuel distribution end cover according to a preferred embodiment of the present invention.

[0063] Figure 14 It is a schematic diagram of the structure of an aero - engine according to a preferred embodiment of the present invention.

[0064] Explanation of reference numerals:

[0065] Combustion chamber head 14; fuel supply pipe 15; oil collecting ring 161; outer wall of oil collecting ring 16; inner wall of oil collecting ring 17; outer ring of flow passage 18; swirl vane 19; fuel distribution end cover 20; first fuel distribution end cover 20a; second fuel distribution end cover 20b; third fuel distribution end cover 20c; fuel inlet 201; fuel outlet 202; fuel injection part 21; first fuel injection part 21a; second fuel injection part 21b; third fuel injection part 21c; outer cover plate 21o inner cover plate 21i; fuel in oil collecting chamber 22; oil collecting chamber 23; primary combustion stage air 24; primary combustion stage flow passage 25; inner swirl air 26i; outer swirl air 26o; rear swirl air 27; fuel distribution port 28; fuel distribution chamber 29; first fuel distribution chamber 29a; second fuel distribution chamber 29b; third fuel distribution chamber 29c; divided fuel 30; first divided fuel 30a; second divided fuel 30b; third divided fuel 30c; fuel injection chamber 31; first fuel injection chamber 31a; second fuel injection chamber 31b; third fuel injection chamber 31c; first radial radius 32a; second radial radius 32b; third radial radius 32c; fuel injection port 33; oil mist 34; pre-film surface 35; oil film 36; fuel inside fuel injection port 37; end of pre-film surface 38; liquid filament 39; fan 1; low-pressure compressor 2; high-pressure compressor 3; combustion chamber 4; high-pressure turbine 5; low-pressure turbine 6; fan casing 7; diffuser 8; outer casing of combustion chamber 9; inner casing of combustion chamber 10; outer flame tube of combustion chamber 11; inner flame tube of combustion chamber 12; oil rod 13 Detailed implementation mode

[0066] The present invention will be further described below by way of embodiments, but the present invention is not limited to the scope of the embodiments hereby.

[0067] A combustion chamber head 14 in this embodiment. As Figure 1-14 shown, the combustion chamber head 14 includes an annular primary combustion stage flow passage 25, a plurality of swirl vanes 19 and a plurality of fuel injection parts 21. Air flows from one end of the primary combustion stage flow passage 25 to the other end; the swirl vanes 19 are located inside the primary combustion stage flow passage 25, and the swirl vanes 19 are arranged at intervals along the circumferential direction of the primary combustion stage flow passage 25; the fuel injection part 21 includes a connected fuel injection chamber 31 and a fuel injection port 33, and the fuel in the fuel injection chamber 31 is ejected through the fuel injection port 33 to form an oil mist 34. The fuel injection parts 21 are arranged at intervals along the circumferential direction of the primary combustion stage flow passage 25, the fuel injection parts 21 are arranged between two adjacent swirl vanes 19, and the distances between at least two fuel injection parts 21 and the central axis of the primary combustion stage flow passage 25 in the radial direction are not equal.

[0068] In this embodiment, the fuel injection part 21 is used to realize the fuel injection and pre-film atomization process. By arranging the fuel injection part 21 at different radial positions in the main combustion stage channel, fuel injection and pre-film atomization can be realized at different radial positions in the main combustion stage flow channel 25, thereby achieving a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, resulting in a relatively high nitrogen oxide emission, and ensure low emissions during the combustion process of the combustion chamber 4.

[0069] As Figure 5 shown, the sizes of the injection nozzles 33 of at least two fuel injection parts 21 with different distances from the central axis in the radial direction are different. By setting injection nozzles 33 with different sizes for the fuel injection parts 21 at different radius positions in the main combustion stage flow channel 25, unequal fuel injection of each fuel injection part 21 can be realized at each radial position in the main combustion stage flow channel 25, which is beneficial to meeting the requirements of different fuel injection amounts at different radial positions in the main combustion stage channel. For example, a small fuel amount is injected on the inner side and a large fuel amount is injected on the outer side, so as to realize fuel dispersion in a wider area.

[0070] In this embodiment, the size of the injection nozzle 33 of the fuel injection part 21 farther from the central axis is larger than the size of the injection nozzle 33 of the fuel injection part 21 closer to the central axis. Compared with the position at a smaller radius, a greater demand for fuel injection amount exists at a larger radius position. With the above setting, fuel injection with a small fuel amount on the inner side and a large fuel amount on the outer side can be realized in the main combustion stage channel, achieving a better fuel-air mixing effect.

[0071] The shape of the injection nozzle 33 is slit-shaped. The flow channel cross-sectional size of the injection nozzle 33 is smaller than the flow channel cross-sectional size of the injection cavity 31. With the above setting, it is convenient for the fuel to flow out of the injection nozzle 33 at an accelerated speed. The injection nozzle 33 can also be set to be smaller than the injection cavity 31 in both radial and circumferential dimensions, which is also beneficial to the accelerated outflow of the fuel from the injection nozzle 33.

[0072] As Figure 9 and Figure 10 shown, the fuel injection part 21 includes an outer cover plate 21o and an inner cover plate 21i, and the outer cover plate 21o and the inner cover plate 21i are connected to form an injection cavity 31. The outer cover plate 21o and the inner cover plate 21i are connected by welding. Two opposite protrusions protruding outward are provided at one end of the inner cover plate 21i corresponding to the injection nozzle 33. After the inner cover plate 21i and the outer cover plate 21o are connected, an injection nozzle 33 is formed between the two protrusions, so as to set the shape of the injection nozzle 33 to be slit-shaped, and also realize that the flow channel cross-sectional size is smaller than that of the injection cavity 31. An outwardly protruding section is provided on one side of the inner cover plate 21i opposite to the two protrusions, and the outer cover plate 21o is connected to the inner cover plate through the protruding section.

[0073] AsFigure 4 As shown, the fuel injection part 21 extends along the axial direction of the main combustion stage flow channel 25, and the fuel injection part 21 divides the space between the swirl vanes 19 on both sides into an inner layer and an outer layer, so that air forms an inner swirl air 26i and an outer swirl air 26o via the fuel injection part 21 and the swirl vanes 19. With the above arrangement, after the main combustion stage air 24 enters the main combustion stage flow channel 25, the inner swirl air 26i and the outer swirl air 26o are formed by the fuel injection part 21 and the swirl vanes 19, and the two swirl air flows can converge in the main combustion stage flow channel 25 after passing through the fuel injection part 21 to form a rear swirl air 27.

[0074] The fuel injection part 21 includes a pre-film section. One end of the pre-film section is connected to the fuel injection port 33, the other end of the pre-film section extends outward, and the orientation of the pre-film section is adjustable to change the atomization trajectory of the fuel. By adjusting the orientation of the pre-film section, the adjustment of atomization performance such as the atomization trajectory of the fuel mist 34 can be realized, and the circumferential dispersion area of the fuel can be increased.

[0075] Regarding the process of the fuel injection part 21 realizing pre-film injection, as Figure 11-12 shown, after the split fuel 30 in the fuel injection cavity 31 flows to the fuel injection port 33, under the action of the inner swirl air 26i and the outer swirl air 26o, an oil film 36 is formed on the pre-film surface 35 of the pre-film section, and then an oil mist 34 is formed. In this process, the oil film 36 formed by the split fuel 30 on the pre-film surface 35 has the characteristics of thin thickness and large area, resulting in the internal fuel 37 at the fuel injection port 33 having a gradually decreasing thickness. After the oil film 36 moves to the end 38 of the pre-film surface, under the action of the inner swirl air 26i and the outer swirl air 26o, multiple high-frequency oscillating liquid filaments 39 are formed. In macroscopic observation, the liquid filaments 39 are the oil mist 34.

[0076] The combustion chamber head 14 may further include a fuel distribution end cover 20, and the fuel distribution end cover 20 includes a fuel inlet 201, a fuel outlet 202 and a fuel distribution cavity 29.

[0077] The combustion chamber head 14 may further include an oil collecting ring 161 and a flow channel outer ring 18. An oil collecting cavity 23 for accommodating fuel is provided inside the oil collecting ring 161, and the oil collecting ring 161 is used to transport fuel to the fuel injection cavity 31; the flow channel outer ring 18 is sleeved outside the oil collecting ring 161, and a main combustion stage flow channel 25 is formed between the flow channel outer ring 18 and the oil collecting ring 161. On the one hand, the oil collecting ring 161 is used to cooperate with the flow channel outer ring 18 to form the main combustion stage flow channel 25 for air to flow through, and on the other hand, it is used to accommodate fuel to realize the transportation of external fuel to the fuel injection cavity 31. It saves space, has a compact structure and is convenient for installation.

[0078] The combustion chamber head 14 may further include a fuel supply pipe 15. One end of the fuel supply pipe 15 is used to receive fuel, and the other end of the fuel supply pipe 15 is used to communicate with the oil collecting ring 161 and transport fuel to the oil collecting ring 161.

[0079] The oil collecting ring 161 may include a cylindrical inner wall 17 of the oil collecting ring and a cylindrical outer wall 16 of the oil collecting ring. The outer wall 16 of the oil collecting ring is sleeved outside the inner wall 17 of the oil collecting ring, and an oil collecting cavity 23 is formed between the outer wall 16 of the oil collecting ring and the inner wall 17 of the oil collecting ring.

[0080] The combustion chamber head 14 may further include an oil distributing end cover 20. The oil distributing end cover 20 includes a fuel inlet 201, a fuel outlet 202, and an oil distributing cavity 29. The fuel inlet 201 is communicated with the oil collecting ring 161, and the fuel outlet 202 is communicated with the fuel injection cavity 31. The fuel in the oil collecting ring 161 is supplied to the fuel injection part 21 through the oil distributing end cover 20. The fuel injection part 21 does not need to be in direct contact with the oil collecting ring 161, avoiding affecting the air flow direction in the main combustion stage channel.

[0081] The oil distributing end cover 20 is connected to the end face of the swirl vane 19, and the cross-sectional shape of the oil distributing end cover 20 is the same as that of the swirl vane 19. The same cross-sectional shape of the oil distributing end cover 20 and the swirl vane 19 enables the oil distributing end cover 20 to be integrated with the swirl vane 19, without affecting the overall shape of the swirl vane 19, thus avoiding affecting the main combustion stage air flow and not adding additional flow resistance.

[0082] The fuel injection port 33 is arranged at one end of the fuel injection part 21 close to the downstream of the air flow. The oil distributing end cover 20 may be arranged on the upstream end face of the swirl vane 19. The side surface where the fuel outlet 202 is located in the oil distributing end cover 20 is connected to the fuel injection part 21, so that the fuel outlet 202 is communicated with the fuel injection cavity 31. The side surface where the fuel inlet 201 is located in the oil distributing end cover 20 is connected to the outer wall surface of the oil collecting ring 161. It should be noted that the upstream end face refers to the end face close to the upstream of the air flow direction.

[0083] As Figure 8 shown, the radial radii of the first fuel injection part 21a, the second fuel injection part 21b, and the third fuel injection part 21c increase in sequence, and the radial positions of the fuel outlets 202 on the corresponding first oil distributing end cover 20a, second oil distributing end cover 20b, and third oil distributing end cover 20c also increase in sequence. It should be noted that the radial radius refers to the distance between the fuel injection part 21 and the central axis of the main combustion stage flow channel 25 in the radial direction.

[0084] The outer wall 16 of the oil collecting ring is provided with through oil distributing ports 28 at circumferential intervals, and the multiple oil distributing ports 28 correspond to the fuel inlets 201 of the multiple oil distributing end covers 20 one by one. Through the corresponding oil distributing ports 28 and fuel inlets 201, the fuel communication between the oil distributing cavity 29 and the oil collecting cavity 23 is realized.

[0085] As Figure 5As shown, multiple adjacent fuel injection parts 21 form a fuel injection group. Each fuel injection group includes at least two fuel injection parts 21 with different distances from the central axis in the radial direction. The arrangement patterns of the fuel injection parts 21 in multiple fuel injection groups are the same, and the multiple fuel injection groups are arranged in sequence along the circumferential direction of the main combustion stage flow channel 25. It should be noted that the same arrangement pattern means that the radial radii, arrangement positions, and shapes of the corresponding fuel injection parts 21 in each fuel injection group are the same. With the above settings, the fuel injection parts 21 at different radius positions are periodically arranged in the main combustion stage flow channel 25 in a grouped manner, thereby changing the swirl consistency of the fuel at the main combustion stage outlet in the combustion chamber 4 and suppressing the combustion oscillation caused by the overall periodic pulsation of the fuel.

[0086] In Figure 5 one fuel injection group includes three fuel injection parts 21, namely the first fuel injection part 21a, the second fuel injection part 21b, and the third fuel injection part 21c. The three fuel injection parts 21 respectively have different radial radii: the first radial radius 32a, the second radial radius 32b, and the third radial radius 32c. The three fuel injection parts 21 have the first fuel injection cavity 31a, the second fuel injection cavity 31b, and the third fuel injection cavity 31c inside. The three fuel injection cavities 31 are respectively used to accommodate the first sub - flow fuel 30a, the second sub - flow fuel 30b, and the third sub - flow fuel 30c. In the figure, the first fuel distribution end cover 20a, the second fuel distribution end cover 20b, and the third fuel distribution end cover 20c respectively correspond to the three fuel injection parts 21. The three fuel distribution end covers 20 respectively have the first fuel distribution cavity 29a, the second fuel distribution cavity 29b, and the third fuel distribution cavity 29c inside.

[0087] It should be noted that in other alternative embodiments, according to actual requirements, a fuel injection group may also include other numbers of fuel injection parts 21 with different radial radii. According to actual requirements, in addition to the fuel injection parts 21 with different radial radii, a fuel injection group may also include fuel injection parts 21 with the same radial radius.

[0088] Both ends of the fuel injection part 21 are welded to the outer wall surfaces of two adjacent swirl vanes 19. Welding the fuel injection part 21 to the swirl vane 19 can achieve the positioning and fixation of the fuel injection part 21 and achieve the fuel sealing of the fuel injection cavity 31 inside the fuel injection part 21 in the circumferential direction.

[0089] Regarding the fuel flow process, as Figure 4-6 shown, after the main combustion stage fuel leaves the fuel supply pipe 15, it becomes the fuel in the oil - collecting cavity 22, filling the oil - collecting cavity 23 formed by the inner wall 17 of the oil - collecting ring and the outer wall 16 of the oil - collecting ring. The fuel in the oil - collecting cavity 22 flows into the fuel distribution cavity 29 inside the fuel distribution end cover 20 through the fuel distribution port 28, forming sub - flow fuel 30. The sub - flow fuel 30 then flows into the fuel injection cavity 31 inside the fuel injection part 21 and is sprayed out through the fuel injection port 33.

[0090] This embodiment also discloses a combustion chamber 4, which includes a diffuser 8, an outer casing 9 of the combustion chamber, an inner casing 10 of the combustion chamber, an outer flame tube 11 of the combustion chamber, an inner flame tube 12 of the combustion chamber, an oil rod 13, and the above-mentioned combustion chamber head 14. By adopting the above-mentioned combustion chamber head 14 in the combustion chamber 4, correspondingly, a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel is achieved, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, thus resulting in a relatively high nitrogen oxide emission, and ensuring low emissions during the combustion process of the combustion chamber 4.

[0091] This embodiment also discloses an aeroengine, as Figure 14 shown, the aeroengine includes a fan 1, a low-pressure compressor 2, a high-pressure compressor 3, a high-pressure turbine 5, a low-pressure turbine 6, a fan casing 7, and the above-mentioned combustion chamber 4. By adopting the above-mentioned combustion chamber 4 in the aeroengine, correspondingly, a wider fuel dispersion in the radial and circumferential directions in the main combustion stage channel is achieved, which is beneficial to achieving better fuel-air mixing, and further can solve the problem of local fuel enrichment caused by multi-point injection or single annular slit injection, thus resulting in a relatively high nitrogen oxide emission, and ensuring low emissions during the combustion process of the combustion chamber 4.

[0092] Although the specific embodiments of the present invention have been described above, those skilled in the art should understand that this is only for illustration purposes. The protection scope of the present invention is defined by the appended claims. Without departing from the principles and essence of the present invention, those skilled in the art can make various changes or modifications to these embodiments, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A combustion chamber head, characterized in that, It includes: An annular primary combustion stage flow channel, and air flows from one end of the primary combustion stage flow channel to the other end; A plurality of swirler vanes, which are located inside the primary combustion stage flow channel, and the swirler vanes are arranged at intervals along the circumferential direction of the primary combustion stage flow channel; A plurality of fuel injection parts, each fuel injection part includes a communicated fuel injection cavity and a fuel injection port, and the fuel in the fuel injection cavity is ejected through the fuel injection port to form a fuel mist. The fuel injection parts are arranged at intervals along the circumferential direction of the primary combustion stage flow channel. The fuel injection parts are arranged between two adjacent swirler vanes, and at least two of the fuel injection parts have unequal distances from the central axis of the primary combustion stage flow channel in the radial direction, and the sizes of the fuel injection ports of at least two fuel injection parts with different distances from the central axis in the radial direction are different.

2. The combustion chamber head according to claim 1, characterized in that, The size of the fuel injection port of the fuel injection part farther from the central axis is larger than the size of the fuel injection port of the fuel injection part closer to the central axis.

3. The combustion chamber head according to claim 1, characterized in that The flow channel cross-sectional size of the fuel injection port is smaller than the flow channel cross-sectional size of the fuel injection cavity.

4. The combustion chamber head according to claim 1, wherein The fuel injection part includes an outer cover plate and an inner cover plate, and the outer cover plate and the inner cover plate are connected to form the fuel injection cavity.

5. The combustion chamber head according to claim 1, wherein The fuel injection part includes a pre-filming section, one end of the pre-filming section is connected to the fuel injection port, and the orientation of the pre-filming section is adjustable to change the atomization trajectory of the fuel.

6. The combustion chamber head according to claim 1, characterized in that A plurality of adjacent fuel injection parts form a fuel injection group. Each fuel injection group includes at least two fuel injection parts with different distances from the central axis in the radial direction. The arrangement manners of the fuel injection parts in a plurality of the fuel injection groups are the same, and a plurality of the fuel injection groups are arranged in sequence along the circumferential direction of the primary combustion stage flow channel.

7. The combustion chamber head according to claim 1, characterized in that, The fuel injection part extends along the axial direction of the primary combustion stage flow channel, and the fuel injection part divides the space between the two adjacent swirler vanes into an inner layer and an outer layer, so that air forms inner swirling air and outer swirling air through the fuel injection part and the swirler vanes.

8. The combustion chamber head according to claim 1, wherein, The combustion chamber head further includes: An oil collecting ring, which has an oil collecting cavity for accommodating fuel inside, and the oil collecting ring is used for delivering fuel to the fuel injection cavity; A flow channel outer ring, which is sleeved outside the oil collecting ring, and the primary combustion stage flow channel is formed between the flow channel outer ring and the oil collecting ring.

9. The combustion chamber head according to claim 8, characterized in that, The combustion chamber head further includes a fuel supply pipe, one end of the fuel supply pipe is used for receiving fuel, and the other end of the fuel supply pipe is used for communicating with the oil collecting ring and delivering fuel to the oil collecting ring.

10. The combustion chamber head according to claim 8, characterized in that, The oil collecting ring includes a cylindrical oil collecting ring inner wall and a cylindrical oil collecting ring outer wall. The oil collecting ring outer wall is sleeved outside the oil collecting ring inner wall, and the oil collecting cavity is formed between the oil collecting ring outer wall and the oil collecting ring inner wall.

11. The combustion chamber head according to claim 8, characterized in that, The combustion chamber head further includes a fuel distribution end cover, and the fuel distribution end cover includes a fuel inlet, a fuel outlet and a fuel distribution cavity. The fuel inlet is communicated with the oil collecting ring, and the fuel outlet is communicated with the fuel injection cavity.

12. The combustor head according to claim 11, characterized in that, The fuel distribution end cover is connected to the end face of the swirler vane, and the cross-sectional shape of the fuel distribution end cover is the same as that of the swirler vane; and / or, the fuel distribution end cover is arranged on the upstream end face of the swirler vane; and / or, the side surface of the fuel distribution end cover where the fuel outlet is located is connected to the fuel injection part, so that the fuel outlet is communicated with the fuel injection cavity; And / or, the side of the fuel separation end cover where the fuel inlet is located is connected to the outer wall surface of the oil collecting ring.

13. The combustion chamber head according to claim 11, characterized in that, The outer wall surface of the oil collecting ring is provided with through oil separation ports at circumferential intervals, and the plurality of oil separation ports correspond to the fuel inlets of the plurality of fuel separation end covers one by one.

14. The combustion chamber head according to any one of claims 1 to 13, characterized in that, The shape of the fuel injection port is slit-shaped; And / or, both ends of the fuel injection part are respectively welded to the outer wall surfaces of two adjacent swirl vanes.

15. A combustion chamber, characterized in that, The combustion chamber includes the combustion chamber head according to any one of claims 1-14.

16. An aeroengine, characterized in that, The aeroengine includes the combustion chamber according to claim 15.

Images