An aircraft engine afterburner chamber and a control method thereof

Abstract

The present application belongs to the technical field of afterburner design of aircraft engines, and specifically relates to an afterburner of an aircraft engine and a control method thereof, wherein the afterburner of an aircraft engine comprises: an outer casing; a merging ring, which is arranged in the outer casing and forms an outer casing with the outer casing; an inner cone, which is arranged in the merging ring and forms an inner casing with the merging ring; a plurality of support plates, which are circumferentially supported between the merging ring and the inner cone, and are hollow inside and have a plurality of injection holes on the side walls; a plurality of injection rods, which are arranged through the outer casing and the merging ring; each injection rod extends into a corresponding support plate; a plurality of jet ignition nozzles, which are arranged through the outer wall of the main combustion chamber and extend into the rear end of the main combustion chamber; the number of jet ignition nozzles is half the number of injection rods, and each jet ignition nozzle is correspondingly located between two adjacent injection rods.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft engine afterburner chamber design, and specifically relates to an aircraft engine afterburner chamber and a control method thereof. Background Art

[0002] The rear end of the main combustion chamber in an aircraft engine is connected to the turbine, and the afterburner chamber is connected to the rear end of the turbine. Fuel is injected for reburning to increase the thrust of the aircraft engine. As the performance of aircraft engines improves, the temperature at the combustion chamber outlet is also getting higher and higher, which seriously damages the detectability of the aircraft engine and makes the aircraft engine easy to detect.

[0003] This application is proposed in view of the defects of the prior art.

[0004] It should be noted that the disclosure of the above background technology content is only used to assist in understanding the inventive concept and technical solution of the present invention, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above content has been disclosed on the filing date of this application, the above background technology should not be used to evaluate the novelty and creativity of the present application. Summary of the invention

[0005] The purpose of the present application is to provide an aircraft engine afterburner and a control method thereof to overcome or alleviate at least one of the known technical deficiencies.

[0006] The technical solution of this application is:

[0007] On the one hand, an aircraft engine afterburner is provided, comprising:

[0008] Outer receiver;

[0009] The confluence ring is arranged in the outer casing and forms an outer culvert with the outer casing;

[0010] The inner cone is arranged inside the confluence ring and forms an inner part between the confluence ring and the confluence ring;

[0011] A plurality of support plates are supported between the confluence ring and the inner cone along the circumferential direction, are hollow inside, and have a plurality of oil injection holes on the side walls;

[0012] Multiple fuel injection rods are arranged through the outer casing and the confluence ring; each fuel injection rod extends into a corresponding support plate;

[0013] A plurality of jet ignition fuel injection nozzles are arranged through the outer wall of the main combustion chamber and extend into the rear end of the main combustion chamber;

[0014] The number of the jet ignition fuel injectors is half the number of the fuel injection rods, and each jet ignition fuel injector is correspondingly located between two adjacent fuel injection rods.

[0015] According to at least one embodiment of the present application, in the above-mentioned aircraft engine afterburner, the cross-section of each support plate is curved to cover the turbine.

[0016] According to at least one embodiment of the present application, in the above-mentioned aircraft engine afterburner, a plurality of cooling air inlets are provided on the confluence ring, and each cooling air inlet is correspondingly connected to the interior of a support plate;

[0017] Each support plate side wall has a plurality of support plate cooling air outlet holes;

[0018] The inner cone is hollow inside, has a plurality of cooling vents on the side wall, and has a plurality of inner cone cooling air outlet holes distributed along the circumferential direction at the front end, and each cooling vent is correspondingly connected to the inside of a support plate.

[0019] According to at least one embodiment of the present application, the above-mentioned aircraft engine afterburner chamber further includes:

[0020] The anti-vibration and heat-insulating shield is installed inside the outer casing and is located at the rear end of the outer casing.

[0021] Another aspect provides an aircraft engine afterburner control method, comprising:

[0022] Two injection rods corresponding to one jet ignition injection nozzle form a group;

[0023] In the full afterburner state, each group of injection rods is used to supply oil, and each jet ignition nozzle is used to perform jet ignition and combustion;

[0024] In the low afterburner state, a group of fuel injection rods are used to supply fuel, and corresponding jet ignition fuel injection nozzles are used to perform jet ignition and combustion;

[0025] In the intermediate state between the full afterburner state and the small afterburner state, half of the injection rods are used for fuel supply, and the corresponding jet ignition injectors are used for jet ignition and combustion. The injection rods of the non-fuel supply group and the injection rods of the fuel supply group are distributed alternately. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a working schematic diagram of the afterburner chamber of an aircraft engine provided by an embodiment of the present application;

[0027] Figure 2 It is a partial schematic diagram of an aircraft engine afterburner chamber provided in an embodiment of the present application;

[0028] Figure 3 is a cross-sectional schematic diagram of a support plate provided in an embodiment of the present application;

[0029] in:

[0030] 1-outer casing; 2-merging ring; 3-inner cone; 4-support plate; 5-injection rod; 6-jet ignition nozzle; 7-main combustion chamber; 8-turbine; 9-anti-vibration and heat insulation screen.

[0031] In order to better illustrate this embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and cannot be understood as limitations on this patent. DETAILED DESCRIPTION

[0032] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be further described in detail in detail and in detail in conjunction with the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design. In the absence of conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0033] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall be the common meanings understood by the general technicians in the field to which this application belongs. The words "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inside", "outside" and other words indicating orientation used in the description of this application are only used to indicate the relative direction or positional relationship, and do not imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, so it cannot be understood as a limitation on this application. The "first", "second", "third" and similar terms used in the description of this application are only used for descriptive purposes to distinguish different components, and cannot be understood as indicating or implying relative importance. The similar words "one", "one" or "the" used in the description of this application should not be understood as an absolute limitation on quantity, but should be understood as the existence of at least one. The similar words "including" or "comprising" used in the description of this application mean that the elements or objects appearing in front of the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects.

[0034] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installed", "connected", "connected" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

[0035] The following is combined with Figures 1 to 3 This application is described in further detail.

[0036] On the one hand, an aircraft engine afterburner is provided, comprising:

[0037] Outer casing 1;

[0038] The confluence ring 2 is arranged in the outer casing 1 and forms an outer culvert with the outer casing 1;

[0039] The inner cone 3 is arranged in the merging ring 2, and forms an inner part with the merging ring 2, and is connected to the corresponding parts at the rear end of the turbine 8 together with the merging ring 2 and the inner cone 3;

[0040] A plurality of support plates 4 are supported between the confluence ring 2 and the inner cone 3 in the circumferential direction, are hollow inside, and have a plurality of oil injection holes on the side walls, which are distributed near the trailing edge of the support plates 4;

[0041] A plurality of spray rods 5 are arranged through the outer casing 1 and the confluence ring 2; each spray rod 5 extends into a corresponding support plate 4;

[0042] A plurality of jet ignition fuel injectors 6 are arranged through the outer wall of the main combustion chamber 7 and extend into the rear end of the main combustion chamber 7. The rear end of the main combustion chamber 7 is connected to the front end of the turbine 8.

[0043] The number of the jet ignition fuel injection nozzles 6 is half the number of the fuel injection rods 5 , and each jet ignition fuel injection nozzle 6 is correspondingly located between two adjacent fuel injection rods 5 .

[0044] The afterburner combustion chamber of the aircraft engine disclosed in the above-mentioned embodiment can be supplied with oil through each injection rod 5 when the aircraft engine is working. The fuel sprayed by each injection rod 5 enters the corresponding support plate 4, and is sprayed out from the injection hole on the side wall of the support plate 4. Then, it is evaporated and atomized by the internal airflow, and is mixed with the internal airflow, and enters the recirculation zone formed behind the trailing edge of each support plate 4 to form a mixed gas. At the same time, each jet ignition nozzle 6 sprays fuel into the main combustion chamber 7. The fuel injected into the main combustion chamber burns under the high temperature to form a flame tongue. Each flame tongue passes through the turbine 8 and enters the afterburner combustion chamber, ignites the mixed gas in the recirculation zone behind the trailing edges of the two corresponding support plates 4, and organizes combustion. The full-space jet ignition is adopted, and no circumferential continuous flame is required, which can effectively reduce the possibility of being detected by radar.

[0045] The afterburner chamber of the aircraft engine disclosed in the above embodiment can be designed to be controlled by the following methods when the aircraft engine is working:

[0046] Two fuel injection rods 5 corresponding to one jet ignition fuel injection nozzle 6 form a group;

[0047] In the full boost state, each group of fuel injection rods 5 are used to supply fuel, and each jet ignition fuel injection nozzle 6 is used to perform jet ignition and combustion;

[0048] In the low-power state, a group of fuel injection rods 5 are used to supply fuel, and corresponding jet ignition fuel injection nozzles 6 are used to perform jet ignition and combustion;

[0049] In the intermediate state between the full boost state and the low boost state, half of the injection rods 5 are used for fuel supply, and the corresponding jet ignition injectors 6 are used for jet ignition and combustion, and the injection rods 5 of the non-fuel supply group and the injection rods 5 of the fuel supply group are distributed alternately.

[0050] The aircraft engine afterburner combustion chamber disclosed in the above embodiment can flexibly select corresponding part or all of the injection rods 5 for oil supply according to different afterburner states when the aircraft engine is working, and use the corresponding jet ignition nozzles 6 for jet ignition and combustion, which can adapt well to different afterburner states and improve fuel utilization efficiency.

[0051] In some optional embodiments, in the above-mentioned aircraft engine afterburner, the cross-section of each support plate 4 is curved to shield the turbine 8, that is, to shield the high-temperature components at the rear end, thereby reducing the possibility of being detected by infrared.

[0052] In some optional embodiments, in the above-mentioned aircraft engine afterburner, the confluence ring 2 has a plurality of cooling air inlets, and each cooling air inlet is connected to the inside of a support plate 4;

[0053] The side wall of each support plate 4 has a plurality of support plate cooling air outlet holes;

[0054] The inner cone 3 is hollow inside, has a plurality of cooling vents on the side wall, and has a plurality of inner cone cooling air outlet holes distributed along the circumferential direction at the front end, and each cooling vent is connected to the inside of a support plate 4 .

[0055] The aircraft engine afterburner combustion chamber disclosed in the above-mentioned embodiment can introduce external by-pass airflow into the support plate 4 through the cooling air inlet on the merging ring 2 when the aircraft engine is working, and part of the external by-pass airflow flows out through the support plate cooling air outlet holes on the side wall of the support plate 4, and part of the external by-pass airflow enters the inner cone 3 through the cooling air vents on the side wall of the inner cone 3, and flows out through the inner cone cooling air outlet holes at the front end of the inner cone 3. In this way, the external by-pass airflow can be efficiently used to cool the support plate 4 and its inner cone 3, thereby avoiding high-temperature ablation of the support plate 4 and the inner cone 3 and reducing the possibility of being detected by infrared.

[0056] In some optional embodiments, the above-mentioned aircraft engine afterburner chamber further includes:

[0057] The anti-vibration and heat-insulating shield 9 is arranged inside the outer casing 1 and located at the rear end of the outer casing 1. It can be connected to the inner wall of the rear end of the outer casing 1 through a bracket, and has the effect of anti-vibration and heat-insulating.

[0058] In some optional embodiments, in the above-mentioned aircraft engine afterburner, the trailing edge of each support plate 4 and its inner thrust body 3 adopts a radar-shaped design to reduce the possibility of being detected by radar.

[0059] Another aspect provides an aircraft engine afterburner control method, comprising:

[0060] Two fuel injection rods 5 corresponding to one jet ignition fuel injection nozzle 6 form a group;

[0061] In the full boost state, each group of fuel injection rods 5 are used to supply fuel, and each jet ignition fuel injection nozzle 6 is used to perform jet ignition and combustion;

[0062] In the low-power state, a group of fuel injection rods 5 are used to supply fuel, and corresponding jet ignition fuel injection nozzles 6 are used to perform jet ignition and combustion;

[0063] In the intermediate state between the full boost state and the low boost state, half of the injection rods 5 are used for fuel supply, and the corresponding jet ignition injectors 6 are used for jet ignition and combustion, and the injection rods 5 of the non-fuel supply group and the injection rods 5 of the fuel supply group are distributed alternately.

[0064] The method for controlling the afterburner of an aircraft engine disclosed in the above-mentioned embodiment and the control of the afterburner of an aircraft engine disclosed in the above-mentioned embodiment are described relatively simply. For specific related matters, please refer to the relevant description of the afterburner of the aircraft engine. The technical effects thereof may also refer to the technical effects of the relevant parts of the afterburner of the aircraft engine, which will not be repeated here.

[0065] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0066] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. An aircraft engine afterburner, characterized in that: include: Outer casing (1); A confluence ring (2) is arranged inside the outer casing (1) and forms an outer culvert with the outer casing (1); The inner cone (3) is arranged inside the confluence ring (2) and forms an inner portion with the confluence ring (2); A plurality of support plates (4) are supported between the confluence ring (2) and the inner cone (3) in the circumferential direction, are hollow inside, and have a plurality of oil injection holes on the side walls; A plurality of fuel injection rods (5) are arranged to penetrate the outer casing (1) and the confluence ring (2); each fuel injection rod (5) extends into a corresponding support plate (4); A plurality of jet ignition fuel injection nozzles (6) are arranged through the outer wall of the main combustion chamber (7) and extend into the rear end of the main combustion chamber (7); The number of the jet ignition fuel injection nozzles (6) is half the number of the fuel injection rods (5), and each jet ignition fuel injection nozzle (6) is located between two adjacent fuel injection rods (5); Two fuel injection rods (5) corresponding to one jet ignition fuel injection nozzle (6) form a group; In the full afterburner state, each group of fuel injection rods (5) are used to supply fuel, and each jet ignition fuel injection nozzle (6) is used to perform jet ignition and combustion; In a low-power state, a group of fuel injection rods (5) are used to supply fuel, and corresponding jet ignition fuel injection nozzles (6) are used to perform jet ignition and combustion; In an intermediate state between the full boost state and the low boost state, half of the fuel injection rods (5) are used for fuel supply, and corresponding jet ignition fuel injection nozzles (6) are used for jet ignition and combustion, and the fuel injection rods (5) of the non-fuel supply group and the fuel injection rods (5) of the fuel supply group are distributed alternately.

2. The aircraft engine afterburner according to claim 1, characterized in that: The cross section of each support plate (4) is curved, shielding the turbine (8).

3. The aircraft engine afterburner according to claim 1, characterized in that: The confluence ring (2) is provided with a plurality of cooling air inlets, each cooling air inlet correspondingly connected to the interior of a support plate (4); The side wall of each support plate (4) has a plurality of support plate cooling air outlet holes; The inner cone (3) is hollow inside, has a plurality of cooling vents on its side wall, and has a plurality of inner cone cooling air outlet holes distributed along the circumferential direction at its front end, each cooling vent correspondingly connected to the inside of a support plate (4).

4. The aircraft engine afterburner according to claim 1, characterized in that: Also includes: The anti-vibration and heat-insulating shield (9) is arranged inside the outer casing (1) and is located at the rear end of the outer casing (1).

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