A combustion device and a gas engine

Abstract

This invention provides a combustion device and a gas engine, relating to the field of aerospace technology, to solve problems such as high heat load, difficult cooling, and large temperature gradient at the combustion chamber outlet. The combustion device includes a combustion chamber, a central intake passage, and two bent passages. Each bent passage includes an intake section and a vortex section connected to the intake section. The vortex section is connected to the combustion chamber. The central intake passage passes through the annular area enclosed by the vortex section and is connected to the combustion chamber. The combustion device includes a first oil inlet pipe, a second oil inlet pipe, and a first swirl structure. The first oil inlet pipe passes through the central intake passage and is connected to the combustion chamber. The first swirl structure is located between the outer wall of the first oil inlet pipe and the inner wall of the central intake passage. The second oil inlet pipe is connected to the intake section. The gas engine includes a pressure regulating housing, the aforementioned combustion device, and a spray section. The combustion chamber device and gas engine provided by this invention are used in a combustion chamber.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and more particularly to a combustion device and a gas engine. Background Technology

[0002] With the significant advancements in gas turbine technology, researchers have conducted in-depth studies on combustion systems, including extensive research on vortex combustors (TVC), ultra-compact combustors (UCC), and other advanced combustion technologies. These studies have revealed performance potential in TVCs that significantly surpasses that of conventional gas turbine combustors. A vortex combustor primarily consists of a pre-combustion chamber and a main combustion chamber. The pre-combustion chamber stabilizes the flame, while the main combustion chamber provides power.

[0003] Currently, vortex combustors offer advantages such as simple structural design, low emissions, a low lean extinguishing boundary, and good high-altitude reignition performance. Furthermore, TVCs can also be used as rich-burn / quick-quench / lean-burn (RQL) combustors, providing a rich-burning ignition model for the cavity interior and a quick-mixing lean-burning model for rapid mixing with mainstream air. Applying different models to TVCs can reduce NOx emissions. Even though vortex combustors have many advantages over traditional combustors, the concave cavity structure of the flame tube used to generate vortices in vortex combustors suffers from high heat load and cooling difficulties. Additionally, in terms of combustion performance, they also exhibit a large temperature gradient at the combustor outlet. Summary of the Invention

[0004] The purpose of this invention is to provide a combustion device and a gas engine to solve the problems of high heat load in the combustion chamber, difficulty in cooling, and large temperature gradient at the combustion chamber outlet.

[0005] In a first aspect, the present invention provides a combustion device having a combustion chamber, a central air intake passage, and two bent passages;

[0006] Each bend in the passage includes an intake section and a vortex section connected to the intake section. The vortex section is connected to the combustion chamber. The central intake passage passes through the ring area enclosed by the vortex section and is connected to the combustion chamber.

[0007] The combustion device includes a first oil inlet pipe, a second oil inlet pipe, and a first swirl structure. The first oil inlet pipe passes through the central air intake channel and is connected to the combustion chamber. The first swirl structure is located between the outer wall of the first oil inlet pipe and the inner wall of the central air intake channel. The second oil inlet pipe is connected to the air intake section.

[0008] Compared with the prior art, in the combustion device provided by the present invention, each bend channel of the combustion device includes an air intake section and a vortex section connected to the air intake section. The vortex section is connected to the combustion chamber. The central air intake channel passes through the ring area enclosed by the vortex section and is connected to the combustion chamber. Since the first fuel inlet pipe passes through the central air intake channel and is connected to the combustion chamber, and the first swirl structure is located between the outer wall of the first fuel inlet pipe and the inner wall of the central air intake channel, when the combustion chamber is in a low-operation combustion state, air enters the central air intake channel and mixes with the fuel in the first fuel inlet pipe to meet the combustion chamber requirements under low-operation conditions. The first swirl structure rotates and continuously draws in fresh fuel gas to maintain the continuous occurrence of the combustion reaction. Based on this, since the second fuel inlet pipe is connected to the intake section, when the combustion chamber is in a high-pressure combustion state, air enters simultaneously from the central intake channel and each bend channel. After entering the bend channel, the air mixes with the fuel injected from the second fuel inlet pipe to form fuel gas. Each bend channel includes an intake section and a vortex section connected to the intake section. This causes the fuel gas to flow out of the bend channel and form an aerodynamic vortex in the vortex section. Under the high temperature of the flame edge of the combustion in the central intake channel, the fuel gas in the vortex section is ignited, thereby meeting the combustion chamber requirements under high-pressure conditions.

[0009] Each bend in the channel includes an intake section and a vortex section connected to the intake section. The vortex section is connected to the combustion chamber. When the fuel and air form an aerodynamic vortex in the vortex, it not only changes the flow rate and direction of the fuel and air but also makes the mixing of air and fuel in the vortex section more uniform. This results in more stable combustion of the fuel and air in the vortex section. Therefore, since the vortex in the vortex section can burn stably and is connected to the combustion chamber, stable combustion in the vortex section also makes combustion in the combustion chamber more stable. Furthermore, because the bend in the channel has a vortex section connected to the combustion chamber, when the fuel and air form an aerodynamic vortex in the vortex section, this aerodynamically generated vortex does not require cooling compared to a vortex generated by solid wall constraints. Therefore, this bend in the channel can effectively solve the problems of high heat load and difficult cooling.

[0010] Meanwhile, due to the combustion in the combustion chamber, the bending passage and the central intake passage contain a large amount of heat load. When air enters the combustion chamber through the central intake passage and each bending passage, the air can provide a brief cooling to the central intake passage and each bending passage. The heat load in the central intake passage and each bending passage can preheat the air, allowing the air and fuel to mix quickly, which is beneficial to improving the combustion efficiency of fuel and air.

[0011] In a second aspect, the present invention provides a gas engine comprising: a pressure regulating housing, the combustion equipment described in the first aspect, and a spray section.

[0012] Compared with the prior art, the beneficial effects of the gas engine provided by the present invention are the same as those of the combustion device described in the present invention, and will not be repeated here. Attached Figure Description

[0013] Further details, features, and advantages of the invention are disclosed in the following description of exemplary embodiments in conjunction with the accompanying drawings, in which:

[0014] Figure 1 A structural diagram of a combustion device according to an embodiment of the present invention is shown;

[0015] Figure 2 A schematic diagram of key design variables for the combustion chamber in an embodiment of the present invention is shown;

[0016] Figure 3A The diagram shows the total pressure distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention.

[0017] Figure 3B This diagram illustrates the total pressure distribution across a centrally symmetrical longitudinal section of the combustion chamber during ignition, according to an embodiment of the present invention.

[0018] Figure 3C This invention illustrates the total pressure distribution diagram of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention.

[0019] Figure 4A The static pressure distribution diagram of the centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention is shown;

[0020] Figure 4B The diagram shows the static pressure distribution of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention.

[0021] Figure 4C The static pressure distribution diagram of the centrally symmetrical longitudinal section of the combustion chamber under idling conditions according to an embodiment of the present invention is shown.

[0022] Figure 5A The velocity vector diagram of the centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention is shown;

[0023] Figure 5B This shows a velocity vector diagram of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention;

[0024] Figure 5C This shows a velocity vector diagram of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention.

[0025] Figure 6A The diagram shows the axial velocity distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention.

[0026] Figure 6B The diagram shows the axial velocity distribution of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention.

[0027] Figure 6C The diagram shows the axial velocity distribution of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention.

[0028] Figure 7A The temperature distribution diagram of the centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention is shown;

[0029] Figure 7B The diagram shows the temperature distribution of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention.

[0030] Figure 7C This diagram illustrates the temperature distribution of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention.

[0031] Figure 8A The diagram shows the velocity distribution at the outlet section of the combustion chamber in the initial state according to an embodiment of the present invention.

[0032] Figure 8B A velocity distribution diagram of the combustion chamber outlet section during ignition is shown in an embodiment of the present invention.

[0033] Figure 8C The diagram shows the velocity distribution at the outlet section of the combustion chamber under idling conditions, according to an embodiment of the present invention.

[0034] Figure 9A The diagram shows the temperature distribution at the outlet section of the combustion chamber in the initial state according to an embodiment of the present invention.

[0035] Figure 9B The diagram shows the temperature distribution of the combustion chamber outlet section during ignition in an embodiment of the present invention.

[0036] Figure 9C The diagram shows the temperature distribution of the combustion chamber outlet section under idling conditions according to an embodiment of the present invention.

[0037] Figure 10 This diagram illustrates yet another structural design of the main combustion chamber according to an embodiment of the present invention.

[0038] Figure 11A The diagram shows the distribution of the flow field under small operating conditions according to an embodiment of the present invention;

[0039] Figure 11B The diagram shows the flow field distribution at the design point in an embodiment of the present invention.

[0040] Figure 12AThe distribution diagram of the temperature field under small operating conditions according to an embodiment of the present invention is shown;

[0041] Figure 12B The diagram shows the distribution of the temperature field at the design point operating condition according to an embodiment of the present invention.

[0042] Figure 13 The diagram shows the distribution of the instantaneous outlet temperature cross-section at the design point according to an embodiment of the present invention;

[0043] Figure 14 Another structural diagram of the main combustion chamber scheme according to an embodiment of the present invention is shown;

[0044] Figure 15A The distribution diagram of the temperature field under small operating conditions according to an embodiment of the present invention is shown;

[0045] Figure 15B The distribution diagram of the temperature field under large operating conditions according to an embodiment of the present invention is shown;

[0046] Figure 16 The diagram shows the distribution of the flow field under large operating conditions according to an embodiment of the present invention;

[0047] Figure 17 The diagram shows the flow field temperature field and the radial temperature distribution coefficient (RTDF) at the combustion chamber outlet at the design point under different operating conditions according to an embodiment of the present invention.

[0048] Figure 18 The temperature field distribution diagram of the bluff body structure according to an embodiment of the present invention is shown;

[0049] Figure 19 The flow field distribution diagram of the bluff body structure according to an embodiment of the present invention is shown;

[0050] Figure 20 This diagram illustrates the fuel supply scheme for the main combustion stage in the large bend of the bend channel and the pre-combustion stage in the central intake channel, according to an embodiment of the present invention.

[0051] Figure 21 This diagram illustrates the fuel supply scheme for the main combustion stage in the small bend of the bend channel and the pre-combustion stage in the center intake channel, according to an embodiment of the present invention.

[0052] Figure 22 This diagram illustrates a scheme where the bent channel and the central intake channel have the same oil-to-air ratio according to an embodiment of the present invention.

[0053] Figure 23 A diagram of the oil supply scheme for the small bend inlet of the bending channel according to an embodiment of the present invention is shown;

[0054] Figure 24 This diagram illustrates the flame flow field morphology of the non-isolated vortex section and the combustion chamber directly coupled in an embodiment of the present invention.

[0055] Figure 25This diagram illustrates the high fuel-air ratio morphology of the flame flow field directly coupled with the short isolation section and vortex section of the combustion chamber in an embodiment of the present invention.

[0056] Figure 26 The diagram shows the low oil-gas ratio morphology of the flame flow field directly coupled with the combustion chamber in the non-isolated vortex section of an embodiment of the present invention.

[0057] Figure label:

[0058] 101-Combustion chamber, 102-Central air intake passage, 103-Bent passage, 104-First oil inlet pipe, 105-Second oil inlet pipe, 106-First swirl structure, 107-Outer shell, 108-Bent plate, 109-Inner shell, 110-Third oil inlet pipe. Detailed Implementation

[0059] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0060] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0061] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. "Several" means one or more, unless otherwise explicitly specified.

[0062] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0063] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0064] In aero-engine gas turbine engines, the main combustion chamber, as the "core" of the engine consisting of a compressor, combustion chamber, and turbine, is responsible for converting the chemical energy of fuel into thermal energy under complex turbulent conditions of high-speed gas-liquid two-phase flow, thereby meeting the requirements of the Brayton cycle. The main combustion chamber directly affects the turbine inlet temperature, thrust, fuel consumption rate, and service life; therefore, research on core technologies related to the main combustion chamber is of significant value and importance. Currently, the combustion efficiency of aero-engine main combustion chambers is close to 100%, with combustion chamber temperature rise reaching 1100K–1200K and maximum outlet temperature exceeding 2200K, representing extremely high performance levels. However, with further improvements in aero-engine performance, current main combustion chamber designs still require further refinement and optimization.

[0065] With the significant advancements in gas turbine technology, researchers have conducted in-depth studies on combustion systems, including extensive research on TVC (Transient Vortex Combustion Chamber), UCC (Ultra-Compact Combustion Chamber), and other advanced combustion technologies. These studies have revealed performance potential in TVCs that significantly surpasses that of conventional gas turbine combustors. A TVC primarily consists of two parts: a pre-combustion chamber for flame stabilization and a main combustion chamber for power generation.

[0066] Currently, vortex combustors offer advantages such as simple structural design, low emissions, a low lean extinguishing boundary, and good high-altitude reignition performance. Furthermore, TVCs can also be used as rich-fuel ignition, rapid mixing, and lean-fuel combustion (RQL) combustors, providing a rich-fuel ignition model for the cavity interior and a rapid mixing lean-fuel combustion model for rapid mixing with mainstream air. Applying different models to TVCs can reduce NOx emissions. Even though vortex combustors have many advantages over traditional combustors, the concave cavity structure of the flame tube used to generate vortices in vortex combustors suffers from high heat load and cooling difficulties. Additionally, in terms of combustion performance, they also exhibit problems such as a large temperature gradient at the combustor outlet.

[0067] To address the aforementioned problems, this invention provides a combustion chamber device and a gas engine to solve the problems of high heat load, difficult cooling, and large temperature gradient at the combustion chamber outlet.

[0068] Figure 1 A structural diagram of a combustion device according to an embodiment of the present invention is shown, such as... Figure 1 As shown, the combustion device of this embodiment of the invention has a combustion chamber 101, a central air intake channel 102, and two bent channels 103; each bent channel 103 includes an air intake section and a vortex section connected to the air intake section, the vortex section is connected to the combustion chamber, the central air intake channel 102 passes through the annular area enclosed by the vortex section and is connected to the combustion chamber, the combustion device includes a first oil inlet pipe 104, a second oil inlet pipe 105, and a first swirl structure 106, the first oil inlet pipe 104 passes through the central air intake channel 102 and is connected to the combustion chamber 101, the first swirl structure 106 is disposed between the outer wall of the first oil inlet pipe 104 and the inner wall of the central air intake channel 102, and the second oil inlet pipe 105 is connected to the air intake section.

[0069] In practical applications, the combustion chamber is designed based on the combustion chamber design point parameters in Table 1 and the design variable table and their interrelationships in Table 2, forming a design as shown in Table 2. Figure 2 The diagram shows the key design variables for the combustion chamber.

[0070] Table 1 Combustion Chamber Design Point Parameters

[0071] State point airflow pressure ratio T3 T4 Oil-to-gas ratio ignition 0.1058kg / s 1.3 300K 400K 0.005 Idle 0.2117kg / s 3 450K 1000K 0.015 Design Points 0.3024 kg / s 8 700K 1500K 0.03

[0072] Using the combustion chamber design points in Table 1 as initial design constraints, and with the length-to-diameter ratio not exceeding 1.2 and the total length of the combustion chamber not exceeding 200mm as geometric constraints, the single-head combustion chamber intake scheme design was initiated, generating initial parameters as shown in Table 2:

[0073] Table 2 Design Variables and Their Relationships

[0074]

[0075]

[0076] Based on the above initial parameters, the combustion chamber flow distribution law and total pressure loss are studied, and a preliminary iterative generation of the main combustion chamber scheme is performed, forming a scheme as follows: Figure 1 The diagram shows a structural representation of a combustion device.

[0077] like Figure 1As shown, the combustion device has a combustion chamber 101, a central air intake channel 102, and two bent channels 103. Air enters the combustion chamber 101 through the central air intake channel 102 and the two bent channels 103 respectively. Since the first fuel inlet pipe 104 passes through the central air intake channel 102 and is connected to the combustion chamber 101, and the first swirl structure 106 is located between the outer wall of the first fuel inlet pipe 104 and the inner wall of the central air intake channel 102, when the combustion chamber is in a low-temperature combustion state, the air enters the central air intake channel and mixes with the fuel in the first fuel inlet pipe to meet the combustion chamber requirements under low-temperature conditions. The first swirl structure rotates and continuously draws in fresh fuel and gas to maintain the continuous combustion reaction. Based on this, since the second fuel inlet pipe 105 is connected to the intake section, when the combustion chamber 101 is in a high-pressure combustion state, air enters simultaneously from the central intake channel 102 and each bend channel 103. After entering the bend channel 103, the air mixes with the fuel injected from the second fuel inlet pipe 105 to form fuel gas. Each bend channel 103 includes an intake section and a vortex section connected to the intake section. This causes the fuel gas to flow out of the bend channel and form an aerodynamic vortex in the vortex section. Under the high temperature of the flame edge of the combustion in the central intake channel, the fuel gas in the vortex section is ignited, thereby meeting the combustion chamber requirements under high-pressure conditions.

[0078] Each bend in the channel includes an intake section and a vortex section connected to the intake section. The vortex section is connected to the combustion chamber. When the fuel and air form an aerodynamic vortex in the vortex, it not only changes the flow rate and direction of the fuel and air but also makes the mixing of air and fuel in the vortex section more uniform. This results in more stable combustion of the fuel and air in the vortex section. Therefore, since the vortex in the vortex section can burn stably and is connected to the combustion chamber, stable combustion in the vortex section also makes combustion in the combustion chamber more stable. Furthermore, because the bend in the channel has a vortex section connected to the combustion chamber, when the fuel and air form an aerodynamic vortex in the vortex section, this aerodynamically generated vortex does not require cooling compared to a vortex generated by solid wall constraints. Therefore, this bend in the channel can effectively solve the problems of high heat load and difficult cooling.

[0079] Meanwhile, due to the combustion in the combustion chamber, the bending passage and the central intake passage contain a large amount of heat load. When air enters the combustion chamber through the central intake passage and each bending passage, the air can provide a brief cooling to the central intake passage and each bending passage. The heat load in the central intake passage and each bending passage can preheat the air, allowing the air and fuel to mix quickly, which is beneficial to improving the combustion efficiency of fuel and air.

[0080] In one alternative approach, such as Figure 2As shown, the height of the intake section decreases sequentially along the direction of the central intake channel. When air enters the bend channel, the height of the intake section decreases sequentially along the direction of the central intake channel. Here, the height of the central intake channel can be understood as the radial dimension of the intake section decreasing sequentially. As the radial dimension of the air flowing into the bend channel changes, the air velocity flowing through this radial section increases. When the air velocity increases, it can shear the fuel molecules injected from the second fuel inlet pipe, making the air and the fuel molecules injected from the second fuel inlet pipe mix more evenly.

[0081] In one alternative approach, the vortex section is located within the ring formed by the intake section and the central intake passage. Due to the bent structure of the bend passage, the mixed oil and gas undergo sudden expansion, deceleration, and flow reversal at the outlet, causing the air flowing out of the bend passage to form a vortex in the vortex section. After the oil and gas stabilize their flow velocity in the vortex section, they enter the combustion chamber, ultimately playing a role in stabilizing combustion in the combustion chamber.

[0082] In one alternative embodiment, the combustion device further includes an outer shell, an inner shell, and a bending plate, with a portion of the inner shell extending into the outer shell, the bending plate extending from the interior of the outer shell to the interior of the inner shell, the inner shell forming a combustion chamber, and the outer shell, the bending plate, and the portion of the inner shell extending into the interior of the outer shell forming a bending channel with a bending direction.

[0083] In practical applications, a portion of the inner shell extends into the outer shell, and the bending plate extends from the inside of the outer shell to the inside of the inner shell. This bending plate can be a U-shaped structure or other structural forms; no specific limitation is made here. When air enters the bending channel, the direction of airflow and velocity changes because the bending plate extends from the inside of the outer shell to the inside of the inner shell in the same direction. These different airflow velocities and directions lead to changes in the combustion steady state within the combustion chamber.

[0084] In one alternative embodiment, the fuel injector of the second fuel inlet pipe is formed on the outer casing, and there is a gap between the end of the outer casing and the inner wall of the outer casing. When air enters the bend channel, the fuel injector of the second fuel inlet pipe formed on the outer casing sprays fuel, and the gap between the end of the outer casing and the inner wall of the outer casing allows the fuel to mix with the air in the gap. The resulting fuel vapor then flows out from the bend channel and enters the combustion chamber for combustion.

[0085] In another alternative, the fuel injector of the second fuel inlet is formed at the end of the bending plate located on the outer casing. There is a gap between the end of the outer casing and the inner wall of the outer casing. When air enters the bending channel, the fuel injector of the second fuel inlet formed at the end of the bending plate located on the outer casing sprays fuel. The gap between the end of the outer casing and the inner wall of the outer casing allows the fuel to mix with the air in the gap. The resulting fuel vapor then flows out from the bending channel and enters the combustion chamber for combustion.

[0086] In one alternative embodiment, the intake section includes a first intake section and a second intake section, which are connected by a gap. The bending plate and the inner wall of the outer shell form the first intake section. The portion of the inner shell extending into the inner part of the outer shell and the bending plate form the second intake section and the vortex section. Both the second intake section and the vortex section are connected to the combustion chamber.

[0087] In specific implementation, such as Figure 1 The bending plate 108 extends from the interior of the outer shell 107 to the interior of the inner shell 109. The bending plate 108 and the inner wall of the outer shell 107 form a first air intake section. As the bending plate 108 extends into the interior of the outer shell 107, the radial dimension of the first air intake section formed between the bending plate 108 and the inner wall of the outer shell 107 gradually decreases, causing the air velocity entering the first air intake section to gradually increase. The rapidly flowing air can quickly mix with fuel at the gap, making the fuel-air mixture more uniform. The mixed fuel-air mixture then passes through the inner shell. The portion of body 109 extending into the interior of the outer shell forms a second intake section outlet bending channel with the bending plate 108. Due to the bending structure of the bending plate 108, the flow velocity of the oil and gas flowing out of the second intake section is accelerated at the outlet of the second intake section. The bending plate 108 guides the oil and gas at the outlet, which changes the flow velocity and direction of the oil and gas flowing out of the second intake section. Finally, a vortex is formed at the outlet of the second intake section. The oil and gas can stabilize the flow velocity and direction in the vortex section and finally flow into the combustion chamber at a stable flow velocity, making the combustion in the combustion chamber more stable.

[0088] In addition, when air flows through the first intake section and the second intake section respectively, the rapidly flowing air can carry away some of the heat from the first intake section, thus cooling it. At the same time, some of the heat in the first intake section can preheat the air, allowing it to mix quickly with the fuel injected from the second fuel line. The resulting fuel-air mixture flows into the second intake section, where the heat can preheat the fuel-air molecules, ensuring that the fuel-air mixture entering the combustion chamber meets the combustion conditions. This avoids the problem of heat loss during preheating of the fuel-air mixture in the combustion chamber, resulting in higher combustion efficiency in the combustion chamber.

[0089] Figure 3A The diagram shows the total pressure distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 3B This diagram illustrates the total pressure distribution across a centrally symmetrical longitudinal section of the combustion chamber during ignition, according to an embodiment of the present invention. Figure 3C This diagram illustrates the total pressure distribution across a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 3A-3C It can be seen that as the combustion conditions in the combustion chamber change, the total pressure of the centrally symmetrical longitudinal section in the combustion chamber gradually increases, and the total pressure distribution of the centrally symmetrical longitudinal section in the combustion chamber is uneven.

[0090] Figure 4A The diagram shows the static pressure distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 4B The diagram shows the static pressure distribution of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention. Figure 4C This diagram illustrates the static pressure distribution of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 4A to 4C It can be seen that as the combustion conditions in the combustion chamber change, the static pressure of the central symmetrical longitudinal section in the combustion chamber gradually increases, and the static pressure in the combustion chamber is unevenly distributed under different operating conditions. Under idling conditions, the pressure in the central intake passage of the combustion chamber is greater than the pressure in other parts of the combustion chamber.

[0091] Figure 5A The velocity vector diagram of the centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention is shown. Figure 5B This shows a velocity vector diagram of the centrally symmetrical longitudinal section of the combustion chamber during the ignition state according to an embodiment of the present invention. Figure 5C This diagram shows a velocity vector diagram of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 5A-5C It can be seen that as the combustion conditions in the combustion chamber change, the velocity of the central symmetrical longitudinal section of the combustion chamber gradually increases. The velocity of the central symmetrical longitudinal section of the combustion chamber changes with different operating conditions. Under idling conditions, the velocity of the central symmetrical longitudinal section of the combustion chamber is greater at the central intake passage and at the combustion chamber outlet than at other parts of the combustion chamber.

[0092] Figure 6A The diagram shows the axial velocity distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 6B This diagram illustrates the axial velocity distribution of a centrally symmetrical longitudinal section of the combustion chamber during ignition, according to an embodiment of the present invention. Figure 6C This diagram illustrates the axial velocity distribution of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 6A to 6C It can be seen that as the combustion conditions in the combustion chamber change, the axial velocity of the centrally symmetrical longitudinal section of the combustion chamber gradually increases, and the axial velocity flow rate of the centrally symmetrical longitudinal section of the combustion chamber is unstable.

[0093] Figure 7A The diagram shows the temperature distribution of a centrally symmetrical longitudinal section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 7B The diagram shows the temperature distribution of a centrally symmetrical longitudinal section of the combustion chamber during ignition, according to an embodiment of the present invention. Figure 7C This diagram illustrates the temperature distribution of a centrally symmetrical longitudinal section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 7A to 7C It can be seen that as the combustion conditions in the combustion chamber change, the temperature of the central symmetrical longitudinal section of the combustion chamber gradually increases, and the temperature distribution of the central symmetrical longitudinal section of the combustion chamber is uneven.

[0094] Figure 8A The diagram shows the velocity distribution at the outlet section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 8B The diagram shows the velocity distribution at the outlet section of the combustion chamber during ignition, according to an embodiment of the present invention. Figure 8C This diagram illustrates the velocity distribution at the outlet section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 8A to 8C As can be seen, as the combustion conditions in the combustion chamber change, the velocity of the combustion chamber outlet section gradually increases. Regardless of the state of the outlet section, the velocity of the outlet section will show the phenomenon of low velocity in the middle and high velocity at the outside, as shown in the figure. The velocity of the combustion chamber outlet section is unstable.

[0095] Figure 9A The diagram shows the temperature distribution at the outlet section of the combustion chamber in the initial state according to an embodiment of the present invention. Figure 9B The diagram shows the temperature distribution at the outlet section of the combustion chamber during ignition, according to an embodiment of the present invention. Figure 9C This diagram illustrates the temperature distribution at the outlet section of the combustion chamber under idling conditions, according to an embodiment of the present invention. Figures 9A to 9C It can be seen that as the combustion conditions in the combustion chamber change, the temperature distribution at the outlet section of the combustion chamber becomes uneven during ignition.

[0096] Depend on Figures 3A to 9C It is evident that, with the changes in the combustion state within the combustion chamber, the location of the second fuel inlet pipe within the combustion chamber is unreasonable. The fuel in the second fuel inlet pipe fails to fully utilize the advantages of the bend channel for atomization and mixing. Simultaneously, the design of the first fuel inlet pipe is flawed, increasing the complexity of the fuel transport structure and design, and making the intake matching of the swirl structure difficult. Based on these issues, another structural diagram of the main combustion chamber is generated based on one version of the main combustion chamber design, resulting in the following... Figure 10 The diagram shown is another structural diagram of the main combustion chamber scheme.

[0097] To address the issue of the unreasonable location of the second fuel inlet pipe within the combustion chamber, the fuel injector of the second fuel inlet pipe is formed at the end of the bent plate located on the outer casing. This utilizes the high-speed, high-centimeter force exerted by the small curvature of the air entering the bent channel to stretch and shear the fuel, thus enhancing fuel-air atomization and mixing. Simultaneously, multiple turbulence structures are added to the second intake section. When fuel and air flow into the second intake section, the shearing and stretching action of the turbulence structures further enhances fuel-air mixing. In addition to enhanced mixing, the high-speed flow of fuel and air also carries away some heat from the second intake section, providing cooling. To address the problem of the unreasonable design of the first fuel inlet pipe, which increases the complexity of the fuel transport structure and design, and makes matching the swirl structure difficult, the head swirl structure is replaced with a centrally staged two-stage axial swirl structure. This increases the stability of fuel-air injection when the fuel is injected through the first fuel inlet pipe.

[0098] In one alternative embodiment, the combustion device further includes a third fuel inlet line, which passes through the central air intake passage and connects to the combustion chamber. In order to reduce the complexity of the fuel transport structure and design, a third fuel inlet line is provided at the location of the central air intake passage. Fuel can enter the combustion chamber through the third fuel inlet line. It should be understood that the third fuel inlet line can be set along the axial direction of the central air intake passage or along the radial direction of the central air intake passage.

[0099] In one alternative embodiment, the central intake passage includes multiple intake passages nested together, with a second swirling structure between two adjacent intake passages. The second swirling structure includes swirling teeth arranged around the two adjacent intake passages and a swirler connected to a third oil inlet line.

[0100] In practical applications, the central intake passage comprises multiple intake channels nested together. When air enters the combustion chamber along these channels, a second swirling structure exists between adjacent intake channels. This second swirling structure generates a strong swirling flow of air entering the combustion chamber. The rotating swirling teeth arranged between adjacent intake channels further generate this strong swirling flow, which alters the air's velocity and direction. Simultaneously, after the air is thoroughly mixed with the fuel injected from the first fuel inlet line, the efficiency of combustion in the combustion chamber is significantly improved. The third fuel inlet line can supply fresh fuel gas to the combustion chamber. Under the action of the cyclone separator, the fuel injected from the third fuel inlet line mixes with the air. When the cyclone teeth rotate and generate a strong swirling flow, they will entrain the surrounding air to form a recirculation zone. The entrainment effect of the recirculation zone is used to continuously draw in the fresh fuel gas supplied by the third fuel inlet line to maintain the combustion reaction and make the combustion in the combustion chamber more stable. It should be understood that the above combustion method is suitable for high-performance combustion. Only when the first fuel inlet line and the third fuel inlet line supply fuel gas to the combustion chamber at the same time can the combustion chamber's requirements be met.

[0101] In another alternative, the central intake passage includes multiple intake passages nested together, with a second swirling structure between adjacent intake passages. The second swirling structure includes swirling teeth arranged around the adjacent intake passages, or the second swirling structure includes a swirler connected to a third fuel inlet line. Here, it should be understood that the second swirling structure can be swirling teeth between adjacent intake passages or a swirler connected to the third fuel inlet line. This second swirling structure is suitable for low-pressure combustion. When fuel is injected from the first fuel inlet line or the third fuel inlet line, the second swirling structure will ensure uniform mixing of fuel and air. This combustion method is suitable for low-pressure combustion, and either method is sufficient to supply fuel and air to the combustion chamber.

[0102] For the improved Figure 10 The diagram shown is another structural diagram of the main combustion chamber scheme. The main combustion chamber scheme is studied under idling speed and design point conditions.

[0103] Figure 11A The diagram shows the flow field distribution under small operating conditions according to an embodiment of the present invention. Figure 11B The diagram shows the flow field distribution at the design point operating condition according to an embodiment of the present invention. Figures 11A to 11B It can be seen that, as the operating conditions change, the flow velocity of the oil and gas flowing out from the vortex section of the bend channel is greater than that of the oil and gas flowing out from the central intake channel, and the flow velocity of the oil and gas in the combustion chamber is stable.

[0104] Figure 12A The diagram shows the temperature field distribution under small operating conditions according to an embodiment of the present invention. Figure 12B The diagram shows the temperature field distribution at the design point operating condition according to an embodiment of the present invention. Figures 12A to 12B It can be seen that as the operating conditions change, the temperature inside the bending channel is higher than the temperature inside the combustion chamber, and the temperature at the vortex section is higher than the temperature inside the bending channel, resulting in uneven temperature distribution inside the combustion chamber.

[0105] Figure 13 This diagram illustrates the distribution of the instantaneous outlet temperature cross-section at the design point according to an embodiment of the present invention. Figure 13 It can be seen that with the change of different operating conditions, the temperature in the combustion chamber is low at both ends and high in the middle. Moreover, the temperature distribution at the design point is uneven and cannot meet the requirements of the instantaneous outlet temperature at the design point.

[0106] Depend on Figures 11A to 13 It is known that, with changes in the combustion conditions of the combustion chamber, the central staged air intake strategy has no significant impact on the combustion chamber performance in this design, and it also increases the difficulty of design matching, causing the uniformity of the instantaneous outlet temperature cross-section at the design point to fail to meet the requirements of the instantaneous outlet temperature at the design point. Based on the above problems, the combustion chamber is improved to form the following... Figure 14Another structural diagram of the main combustion chamber scheme according to an embodiment of the present invention.

[0107] against Figure 10 Another problem in the main combustion chamber scheme of this invention is that the multi-stage central intake channel is changed to a single-stage central intake channel. After the improvement, the radial dimension of the central intake channel is reduced, which can indirectly control the intake volume of the central intake channel to within 10% of the total flow rate entering the combustion chamber. Ultimately, this ensures that the uniformity of the instantaneous outlet temperature cross-section at the design point meets the requirements of the instantaneous outlet temperature at the design point.

[0108] Figure 15A The diagram shows the temperature field distribution under small operating conditions according to an embodiment of the present invention. Figure 15B The diagram shows the distribution of the temperature field under large operating conditions according to an embodiment of the present invention. Figures 15A to 15B It can be seen that as the operating conditions change, the temperature inside the combustion chamber increases accordingly. At the same time, under low operating conditions, the temperature in the part of the combustion chamber near the bend channel is higher, and the temperature in the vortex section is higher than that in other parts. As the combustion conditions change to high operating conditions, the temperature distribution in the two bend channels is uniform, and the temperature in the part of the combustion chamber near the central intake channel is higher than that in other parts of the combustion chamber, while the temperature distribution in other parts of the combustion chamber is uniform.

[0109] Figure 16 The diagram shows the distribution of the flow field under large operating conditions according to an embodiment of the present invention, such as... Figure 16 As shown, when air enters the combustion chamber through the central intake passage and two bend passages, the air flowing in along the bend passages mixes with fuel at the gaps, and then flows into the combustion chamber through the turbulence structure. The fuel-air flow velocity exiting the combustion chamber is faster than the flow velocity entering the first intake section. The fuel-air flow exiting the second intake section forms a vortex in the vortex section, as shown... Figure 16 As shown in the figure, the inner layer of oil and gas at the vortex entrains the outer layer of oil and gas into the combustion chamber, causing the oil and gas to change its flow velocity and direction at the vortex. As can be seen from the figure, the oil and gas that finally flow out from the vortex flows into the combustion chamber at a stable flow velocity.

[0110] Figure 17 The diagram illustrates the flow field temperature field and the radial temperature distribution coefficient (RTDF) at the combustion chamber outlet under different operating conditions according to embodiments of the present invention. It should be understood that the RTDF is the ratio of the difference between the highest average radial total temperature and the average outlet total temperature, calculated by taking the arithmetic mean of the total temperatures at all points on the same radius of the combustion chamber outlet cross-section, to the combustion chamber temperature rise. This value needs to be determined when the heat load inside the combustion chamber is at its maximum and the average outlet temperature is at its highest. Figure 17 It can be seen that as the heat load in the combustion chamber increases, the radial temperature distribution coefficient at the combustion chamber outlet gradually increases. With the increase of the radial temperature distribution coefficient at the combustion chamber outlet, the uniform heating in the combustion chamber is effectively guaranteed.

[0111] To prevent air entering the central intake passage from affecting the combustion chamber, a blunt body is installed at the location of the central intake passage. It should be understood that this blunt body can be a breathable baffle with a through hole for the first fuel inlet pipe. Alternatively, the blunt body can be a curved guide plate. When air flows rapidly into the central intake passage, it can block the airflow that enters the central intake passage quickly. The curved guide plate can guide the airflow, allowing it to mix evenly with the fuel injected from the first fuel inlet pipe. The evenly mixed fuel and air can flow stably into the combustion chamber without interfering with the combustion state.

[0112] Figure 18 The temperature field distribution diagram of the bluff body structure according to an embodiment of the present invention is shown. Figure 19 The flow field distribution diagram of the bluff body structure according to an embodiment of the present invention is shown, from 18 to Figure 19 It is known that when a blunt body is installed at the inlet of the central intake channel, the blunt body can guide the air flowing rapidly into the central intake channel, allowing the air to pass through the blunt body stably without interfering with the combustion state in the combustion chamber. Therefore, the following phenomenon occurs: Figure 18 The temperature distribution in it is uniform, such as Figure 19 The flow rate is more stable.

[0113] Based on the above description of the combustion chamber, the design parameters for the single-head test specimen of the combustion chamber were finally determined, as shown in Table 3:

[0114] Table 3 Combustion Chamber Design Variables and Interrelationships

[0115]

[0116]

[0117] After determining the combustion design parameters of the combustion chamber, the fuel injection positions of the first fuel inlet line, the second fuel inlet line, and the third fuel inlet line are also determined. Figure 20 This diagram illustrates the fuel supply scheme for the main combustion stage in the large bend of the bend channel and the pre-combustion stage in the central intake channel, according to an embodiment of the present invention. Figure 21 This diagram illustrates the fuel supply scheme for the main combustion stage in the bend channel and the pre-combustion stage in the center intake channel, according to an embodiment of the present invention. Figure 22 This diagram illustrates a scheme where the bent channel and the central intake channel have the same oil-air ratio, according to an embodiment of the present invention. Figure 23 This diagram illustrates an oil supply scheme for a small bend inlet in a bent channel according to an embodiment of the present invention. Figures 20-23It can be seen that the central intake passage in the combustion chamber can either work independently to organize combustion, or it can form a coupled flame through the mutual diffusion and mixing of the oil and gas mixture, and combine with the oil and gas ejected from the bend passage to organize combustion.

[0118] The fuel injection point, the fuel-air ratio in the bend channel, and the fuel-air ratio in the central intake channel are key factors affecting the flame tube exit temperature and combustion efficiency. Specifically, injection points closer to the first intake section of the bend channel achieve better combustion efficiency, while injection points closer to the second intake section achieve better stable combustion performance. Furthermore, the fuel-air ratio in the bend channel and the central intake channel can be adjusted to obtain combustion chamber exit temperature distributions that meet different operational requirements.

[0119] To ensure a more stable flow of oil and gas into the combustion chamber within the vortex section, an isolation section is installed in the vortex section. It should be understood that this isolation section can be a high-temperature resistant heat insulation plate. Figure 24 This diagram illustrates the flame flow field morphology of the non-isolated vortex section and the combustion chamber directly coupled in an embodiment of the present invention. Figure 25 This diagram illustrates the high fuel-air ratio morphology of the flame flow field directly coupled with the short isolation section, the vortex section, and the combustion chamber in an embodiment of the present invention. Figure 26 This diagram illustrates the low fuel-air ratio morphology of the flame flow field directly coupled with the combustion chamber in a non-isolated vortex section according to an embodiment of the present invention. Figures 24-26 It can be seen that by adjusting the length of the isolation section, the vortex section and the central intake section can be adjusted, and the combustion requirements of the combustion chamber under different operating conditions can be met by adjusting the length of the isolation section of the vortex section.

[0120] The present invention provides a gas engine comprising: a pressure regulating housing, the combustion equipment described in the first aspect above, and a spray section.

[0121] Compared with the prior art, the beneficial effects of the gas engine provided by the present invention are the same as those of the combustion device described in the present invention, and will not be repeated here.

Claims

1. A combustion device, characterized in that, The combustion device has a combustion chamber, a central air intake channel, and two bent channels; Each of the aforementioned bends includes an intake section and a vortex section communicating with the intake section, the vortex section communicating with the combustion chamber, and the central intake channel communicating with the combustion chamber through the annular area enclosed by the vortex section. The combustion device includes a first oil inlet pipe, a second oil inlet pipe, and a first swirl structure. The first oil inlet pipe passes through the central air intake channel and communicates with the combustion chamber. The first swirl structure is disposed between the outer wall of the first oil inlet pipe and the inner wall of the central air intake channel. The second oil inlet pipe is communicated with the air intake section. The combustion device further includes an outer shell, an inner shell, and a bending plate. A portion of the inner shell extends into the outer shell, and the bending plate extends from the inside of the outer shell to the inside of the inner shell. The inner shell forms a combustion chamber, and the outer shell, the bending plate, and the portion of the inner shell extending into the outer shell form a bending channel with a bending direction.

2. The combustion device according to claim 1, characterized in that, The height of the intake section decreases sequentially along the direction of the central intake channel.

3. The combustion device according to claim 1, characterized in that, The vortex section is located within the ring area enclosed by the intake section and the central intake channel.

4. The combustion device according to claim 1, characterized in that, The fuel injector of the second fuel inlet pipe is formed on the housing; or, The oil inlet of the second oil inlet pipe is formed at the end of the bending plate located in the outer casing; There is a gap between the end of the outer shell and the inner wall of the outer shell.

5. The combustion device according to claim 4, characterized in that, The air intake section includes a first air intake section and a second air intake section, and the first air intake section and the second air intake section are connected through the gap.

6. The combustion device according to claim 5, characterized in that, The bending plate and the inner wall of the outer shell form the first air intake section, and the part of the inner shell that extends into the inner part of the outer shell forms the second air intake section and the vortex section with the bending plate. Both the second air intake section and the vortex section are connected to the combustion chamber.

7. The combustion device according to claim 1, characterized in that, The combustion device further includes a plurality of turbulence structures located in the second air intake section, each of the turbulence structures being distributed along the air intake direction of the second air intake section; and / or, The combustion device also includes a third oil inlet pipe, which passes through the central air intake channel and communicates with the combustion chamber.

8. The combustion device according to any one of claims 1 to 7, characterized in that, The central air intake channel includes multiple air intake channels nested together, and a second swirl structure is provided between two adjacent air intake channels; The second swirl structure includes swirl teeth arranged in a ring between two adjacent air intake channels; and / or The second swirling structure includes a swirler connected to the third oil inlet line.

9. A gas-fired engine, characterized in that, include: The pressure stabilizing chamber, the combustion equipment as described in any one of claims 1 to 8, and the spray section.

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