Flameless Combustion Chamber, Aeroengine and Aircraft

Abstract

The present invention discloses a flameless combustion chamber, an aeroengine and an aircraft. The flameless combustion chamber includes: a housing part, a combustion chamber is arranged inside the housing part, a feed inlet and an exhaust gas outlet are respectively arranged at two ends of the housing part, and a flue gas reflux channel is also arranged inside the housing part; a fuel assembly, the fuel assembly includes a fuel nozzle and a mixing oil pipe, a first flue gas channel is arranged between the inner side of the feed inlet and the outer side of the mixing oil pipe, and a second flue gas channel is arranged between the inner side of the mixing oil pipe and the outer side of the fuel nozzle; a first circulating gas path and a second circulating gas path are provided inside the housing part, the first circulating gas path is a path that is successively communicated with the combustion chamber, the exhaust gas outlet, the flue gas reflux channel, the feed inlet, and the first flue gas channel, and the second circulating gas path is a path that is successively communicated with the combustion chamber, the exhaust gas outlet, the flue gas reflux channel, the feed inlet, and the second flue gas channel. The design of the first circulating gas path and the second circulating gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the combustion chamber of an aeroengine.

Description

Technical Field

[0001] The present invention relates to a flameless combustor, an aeroengine and an aircraft. Background Art

[0002] In the field of aeroengines, in order to improve the efficiency of the engine, the method of increasing the compression ratio is usually adopted. At the same time, it is also necessary to be able to burn under more dilute conditions to reduce fuel consumption and NOx production. Therefore, a new combustion technology is needed to meet the requirements of higher pressure and more dilute fuel combustion, while meeting the increasingly strict emission standards. Thus, many new technologies and new gas turbine combustors have been developed in the field of aeroengines to reduce the peak temperature and availability of the gas to reduce nitrogen oxides and carbon monoxide. For example, common ones include staged combustors, rich-rapid-quench-lean (RQL), lean direct injection (LDI), lean premixed pre-vaporization (LPP), etc. Recently, nitrogen dilution, steam-water injection and humidified exhaust gas recirculation technologies have also been applied to a certain extent in reducing NOx and CO emissions in turbine engines.

[0003] Compared with the traditional combustion model, flameless combustion has many advantages. For example, the low-pressure oscillation in the combustor reduces noise, the combustion efficiency is high, which helps to reduce energy consumption, and most importantly, the pollutant emissions are extremely low. However, there are still many difficulties in designing a flameless combustion form that meets the operating conditions of aeroengines, because existing aeroengine combustors often have difficulty meeting the following two requirements. On the one hand, high-temperature exhaust gas recirculation, as well as high-speed injection of air and fuel to preheat the combustion-supporting air to meet the main requirements of flameless combustion. On the other hand, the conditions for maintaining flameless combustion are achieved by strongly entraining high-temperature exhaust gas, diluting the fuel and air jets. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the defect that the existing flameless combustion is not applicable to the aeroengine combustor, and provide a flameless combustor, an aeroengine and an aircraft.

[0005] The present invention solves the above technical problem through the following technical solutions:

[0006] A flameless combustor is applied to an aeroengine. It is characterized in that the flameless combustor includes: a housing part, a combustion chamber is arranged inside the housing part, a feed port and an exhaust gas discharge port are respectively arranged at two ends of the housing part, and a flue gas reflux channel is also arranged inside the housing part; a fuel assembly, the fuel assembly includes a fuel nozzle and a mixing fuel pipe, the mixing fuel pipe is fixedly installed in the feed port, a first flue gas channel is arranged between the inner side of the feed port and the outer side of the mixing fuel pipe, the fuel nozzle is fixedly installed in the mixing fuel pipe, and a second flue gas channel is arranged between the inner side of the mixing fuel pipe and the outer side of the fuel nozzle; a first circulating gas path and a second circulating gas path are arranged inside the housing part, the first circulating gas path is the combustion chamber, the exhaust gas discharge port, the flue gas reflux channel, the feed port, and the first flue gas channel that are connected in sequence, and the second circulating gas path is the combustion chamber, the exhaust gas discharge port, the flue gas reflux channel, the feed port, and the second flue gas channel that are connected in sequence.

[0007] In this solution, adopting the above structural form, the flue gas reflux channel introduces a part of the high-temperature exhaust gas into the combustion chamber, reducing the local oxygen concentration in the combustor. At the same time, the design of the first circulating gas path and the second circulating gas path helps to solve the problem that the existing flameless combustion is not applicable to the aeroengine combustion chamber, and is conducive to reducing the temperature gradient in the combustion chamber, reducing the thermoacoustic oscillation in the combustion chamber, and reducing NOx emissions.

[0008] Preferably, a perforated plate is fixedly installed at one end of the mixing fuel pipe close to the combustion chamber, and a plurality of through holes are arranged on the perforated plate, and the mixed gas in the mixing fuel pipe is introduced into the combustion chamber through the through holes.

[0009] In this solution, adopting the above structural form, the design of the perforated plate can further mix and decelerate the fuel and the mixed flue gas. By changing the porosity and plate thickness of the perforated plate, it is conducive to changing the jet penetration of the fuel and flue gas mixture.

[0010] Preferably, an outer swirler is arranged in the first flue gas channel, and an inner swirler is arranged in the second flue gas channel.

[0011] Preferably, the swirl number of the outer swirler is smaller, and the swirl number of the inner swirler is larger.

[0012] In this solution, adopting the above structural form, the swirl number of the inner swirler is larger, enabling some of the exhaust gas and fuel in this path to be fully mixed, and enabling the fuel droplets to evaporate and mix quickly. The swirl of the outer swirler is smaller, causing a larger low-speed recirculation zone to form after the high-temperature flue gas enters the combustion chamber, which is conducive to reducing the temperature gradient in the recirculation zone.

[0013] Preferably, the housing part includes an outer housing and an inner housing. The combustion chamber is provided inside the inner housing. The outer housing is sleeved outside the inner housing. A flue gas return channel is provided between the inner side of the outer housing and the outer side of the inner housing. The flue gas return channel introduces the tail-end gas into the feed port on the inner housing.

[0014] Preferably, the feed port includes a first feed port and a second feed port. The first feed port is provided on the inner housing. The second feed port is correspondingly provided on the outer housing. The fuel assembly is installed in the first feed port. The second feed port allows external air to enter the side of the fuel assembly away from the combustion chamber.

[0015] Preferably, the tail gas discharge port includes a first tail gas discharge port and a second tail gas discharge port. The first tail gas discharge port is provided on the inner housing. The second tail gas discharge port is correspondingly provided on the outer housing. The first tail gas discharge port and the second tail gas discharge port are coaxially arranged and communicate with the combustion chamber.

[0016] In this solution, adopting the above structural form, by adjusting the mixing ratio of the first mixed flue gas and fresh air, the temperature and oxygen concentration of the mixture entering near the fuel nozzle are adjusted, so that the fuel is fully atomized and evaporated, and it is ensured that the mixture does not autoignite before the perforated plate. At the same time, by adjusting the fuel flow rate and the temperature of the recirculated flue gas mixture, stable flameless combustion under different working conditions of the turbo gas engine is satisfied, and pollutant emissions are reduced. The high-temperature flue gas is further mixed with the unburned flue gas fuel mixture, and the fuel autoignition temperature is locally reached to form sustainable flameless combustion.

[0017] Preferably, the inner housing further includes a first housing layer and a second housing layer. The combustion chamber is provided inside the second housing layer. The first housing layer is sleeved outside the second housing layer. A cooling air channel is provided between the inner side of the first housing layer and the outer side of the second housing layer, and cooling air is passed through the cooling air channel.

[0018] Preferably, a plurality of cooling holes are provided on the second housing layer. The cooling air in the cooling air channel enters the combustion chamber through the cooling holes.

[0019] In this solution, adopting the above structural form, the mixing of the cooling air and part of the tail flue gas in the combustion chamber can adjust the temperature of the flue gas re-entering the reaction zone of the combustion chamber. At the same time, by introducing the cooling air into the combustion chamber through the cooling holes, it is beneficial to cool the wall surface of the combustion chamber and reduce the temperature of the combustion chamber.

[0020] Preferably, the cooling air flows out from one end of the cooling air passage near the exhaust gas outlet, and a steering device is provided at the outflow end of the cooling air for guiding the cooling air into the flue gas reflux passage.

[0021] In this solution, adopting the above structural form, the design of the steering device causes the cooling air in the cooling air passage to turn, which is beneficial to the realization of the circulating gas path in the present invention. At the same time, the design of the steering device is beneficial to adjusting the mixing ratio of part of the exhaust gas and the cooling air, so that the recycled flue gas meets a lower oxygen concentration and the reflux zone can reach the natural temperature of the fuel, forming flameless combustion.

[0022] An aeroengine, characterized in that the aeroengine adopts the flameless combustor described above.

[0023] The aeroengine in the present invention adopts this flameless combustor, and uses the flue gas reflux passage to introduce part of the high-temperature exhaust gas into the combustion chamber, so that the local oxygen concentration in the combustion chamber is reduced. At the same time, the design of the first circulating gas path and the second circulating gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the aeroengine combustion chamber, and is also beneficial to reducing the temperature gradient in the combustion chamber, reducing the thermoacoustic oscillation in the combustion chamber, and reducing NOx emissions.

[0024] An aircraft, characterized in that the aircraft adopts the aeroengine described above.

[0025] The aircraft in the present invention adopts this aeroengine, and uses the flue gas reflux passage to introduce part of the high-temperature exhaust gas into the combustion chamber, so that the local oxygen concentration in the combustion chamber is reduced. At the same time, the design of the first circulating gas path and the second circulating gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the aeroengine combustion chamber, and is also beneficial to reducing the temperature gradient in the combustion chamber, reducing the thermoacoustic oscillation in the combustion chamber, and reducing NOx emissions.

[0026] On the basis of conforming to the common knowledge in the art, the above preferred conditions can be combined arbitrarily to obtain various preferred embodiments of the present invention.

[0027] The positive and progressive effects of the present invention are as follows:

[0028] The aeroengine used on the aircraft has this flameless combustor. The flameless combustor uses the flue gas reflux passage to introduce part of the high-temperature exhaust gas into the combustion chamber, so that the local oxygen concentration in the combustion chamber is reduced. At the same time, the design of the first circulating gas path and the second circulating gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the aeroengine combustion chamber, and is also beneficial to reducing the temperature gradient in the combustion chamber, reducing the thermoacoustic oscillation in the combustion chamber, and reducing NOx emissions. Description of the Drawings

[0029] Figure 1Schematic structural diagram of the flameless combustion chamber according to an embodiment of the present invention.

[0030] Figure 2 Partial structural schematic diagram of the feed inlet according to an embodiment of the present invention.

[0031] Description of reference numerals:

[0032] Housing part 1

[0033] Combustion chamber 11

[0034] Feed inlet 12

[0035] First feed inlet 121

[0036] Second feed inlet 122

[0037] Tail gas discharge port 13

[0038] First tail gas discharge port 131

[0039] Second tail gas discharge port 132

[0040] Flue gas return channel 14

[0041] Outer housing 15

[0042] Inner housing 16

[0043] First housing layer 161

[0044] Second housing layer 162

[0045] Cooling holes 163

[0046] Steering device 164

[0047] Cooling air channel 165

[0048] Cooling air 166

[0049] Fuel assembly 2

[0050] Fuel nozzle 21

[0051] Mixing oil pipe 22

[0052] First flue gas channel 3

[0053] Second flue gas channel 4

[0054] Perforated plate 5

[0055] Through holes 51

[0056] Tail-end gas 6

[0057] External air 7

[0058] Partial exhaust gas 8

[0059] First mixed flue gas 9

[0060] Recirculation zone 10

[0061] High-temperature flue gas 101

[0062] Second mixed flue gas 102 Specific implementation manner

[0063] The present invention will be more clearly and completely described below by way of examples in conjunction with the accompanying drawings, but the present invention is not limited to the scope of the examples hereby.

[0064] An embodiment of the present invention provides a flameless combustor, as Figure 1-2 shown. The flameless combustor is applied to an aeroengine. The flameless combustor includes: a housing part 1, a combustion chamber 11 is arranged inside the housing part 1, a feed port 12 and an exhaust gas discharge port 13 are respectively arranged at two ends of the housing part 1, and a flue gas recirculation channel 14 is further arranged inside the housing part 1; a fuel assembly 2, the fuel assembly 2 includes a fuel nozzle 21 and a mixing oil pipe 22, the mixing oil pipe 22 is fixedly installed in the feed port 12, a first flue gas channel 3 is arranged between the inner side of the feed port 12 and the outer side of the mixing oil pipe 22, the fuel nozzle 21 is fixedly installed in the mixing oil pipe 22, and a second flue gas channel 4 is arranged between the inner side of the mixing oil pipe 22 and the outer side of the fuel nozzle 21; a first circulation gas path and a second circulation gas path are arranged inside the housing part 1, the first circulation gas path is the combustion chamber 11, the exhaust gas discharge port 13, the flue gas recirculation channel 14, the feed port 12, and the first flue gas channel 3 that are sequentially connected, and the second circulation gas path is the combustion chamber 11, the exhaust gas discharge port 13, the flue gas recirculation channel 14, the feed port 12, and the second flue gas channel 4 that are sequentially connected.

[0065] In this solution, adopting the above structural form, a combustion chamber 11 is provided inside the housing part 1. An inlet 12 is provided on one side of the housing part 1, and an exhaust gas outlet 13 is provided on the other side of the housing part 1. Fuel is sprayed into the combustion chamber 11 through the inlet 12, and after combustion in the combustion chamber 11, the exhaust gas is discharged from the exhaust gas outlet 13. A flue gas reflux channel 14 is also provided inside the housing part 1, which is used to reflux a part of the exhaust gas flue gas 8 in the end gas 6 at the exhaust gas outlet 13 back to the inlet 12. Among them, a fuel assembly 2 is installed in the inlet 12. A first flue gas channel 3 is provided between the outer side of the mixing oil pipe 22 and the inner side of the inlet 12 in the fuel assembly 2. A second flue gas channel 4 is provided between the outer side of the fuel nozzle 21 and the inner side of the mixing oil pipe 22 in the fuel assembly 2. The part of the exhaust gas flue gas 8 refluxed by the flue gas reflux channel 14 to the inlet 12 is split into two paths. One path directly enters the combustion chamber 11 through the first flue gas channel 3 to form a first circulation gas path, and the other path is mixed with external fresh air and enters the mixing oil pipe 22 through the first flue gas channel 3 to participate in the atomization and evaporation of the fuel and then enters the combustion chamber 11 to form a second circulation gas path. In the present invention, the flue gas reflux channel 14 is used to introduce a part of the high-temperature exhaust gas flue gas 8 into the combustion chamber 11, so that the local oxygen concentration in the combustion chamber is reduced. At the same time, the design of the first circulation gas path and the second circulation gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the combustion chamber of an aeroengine, and is also beneficial to reducing the temperature gradient in the combustion chamber 11, reducing the thermoacoustic oscillation of the combustion chamber 11, and reducing NOx emissions.

[0066] As Figure 1-2 shown, a perforated plate 5 is fixedly installed at one end of the mixing oil pipe 22 close to the combustion chamber 11. A plurality of through holes 51 are provided on the perforated plate 5, and the mixed gas in the mixing oil pipe 22 is introduced into the combustion chamber 11 through the through holes 51.

[0067] In this solution, adopting the above structural form, a perforated plate 5 is installed at one end of the mixing oil pipe 22 facing the combustion chamber 11. The fuel sprayed by the fuel nozzle 21 forms a droplet distribution with a certain opening angle, and is fully mixed and evaporated with the mixed flue gas (a mixture of a part of the exhaust gas flue gas 8 and the cooling air 166) passing through the inner swirler and reaches the perforated plate 5. The design of the perforated plate 5 can further mix and decelerate the fuel and the mixed flue gas, and by changing the porosity and plate thickness of the perforated plate 5, it is beneficial to change the jet penetration degree of the fuel and flue gas mixture.

[0068] As Figure 1-2 shown, an outer swirler is provided in the first flue gas channel 3, and an inner swirler is provided in the second flue gas channel 4. Among them, the swirl number of the outer swirler is smaller, and the swirl number of the inner swirler is larger.

[0069] In this solution, adopting the above structural form, part of the tail gas flue gas 8 generated by flameless combustion is refluxed to the feed port 12 through the flue gas reflux channel 14. This part of the tail gas flue gas 8 directly passes through the outer cyclone in the first flue gas channel 3 and enters the combustion chamber 11. And part of the tail gas flue gas 8 in this path is high-temperature flue gas 101, forming a reflux zone 10 in the combustion chamber 11. Another path mixes with the external fresh air to form the second mixed flue gas 102 and enters the mixing oil pipe 22 through the inner cyclone in the first flue gas channel 3 to be mixed with the fuel sprayed by the fuel nozzle 21, and then enters the combustion chamber 11 through the perforated plate 5. Among them, the swirl number of the inner cyclone is relatively large, so that part of the tail gas flue gas 8 in this path is fully mixed with the fuel, enabling the fuel droplets to evaporate and mix rapidly. The swirl of the outer cyclone is relatively small, so that after the high-temperature flue gas 101 enters the combustion chamber 11, a relatively large low-speed reflux zone 10 is formed, which is conducive to reducing the temperature gradient in the reflux zone 10.

[0070] As Figure 1-2 shown, the housing part 1 includes an outer housing 15 and an inner housing 16. A combustion chamber 11 is provided inside the inner housing 16. The outer housing 15 is sleeved outside the inner housing 16. A flue gas reflux channel 14 is provided between the inner side of the outer housing 15 and the outer side of the inner housing 16. The flue gas reflux channel 14 introduces the tail-end gas 6 into the feed port 12 on the inner housing 16. Among them, the feed port 12 includes a first feed port 121 and a second feed port 122. The first feed port 121 is provided on the inner housing 16, and the second feed port 122 is correspondingly provided on the outer housing 15. The fuel assembly 2 is installed in the first feed port 121, and the second feed port 122 passes the external air 7 to the side of the fuel assembly 2 away from the combustion chamber 11. Among them, the tail gas discharge port 13 includes a first tail gas discharge port 131 and a second tail gas discharge port 132. The first tail gas discharge port 131 is provided on the inner housing 16, and the second tail gas discharge port 132 is correspondingly provided on the outer housing 15. The first tail gas discharge port 131 and the second tail gas discharge port 132 are coaxially arranged and communicate with the combustion chamber 11.

[0071] In this solution, adopting the above structural form, a combustion chamber 11 is provided inside the inner housing 16. A first feed port 121 and a first tail gas discharge port 131 are correspondingly provided at both ends of the inner housing 16. Among them, the fuel assembly 2 is installed in the first feed port 121. A second feed port 122 and a second tail gas discharge port 132 are correspondingly provided at both ends of the outer housing 15. The outer housing 15 is coaxially sleeved outside the inner housing 16. At the same time, the gap between the inner side of the outer housing 15 and the outer side of the inner housing 16 is the flue gas reflux channel 14. The flue gas reflux channel 14 sends the first mixed flue gas 9 (a mixture of the cooling air 166 and part of the tail gas flue gas 8) to the side of the fuel assembly 2 away from the combustion chamber 11. The first mixed flue gas 9 is split here. One part mixes with the external fresh air to form the second mixed flue gas 102 and enters the mixing oil pipe 22 through the inner cyclone, and the other part directly enters the combustion chamber 11 through the outer cyclone.

[0072] Such a design adjusts the mixing ratio of the first mixed flue gas 9 and fresh air, regulates the temperature and oxygen concentration of the mixture entering near the fuel nozzle 21, enables the fuel to be fully atomized and evaporated, ensures that the mixture does not auto-ignite before reaching the perforated plate 5, and at the same time adjusts the fuel flow rate and the temperature of the recirculated flue gas mixture to meet the stable flameless combustion under different operating conditions of the turbine gas engine and reduce pollutant emissions. The high-temperature flue gas 101 is further mixed with the unburned flue gas fuel mixture to locally reach the fuel auto-ignition temperature and form sustainable flameless combustion.

[0073] As Figure 1-2 shown, the inner housing 16 further includes a first housing layer 161 and a second housing layer 162. A combustion chamber 11 is provided inside the second housing layer 162. The first housing layer 161 is sleeved outside the second housing layer 162. A cooling air channel 165 is provided between the inner side of the first housing layer 161 and the outer side of the second housing layer 162, and cooling air 166 is passed through the cooling air channel 165.

[0074] Among them, a plurality of cooling holes 163 are provided on the second housing layer 162, and the cooling air 166 in the cooling air channel 165 enters the combustion chamber 11 through the cooling holes 163.

[0075] In this solution, adopting the above structural form, a cooling air channel 165 is provided between the first housing layer 161 and the second housing layer 162 of the inner housing 16, and cooling air 166 is passed through the cooling air channel 165. Part of the cooling air 166 is redirected by the redirecting device 164 to bring part of the tail gas flue gas 8 into the flue gas recirculation channel 14, and the other part of the cooling air 166 enters the combustion chamber 11 through a plurality of cooling holes 163 distributed on the second housing layer 162. The mixing of the cooling air 166 and part of the tail gas in the combustion chamber 11 can adjust the temperature of the flue gas re-entering the reaction zone of the combustion chamber 11. At the same time, by introducing the cooling air 166 into the combustion chamber 11 through the cooling holes 163, it is beneficial to cool the wall surface of the combustion chamber 11 and reduce the temperature of the combustion chamber 11.

[0076] As Figure 1-2 shown, the cooling air 166 flows out from one end of the cooling air channel 165 close to the tail gas discharge port 13, and a redirecting device 164 is provided at the outflow end of the cooling air 166 for guiding the cooling air 166 into the flue gas recirculation channel 14.

[0077] In this solution, adopting the above structural form, a steering device 164 is provided at the end of the second housing layer 162. One end of the steering device 164 is fixedly connected to the second housing layer 162, and the other end extends towards the first housing layer 161, causing the cooling air 166 in the cooling air passage 165 to turn and bringing in a part of the tail gas flue gas 8 to mix with it, and then flowing back to the feed port 12 along the flue gas return passage 14. The design of the steering device 164 causes the cooling air 166 in the cooling air passage 165 to turn, which is beneficial to the realization of the circulation gas path in the present invention. At the same time, the design of the steering device 164 is beneficial to adjusting the mixing ratio of a part of the tail gas flue gas 8 and the cooling air 166, so that the recycled flue gas meets a lower oxygen concentration and the return zone 10 can reach the natural temperature of the fuel, forming flameless combustion.

[0078] An embodiment of the present invention provides an aeroengine, and the aeroengine adopts the above flameless combustor.

[0079] The aeroengine in the present invention adopts this flameless combustor, and uses the flue gas return passage 14 to introduce the high-temperature part of the tail gas flue gas 8 into the combustion chamber 11, reducing the local oxygen concentration in the combustion chamber. At the same time, the design of the first circulation gas path and the second circulation gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the combustion chamber of an aeroengine, and is also beneficial to reducing the temperature gradient in the combustion chamber 11, reducing the thermoacoustic oscillation in the combustion chamber 11, and reducing NOx emissions.

[0080] An embodiment of the present invention provides an aircraft, and the aircraft adopts the above aeroengine.

[0081] In this solution, adopting the above structural form, the aircraft in the present invention adopts this aeroengine, and uses the flue gas return passage 14 to introduce the high-temperature part of the tail gas flue gas 8 into the combustion chamber 11, reducing the local oxygen concentration in the combustion chamber. At the same time, the design of the first circulation gas path and the second circulation gas path is beneficial to solving the problem that the existing flameless combustion is not applicable to the combustion chamber of an aeroengine, and is also beneficial to reducing the temperature gradient in the combustion chamber 11, reducing the thermoacoustic oscillation in the combustion chamber 11, and reducing NOx emissions.

[0082] 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 flameless combustor, which is applied to an aeroengine, is characterized in that The flameless combustor includes: A housing part, within which a combustion chamber is provided. At both ends of the housing part, a feed inlet and an exhaust gas outlet are respectively provided. A flue gas recirculation channel is also provided within the housing part; A fuel assembly, which includes a fuel nozzle and a mixing pipe. The mixing pipe is fixedly installed within the feed inlet. A first flue gas channel is provided between the inner side of the feed inlet and the outer side of the mixing pipe. The fuel nozzle is fixedly installed within the mixing pipe, and a second flue gas channel is provided between the inner side of the mixing pipe and the outer side of the fuel nozzle; Within the housing part, there are a first circulation gas path and a second circulation gas path. The first circulation gas path is the combustion chamber, the exhaust gas outlet, the flue gas recirculation channel, the feed inlet, and the first flue gas channel that are sequentially connected. The second circulation gas path is the combustion chamber, the exhaust gas outlet, the flue gas recirculation channel, the feed inlet, and the second flue gas channel that are sequentially connected.

2. The flameless combustion chamber according to claim 1, wherein A perforated plate is fixedly installed at one end of the mixing pipe close to the combustion chamber. A number of through holes are provided on the perforated plate, and the through holes introduce the mixed gas within the mixing pipe into the combustion chamber.

3. The flameless combustion chamber according to claim 1, characterized in that, An outer swirler is provided within the first flue gas channel, and an inner swirler is provided within the second flue gas channel.

4. The flameless combustion chamber according to claim 3, characterized in that, The swirl number of the outer swirler is relatively small, and the swirl number of the inner swirler is relatively large.

5. The flameless combustor according to claim 1, wherein The housing part includes an outer housing and an inner housing. The combustion chamber is provided within the inner housing. The outer housing is sleeved outside the inner housing. The flue gas recirculation channel is provided between the inner side of the outer housing and the outer side of the inner housing, and the flue gas recirculation channel introduces the tail-end gas into the feed inlet on the inner housing.

6. The flameless combustion chamber according to claim 5, characterized in that, The feed inlet includes a first feed inlet and a second feed inlet. The first feed inlet is provided on the inner housing, and the second feed inlet is correspondingly provided on the outer housing. The fuel assembly is installed within the first feed inlet, and the second feed inlet introduces external air to the side of the fuel assembly away from the combustion chamber.

7. The flameless combustion chamber according to claim 5, wherein, The exhaust gas outlet includes a first exhaust gas outlet and a second exhaust gas outlet. The first exhaust gas outlet is provided on the inner housing, and the second exhaust gas outlet is correspondingly provided on the outer housing. The first exhaust gas outlet and the second exhaust gas outlet are coaxially arranged and are connected to the combustion chamber.

8. The flameless combustion chamber according to claim 5, characterized in that, The inner housing further includes a first housing layer and a second housing layer. The combustion chamber is provided within the second housing layer. The first housing layer is sleeved outside the second housing layer. A cooling air channel is provided between the inner side of the first housing layer and the outer side of the second housing layer, and cooling air passes through the cooling air channel.

9. The flameless combustion chamber according to claim 8, characterized in that, A number of cooling holes are provided on the second housing layer, and the cooling air within the cooling air channel enters the combustion chamber through the cooling holes.

10. The flameless combustion chamber according to claim 8, wherein, The cooling air flows out from one end of the cooling air channel close to the exhaust gas outlet, and a turning device is provided at the outflow end of the cooling air for guiding the cooling air into the flue gas recirculation channel.

11. An aeroengine, characterized in that, The aeroengine includes the flameless combustor according to any one of claims 1-10.

12. An aircraft, characterized in that, The aircraft includes the aeroengine according to claim 11.

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