Aeroengine fuel nozzle, aeroengine and aircraft

Abstract

The present application relates to an aero-engine fuel nozzle, an aero-engine and an aircraft. The aero-engine fuel nozzle comprises a first fuel inlet (9) and an annular component (18); the annular component (18) is provided with an annular flow channel (5) extending along the annular component (18) and communicating with the first fuel inlet (9) and a first fuel injection port (11) communicating with the annular flow channel (5), a first end of the annular flow channel (5) in the axial direction of the annular component (18) communicates with the first fuel inlet, a second end of the annular flow channel (5) in the axial direction of the annular component (18) communicates with the first fuel injection port (11), and the cross-sectional area of the annular flow channel (5) is not more than 12% of the cross-sectional area of the annular component (18). The annular flow channel (5) has a smaller cross-sectional area, which can reduce the heat absorption area of the annular flow channel, at the same time, the fuel flow rate in the annular flow channel is increased, the residence time of the fuel is reduced, thereby being beneficial to improve the phenomenon of coking of the fuel due to high temperature.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation technology, in particular to an aero-engine fuel nozzle, an aero-engine and an aircraft. BACKGROUND

[0002] The fuel nozzle is a core component of the aero-engine combustion chamber, which is used to continuously inject fuel into the combustion chamber in a certain way, so that the fuel is matched with the inlet air of the flame tube head, thereby continuously burning and releasing heat in the flame tube to improve the energy of the airflow doing work.

[0003] With the increase of the engine thrust-to-weight ratio, the combustion chamber inlet temperature is also increasing, and the fuel is heated in the nozzle before it leaves the nozzle, and the oil temperature rises rapidly. Generally, aviation fuel begins to carbonize at 300℃, and a large amount of carbonization begins at 400℃ or above. If not controlled, carbon will gradually deposit on the fuel line wall, and sediment will be produced in the nozzle flow passage, which will cause the nozzle to be blocked after long-term work. Therefore, the fuel nozzle needs to be heat protected. At present, the nozzle usually adopts the method of adding a heat shield on the outside of the nozzle shell to reduce the temperature of the fuel, thereby avoiding the coking of the fuel in the pipe. However, with the continuous increase of the combustion chamber inlet temperature, the thickness of the heat shield of the fuel manifold and the nozzle will have to be gradually increased, and the nozzle shell diameter and the nozzle weight will also be increased.

[0004] With the increasing complexity of the fuel nozzle design, additive manufacturing methods are often used for processing. After additive manufacturing, the residual powder in the hollow part needs to be blown off, and the powder blowing hole needs to be plugged after blowing. SUMMARY

[0005] The present application aims to provide an aero-engine fuel nozzle, an aero-engine and an aircraft to improve the problem of easy coking of the fuel nozzle in the related art.

[0006] According to one aspect of an embodiment of the present application, the present application provides an aero-engine fuel nozzle, which comprises:

[0007] a first fuel inlet;

[0008] an annular component, which is provided with an annular flow passage extending along the annular component and communicating with the first fuel inlet, and a first fuel nozzle communicating with the annular flow passage, a first end of the annular flow passage in the axial direction of the annular component communicates with the first fuel inlet, and a second end of the annular flow passage in the axial direction of the annular component communicates with the first fuel nozzle, and the cross-sectional area of the annular flow passage is not greater than 12% of the cross-sectional area of the annular component (18).

[0009] In some embodiments, the aero-engine fuel nozzle further comprises:

[0010] a first thermal insulation part arranged at a first end of the annular flow passage; and / or

[0011] a second thermal insulation part arranged at a second end of the annular flow passage.

[0012] In some embodiments,

[0013] the first thermal insulation part comprises a first thermal insulation cavity arranged on the annular member, the first thermal insulation cavity being arranged in parallel with and spaced apart from the annular flow passage along an axial direction of the annular member; and / or

[0014] the second thermal insulation part comprises a second thermal insulation cavity arranged on the annular member, the second thermal insulation cavity being arranged in parallel with and spaced apart from the annular flow passage along the axial direction of the annular member.

[0015] In some embodiments,

[0016] the first thermal insulation cavity is a closed annular cavity or an open annular cavity extending along the annular member;

[0017] the second thermal insulation cavity is a closed annular cavity or an open annular cavity extending along the annular member.

[0018] In some embodiments, the annular member is provided with a plurality of first fuel injection ports, the second thermal insulation cavity comprises a first portion and a second portion arranged in parallel with the first portion along a circumferential direction of the annular member, the first portion has a dimension in a radial direction of the annular member greater than that of the second portion, the first portion is flush with the first fuel injection ports along the circumferential direction of the annular member, and the second portion is located between two adjacent first fuel injection ports.

[0019] In some embodiments, the aero-engine fuel nozzle further comprises:

[0020] a first air pressure balance hole communicating the first thermal insulation cavity with the ambient atmosphere;

[0021] a second air pressure balance hole communicating the second thermal insulation cavity with the ambient atmosphere.

[0022] In some embodiments, the aero-engine fuel nozzle further comprises:

[0023] a rod-shaped member connected to the annular member at one end and provided with a first fuel inlet at the other end;

[0024] a first fuel flow passage arranged in the rod-shaped member, the first fuel flow passage being in communication with the first fuel inlet at one end and with the first fuel injection port at the other end;

[0025] a third thermal insulation part arranged at a windward side of the first fuel flow passage and extending along the rod-shaped member.

[0026] In some embodiments, the third thermal insulation part comprises a third thermal insulation cavity arranged on the rod-shaped member.

[0027] In some embodiments, the aero-engine fuel nozzle further comprises:

[0028] a second fuel inlet arranged at the other end of the rod-shaped member;

[0029] a second fuel outlet arranged in the annular member and in communication with the second fuel inlet;

[0030] a second fuel flow channel arranged in the rod-shaped member, one end of the second fuel flow channel being in communication with the second fuel inlet and the other end of the second fuel flow channel being in communication with the second fuel outlet, the second fuel flow channel being arranged between the third thermal insulation part and the first fuel flow channel.

[0031] In some embodiments, the first fuel flow channel and the second fuel flow channel both extend along the rod-shaped member, the distance between the first fuel flow channel and the second fuel flow channel is not greater than 5mm, and the first fuel flow channel and the second fuel flow channel are made of a heat-conducting material.

[0032] In some embodiments, the aero-engine fuel nozzle further comprises a cylindrical member arranged outside the rod-shaped member, the cylindrical member and the rod-shaped member having a gap therebetween.

[0033] In some embodiments, the aero-engine fuel nozzle further comprises a communication flow path in communication with the annular flow channel and the first fuel outlet, the end of the communication flow path away from the annular flow channel being hemispherical.

[0034] In some embodiments, the annular member is provided with a hole for the annular flow channel and the atmosphere on the circumferential surface of the annular member to discharge the powder remaining in the annular flow channel during the additive manufacturing of the annular member.

[0035] According to another aspect of the present application, there is also provided an aero-engine comprising the aero-engine fuel nozzle described above.

[0036] According to another aspect of the present application, there is also provided an aircraft comprising the aero-engine described above.

[0037] By applying the technical solution of the present application, the annular flow channel has a smaller cross-sectional area, which can reduce the heat absorption area of the annular flow channel, and at the same time, the fuel flow rate in the annular flow channel is increased, and the residence time of the fuel is reduced, thereby being beneficial to improving the phenomenon of coking of the fuel due to high temperature.

[0038] Other features of the present application, and the advantages thereof over the prior art will become apparent from the following detailed description of illustrative embodiments thereof, which is to be read in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to make the technical solutions of the embodiments of the present application or the prior art clearer, the accompanying drawings needed in the embodiments or prior art description will be briefly introduced. Obviously, the accompanying drawings in the following description only need to be some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0040] Figure 1 A structural schematic diagram of an aero-engine fuel nozzle of an embodiment of the present application is shown;

[0041] Figure 2 A sectional structural schematic diagram of the aero-engine fuel nozzle of the embodiment of the present application at A-A is shown;

[0042] Figure 3 A sectional structural schematic diagram of the aero-engine fuel nozzle of the embodiment of the present application at B-B is shown; and

[0043] Figure 4 A sectional view of the first heat insulation part of the aero-engine fuel nozzle of the embodiment of the present application is shown;

[0044] Figure 5 A sectional view of the second heat insulation part of the aero-engine fuel nozzle of the embodiment of the present application is shown;

[0045] Figure 6 A three-dimensional structural schematic diagram of the annular part of the aero-engine fuel nozzle of the embodiment of the present application is shown;

[0046] Figure 7 Another three-dimensional structural schematic diagram of the annular part of the aero-engine fuel nozzle of the embodiment of the present application is shown;

[0047] Figure 8 Another three-dimensional structural schematic diagram of the annular part of the aero-engine fuel nozzle of the comparative example of the present application is shown.

[0048] In the drawings:

[0049] 1, cylindrical part; 2, second fuel flow channel; 3, third heat insulation part; 4, first fuel flow channel; 5, annular flow channel; 6, communication flow path; 7, first heat insulation part; 8, second heat insulation part; 9, first fuel inlet; 10, second fuel inlet; 11, first fuel outlet; 12, rod-shaped part; 13, second fuel outlet; 14, first air pressure balance hole; 15, second air pressure balance hole; 16, hole; 17, process hole; 18, annular part. DETAILED DESCRIPTION

[0050] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0051] Combination Figures 1 to 3 As shown, the aircraft engine fuel nozzle of this embodiment includes a first fuel inlet 9 and an annular component 18; the annular component 18 is provided with an annular flow channel 5 extending along the annular component 18 and communicating with the first fuel inlet 9 and a first fuel nozzle 11 communicating with the annular flow channel 5. The first end of the annular flow channel 5 along the axial direction of the annular component 18 is communicating with the first fuel inlet, and the second end of the annular flow channel 5 along the axial direction of the annular component 18 is communicating with the first fuel nozzle 11. The cross-sectional area of ​​the annular flow channel 5 is not greater than 12% of the cross-sectional area of ​​the annular component 18.

[0052] In this embodiment, the annular flow channel 5 has a smaller cross-sectional area, which can reduce the heat absorption area of ​​the annular flow channel and increase the fuel flow rate in the annular flow channel, reducing the residence time of the fuel, thereby helping to improve the phenomenon of fuel coking due to high temperature.

[0053] The aircraft engine fuel nozzle also includes a first heat insulation section 7 and a second heat insulation section 8. The first heat insulation section 7 is located at the first end of the annular flow channel 5. The second heat insulation section 8 is located at the second end of the annular flow channel 5. By providing heat insulation sections at both ends of the annular flow channel, the heat flow rate transferred from hot air to the fuel can be reduced.

[0054] like Figure 2 , 3 As shown in Figure 4, the first heat insulation part 7 includes a first heat insulation cavity disposed on the annular member 18. The first heat insulation cavity and the annular flow channel 5 are arranged side by side and spaced apart along the axial direction of the annular member 18. The first heat insulation cavity is either a closed annular cavity or an open annular cavity extending along the annular member 18.

[0055] like Figure 2 , 3 As shown in Figure 5, the second heat insulation part 8 includes a second heat insulation cavity disposed on the annular member 18. The second heat insulation cavity and the annular flow channel 5 are arranged side by side and spaced apart along the axial direction of the annular member 18. The second heat insulation cavity is an annular cavity extending along the annular member 18 or an unclosed annular cavity.

[0056] The annular component 18 is provided with a plurality of first fuel injection ports 11. The second heat insulation cavity includes a first portion 8a and a second portion 8b arranged side by side along the circumferential direction of the annular component 18. The first portion 8a has a larger dimension in the radial direction of the annular component 18 than the second portion 8b. In the circumferential direction of the annular component 18, the first portion 8a is flush with the first fuel injection ports 11, and the second portion 8b is located between two adjacent first fuel injection ports 11. The second heat insulation cavity has a petal shape, which is conducive to increasing the strength of the shell connection.

[0057] As shown in Figure 6 , the aero-engine fuel nozzle further includes a first air pressure balance hole 14 and a second air pressure balance hole 15. The first air pressure balance hole 14 communicates the first heat insulation cavity with the outside atmosphere; the second air pressure balance hole 15 communicates the second heat insulation cavity with the outside atmosphere.

[0058] The aero-engine fuel nozzle further includes a rod-shaped component 12, a first fuel flow channel 4, and a third heat insulation part 3. One end of the rod-shaped component 12 is connected to the annular component 18, and the other end is provided with a first fuel inlet 9. The first fuel flow channel 4 is arranged in the rod-shaped component 12, one end of the first fuel flow channel 4 communicates with the first fuel inlet 9, and the other end communicates with the first fuel injection port 11; the third heat insulation part 3 is arranged on the windward side of the first fuel flow channel 4 and extends along the rod-shaped component 12.

[0059] As shown in Figure 1 , the flow direction of the air in the aero-engine is consistent with the flow direction of the fuel in the annular flow channel 5, and the windward side of the first fuel flow channel 4 is the side of the first fuel flow channel 4 away from the annular flow channel.

[0060] In some embodiments, the third heat insulation part 3 includes a third heat insulation cavity arranged on the rod-shaped component 12. The third heat insulation cavity communicates with the outside atmosphere to reduce the temperature of the air in the third heat insulation cavity and ensure the heat insulation effect.

[0061] The aero-engine fuel nozzle further includes a second fuel inlet 10, a second fuel injection port 13, and a second fuel flow channel 2. The second fuel inlet 10 is arranged at the other end of the rod-shaped component 12. The second fuel injection port 13 is sleeved in the annular component 18 and communicates with the second fuel inlet 10. The second fuel flow channel 2 is arranged in the rod-shaped component 12, one end of the second fuel flow channel 2 communicates with the second fuel inlet 10, and the other end communicates with the second fuel injection port 13. The second fuel flow channel 2 is arranged between the third heat insulation part 3 and the first fuel flow channel 4.

[0062] The first fuel flow channel 4 and the second fuel flow channel 2 extend along the rod-shaped component 12, the distance between the first fuel flow channel 4 and the second fuel flow channel 2 is not greater than 5 mm, and the first fuel flow channel 4 and the second fuel flow channel 2 are made of heat-conducting material. The first fuel flow channel 4 is close to the second fuel flow channel 2, facilitating heat exchange between the two, and preventing the second fuel flow channel 2 from being significantly heated by the incoming flow due to being on the windward side.

[0063] The aero-engine fuel nozzle further comprises a cylindrical component 1 sleeved outside the rod-shaped component 12, and the cylindrical component 1 and the rod-shaped component 12 have a gap therebetween to form an annular space, and one end of the annular space is open. The cylindrical component 1 can further heat-protect the rod-shaped component 12 and the fuel flow channels inside the rod-shaped component 12, which is beneficial to improve the problem of fuel coking.

[0064] As shown in Figure 3 , the aero-engine fuel nozzle further comprises a communication flow path 6 communicating the annular flow channel 5 and the first fuel injection port 11, and the end of the communication flow path 6 away from the annular flow channel 5 is hemispherical. The end of the communication flow path 6 close to the first fuel injection port is hemispherical, which can reduce the area of the backflow region and avoid local fuel from not flowing and continuously heating to increase the temperature.

[0065] As shown in Figure 7 , the annular component 18 is provided with the annular flow channel 5 and the hole 16 communicating with the atmosphere on the peripheral surface of the annular component 18 to discharge the powder remaining in the annular flow channel 5 during the additive manufacturing of the annular component 18.

[0066] The aero-engine nozzle of the embodiment adopts the additive manufacturing manufacturing process, the blank powder blowing process hole is usually a plurality of holes at the outlet of the main oil path, one hole 16 is opened on the outer side wall of the annular flow channel, which greatly reduces the workload of plugging the hole in the later process and reduces the heat affected zone caused by welding the process hole near the oil hole of the main oil path.

[0067] The present application effectively protects the nozzle from heat and improves the process scheme, improves the development efficiency, and finally makes the fuel in the nozzle not coking under the condition that the temperature at the inlet of the combustion chamber is very high.

[0068] As shown in Figures 1 to 3 , the relative relationship between the second fuel flow channel 2, the third heat insulation part 3, the first fuel flow channel 4, the annular flow channel 5, the annular flow channel 6, the first heat insulation part 7, and the second heat insulation part 8 is shown.

[0069] Fuel in the fuel manifold enters the fuel nozzle 1 through the first fuel inlet 9 and the second fuel inlet 10. Fuel entering from the main fuel line inlet 9 flows through the first fuel flow channel 4 in the rod-shaped component 12 into the annular flow channel 5, filling the entire annular cavity, and then is ejected from the main fuel line nozzle 11 through multiple circumferentially distributed connecting flow channels 6. Fuel entering from the auxiliary fuel line inlet 10 flows through the second fuel flow channel 2 in the fuel rod 12 and is ejected from the auxiliary fuel line nozzle 13 at the end. The first fuel flow channel 4 and the second fuel flow channel 2 are arranged in parallel in the rod-shaped component 12.

[0070] like Figure 2 As shown, an air insulation layer 3 is added to the windward side of the second fuel flow channel 2, which can reduce the heat flow rate of hot air transferred to the fuel in the second fuel flow channel 2 through the nozzle housing, thereby lowering the fuel temperature in the second fuel flow channel 2. At the same time, the axial distance between the second fuel flow channel 2 and the first fuel flow channel 4 in the rod-shaped component 12 is close, not exceeding 5mm, which is beneficial for heat exchange between the fuel in the first fuel flow channel 4 and the second fuel flow channel 2, further reducing the fuel temperature in the second fuel flow channel 2.

[0071] like Figure 2 As shown, a first heat insulation part 7 is added to the windward side of the annular flow channel 5. Simultaneously, to avoid increasing the nozzle's external dimensions, the cross-sectional area of ​​the annular flow channel 5 is reduced. This design makes the structure more compact and reduces the heat absorption area of ​​the annular flow channel 5. It also increases the fuel flow velocity within the annular flow channel 5, reducing the fuel's residence time and thus protecting the fuel within the annular flow channel 5. Figure 4 As shown, the added first heat insulation part 7 is also an annular cavity, just like the annular flow channel 5. This can reduce the heat flow rate of hot air transferred to the fuel in the first fuel flow channel 4 through the nozzle housing, thereby reducing the heating of the fuel in the annular flow channel 5.

[0072] like Figure 3 As shown, the end of the connecting flow path 6 is hemispherical, which reduces the reflux area and prevents localized fuel blockage, continuous heating, and temperature rise. Downstream of the end of the connecting flow path 6 is the second heat insulation section 8, as shown... Figure 5 As shown, the added second heat insulation part 8 is a petal-shaped annular cavity. It is designed to be convex in the circumferential angle where the first fuel nozzle 11 is present, and concave in the circumferential angle where the first fuel nozzle 11 is absent. This design reduces the heat flow rate of hot air transferred to the fuel in the first fuel flow channel 4 through the nozzle housing, and also helps to increase the strength of the housing connection.

[0073] like Figure 6 As shown, a first pressure balance hole 14 and a second pressure balance hole 15 are respectively opened on the wall surface of the first heat insulation part 7 and the second heat insulation part 8 (there are also 2 first pressure balance holes 14, but only 1 is shown in the figure) to avoid forming a closed cavity.

[0074] The fuel nozzle 1 is made by additive manufacturing method. As shown in FIG. 7, the powder blowing process hole is improved in process, and the powder blowing process hole is opened on the outer wall surface of the annular flow channel by using the outer channel 16. Only one process hole is needed, compared with the traditional process scheme, i.e. the main oil way outlet process hole 17, and multiple process holes are designed on the main oil way outlet (as shown in the figure, there are 16 process holes in the figure), which greatly reduces the workload of the later process hole blocking, and reduces the heat affected zone caused by the welding process hole near the main oil way oil hole. Figure 8

[0075] According to another aspect of the present application, an aircraft engine is also provided, which includes the above-mentioned aircraft engine fuel nozzle. In some embodiments, the aircraft engine includes a turbofan engine.

[0076] According to another aspect of the present application, an aircraft is also provided, which includes the above-mentioned aircraft engine.

[0077] The above description is only exemplary embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.​

Claims

1. An aircraft engine fuel nozzle, characterized in that, include: First fuel inlet (9); An annular component (18) is provided with an annular flow channel (5) extending along the annular component (18) and communicating with the first fuel inlet (9), and a first fuel nozzle (11) communicating with the annular flow channel (5). A first end of the annular flow channel (5) along the axial direction of the annular component (18) is communicating with the first fuel inlet, and a second end of the annular flow channel (5) along the axial direction of the annular component (18) is communicating with the first fuel nozzle (11). The cross-sectional area of ​​the annular flow channel (5) is not greater than 12% of the cross-sectional area of ​​the annular component (18). A first heat insulation section (7) is provided at the first end of the annular flow channel (5); and / or The second heat insulation part (8) is provided at the second end of the annular flow channel (5). The first heat insulation part (7) includes a first heat insulation cavity disposed in the annular component (18), the first heat insulation cavity and the annular flow channel (5) being arranged side by side and spaced apart along the axial direction of the annular component (18); and / or The second heat insulation part (8) includes a second heat insulation cavity disposed in the annular component (18), the second heat insulation cavity and the annular flow channel (5) being arranged side by side and spaced apart along the axial direction of the annular component (18).

2. The aircraft engine fuel nozzle according to claim 1, characterized in that, The first heat insulation cavity is a closed annular cavity or an unclosed annular cavity extending along the annular component (18); The second heat insulation cavity is an annular cavity extending along the annular component (18) or an unclosed annular cavity.

3. The aircraft engine fuel nozzle according to claim 1, characterized in that, The annular component (18) is provided with a plurality of first fuel nozzles (11), and the second heat insulation cavity includes a first part (8a) and a second part (8b) arranged side by side with the first part (8a) along the circumference of the annular component (18). The first part (8a) is larger than the second part (8b) in the radial direction of the annular component (18). In the circumference of the annular component (18), the first part (8a) is flush with the first fuel nozzles (11), and the second part (8b) is located between two adjacent first fuel nozzles (11).

4. The aircraft engine fuel nozzle according to claim 1, characterized in that, Also includes: The first air pressure balance hole (14) connects the first heat insulation cavity to the outside atmosphere; The second pressure balance hole (15) connects the second heat insulation cavity to the outside atmosphere.

5. The aircraft engine fuel nozzle according to claim 1, characterized in that, Also includes: The rod-shaped component (12) is connected at one end to the annular component (18) and at the other end is provided with the first fuel inlet (9). The first fuel flow channel (4) is located inside the rod-shaped component (12), with one end connected to the first fuel inlet (9) and the other end connected to the first fuel nozzle (11); The third heat insulation part (3) is provided on the windward side of the first fuel flow channel (4) and extends along the rod-shaped member (12).

6. The aircraft engine fuel nozzle according to claim 5, characterized in that, The third heat insulation part (3) includes a third heat insulation cavity provided on the rod-shaped member (12).

7. The aircraft engine fuel nozzle according to claim 5, characterized in that, Also includes: A second fuel inlet (10) is provided at the other end of the rod-shaped member (12); The second fuel nozzle (13) is fitted inside the annular component (18) and communicates with the second fuel inlet (10); The second fuel flow channel (2) is located inside the rod-shaped component (12), with one end connected to the second fuel inlet (10) and the other end connected to the second fuel nozzle (13). The second fuel flow channel (2) is located between the third heat insulation part (3) and the first fuel flow channel (4).

8. The aircraft engine fuel nozzle according to claim 7, characterized in that, The first fuel flow channel (4) and the second fuel flow channel (2) both extend along the rod-shaped component (12), the distance between the first fuel flow channel (4) and the second fuel flow channel (2) is no more than 5 mm, and the first fuel flow channel (4) and the second fuel flow channel (2) are made of heat-conducting material.

9. The aircraft engine fuel nozzle according to claim 5, characterized in that, It also includes a cylindrical component (1) sleeved outside the rod-shaped component (12), and there is a gap between the cylindrical component (1) and the rod-shaped component (12).

10. The aircraft engine fuel nozzle according to claim 1, characterized in that, It also includes a connecting flow path (6) that connects the annular flow channel (5) and the first fuel nozzle (11), wherein the end of the connecting flow path (6) away from the annular flow channel (5) is hemispherical.

11. The aircraft engine fuel nozzle according to claim 1, characterized in that, The annular component (18) has an annular flow channel (5) and a channel (16) for the outside atmosphere on its circumferential surface to discharge the powder material that remains in the annular flow channel (5) during the additive manufacturing process of the annular component (18).

12. An aircraft engine, characterized in that, Includes the aircraft engine fuel nozzle as described in any one of claims 1 to 11.

13. An aircraft, characterized in that, Including the aircraft engine as described in claim 12.

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