A turbofan engine afterburner and its outer bypass fuel injection rod assembly

Abstract

The application relates to an aero-engine afterburner, which comprises an outer wall, a merging ring arranged in the outer wall and forming an outer channel with the outer wall, an inner cone arranged in the merging ring and forming an inner channel with the merging ring, and an aero-engine afterburner outer channel oil injection rod assembly, which comprises an oil injection rod with a plurality of oil injection holes distributed in the axial direction, a plurality of swirl nozzles arranged in the oil injection holes, a heat insulation sleeve sleeved on the outer periphery of the oil injection rod, the windward surface of the heat insulation sleeve being provided with an outer channel gas inlet, the leeward surface of the heat insulation sleeve being provided with a plurality of outer channel gas discharge slots distributed in the axial direction, swirl nozzle mounting holes and back-to-outwardly expanding guide walls on both sides, and the heat insulation sleeve being roughly V-shaped, each swirl nozzle being exposed from each swirl nozzle mounting hole, wherein the oil injection rod is connected to the outer wall and penetrates through the outer wall to extend into the outer channel, and each swirl nozzle and the heat insulation sleeve thereof are located in the outer channel.

Description

Technical Field

[0001] This application belongs to the field of afterburner design technology for aero-engines, specifically relating to an afterburner for an aero-engine and its bypass fuel injector assembly. Background Technology

[0002] The afterburner of an aircraft engine mainly consists of an outer wall, a confluence ring disposed within the outer wall, and an inner cone disposed within the confluence ring. The outer wall and the confluence ring together form the outer casing, while the confluence ring and the inner cone together form the inner casing.

[0003] In the afterburner of an aero-engine, the temperature of the bypass gas is relatively low, making it difficult to organize combustion directly within the bypass. Typically, the bypass gas and the internal gas are mixed at the rear end of the confluence ring before fuel is injected for combustion. This technical solution cannot fully utilize the bypass gas for combustion, resulting in low utilization of the bypass gas and limiting the afterburning effect of the aero-engine afterburner.

[0004] This application is made in view of the aforementioned technical deficiencies.

[0005] It should be noted that the above background information is only used to assist in understanding the inventive concept and technical solution of this application, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0006] The purpose of this application is to provide an afterburner for an aircraft engine and its bypass fuel injector assembly to overcome or mitigate at least one of the known technical defects.

[0007] The technical solution of this application is:

[0008] One aspect provides an afterburner duct fuel injector assembly for an aircraft engine, comprising:

[0009] The fuel injector has multiple fuel injection holes distributed along its axial direction.

[0010] Multiple swirling nozzles are installed in each injection hole;

[0011] The heat insulation sleeve is fitted around the outer periphery of the fuel injector. It has an external air inlet on the windward side and multiple axially distributed external air discharge slots and swirl nozzle mounting holes on the leeward side. It has rearward and outward expanding guide walls on both sides. Each swirl nozzle protrudes from its respective swirl nozzle mounting hole.

[0012] According to at least one embodiment of this application, in the above-described aero-engine afterburner outer duct fuel injector assembly, each swirling nozzle has a swirling chamber.

[0013] Each swirl nozzle has multiple swirl inlet holes distributed circumferentially and inclined along the axis, which are connected to the swirl cavity. This end is inserted into the injection rod from each injection hole.

[0014] Each swirling nozzle has a swirling nozzle opening on one end face, which protrudes from the mounting hole of each swirling nozzle. The swirling nozzle opening on this end is connected to the swirling cavity through a swirling channel. The radial dimension of the inlet end of the swirling channel gradually shrinks, and the radial dimension of the outlet end is smaller than that of the swirling nozzle opening.

[0015] According to at least one embodiment of this application, in the above-described aero-engine afterburner outer duct fuel injector assembly, the outer duct gas inlet on the heat insulation sleeve is located near the upper end.

[0016] According to at least one embodiment of this application, in the above-described aero-engine afterburner outer duct fuel injector assembly, the various outer duct gas exhaust seams and swirl nozzle mounting holes on the heat insulation sleeve are distributed axially at intervals.

[0017] According to at least one embodiment of this application, in the above-mentioned aero-engine afterburner outer bypass fuel injector assembly, each outer bypass gas exhaust slit on the heat insulation sleeve is divided into two parts, the two parts of the outer bypass gas exhaust slit are distributed axially at intervals, and the openings face the guide walls located on both sides.

[0018] On the other hand, an afterburner for an aircraft engine is provided, comprising:

[0019] outer wall;

[0020] The confluence ring is installed inside the outer wall, forming an outer culvert with the outer wall;

[0021] The inner cone is set inside the confluence ring, forming an inner core with the confluence ring;

[0022] The aforementioned afterburner outer duct fuel injector assembly for aero-engines, wherein;

[0023] The fuel injector is attached to the outer wall, penetrates the outer wall, and extends into the outer culvert;

[0024] Each swirl nozzle and its heat insulation sleeve are located in the outer duct. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the afterburner outer duct fuel injector assembly of an aircraft engine provided in an embodiment of this application;

[0026] Figure 2 yes Figure 1 Sectional view along axis AA;

[0027] Figure 3 This is a schematic diagram of the heat insulation sleeve provided in the embodiments of this application;

[0028] Figure 4 yes Figure 3 BB-direction sectional view;

[0029] Figure 5 yes Figure 4 The C-direction view;

[0030] in:

[0031] 1-Injection rod; 2-Swirl nozzle; 3-Heat insulation jacket.

[0032] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual size of the product. Furthermore, the accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. Detailed Implementation

[0033] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings. Other related parts can be referred to the general design. In the absence of conflict, the embodiments and technical features in the embodiments of this application can be combined with each other to obtain new embodiments.

[0034] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer," etc., used in this application description to indicate relative direction or positional relationship are used only to indicate relative orientation or positional relationship, and do not imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, and therefore should not be construed as a limitation on this application. The terms "first," "second," "third," and similar terms used in this application description are used only for descriptive purposes to distinguish different components, and should not be construed as indicating or implying relative importance. The terms "a," "one," or "the," etc., used in this application description should not be construed as an absolute limitation on quantity, but should be construed as indicating the existence of at least one. The terms "including," "comprising," etc., used in this application description mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects.

[0035] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as “installation,” “connection,” and “linkage” used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can be a connection within two components. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0036] The following is in conjunction with the appendix Figures 1 to 5 This application will be described in further detail.

[0037] An afterburner for an aircraft engine, comprising:

[0038] outer wall;

[0039] The confluence ring is installed inside the outer wall, forming an outer culvert with the outer wall;

[0040] The inner cone is set inside the confluence ring, forming an inner core with the confluence ring;

[0041] The afterburner outer duct fuel injector assembly for an aircraft engine includes:

[0042] The fuel injector 1 has multiple fuel injector holes distributed along the axial direction.

[0043] Multiple swirling nozzles 2 are disposed in each oil injection hole;

[0044] The heat insulation sleeve 3 is fitted around the outer periphery of the fuel injector 1. It has an external air inlet on the windward side and multiple external air discharge slots and swirl nozzle mounting holes distributed along the axial direction on the leeward side. It has guide walls that expand backward and outward on both sides, roughly in the shape of a V. Each swirl nozzle 2 protrudes from its respective swirl nozzle mounting hole.

[0045] in,

[0046] The fuel injector 1 is connected to the outer wall, penetrates the outer wall, and extends into the outer duct;

[0047] Each swirl nozzle 2 and its heat insulation sleeve 3 are located in the outer duct.

[0048] Regarding the afterburner of the aero-engine disclosed in the above embodiments, those skilled in the art will understand that it is designed with an aero-engine afterburner outer duct fuel injector assembly. The swirl nozzle 2 arranged on the fuel injector 1 is located in the outer duct and can inject fuel into the outer duct. The swirl nozzle 2 sprays fuel droplets with good breaking, atomization and evaporation effects. In addition, the fuel injector 1 is designed to be fitted with a heat insulation sleeve 3 located in the outer duct. The heat insulation sleeve 3 has rearward and outward expanding guide walls on both sides, which can form a large recirculation zone at the rear. The gas in the recirculation zone The low flow rate and high static pressure are conducive to stable combustion, which allows for full utilization of the bypass gas for combustion organization, improving the utilization rate of the bypass gas and enhancing the afterburner effect of the aero engine. In addition, the bypass gas can enter through the bypass gas inlet on the windward side of the heat insulation sleeve 3 and exit through the bypass gas exhaust slit on the leeward side. On the one hand, this can protect the fuel injector 1 from the high temperature of combustion. On the other hand, the airflow exiting the bypass gas exhaust slit can be efficiently mixed with the fuel injected by the swirl nozzle 2 within the range of the guide walls on both sides, promoting combustion.

[0049] In some optional embodiments, in the above-described aero-engine afterburner outer duct fuel injector assembly, each swirl nozzle 2 has a swirl chamber.

[0050] Each swirling nozzle 2 has multiple swirling inlet holes distributed circumferentially and inclined along the axis, which are connected to the swirling cavity. This end is inserted into the fuel injector 1 through each fuel injection hole. The fuel in the fuel injector 1 can enter the swirling cavity at different angles through each swirling inlet hole, collide and break each other, and generate swirling. In addition, some radial forces can be dissipated in the swirling cavity, reducing the impact on the swirling cavity, maintaining the stability of the structure, and avoiding violent vibration.

[0051] Each swirl nozzle 2 has a swirl nozzle orifice on one end face, which protrudes from the mounting hole of each swirl nozzle. The swirl nozzle orifice is connected to the swirl chamber through a swirl channel. Fuel is contained in the swirl chamber.

[0052] It can be ejected from the swirl nozzle through the swirl channel;

[0053] In each swirl nozzle 2, the radial dimension of the inlet end of the swirl channel gradually shrinks, and the radial dimension of the outlet end is smaller than that of the swirl nozzle. During the process of fuel in the swirl chamber being sprayed out of the swirl nozzle through the swirl channel, it undergoes a process of contraction acceleration and expansion diffusion, which is beneficial to the atomization and evaporation of the sprayed fuel, promotes mixed combustion, and improves combustion efficiency.

[0054] In some optional embodiments, in the above-mentioned aero-engine afterburner outer duct fuel injector assembly, the outer duct gas inlet on the heat insulation sleeve 3 is close to the upper end, that is, close to the outer side of the outer duct, where the outer duct gas temperature is lower, which can ensure the cooling and protection effect on the fuel injector 1.

[0055] In some optional embodiments, in the above-mentioned aero-engine afterburner outer bypass fuel injector assembly, the various outer bypass gas discharge slots and swirl nozzle mounting holes on the heat insulation sleeve 3 are distributed axially at intervals, which can ensure the mixing effect of the airflow discharged from the outer bypass gas discharge slots and the fuel sprayed from the swirl nozzles 2, and promote combustion.

[0056] In some optional embodiments, in the above-mentioned aero-engine afterburner outer bypass fuel injector assembly, each outer bypass gas exhaust slit on the heat insulation sleeve 3 is divided into two parts. The two parts of the outer bypass gas exhaust slit are distributed axially at intervals, and the openings face the guide walls located on both sides. The airflow discharged from the two parts of the outer bypass gas exhaust slit flows backward along the guide walls on both sides, which can extend the effective length of the guide walls to a certain extent, expand the backflow zone area formed at the rear, and promote stable combustion.

[0057] The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0058] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A fuel injector assembly for an afterburner compartment of an aircraft engine, characterized in that, include: The fuel injector rod (1) has multiple fuel injector holes distributed along the axial direction. Multiple swirling nozzles (2) are disposed in each oil injection hole; The heat insulation sleeve (3) is fitted around the outer periphery of the fuel injector (1). It has an external air inlet on the windward side and multiple external air discharge slots and swirl nozzle mounting holes distributed along the axial direction on the leeward side. It has guide walls that expand backward and outward on both sides. Each swirl nozzle (2) protrudes from each swirl nozzle mounting hole. The exhaust slits of each external duct gas on the insulation sleeve (3) are divided into two parts. The two parts of the exhaust slits are distributed axially at intervals and the openings face the guide walls located on both sides. Each swirling nozzle (2) has a swirling cavity inside; Each swirling nozzle (2) has multiple swirling inlet holes distributed circumferentially and inclined along the axis and connected to the swirling cavity on one side wall. This end is inserted into the injection rod (1) from each injection hole. Each swirling nozzle (2) has a swirling nozzle on one end face. This end protrudes from the mounting hole of each swirling nozzle. The swirling nozzle on it is connected to the swirling cavity through the swirling channel. The radial dimension of the inlet end of the swirling channel gradually shrinks, and the radial dimension of the outlet end is smaller than that of the swirling nozzle.

2. The afterburner outer duct fuel injection rod assembly for an aero-engine according to claim 1, characterized in that, The air inlet of the outer duct of the heat insulation sleeve (3) is close to the top.

3. The afterburner outer duct fuel injection rod assembly for an aero-engine according to claim 1, characterized in that, The various external air discharge seams and swirl nozzle mounting holes on the heat insulation sleeve (3) are distributed axially at intervals.

4. An afterburner chamber for an aircraft engine, characterized in that, include: outer wall; The confluence ring is installed inside the outer wall, forming an outer culvert with the outer wall; The inner cone is set inside the confluence ring, forming an inner cavity with the confluence ring; The afterburner duct fuel injector assembly for an aero-engine as described in claim 1, wherein; The fuel injector (1) is connected to the outer wall, is installed through the outer wall, and extends into the outer duct; Each swirl nozzle (2) and its heat insulation sleeve (3) are located in the outer duct.

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