A wing plate adjustable flame holder and afterburner

Abstract

This invention provides an adjustable wingplate flame stabilizer, comprising: a flame stabilizer head and a main body extending rearward from the head, the main body having a hollow shell structure and containing cooling gas; a hollow plate-shaped wingplate, the front end of which is adjustablely hinged to the interior of the main body, the rear end extending rearward from the main body, and having an opening for communicating with the cooling gas inside the main body; and an actuation mechanism disposed inside the main body and interacting with the wingplate to drive the wingplate to adjust its angle. In the non-afterburning state, the main body and the trailing edge are filled with cooling gas, and the trailing edge is in a closed state, which can effectively reduce flow resistance loss; in the afterburning state, the space between the head and the main body is filled with standby fuel, while the main body and the trailing edge are filled with cooling gas, which can effectively prevent flame stabilizer and fuel injector erosion and coking problems, and the trailing edge wingplate is in an open state, which can generate a better recirculation zone, thereby effectively stabilizing the flame.

Description

Technical Field

[0001] This invention belongs to the field of aero-engines, specifically to variable cycle engines, and more specifically to an adjustable wingplate flame stabilizer and afterburner. Background Technology

[0002] Variable cycle engines (VCEs) are an important research direction in the field of military aero engines. They can change the structural shape or position of their components according to flight conditions, realize the switching between different working modes, thereby comprehensively improving the maneuverability of military aircraft and effectively expanding their flight envelope, so that the aircraft can have good working performance under different flight conditions.

[0003] As fighter jets continuously increase their flight altitude and speed, the temperature and velocity of the airflow at the afterburner inlet increase significantly, presenting new technical challenges to the design of the afterburner: First, the extremely high inlet temperature of the afterburner exceeds the tolerance temperature of nickel-based single-crystal alloys, leading to severe erosion and coking problems for the fuel injector and flame stabilizer; second, the integrated design of the fuel injector and flame stabilizer results in a small distance between the fuel nozzle and the trailing edge of the flame stabilizer, leading to poor fuel atomization, mixing, and combustion performance; third, the abruptly expanding shape of the flame stabilizer trailing edge results in significant flow losses in the non-afterburning state of the afterburner. Summary of the Invention

[0004] In view of this, the present invention provides an adjustable wing flame stabilizer and an afterburner, which can integrate fuel injection, flame stabilization and cooling, and minimize flow loss, thereby effectively solving problems such as difficult flame stabilization, high flow resistance, erosion and coking in the afterburner of a variable cycle engine.

[0005] In one aspect of the invention, a wing-mounted adjustable flame stabilizer is provided, characterized in that it comprises:

[0006] A flame stabilizer includes a head and a body extending rearward from the head, the body having a hollow shell structure and containing cooling gas.

[0007] The wing plate, a hollow plate-like structure, has its front end hinged at an adjustable angle to the interior of the main body, and its rear end extending rearwards from the main body. The front end of the wing plate has an opening for connecting to cooling gas inside the main body.

[0008] An actuation mechanism is disposed inside the main body and interacts with the wing plate to drive the wing plate to adjust its angle.

[0009] Preferably, a cooling gas inlet is provided on the side of the main body for introducing cooling gas into the flame stabilizer, and the actuation mechanism includes:

[0010] A drive unit, extending into the interior of the main body from the cooling gas inlet, provides a driving force for axial movement; and

[0011] A multi-link device is disposed inside the main body and connected between the drive device and the wing plate, for converting the driving force of the drive device moving axially into the rotational power of the wing plate.

[0012] Preferably, the multi-link device includes:

[0013] The active rod is arranged axially, and its front end is fixedly connected to the drive device;

[0014] The driven rod, the front end of which is hinged to the rear end of the driving rod; and

[0015] The push rod has its front end hinged to the rear end of the driven rod, and its rear end is fixedly connected to the wing plate.

[0016] Preferably, the wing plate includes a first wing plate and a second wing plate that are radially spaced apart at the rear of the flame stabilizer, and the first wing plate and the second wing plate are respectively driven by the corresponding multi-link device, so as to adjust the angle in a symmetrical manner;

[0017] The push rods corresponding to the first wing plate and the second wing plate are hinged together at the hinge point.

[0018] Preferably, the multi-link device is configured as follows:

[0019] When the active rod moves axially to its front stop, the multi-link device drives the rear ends of the first and second wing plates to contact each other and enter a closed state; and

[0020] When the active rod moves axially to its rear stop point, the multi-link device drives the first wing plate and the second wing plate to be distributed parallel to each other axially and in an open state.

[0021] Preferably, the opening at the front end of the wing plate is a slit-like structure extending circumferentially, and the rear end of the wing plate is provided with a plurality of cooling holes arranged circumferentially, so that cooling gas flows from the front end to the rear end of the wing plate and is discharged from the wing plate.

[0022] Preferably, the inner side of the opening is provided with a hinge shaft that allows the wing plate to be hinged to the main body, and the outer side of the opening is provided with an arc transition surface centered on the hinge shaft.

[0023] Preferably, when the first wing plate and the second wing plate switch between a closed state and an open state, there is a first gap of constant width between the inner wall surface of the main body and the arc transition surface, so as to ensure that sufficient cooling gas flows out from the first gap to cool the outer surfaces of the first wing plate and the second wing plate.

[0024] Preferably, a second gap is provided between the rear side plate of the main body and the inner side of the wing plate. When the first wing plate and the second wing plate are in a closed state, the rear side plate of the main body contacts the inner side of the wing plate to block the second gap. When the first wing plate and the second wing plate are in an open state, the rear side plate of the main body and the inner side of the wing plate are spaced apart to maximize the second gap.

[0025] In another aspect of the invention, an afterburner is provided, characterized in that it includes a flame stabilizer as described in any of the preceding embodiments.

[0026] Based on this, the present invention constructs a wing plate at the rear of the flame stabilizer, sets the main body of the flame stabilizer as a hollow shell structure, and constructs the wing plate as a hollow plate-like structure communicating with the main body. This allows cooling gas to be introduced into the main body of the flame stabilizer and further flow from the main body to the interior of the wing plate, thereby enabling the cooling gas to be distributed and fully cooled on the flame stabilizer and the wing plate. A cooling gas cavity is formed at the trailing edge of the flame stabilizer, separating the trailing edge from the recirculation zone and avoiding ablation and coking problems. Furthermore, the present invention utilizes a multi-link device to control the opening and closing state of the wing plate at the trailing edge of the flame stabilizer. This ensures that the trailing edge cavity of the flame stabilizer is closed in the non-loaded state and open in the loaded state, minimizing flow losses in the non-loaded state and increasing flow resistance to improve flame stabilization performance in the loaded state. Attached Figure Description

[0027] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application, but do not constitute a limitation on the technical solutions of this application.

[0028] Figure 1 A three-dimensional structural diagram of the adjustable wing plate flame stabilizer provided by the present invention along a cross-section perpendicular to the circumferential direction.

[0029] Figure 2 A three-dimensional structural diagram of the adjustable wing flame stabilizer provided by the present invention along a cross-section perpendicular to the radial direction;

[0030] Figure 3 A schematic diagram of the adjustable wing flame stabilizer provided by the present invention in the closed state;

[0031] Figure 4 A schematic diagram of the adjustable wing flame stabilizer provided by the present invention in the open state;

[0032] Figure 5 A schematic diagram of the operating principle of the multi-link device of the adjustable wing flame stabilizer provided by the present invention in the closed state;

[0033] Figure 6 A schematic diagram of the operating principle of the multi-link device of the adjustable wing flame stabilizer provided by the present invention in the open state;

[0034] Figure 7 A schematic diagram of the flow state of the adjustable wing flame stabilizer provided by the present invention in the open state.

[0035] Figure label:

[0036] 1-Flame stabilizer, 11-Head, 12-Main body, 121-Cooling gas inlet;

[0037] 2-wing plate, 21-opening, 22-first wing plate, 23-second wing plate, 24-cooling hole, 25-hinge shaft, 26-circular transition surface, 27-first gap, 28-second gap;

[0038] 3-Actuating mechanism, 31-Drive device, 32-Multi-link device, 321-Driving rod, 322-Driven rod, 323-Push rod, 324-Hinge point. Detailed Implementation

[0039] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are not intended to limit the invention or its application or use in any way. The invention can be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the invention clear and complete, and to fully express the scope of the invention to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps set forth in these embodiments should be interpreted as merely exemplary and not as limiting.

[0040] like Figure 1-7As shown, in one aspect of the present invention, an adjustable winglet flame stabilizer is provided, comprising a flame stabilizer 1 and a winglet 2 disposed at the trailing edge of the flame stabilizer 1 and extending rearward. Thus, the present invention utilizes the winglet 2 to form a cooling gas cavity at the trailing edge of the flame stabilizer 1, separating the trailing edge of the flame stabilizer 1 from the recirculation zone used to form a stable ignition source, thereby avoiding the problems of ablation and coking of the flame stabilizer 1. Based on this, the present invention provides an actuation mechanism 3 for driving the winglet 2 to adjust its angle, thereby controlling the opening and closing state of the winglet 2. In the non-loaded state, the trailing edge cavity of the flame stabilizer 1 is closed to minimize flow loss, while in the loaded state, the trailing edge cavity of the flame stabilizer 1 is opened to increase flow resistance and improve flame stabilization performance.

[0041] Specifically, the flame stabilizer 1 provided by the present invention includes a streamlined head 11 and a main body 12 extending axially rearward from the head 11. This results in a flame stabilizer 1 with less flow resistance, thereby ensuring the operating efficiency of the aero-engine in non-afterburning conditions. Distinguishing the flame stabilizer 1 by the head 11 and the main body 12 primarily reflects its aerodynamic shape in different regions. Of course, the head 11 and the main body 12 can preferably be constructed as two mutually mountable structural components. This allows for the separate fabrication of the head 11 and the main body 12 before assembly, which helps control the structural precision of each component and significantly reduces manufacturing difficulty.

[0042] like Figure 1 As shown, the rear side of the head 11 is recessed forward, forming an internal space with the front side of the main body 12, whereby the duty injector rod can be housed. In this structure, the front side of the duty injector rod will have at least two layers of flame stabilizer 1 wall structure, effectively isolating heat and preventing fuel coking. In some preferred embodiments, the invention further includes a baffle inside the head 11 to increase the barrier between the duty injector rod and the high-temperature incoming flow, thereby optimizing the temperature control of the duty injector rod.

[0043] like Figure 2 As shown, the main body 12 of the flame stabilizer 1 has a hollow shell structure. Two filling injection rods are disposed inside the main body 12, and multiple baffles are provided inside the main body 12 to distribute the cooling gas reasonably to the various areas inside the flame stabilizer 1 that require cooling. Obviously, a cooling channel needs to be provided between the main body 12 and the head 11, so that at least a portion of the cooling gas will enter the head 11 from the main body 12 to cool the injection rods. Furthermore, multiple vents are provided on the outer surface of the flame stabilizer 1, so some cooling gas will flow out from the vents and cool the flame stabilizer from the outside.

[0044] As can be seen, the present invention constructs the flame stabilizer as a multi-layer structure composed of nested shells, installs the duty fuel injector in the inner shell, installs the filling fuel injector in the shell of the main body 12 of the flame stabilizer 1, introduces cooling gas into the main body 12 and designs a corresponding cooling gas flow path to fully cool the duty fuel injector, the filling fuel injector and the flame stabilizer head and other positions.

[0045] like Figure 1-2 As shown: The duty fuel injector is provided with multiple duty fuel injector holes. Preferably, the duty fuel is injected in reverse to enhance the atomization effect of the fuel by splash atomization and is discharged from the inside of the flame stabilizer along with the cooling gas flow. The filling fuel injector is provided with multiple direct or fan-shaped filling fuel nozzles, and the filling fuel nozzles are matched with the filling fuel discharge holes located on the outer surface of the main body 12, so as to ensure that the filling fuel is discharged from the flame stabilizer in a transverse injection manner and is evenly distributed in the non-clogging area of ​​the afterburner, thereby ensuring the combustion efficiency of the flame stabilizer 1.

[0046] Therefore, by reversing the injection of standby fuel and discharging it from the flame stabilizer through splash atomization, combined with lateral injection of filling fuel, the present invention improves the fuel atomization and mixing performance, thereby enabling the stabilizer to have both good flame stabilization and high combustion efficiency.

[0047] The above description of the flame stabilizer structure and the arrangement of its internal duty injector and filling injector is intended to illustrate the preferred structure for the flame stabilizer of the present invention to achieve its function. Those skilled in the art will understand that the structure of the flame stabilizer is not limited to this; any flame stabilizer that can introduce cooling gas and has rotatable fins can serve as the structural basis for the flame stabilizer of the present invention.

[0048] Specifically, considering that the chamber where the filling injection rod is located will be rich in oil-gas mixture, the present invention further divides the hollow shell structure of the main body 12 into two parts, front and rear, thereby isolating the filling injection rod from the wing plate 2 and the actuation mechanism 3, thereby avoiding the adverse effects that the oil-gas mixture may produce: small oil droplets in the oil-gas mixture may block the opening 21 at the front of the wing plate 2, causing the cooling of the wing plate 2 to fail. At the same time, small oil droplets may also adhere to the hinge position of the actuation mechanism 3, causing it to rotate poorly. In addition, small oil droplets may further adsorb impurities or coke and solidify, causing serious jamming at the hinge position of the actuation mechanism 3.

[0049] Based on this, the wing plate 2 is configured as a hollow plate-like structure, with its front end angle adjustablely hinged to the interior of the main body 12, and its rear end extending towards the rear of the main body 12. The front end of the wing plate 2 has an opening 21 for connecting to the cooling gas inside the main body 12. Thus, cooling gas enters the interior of the wing plate from the main body 12 through the opening 21, effectively cooling the wing plate 2. Preferably, the opening 21 at the front end of the wing plate 2 is a slit-like structure extending circumferentially, and the rear end of the wing plate 2 has multiple cooling holes 24 arranged circumferentially, allowing cooling gas to flow from the front end to the rear end of the wing plate and exit.

[0050] Furthermore, based on the cooling gas inlet, the present invention divides the cooling gas into multiple streams by setting a baffle inside the main body 12. The first part of the cooling gas can cool the filling fuel injector and the stabilizer head 11 and is discharged from the filling oil drain hole of the stabilizer main body 12. The second part of the cooling gas enters through the air hole at the trailing edge of the internal space of the main body 12 to cool the duty fuel injector and is discharged from the duty oil passage of the stabilizer main body 12. The third part of the cooling gas fills the trailing edge cavity through the gap between the rear side plate of the stabilizer main body 12 and the inner side of the wing plate 2 and cools the wing plate.

[0051] To achieve wingplate angle adjustment, the present invention provides an actuation mechanism 3 inside the main body 12, which interacts with the wingplate 2 to drive the wingplate 2 to adjust its angle. Figure 1-2 As shown, preferably, a cooling gas inlet 121 is provided on the side of the main body 12 for introducing cooling gas into the flame stabilizer. Based on the structure of the main body 12, the actuation mechanism 3 is divided into two parts: a drive device 31 extending into the main body 12 from the cooling gas inlet 121 and a multi-link device 32 located inside the main body. The drive device 31 provides axial driving force and can be positioned on the intake path of the cooling gas inlet 121 to achieve adequate cooling protection. The drive device 31 can draw power from the aircraft engine's accessory system, preferably using a hydraulic system to provide driving force to improve its reliability. The multi-link device 32 connects the drive device 31 and the wing plate 2, converting the axial driving force of the drive device 31 into the rotational power of the wing plate 2.

[0052] like Figure 3-6As shown, preferably, the multi-link device 32 includes a driving link 321, a driven link 322, and a pusher 323. The driving link 321 is axially arranged, and its front end is fixedly connected to the drive device 31. The front end of the driven link 322 is hinged to the rear end of the driving link 321, and the front end of the pusher 323 is hinged to the rear end of the driven link 322, with its rear end fixedly connected to the wing plate 2. Thus, through the continuous movement of the driving link 321, driven link 322, and pusher 323, the driving force of the drive device 31 moving axially is transmitted to the wing plate 2, allowing the wing plate to flexibly adjust its rotation angle.

[0053] like Figure 5-6 As shown, the driving rod 321 performs linear reciprocating motion, driving the driven rod 322 to perform a combined translational and rotational motion via a hinge mechanism. This, in turn, drives the push rod 323 via the hinge. Under the nested positioning of the fixed shaft 25 and its fixed collar, the push rod 323 controls the opening and closing state of the wing plate 2. Thus, when the driving rod 321 moves forward, the hinge causes the angle of the driven rod 322 to decrease, thereby causing the push rod 323 to rotate, closing the wing plate 2. Conversely, when the driving rod 321 moves backward, the hinge causes the angle of the driven rod 322 to increase, thereby causing the push rod 323 to rotate, opening the wing plate 2.

[0054] Preferably, the wing plate 2 includes a first wing plate 22 and a second wing plate 23 arranged radially at intervals at the rear of the flame stabilizer. The first wing plate 22 and the second wing plate 23 are respectively driven by corresponding multi-link devices 32. The push rod 323 corresponding to the first wing plate 22 and the push rod 323 corresponding to the second wing plate 23 are hinged together at the hinge point 324. Thus, when the active rod 321 moves along the axis, the first wing plate 22 and the second wing plate 23 can be symmetrically adjusted in angle between the closed state and the open state.

[0055] Preferably, the multi-link device 32 is configured such that when the drive rod 321 moves axially to its front stop, the multi-link device 32 drives the rear ends of the first wing plate 22 and the second wing plate 23 to contact each other and be in a closed state; and when the drive rod 321 moves axially to its rear stop, the multi-link device 32 drives the first wing plate 22 and the second wing plate 23 to be arranged parallel to each other axially and be in an open state.

[0056] Therefore, this invention utilizes a multi-link device to control the opening and closing state of the winglets on the trailing edge of the flame stabilizer, thereby achieving... Figure 7 In the afterburning state, the trailing edge cavity of the flame stabilizer opens, forming a sudden expansion section. When the fluid flows through this sudden expansion section, boundary layer separation occurs, generating vortices and causing significant flow losses. This increases flow resistance to improve flame stabilization performance. Conversely, in the non-afterburning state, the trailing edge cavity of the flame stabilizer closes. The closed wing plate transforms the sudden expansion structure into a gradual expansion structure, effectively reducing flow losses.

[0057] Preferably, the inner side of the opening 21 is provided with a hinge shaft 25 for hinged to the main body, and the outer side of the opening is provided with an arc transition surface 26 centered on the hinge shaft 25.

[0058] Therefore, when the first wing plate 22 and the second wing plate 23 switch between the closed state and the open state, there will be a first gap 27 with a constant width between the inner wall surface of the main body 12 and the arc transition surface 26, so as to ensure that sufficient cooling gas flows out from the first gap 27 to cool the outer surfaces of the first wing plate 22 and the second wing plate 23.

[0059] Meanwhile, a second gap 28 is provided between the rear side plate of the main body 12 and the inner side surface of the wing plate 2. When the first wing plate 22 and the second wing plate 23 are in the closed state, the rear side plate of the main body 12 contacts the inner side surface of the first wing plate 22 and the second wing plate 23 to seal the second gap 28. When the first wing plate 22 and the second wing plate 23 are in the open state, the rear side plate of the main body 12 is spaced apart from the inner side surface of the wing plate 2 so that the second gap 28 is in its maximum state.

[0060] It is understandable that the outer surface of the wing plate 2 will always be in contact with the high-temperature flow, whether it is in the open or closed state. Therefore, the present invention uses an arc transition surface 26 to ensure that the first gap 27 between the inner wall surface of the main body 12 and the arc transition surface 26 remains constant at any rotation angle of the wing plate 2. This ensures that there is always a sufficient flow of cooling gas from the first gap 27 to form a wall-mounted air film cooling on the outer surface of the wing plate 2.

[0061] In contrast, when in the on state, such as Figure 7 As shown, a recirculation zone will be formed between the inner surfaces of the wingplate 2. At this time, the inner surfaces of the wingplate 2 will be in direct contact with the high-temperature airflow. However, in the closed state, there is no high-temperature airflow between the inner surfaces of the wingplate 2. Therefore, the present invention constructs the second gap 28 such that its area is zero in the closed state to reduce the consumption of cooling gas, while its area is the largest in the open state to ensure that the inner surfaces of the wingplate 2 receive sufficient cooling gas.

[0062] In another aspect of the invention, an afterburner is provided, characterized in that it includes a flame stabilizer as described in any of the preceding embodiments.

[0063] In the non-afterburning state of the afterburner, the interior of the flame stabilizer 1 and the wing plate 2 are filled with cooling gas, and the first wing plate 22 and the second wing plate 23 are in a closed state to reduce flow resistance. In the afterburning state of the afterburner, the space between the head 11 and the main body 12 of the flame stabilizer 1 is filled with standby fuel and cooling gas, and the interior of the main body 12 and the wing plate 2 are filled with cooling gas. The first wing plate 22 and the second wing plate 23 are in an open state to improve flame stabilization performance, thereby ensuring fuel-gas separation and cooling, avoiding the burning problems of the fuel injector and the flame stabilizer, and reducing flow loss. In the afterburning state of the afterburner, which has a higher operating condition, the filling fuel injector inside the main body 12 also starts to inject fuel, thereby further increasing the fuel-gas ratio in the afterburner and enabling the aero engine to provide more power.

Claims

1. A wing-plate adjustable flame stabilizer, characterized in that, include: The flame stabilizer (1) includes a head (11) and a main body (12) extending rearward from the head (11). The rear side of the head (11) is recessed forward, forming an internal space with the front side of the main body (12). The duty fuel injector is disposed in the internal space. The main body (12) has a hollow shell structure and is filled with cooling gas. The filling fuel injector is disposed inside the main body (12). The wing plate (2) has a hollow plate structure. Its front end is hinged to the interior of the main body (12) at an adjustable angle, and its rear end extends to the rear of the main body (12). The front end of the wing plate (2) is provided with an opening (21) to connect the cooling gas inside the main body (12). as well as An actuation mechanism (3) is disposed inside the main body (12) and interacts with the wing plate (2) to drive the wing plate (2) to adjust its angle; The main body (12) has a cooling gas inlet (121) on its side for introducing cooling gas into the flame stabilizer. The actuation mechanism (3) includes: A drive unit (31), extending from the cooling gas inlet (121) into the interior of the main body (12), is used to provide a driving force for axial movement; and A multi-link device (32) is disposed inside the main body (12) and connected between the drive device (31) and the wing plate (2) for converting the driving force of the drive device (31) moving axially into the rotational power of the wing plate (2). The multi-link device (32) includes: The active rod (321) is arranged axially, and its front end is fixedly connected to the drive device (31); The driven rod (322) has its front end hinged to the rear end of the driving rod (321); and The push rod (323) has its front end hinged to the rear end of the driven rod (322), and its rear end is fixedly connected to the wing plate (2); The wing plate (2) includes a first wing plate (22) and a second wing plate (23) arranged radially at intervals at the rear of the flame stabilizer, and the first wing plate (22) and the second wing plate (23) are respectively driven by the corresponding multi-link device (32) so as to adjust the angle in a symmetrical manner; Among them, the push rod (323) corresponding to the first wing plate (22) and the push rod (323) corresponding to the second wing plate (23) are hinged together at the hinge point (324). The multi-link device (32) is configured as follows: When the active rod (321) moves axially to its front stop, the multi-link device (32) drives the rear ends of the first wing plate (22) and the second wing plate (23) to contact each other and be in a closed state; and When the active rod (321) moves axially to its rear stop, the multi-link device (32) drives the first wing plate (22) and the second wing plate (23) to be distributed parallel to each other axially and in an open state; The opening (21) at the front end of the wing plate (2) is a slit-like structure extending in the circumferential direction, and the rear end of the wing plate (2) is provided with a plurality of cooling holes (24) arranged in the circumferential direction so that cooling gas flows from the front end to the rear end of the wing plate and is discharged from the wing plate. There is a second gap (28) between the rear side plate of the main body (12) and the inner side of the wing plate (2). When the first wing plate (22) and the second wing plate (23) are in the closed state, the rear side plate of the main body (12) contacts the inner side of the first wing plate (22) and the second wing plate (23) to block the second gap (28). When the first wing plate (22) and the second wing plate (23) are in the open state, the rear side plate of the main body (12) is spaced apart from the inner side of the wing plate (2) so that the second gap (28) is in the maximum state.

2. The flame stabilizer according to claim 1, characterized in that, The opening has a hinge shaft (25) on the inside that allows the wing plate to be hinged to the main body, and an arc transition surface (26) with the hinge shaft (25) as the center on the outside of the opening.

3. The flame stabilizer according to claim 2, characterized in that, When the first wing plate (22) and the second wing plate (23) switch between the closed state and the open state, there is a first gap (27) of constant width between the inner wall surface of the main body (12) and the arc transition surface (26) to ensure that sufficient cooling gas flows out from the first gap (27) to cool the outer surfaces of the first wing plate (22) and the second wing plate (23).

4. An afterburner, characterized in that, Including the flame stabilizer as described in any one of claims 1-3.

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