Flame stabilizer, combustion chamber and flame stabilization method

Abstract

The present application relates to a flame stabilizer, a combustion chamber and a flame stabilization method. The flame stabilizer includes a jet mechanism and a flow deflection mechanism. The jet mechanism is used to be arranged in a high-speed incoming flow, and the jet direction of the jet mechanism is toward the direction of the high-speed incoming flow. The flow deflection mechanism is arranged on one side of the jet direction of the jet mechanism, and is used to change the direction of the fluid ejected by the jet mechanism so that the direction of the fluid and the direction of the high-speed incoming flow form a certain angle. Among them, the fluid ejected from the flow deflection mechanism is deflected under the action of the high-speed incoming flow to form an arched aerodynamic barrier, and the side of the aerodynamic barrier away from the high-speed incoming flow forms a reflow zone for stabilizing the flame. That is, the present application does not need to set up a large-area blunt body structure, reduces the mechanical structure, reduces the weight and size of the combustion chamber, and has a small total pressure loss and high combustion efficiency.

Description

Technical Field

[0001] The present application relates to the technical field of aero-engines, and in particular to a flame stabilizer, a combustion chamber and a flame stabilization method. Background Art

[0002] At present, the afterburner, the outer combustion chamber or the turbine interstage combustion chamber are only opened in some operating conditions and are in a non-operating state in most operating conditions. Therefore, it is hoped that they have very small flow losses when not operating and have good flame stabilization ability when operating.

[0003] In the related art, a mechanical blunt body flame stabilizer is generally used, that is, a large-area blunt body structure is used as a barrier to form a reflow zone behind the barrier, thereby achieving continuous ignition of fresh oil and gas by high-temperature combustion gas.

[0004] However, the blunt-body flame stabilizer has the disadvantages of large total pressure loss and low combustion efficiency due to its large frontal area, resulting in high engine fuel consumption, large thrust loss, long combustion chamber length and poor stealth performance. Summary of the invention

[0005] Based on this, it is necessary to provide a flame stabilizer, a combustion chamber and a flame stabilization method to address the problems of high engine fuel consumption, large thrust loss, long combustion chamber length and poor stealth performance.

[0006] A flame stabilizer, comprising:

[0007] A jet mechanism, which is arranged in a high-speed incoming flow, and the jetting direction of the jet mechanism is toward the direction of the high-speed incoming flow, and the jet mechanism is used to eject air and / or fuel; and

[0008] A flow deflection mechanism, arranged on one side of the jetting direction of the jet mechanism, for changing the direction of the fluid ejected by the jet mechanism so that the direction of the fluid forms a certain angle with the direction of the high-speed incoming flow;

[0009] The fluid ejected from the flow deflection mechanism is deflected by the high-speed incoming flow to form an arched aerodynamic barrier, and a side of the aerodynamic barrier away from the high-speed incoming flow forms a reflow zone for stabilizing the flame.

[0010] In one embodiment, the flow deflection mechanism is a swirler, and the swirler is used to rotate the fluid.

[0011] In one embodiment, the swirler is a blade-type swirler or a tangential hole-type swirler.

[0012] In one embodiment, the flow direction deflection mechanism is a fluid rectification device or a flow direction control device.

[0013] In one embodiment, there are multiple jet mechanisms, which are arranged in a circular or elliptical shape, and the flow deflection mechanism and the jet mechanism are arranged in a one-to-one correspondence.

[0014] In one of the embodiments, the flame stabilizer further comprises a fuel injection mechanism, which is spaced apart on a side of the flow deflection mechanism away from the jet mechanism, and an injection direction of the fuel injection mechanism is 0 degrees to 180 degrees with a high-speed incoming flow direction.

[0015] In one embodiment, the number of the jet mechanism and the number of the fuel injection mechanism are both multiple, and the multiple jet mechanisms are arranged one-to-one with the multiple fuel injection mechanisms, or each of the jet mechanisms is arranged corresponding to the multiple fuel injection mechanisms, or each of the fuel injection mechanisms is arranged corresponding to the multiple jet mechanisms.

[0016] In one embodiment, the fuel injection mechanism is used to inject fuel or inject fuel and air simultaneously.

[0017] In one of the embodiments, the flame stabilizer further comprises a conduit, the jet mechanism has a flow cavity, and the conduit is connected to the flow cavity for conveying the fluid into the jet mechanism.

[0018] A combustion chamber comprises the flame stabilizer.

[0019] A flame stabilization method, applied to the flame stabilizer, wherein the fluid includes air and fuel;

[0020] The method comprises: controlling the flow rate of air and / or fuel entering the jet mechanism to adjust the size of the aerodynamic barrier and the recirculation zone; and adjusting the oil and gas components in and around the recirculation zone by controlling the flow rate ratio of air and fuel entering the jet mechanism.

[0021] The flame stabilizer, combustion chamber and flame stabilization method described above, by providing a jet mechanism and a flow deflection mechanism, can make the fluid in the opposite direction of the high-speed incoming flow be ejected from the jet mechanism, and after the fluid is deflected by the flow deflection mechanism, it is ejected in a divergent manner toward the high-speed incoming flow. When the fluid ejected in a divergent manner encounters a high-speed incoming flow, it is deflected under the impact of the high-speed incoming flow and ejected in the same direction as the high-speed incoming flow, that is, the fluid ejected from the flow deflection mechanism is deflected under the action of the high-speed incoming flow to form an arched aerodynamic barrier, and a recirculation zone for stabilizing the flame is formed behind the aerodynamic barrier. That is, the present application does not need to provide a large-area blunt body structure, reduces the mechanical structure, reduces the weight and size of the combustion chamber, and has a small total pressure loss and high combustion efficiency. The flame stabilization method enables the combustion chamber to have a good flame stabilization capability, and can also realize flexible adjustment of the size of the recirculation zone under different working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of the structure of a flame stabilizer in one embodiment.

[0023] Figure numerals: 10, jet mechanism; 20, flow deflection mechanism; 30, aerodynamic barrier; 40, reflow zone; 50, fuel injection mechanism; 60, high-speed incoming flow. DETAILED DESCRIPTION

[0024] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0025] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0026] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0027] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated 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, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0028] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0029] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0030] First of all, before specifically introducing the technical solutions of the embodiments of the present application, the technical background or technical evolution context on which the embodiments of the present application are based is introduced. For aircraft engine afterburners, interstage combustion chambers, ductile combustion chambers or ramjet combustion chambers, since the fluid flow velocity entering the combustion chamber is high and uneven, if special measures are not taken, the combustion in the combustion chamber is difficult to maintain stably. In order to solve the above problems, a flame stabilizer is usually set in the combustion chamber to form a recirculation zone in the high-speed incoming flow. The recirculation zone can suck high-temperature combustion gas to form a continuous ignition source, so that the fuel in the combustion chamber can burn stably.

[0031] At present, afterburners, ducted combustion chambers, turbine interstage combustion chambers or ramjet combustion chambers are only turned on in some working conditions and are not in working state in most working conditions, so it is hoped that they have very small flow loss when not in working state and have good flame stabilization ability when working. At present, these combustion chambers generally use mechanical blunt body flame stabilizers, that is, they rely on a large area of ​​blunt body structure as a barrier to form a reflow zone behind the barrier, so as to achieve continuous ignition of fresh oil and gas by high-temperature combustion gas. Blunt body flame stabilizers have large windward area and are fixed and cannot be adjusted. They have the disadvantages of large total pressure loss, low combustion efficiency, poor adaptability to multiple working conditions and strong infrared radiation, resulting in high engine fuel consumption rate, large thrust loss, long combustion chamber length and poor stealth performance.

[0032] See also Figure 1 , Figure 1 The structural schematic diagram of the flame stabilizer in one embodiment of the present application is shown. The flame stabilizer provided in one embodiment of the present application includes a jet mechanism 10 and a flow deflection mechanism 20. The jet mechanism 10 is used to be arranged in a high-speed incoming flow 60, and the injection direction of the jet mechanism 10 is toward the direction of the high-speed incoming flow 60, and the jet mechanism 10 is used to eject air and / or fuel. The flow deflection mechanism 20 is arranged on one side of the injection direction of the jet mechanism 10, and is used to change the direction of the fluid ejected by the jet mechanism 10, so that the direction of the fluid is at a certain angle to the high-speed incoming flow 60. Among them, the fluid ejected from the flow deflection mechanism 20 is deflected under the action of the high-speed incoming flow 60 to form an arched aerodynamic barrier 30, and the side of the aerodynamic barrier 30 away from the high-speed incoming flow 60 forms a reflow zone 40 for stabilizing the flame.

[0033] The high-speed incoming flow 60 is the mainstream of the combustion chamber, and the mainstream is the high-speed fluid flowing to the flame stabilizer, and the mainstream has the characteristics of low oxygen content, high flow velocity, low total pressure and uneven inlet temperature. The angle between the fluid direction and the high-speed incoming flow 60 is greater than 90° and less than or equal to 180°.

[0034] In this embodiment, by providing the jet mechanism 10 and the flow deflection mechanism 20, the fluid in the opposite direction to the high-speed incoming flow 60 can be ejected from the jet mechanism 10, and after the fluid is deflected by the flow deflection mechanism 20, it is ejected toward the high-speed incoming flow 60 in a divergent shape. The flow deflection mechanism 20 can promote further mixing of fuel and air. When the fluid ejected in a divergent shape encounters the high-speed incoming flow 60, it is deflected under the impact of the high-speed incoming flow 60 and ejected in the same direction as the high-speed incoming flow 60, that is, the fluid ejected from the flow deflection mechanism 20 is deflected under the action of the high-speed incoming flow 60 to form an arched aerodynamic barrier 30, and a reflow zone 40 for stabilizing the flame is formed behind the aerodynamic barrier 30. That is, the present application does not need to provide a large-area bluff structure, reduces the mechanical structure, reduces the weight and size of the combustion chamber, and has a small total pressure loss and high combustion efficiency.

[0035] The fluid may be fuel and / or air, and the fuel may be gaseous fuel or liquid fuel.

[0036] In some embodiments, the flow deflection mechanism 20 is a swirler, which is used to rotate the fluid.

[0037] In this embodiment, the swirler is used to rotate the fluid before spraying it out, thereby increasing the atomization and dispersion of the fuel, as well as the mixing of the fuel and air, thereby improving its combustion efficiency.

[0038] Specifically, the cyclone is a blade cyclone or a tangential hole cyclone, or may be other devices capable of rotating the fluid.

[0039] In some other embodiments, the flow direction deflection mechanism 20 is a fluid rectifying device or a flow direction control device. The fluid rectifying device or the flow direction control device is used to deflect the fluid so that the fluid is sprayed toward the high-speed incoming flow 60 in a divergent shape, so as to form an aerodynamic barrier 30 under the action of the high-speed incoming flow 60. The fluid rectifying device or the flow direction control device is a prior art and will not be described in detail here.

[0040] In some embodiments, there are multiple jet mechanisms 10, and the multiple jet mechanisms 10 are arranged in a circular or elliptical shape, and the flow deflection mechanism 20 and the jet mechanism 10 are arranged in a one-to-one correspondence.

[0041] The plurality of fluidic mechanisms 10 may form a plurality of coaxially arranged circular structures or a plurality of coaxially arranged elliptical structures. Taking the circular structure as an example, the radii of the plurality of circular structures may be the same or different, the plurality of circular mechanisms may be arranged in sequence at intervals along the axial direction, and the plurality of circular structures may be mutually nested in the radial direction.

[0042] In some embodiments, the flame stabilizer further includes a fuel injection mechanism 50 , which is spaced apart on a side of the flow deflection mechanism 20 away from the jet mechanism 10 , and an injection direction of the fuel injection mechanism 50 is 0 degrees to 180 degrees with respect to a direction of the high-speed incoming flow 60 .

[0043] By providing the fuel injection mechanism 50, in actual use, fuel can be injected through the fuel injection mechanism 50. When the fuel injection device injects fuel, after initial ignition, the reflow zone 40 can suck high-temperature combustion gas to continuously ignite fresh oil and gas to increase flame stability.

[0044] Specifically, when the temperature of the high-speed incoming flow 60 is relatively high, the injection direction of the fuel injection mechanism 50 is 0 degrees to the direction of the high-speed incoming flow 60, that is, the injection direction of the fuel injection mechanism 50 is the same as the direction of the high-speed incoming flow 60, so that the fuel injected by the fuel injection mechanism 50 flows rapidly under the impact of the high-speed incoming flow 60, so as to quickly form an arched aerodynamic barrier under the deflection action of the flow deflection mechanism, thereby preventing the fuel in the fuel injection mechanism 50 from spontaneously igniting under the high temperature of the high-speed incoming flow 60.

[0045] When the temperature of the high-speed incoming flow 60 is relatively low, the injection direction of the fuel injection mechanism 50 is 90 degrees to the direction of the high-speed incoming flow 60, that is, the injection direction of the fuel injection mechanism 50 is perpendicular to the direction of the high-speed incoming flow 60, thereby increasing the atomization and dispersion of the fuel injected by the fuel injection mechanism 50.

[0046] In addition, when the temperature of the high-speed incoming flow 60 is relatively low, the injection direction of the fuel injection mechanism 50 may also be 180 degrees to the direction of the high-speed incoming flow 60. At this time, the injection direction of the fuel injection mechanism 50 is opposite to the direction of the high-speed incoming flow 60, thereby increasing the sudden residence time of the fuel injected by the fuel injection mechanism 50, which is beneficial to the further evaporation of the fuel.

[0047] In some embodiments, the number of the jet mechanisms 10 and the number of the fuel injection mechanisms 50 are both multiple, and the multiple jet mechanisms 10 are arranged one-to-one with the multiple fuel injection mechanisms 50, or each of the jet mechanisms 10 is arranged correspondingly with the multiple fuel injection mechanisms 50, or each of the fuel injection mechanisms 50 is arranged correspondingly with the multiple jet mechanisms 10.

[0048] In some embodiments, there are multiple fluidic mechanisms 10, and the multiple fluidic mechanisms 10 are arranged in sequence around a preset axis. The fuel injection mechanism 50 is located on the preset axis, and the fluidic mechanism 10 is used to inject fuel and air.

[0049] In this embodiment, the plurality of fluidic mechanisms 10 spray fuel and air to increase the mixing degree of fuel and air. At the same time, the fuel injection mechanism 50 is used to spray fuel, and the fuel injection mechanism 50 is located on the preset axis of the plurality of fluidic mechanisms 10, so as to further fully mix the fuel injected by the fuel injection mechanism 50 with the fuel and air injected by the plurality of fluidic mechanisms 10, thereby further increasing the atomization and dispersion of the fuel, as well as the mixing degree of the fuel and air, and improving its combustion efficiency.

[0050] In some other embodiments, the fuel injection mechanism 50 is used to inject fuel, and the jet mechanism 10 is used to inject air, and the fuel injection mechanism 50 and the jet mechanism 10 are arranged in a one-to-one correspondence.

[0051] Specifically, the fuel injection mechanism 50 is coaxially arranged with the jet mechanism 10, and the fuel injection mechanism 50 is arranged at a distance on the side of the flow deflection mechanism 20 away from the jet mechanism 10, that is, the fuel injection mechanism 50 is arranged opposite to the jet mechanism 10. At the same time, since the fuel injection mechanism 50 is used to inject fuel, and the jet mechanism 10 is used to inject air, that is, the fuel and air are injected relative to each other, which is conducive to the full mixing of the fuel and the air, and is convenient for improving the combustion efficiency.

[0052] Of course, the fuel injection mechanism 50 can also be arranged obliquely with respect to the injection mechanism 10 .

[0053] In some other embodiments, the fuel injection mechanism 50 is used to inject fuel, and the jet mechanism 10 is used to inject air, and the one fuel injection mechanism 50 may be provided corresponding to a plurality of the jet mechanisms 10. Alternatively, the plurality of fuel injection mechanisms 50 may be provided corresponding to a single jet mechanism 10.

[0054] Furthermore, the number of the jet mechanism 10, the flow deflection mechanism 20 and the fuel injection mechanism 50 is multiple, and the multiple jet mechanisms 10, the multiple flow deflection mechanisms 20 and the multiple fuel injection mechanisms 50 are arranged one by one to further increase the atomization and dispersion of the fuel, as well as the mixing degree of the fuel and the air, and improve its combustion efficiency.

[0055] The fuel may be gaseous fuel or liquid fuel.

[0056] In some embodiments, the flame stabilizer further includes a conduit, the jet mechanism 10 has a flow cavity, and the conduit is connected to the flow cavity for conveying the fluid into the jet mechanism 10 .

[0057] In this embodiment, high-pressure jet air or a mixture of air and fuel enters the flow cavity of the jet mechanism 10 through a conduit, and then enters the internal channel of the jet mechanism 10 under the action of high pressure, and enters the flow deflection mechanism 20 under the action of high pressure, and then is sprayed into the high-speed incoming flow 60 after passing through the flow deflection mechanism 20. Under the action of the high-speed incoming flow 60, the jet is deflected and forms an aerodynamic barrier 30, and a reflow zone 40 is formed behind the aerodynamic barrier 30.

[0058] An embodiment of the present application also provides a combustion chamber, which includes a flame stabilizer. The flame stabilizer includes a jet mechanism 10 and a flow deflection mechanism 20. The jet mechanism 10 is used to be set in a high-speed incoming flow 60, and the injection direction of the jet mechanism 10 is toward the direction of the high-speed incoming flow 60. The flow deflection mechanism 20 is set on one side of the injection direction of the jet mechanism 10, and is used to make the fluid rotate and spray out, on the one hand to increase the degree of oil-gas mixing, and on the other hand to change the direction of the fluid sprayed by the jet mechanism 10, so that it can be deflected under the action of the high-speed incoming flow 60. Among them, the fluid sprayed from the flow deflection mechanism 20 is deflected under the action of the high-speed incoming flow 60 to form an arched aerodynamic barrier 30, and the side of the aerodynamic barrier 30 away from the high-speed incoming flow 60 forms a reflow zone 40 for stabilizing the flame.

[0059] By setting the jet mechanism 10 and the flow deflection mechanism 20, the fluid in the opposite direction to the high-speed incoming flow 60 can be ejected from the jet mechanism 10, and after the fluid is deflected by the flow deflection mechanism 20, it is ejected in a divergent manner toward the high-speed incoming flow 60. When the fluid ejected in a divergent manner encounters the high-speed incoming flow 60, it is deflected under the impact of the high-speed incoming flow 60 and ejected in the same direction as the high-speed incoming flow 60, that is, the fluid ejected from the flow deflection mechanism 20 is deflected under the action of the high-speed incoming flow 60 to form an arched pneumatic barrier 30, and a reflow zone 40 for stabilizing the flame is formed behind the pneumatic barrier 30. That is, the present application does not need to set a large-area bluff structure, reduces the mechanical structure, weight and size of the combustion chamber, and the total pressure loss of the combustion chamber is small, and the combustion efficiency is high.

[0060] An embodiment of the present application also provides a flame stabilization method, wherein the fluid includes air and fuel. The method includes: controlling the flow rate of air and / or fuel entering the jet mechanism 10 to adjust the size of the pneumatic barrier 30 and the recirculation zone 40. By controlling the flow rate ratio of air and fuel entering the jet mechanism 10, the oil and gas components in and around the recirculation zone 40 are adjusted. That is, the present application has a good flame stabilization capability in the combustion chamber, and can also realize flexible adjustment of the size of the recirculation zone 40 under different working conditions.

[0061] Specifically, take the control of the flow rate of air and / or fuel entering the jet mechanism 10 as an example. When the combustion chamber is working under large conditions, the flow rate of fuel and / or compressed air entering the jet mechanism 10 is increased, at which time the size of the recirculation zone 40 is the largest, the oil-gas mixing effect is the best, and the flame stabilization ability is the best; when the combustion chamber is working under small conditions, the flow rate of fuel and / or compressed air entering the jet mechanism 10 is reduced, at which time the size of the recirculation zone 40 is correspondingly reduced to adapt to the flame stabilization ability of the current working conditions; when the combustion chamber is not working, the jet mechanism 10 and the fuel injection mechanism 50 are closed, at which time the size of the recirculation zone 40 is the smallest, so that the front high-speed incoming flow 60 can flow through the flame stabilizer more smoothly, thereby reducing fluid loss.

[0062] The flow rate of fuel and / or compressed air entering the injection mechanism 10 refers to the flow rate of fuel entering the injection mechanism 10 , the flow rate of air entering the injection mechanism 10 , or the flow rate of air and fuel entering the injection mechanism 10 .

[0063] An embodiment of the present application further provides a flame stabilization method, wherein the fuel injection mechanism 50 is used to inject fuel, the jet mechanism 10 is used to inject air, and the fuel injection mechanism 50 is coaxially arranged with the jet mechanism 10. The method comprises: adjusting the size of the pneumatic barrier 30 and the recirculation zone 40 by controlling the air flow rate entering the jet mechanism 10, controlling the injected fuel flow rate of the fuel injection mechanism 50, or controlling the flow rate ratio of the air entering the jet mechanism 10 and the injected fuel of the fuel injection mechanism 50.

[0064] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A flame stabilizer, characterized in that: The flame stabilizer comprises: A jet mechanism (10) is used to be arranged in a high-speed incoming flow (60), and the jetting direction of the jet mechanism (10) is toward the direction of the high-speed incoming flow (60), and the jet mechanism (10) is used to eject air and / or fuel; and a flow direction deflection mechanism (20), arranged on one side of the injection direction of the injection mechanism (10), and used for changing the direction of the fluid ejected by the injection mechanism (10) so that the direction of the fluid forms a certain angle with the direction of the high-speed incoming flow (60); The fluid ejected from the flow deflection mechanism (20) is deflected by the high-speed incoming flow (60) to form an arched pneumatic barrier (30), and a side of the pneumatic barrier (30) away from the high-speed incoming flow (60) forms a reflow zone (40) for stabilizing the flame; The flame stabilizer further comprises a fuel injection mechanism (50), wherein the fuel injection mechanism (50) is arranged at intervals on a side of the flow direction deflection mechanism (20) away from the jet mechanism (10), and the injection direction of the fuel injection mechanism (50) is 0-180 degrees with the direction of the high-speed incoming flow (60); When the temperature of the high-speed incoming flow (60) is relatively high, the injection direction of the fuel injection mechanism (50) is 0 degrees to the direction of the high-speed incoming flow (60), that is, the injection direction of the fuel injection mechanism (50) is the same as the direction of the high-speed incoming flow (60), so that the fuel injected by the fuel injection mechanism (50) flows rapidly under the impact of the high-speed incoming flow (60), so that under the deflection effect of the flow deflection mechanism, an arched aerodynamic barrier is quickly formed to prevent the fuel in the fuel injection mechanism (50) from spontaneously igniting under the high temperature of the high-speed incoming flow (60); When the temperature of the high-speed incoming flow (60) is relatively low, the injection direction of the fuel injection mechanism (50) is 90 degrees to the direction of the high-speed incoming flow (60), that is, the injection direction of the fuel injection mechanism (50) is perpendicular to the direction of the high-speed incoming flow (60), thereby increasing the atomization and dispersion of the fuel injected by the fuel injection mechanism (50); or, when the temperature of the high-speed incoming flow (60) is relatively low, the injection direction of the fuel injection mechanism (50) is 180 degrees to the direction of the high-speed incoming flow (60), at this time, the injection direction of the fuel injection mechanism (50) is opposite to the direction of the high-speed incoming flow (60), thereby increasing the sudden residence time of the fuel injected by the fuel injection mechanism (50), which is beneficial to the further evaporation of the fuel.

2. The flame stabilizer according to claim 1, characterized in that: The flow direction deflection mechanism (20) is a swirler, and the swirler is used to rotate the fluid.

3. The flame stabilizer according to claim 1, characterized in that: The flow direction deflection mechanism (20) is a fluid rectification device or a flow direction control device.

4. The flame stabilizer according to claim 1, characterized in that: The number of the jet mechanisms (10) is plural, and the plurality of the jet mechanisms (10) are arranged in a circular or elliptical shape, and the flow direction deflection mechanism (20) and the jet mechanisms (10) are arranged in a one-to-one correspondence.

5. The flame stabilizer according to claim 4, characterized in that: The number of the jet mechanism (10) and the number of the fuel injection mechanism (50) are both multiple, and the multiple jet mechanisms (10) are arranged in a one-to-one correspondence with the multiple fuel injection mechanisms (50), or each of the jet mechanisms (10) is arranged in a corresponding manner with the multiple fuel injection mechanisms (50), or each of the fuel injection mechanisms (50) is arranged in a corresponding manner with the multiple jet mechanisms (10).

6. The flame stabilizer according to claim 4, characterized in that: The fuel injection mechanism (50) is used to inject fuel or inject fuel and air simultaneously.

7. The flame stabilizer according to claim 1, characterized in that: The flame stabilizer further comprises a conduit, the jet mechanism (10) has a flow cavity, and the conduit is in communication with the flow cavity and is used for conveying the fluid into the jet mechanism (10).

8. A combustion chamber, characterized in that: A flame stabilizer comprising the flame stabilizer according to any one of claims 1 to 7.

9. A flame stabilization method, characterized in that: Applied to the flame stabilizer according to any one of claims 1 to 7, the fluid sprayed by the jet mechanism (10) comprises air and / or fuel; The method comprises: adjusting the size of the pneumatic barrier (30) and the recirculation zone (40) by controlling the flow rate of air and / or fuel entering the jet mechanism (10); and adjusting the oil and gas components in and around the recirculation zone (40) by controlling the flow rate ratio of air and fuel entering the jet mechanism (10).

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