An aircraft atomizing combustion device and combustion method

Abstract

This invention relates to an atomizing combustion device and method for aircraft. The atomizing combustion device includes an outer shell, a fuel injector, and an auxiliary atomizer. The outer shell has a cavity structure with an auxiliary gas inlet and at least one fuel inlet on its upper surface. The fuel injector is located inside the outer shell and includes a fuel reservoir, a mixing chamber, and a fuel nozzle. The auxiliary atomizer is located inside the fuel injector and includes an auxiliary gas reservoir and swirling holes on the sidewall of the auxiliary gas reservoir. This invention utilizes a reverse cyclone structure to enhance the mixing of fuel and auxiliary atomizing gas, ensuring the uniformity of the bubble flow while minimizing the amount of auxiliary gas, thereby achieving high-efficiency atomization characteristics. Furthermore, this invention utilizes an aerodynamic throat very close to the nozzle outlet to change the flow area of ​​the nozzle, achieving real-time flow control and exhibiting wide-range flow control characteristics and transient fuel flow response.

Description

Technical Field

[0001] This invention relates to an atomization combustion device and combustion method for aircraft, belonging to the technical field of wide-area combustion devices. Background Technology

[0002] With the increasing frequency of space control and utilization and space activities, there are growing demands on space transportation systems to be "fast, mobile, reliable, and inexpensive." This includes the ability to rapidly deploy, reconfigure, expand, and maintain space systems; a highly mobile and flexible response capability; safe and reliable access to space; and the ability to significantly reduce space transportation costs. Space-air integration has become a crucial trend in aerospace development, and the exploration of near-space and deep space represents a new frontier in great power competition. New propulsion systems adapted to space-air integration are the "heart" of future spacecraft, requiring innovative research.

[0003] Combined propulsion is an ideal power source for aerospace flight, and its fuel injection technology is one of the most pressing issues requiring breakthroughs. When a combined propulsion engine operates over a wide range (Ma 0-10+), the airflow passes through the intake, isolation section, and other rectifying and compression components, resulting in a combustion chamber operating at Mach 0-4 and pressure fluctuations ranging from 5-20 atm. Ensuring reliable and stable engine performance requires efficient operation of the combustion chamber over a wide range. From the perspective of the entire combustion chamber operation process, fuel transport time (injection, fragmentation, atomization, and mixing) accounts for nearly 60% of the time, and fuel transport determines combustion efficiency. In short, for air-breathing combined propulsion engines, fuel injection and mixing technology has always been a key technology in their research.

[0004] In the context of thrust requirements for wide speed range and high maneuverability, efficient propellant atomization and large-ratio flow regulation are indispensable. However, existing injection atomization technology is insufficient to match the design performance of the engine, mainly reflected in unsatisfactory atomization efficiency, sluggish flow response, and limited adjustment range.

[0005] Therefore, to address the shortcomings of the above technologies, it is necessary to design a fuel atomization and combustion device that is highly efficient and has wide adaptability. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an atomizing combustion device and combustion method for aircraft. The combustion device enhances the gas-liquid mixing inside the nozzle by means of a reverse airflow vortex, and has the characteristics of high atomization efficiency and fast response. At the same time, it can further utilize a pneumatically adjustable throat to regulate the fuel flow rate, realize large variable ratio flow control, further enhance the fuel atomization effect, and improve the response speed.

[0007] The technical solution adopted by this invention to solve its technical problem is:

[0008] An aircraft atomizing combustion device, comprising:

[0009] The outer shell has a cavity structure, and the upper surface is provided with an auxiliary air inlet and at least one fuel inlet;

[0010] A fuel injector, located inside a housing, includes a fuel reservoir, a mixing chamber, and a fuel injection orifice. The fuel inlet is connected to the fuel reservoir, the fuel reservoir is connected to the mixing chamber, and the bottom of the mixing chamber is connected to the fuel injection orifice. Fuel enters the fuel reservoir through the fuel inlet and enters the mixing chamber through the fuel reservoir outlet. After mixing with the auxiliary atomizing cyclone formed by the auxiliary atomizer in the mixing chamber, it is injected outward through the fuel injection orifice.

[0011] An auxiliary atomizer is installed inside the fuel injector and includes an auxiliary gas storage chamber and a swirling hole opened on the side wall of the auxiliary gas storage chamber. The auxiliary gas storage chamber is connected to the auxiliary gas inlet. After the auxiliary atomizing gas enters the auxiliary gas storage chamber through the auxiliary gas inlet, it is ejected through the swirling hole and forms an auxiliary atomizing swirling gas in the mixing chamber.

[0012] In the aforementioned aircraft atomization and combustion device, the auxiliary gas storage chamber passes through the oil storage chamber and enters the mixing chamber, and swirling holes are opened on the wall inside the mixing chamber.

[0013] In the aforementioned aircraft atomization combustion device, the ratio of the length L1 of the auxiliary gas storage chamber entering the mixing chamber to the length L2 of the mixing chamber is 0.8 to 0.95:1.

[0014] In the aforementioned aircraft atomization and combustion device, the oil storage chamber is a cylindrical structure; the mixing chamber is a combination of cylindrical, frustum-shaped, cylindrical, and frustum-shaped structures from top to bottom, with the inner diameter gradually decreasing, and the bottom of the frustum-shaped structure at the bottom end is connected to the fuel injection hole.

[0015] In the aforementioned aircraft atomizing combustion device, the ratio of auxiliary atomizing gas pressure to fuel pressure is 1.2 to 2:1.

[0016] In the aforementioned aircraft atomizing combustion device, an end cap is provided inside the oil storage chamber. The end cap is located above the mixing chamber, so that an oil storage chamber outlet is formed between the oil storage chamber and the mixing chamber. The auxiliary gas storage chamber passes through the oil storage chamber and the end cap and enters the mixing chamber.

[0017] In the aforementioned aircraft atomizing combustion device, the swirling orifice satisfies at least one of the following:

[0018] The swirling holes are arranged in a counterclockwise pattern on the wall of the auxiliary gas storage chamber to generate a reverse swirling airflow that is opposite to the direction of fuel flow.

[0019] The ratio of the square of the diameter Φb of the swirling orifice multiplied by the number of swirling orifices to the square of the diameter Φc of the auxiliary gas inlet is 0.75 to 0.9:1.

[0020] In the aforementioned aircraft atomizing combustion device, the auxiliary gas inlet is located at the center of the upper surface of the outer shell, and the fuel inlet is located around the auxiliary gas inlet.

[0021] The aforementioned aircraft atomizing combustion device also includes an aerodynamic throat assembly disposed within the outer shell. The aerodynamic throat assembly includes a high-pressure gas inlet, a high-pressure chamber, and a high-pressure gas outlet. The high-pressure gas inlet is located on the side wall of the outer shell, and the high-pressure gas outlet is connected to the fuel injection hole. After the high-pressure gas enters the high-pressure chamber through the high-pressure gas inlet, it is ejected through the high-pressure gas outlet, forming an aerodynamic throat upstream of the fuel injection hole.

[0022] In the aforementioned aircraft atomizing combustion device, the high-pressure chamber is a continuous channel opened in the side wall and bottom of the outer shell, and the high-pressure gas outlet is located at the bottom of the channel and communicates with the fuel injection hole.

[0023] In the aforementioned aircraft atomizing combustion device, the high-pressure gas outlet satisfies at least one of the following:

[0024] The ratio of the height L3 of the high-pressure gas outlet to the height L5 of the high-pressure chamber is 0.4 to 0.5:1.

[0025] The ratio of the distance L4 between the centerline of the high-pressure gas outlet and the end face of the fuel injection hole to the diameter Φa of the fuel injection hole is 2 to 5:1.

[0026] In the aforementioned aircraft atomizing combustion device, the pressure ratio of the high-pressure gas to the fuel pressure is 1.1 to 10:1.

[0027] In the aforementioned aircraft atomizing combustion device, the Mach number range used by the aircraft atomizing combustion device is 0 to 10.

[0028] A method for atomizing and burning combustion in an aircraft, applied to the aforementioned atomizing and burning combustion device, comprising:

[0029] After the auxiliary atomizing gas enters the auxiliary gas storage chamber through the auxiliary gas inlet, it is ejected through the swirl hole to form an auxiliary atomizing cyclone in the mixing chamber.

[0030] After entering the fuel storage chamber through the fuel inlet, the fuel enters the mixing chamber through the fuel storage chamber outlet;

[0031] After the auxiliary atomizing cyclone is mixed with the fuel in the mixing chamber, it is injected outward through the fuel injection hole.

[0032] The aforementioned atomization combustion method for aircraft also includes: high-pressure gas enters the high-pressure chamber through the high-pressure gas inlet and is then ejected through the high-pressure gas outlet, forming an aerodynamic throat upstream of the fuel injection hole.

[0033] Compared with the prior art, the present invention has at least the following beneficial effects:

[0034] (1) The aircraft atomizing combustion device provided in the embodiments of the present invention includes a fuel injector and an auxiliary atomizer. Through structural design, the mixing of fuel and auxiliary atomizing gas is enhanced by using a reverse cyclone to ensure the uniformity of the bubble flow and minimize the amount of auxiliary gas, thereby achieving high-efficiency atomization characteristics.

[0035] (2) In this embodiment of the invention, the pneumatic throat very close to the nozzle outlet is further utilized to change the flow area of ​​the nozzle and realize real-time flow control, which has a wide range of flow control characteristics and transient fuel flow response.

[0036] (3) In the embodiments of the present invention, it is preferred to reuse the gas in the pneumatic throat to further enhance the atomization efficiency; in addition, due to the high efficiency of atomization and the wide adaptability of flow rate adjustment, the present invention can be applied to a wide speed range flight conditions. Attached Figure Description

[0037] Figure 1 This is a cross-sectional view of the aircraft atomizing combustion device in an embodiment of the present invention;

[0038] Figure 2 This is a schematic diagram of the pneumatic throat in an embodiment of the present invention. Figure 1 (Enlarged view of a specific area);

[0039] Figure 3 This is a cross-sectional view of the swirl hole in an embodiment of the present invention;

[0040] Figure 4 This is a schematic diagram of the three-dimensional configuration of the outer shell in an embodiment of the present invention;

[0041] In the diagram: 1 is the oil reservoir, 2 is the oil reservoir outlet, 3 is the high-pressure chamber, 4 is the mixing chamber, 5 is the swirl orifice, 6 is the auxiliary gas reservoir, 7 is the end cap, 8 is the outer casing, 9 is the high-pressure gas inlet, 10 is the auxiliary gas inlet, 11 is the fuel inlet, 12 is the high-pressure gas outlet, 13 is the fuel injection orifice, L1 is the length of the auxiliary gas reservoir entering the mixing chamber, L2 is the length of the mixing chamber, L3 is the height of the high-pressure gas outlet, L4 is the distance from the pneumatic throat to the injection orifice outlet, L5 is the height of the high-pressure chamber, Φa is the diameter of the fuel injection orifice, Φb is the diameter of the fuel injection orifice, and Φc is the diameter of the fuel injection orifice. Detailed Implementation

[0042] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments:

[0043] like Figure 1 As shown, in this embodiment of the invention, the aircraft atomizing combustion device includes an outer shell 8, a fuel injector, an auxiliary atomizer, and a pneumatic throat assembly.

[0044] The outer shell 8 has a cavity structure, and its upper surface is provided with an auxiliary air inlet 10 and at least one fuel inlet 11, such as... Figure 3 As shown, in one optional embodiment, the auxiliary gas inlet 10 is located at the center of the upper surface of the housing 8, and a plurality of fuel inlets 11 are located around the auxiliary gas inlet 10.

[0045] The fuel injector is located inside the housing 8 and includes a fuel reservoir 1, a mixing chamber 4, and a fuel injection orifice 13. An end cap 7 is provided inside the fuel reservoir 1, positioned above the mixing chamber 4, thus forming a fuel reservoir outlet 2 between the fuel reservoir 1 and the mixing chamber 4. Figure 1 As shown, in one optional embodiment, the oil storage chamber 1 has a cylindrical structure, and the mixing chamber 4 is a combination of cylindrical, frustum-shaped, cylindrical, and frustum-shaped structures from top to bottom, with the inner diameter gradually decreasing. The bottom of the frustum-shaped structure at the bottom is connected to the fuel injection hole 13. The oil storage chamber 1 is connected to the mixing chamber 4, the bottom of the mixing chamber 4 is connected to the fuel injection hole 13, and the fuel inlet 11 is connected to the oil storage chamber 1. After the fuel enters the oil storage chamber 1 through the fuel inlet 11, it enters the mixing chamber 4 through the oil storage chamber outlet 2. After mixing with the auxiliary atomizing cyclone formed by the auxiliary atomizer in the mixing chamber 4, it is injected outward through the fuel injection hole 13. Gas is injected into the fuel to enhance atomization performance.

[0046] An auxiliary atomizer, located inside the fuel injector, includes an auxiliary gas storage chamber 6 and swirl holes 5 on the side wall of the auxiliary gas storage chamber 6. The auxiliary gas storage chamber 6 is connected to the auxiliary gas inlet 10. After the auxiliary atomizing gas enters the auxiliary gas storage chamber 6 through the auxiliary gas inlet 10, it is ejected through the swirl holes 5 and forms an auxiliary atomizing swirl in the mixing chamber 4. Figure 1 As shown, the auxiliary gas storage chamber 6 passes through the oil storage chamber 1, the end cap 7, and enters the mixing chamber 4. Swirl holes 5 are formed on a portion of the wall inside the mixing chamber 4. The swirl holes 5 are arranged along the flow direction of the auxiliary gas storage chamber 6. The first row of swirl holes 5 is located below the oil storage chamber outlet 2, which acts as a swirl valve to prolong the mixing time of the swirl and fuel.

[0047] In one optional embodiment, the ratio of the length L1 of the auxiliary gas storage chamber 6 entering the mixing chamber 4 to the length L2 of the mixing chamber 4 is preferably 0.8 to 0.95:1, which further ensures that the cyclone and fuel have sufficient flow time after mixing, thus achieving a rectification effect.

[0048] In one optional embodiment, the ratio of auxiliary gas pressure to fuel pressure is preferably 1.2 to 2:1, which further ensures that the auxiliary atomizing gas can be ejected from the swirl hole 5 to form a cyclone.

[0049] like Figure 3As shown, in one optional embodiment, the swirl holes 5 preferably adopt a counterclockwise layout to generate a reverse cyclone opposite to the fuel flow direction, further increasing the mixing time between the fuel and the auxiliary atomizing gas, thereby ensuring more efficient atomization. The ratio of the square of the swirl hole diameter Φb multiplied by the number of swirl holes 5 to the square of the auxiliary gas inlet diameter Φc is 0.75 to 0.9:1, further ensuring that the auxiliary cyclone has a sufficiently high velocity to enhance mixing.

[0050] like Figure 1 As shown, the pneumatic throat assembly is housed within the outer casing 8. The pneumatic throat assembly includes a high-pressure air inlet 9, a high-pressure chamber 3, and a high-pressure air outlet 12. The high-pressure air inlet 9 is located on the side wall of the outer casing 8, and the high-pressure air outlet 12 is connected to the fuel injection hole 13. High-pressure air enters the high-pressure chamber 3 through the high-pressure air inlet 9 and is then ejected through the high-pressure air outlet 12, forming a pneumatic throat upstream of the fuel injection hole 13. Further adjustment of the fuel flow rate is achieved by changing the flow area of ​​the pneumatic throat through altering the high-pressure gas pressure. Simultaneously, the injection of high-pressure air into the fuel further enhances the fuel atomization effect. Figure 2 As shown.

[0051] In one optional embodiment, the high-pressure chamber 3 is preferably a continuous, U-shaped, bent channel formed by the sidewalls and bottom of the outer casing 8. The high-pressure gas outlet 12 is located at the bottom of the channel and communicates with the fuel injection port 13.

[0052] In one optional embodiment, the ratio of the high-pressure gas outlet height (L3) to the high-pressure chamber height (L5) is preferably 0.4 to 0.5:1, thereby further ensuring that the pneumatic throat has sufficient momentum to regulate the fuel flow. Figure 2 As shown.

[0053] In one optional embodiment, the ratio of the distance from the pneumatic throat to the nozzle outlet (L4) to the fuel nozzle diameter (Φa) is preferably 2 to 5:1. This further ensures the uniformity and atomization efficiency of the fuel after injection. Simultaneously, within this range, the distance from the pneumatic throat to the nozzle outlet (L4) can guarantee the transient response of the fuel flow rate. Figure 2 As shown.

[0054] In one optional embodiment, the pressure ratio of high-pressure gas to fuel pressure is preferably 1.1 to 10, which further ensures that fuel does not enter the high-pressure chamber 3 while ensuring the adjustable range of fuel flow.

[0055] like Figure 4 As shown, the auxiliary gas inlet 10 is located at the center of the circumferentially distributed fuel inlets 11, and the high-pressure gas inlet 9 is located on the side wall of the outer casing 8.

[0056] Due to the adjustable fuel flow rate and high-efficiency atomization characteristics of the combustion device in this embodiment of the invention, the applicable Mach number range is 0 to 10.

[0057] This invention provides a method for atomizing and burning combustion in aircraft, applied to the aforementioned atomizing and burning combustion device, specifically including the following steps:

[0058] 1. After the auxiliary atomizing gas enters the auxiliary gas storage chamber 6 through the auxiliary gas inlet 10, it is ejected through the swirl hole 5 and forms an auxiliary atomizing cyclone in the mixing chamber 4;

[0059] 2. After entering the oil storage chamber 1 through the fuel inlet 11, the fuel enters the mixing chamber 4 through the oil storage chamber outlet 2;

[0060] 3. After the auxiliary atomizing cyclone and fuel are mixed in the mixing chamber 4, they are injected outward through the fuel injection hole 13.

[0061] After high-pressure gas enters the high-pressure chamber 3 through the high-pressure gas inlet 9, it is ejected through the high-pressure gas outlet 12, forming a pneumatic throat upstream of the fuel injection hole 13, which is used to regulate fuel flow and enhance fuel atomization.

[0062] The present invention provides a wide-range atomization and combustion device and method for aircraft with adjustable flow rate under cyclone assistance. This combustion device enhances gas-liquid mixing within the nozzle by utilizing reverse airflow vortices and adjusts fuel flow rate using a pneumatically adjustable throat, featuring high atomization efficiency, large flow rate regulation ratio, and rapid response. The preferred embodiment of the present invention exhibits extremely high atomization efficiency, wide-range flow rate regulation capability, and transient flow rate regulation response, greatly expanding the applicable operating conditions of the combustion device.

[0063] The above description is only the best specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the protection scope of the present invention.

[0064] The contents not described in detail in this specification are common knowledge to those skilled in the art.

Claims

1. An aircraft atomizing fuel injection device, characterized in that, include: The outer shell (8) has a cavity structure, and the upper surface is provided with an auxiliary air inlet (10) and at least one fuel inlet (11). The fuel injector is located inside the outer casing (8) and includes a fuel reservoir (1), a mixing chamber (4), and a fuel injection hole (13). The fuel inlet (11) is connected to the fuel reservoir (1), the fuel reservoir (1) is connected to the mixing chamber (4), and the bottom of the mixing chamber (4) is connected to the fuel injection hole (13). Fuel enters the fuel reservoir (1) through the fuel inlet (11) and enters the mixing chamber (4) through the outlet of the fuel reservoir (1). After being mixed with the auxiliary atomizing cyclone formed by the auxiliary atomizer in the mixing chamber (4), it is injected outward through the fuel injection hole (13). An auxiliary atomizer is installed inside the fuel injector and includes an auxiliary gas storage chamber (6) and a swirl hole (5) on the side wall of the auxiliary gas storage chamber (6). The auxiliary gas storage chamber (6) is connected to the auxiliary gas inlet (10). After the auxiliary atomizing gas enters the auxiliary gas storage chamber (6) through the auxiliary gas inlet (10), it is sprayed out through the swirl hole (5) and forms an auxiliary atomizing swirl in the mixing chamber (4). It also includes a pneumatic throat assembly disposed in the outer shell (8), the pneumatic throat assembly including a high-pressure air inlet (9), a high-pressure chamber (3) and a high-pressure air outlet (12). The high-pressure air inlet (9) is opened on the side wall of the outer shell (8), and the high-pressure air outlet (12) is connected to the fuel injection hole (13). After the high-pressure air enters the high-pressure chamber (3) through the high-pressure air inlet (9), it is ejected through the high-pressure air outlet (12) to form a pneumatic throat upstream of the fuel injection hole (13).

2. The aircraft atomizing fuel nozzle of Claim 1, wherein, The auxiliary gas storage chamber (6) passes through the oil storage chamber (1) and enters the mixing chamber (4), and a swirl hole (5) is opened on the wall inside the mixing chamber (4).

3. The aircraft atomizing fuel nozzle of Claim 2, wherein, The ratio of the length L1 of the auxiliary gas storage chamber (6) entering the mixing chamber (4) to the length L2 of the mixing chamber (4) is 0.8~0.95 :

1.

4. The aircraft atomizing fuel nozzle of Claim 1, wherein, The oil storage chamber (1) is a cylindrical structure; the mixing chamber (4) is a combination of cylindrical, frustum, cylindrical and frustum shapes from top to bottom, with the inner diameter gradually decreasing, and the bottom of the frustum shape at the bottom end is connected to the fuel injection hole (13).

5. The aircraft atomizing combustion device according to claim 1, characterized in that, The ratio of the auxiliary atomizing gas pressure to the fuel pressure is 1.2~2:

1.

6. The aircraft atomizing combustion device according to claim 1, characterized in that, The oil storage chamber (1) is provided with an end cap (7), which is located above the mixing chamber (4), so that an oil storage chamber outlet (2) is formed between the oil storage chamber (1) and the mixing chamber (4). The auxiliary gas storage chamber (6) passes through the oil storage chamber (1) and the end cap (7) and enters the mixing chamber (4).

7. The aircraft atomizing combustion device according to claim 1, characterized in that, The swirl orifice (5) satisfies at least one of the following: The swirling holes (5) are arranged in a counterclockwise pattern on the wall of the auxiliary gas storage chamber (6) to generate a reverse swirling airflow that is opposite to the direction of fuel flow. The ratio of the square of the diameter Φb of the swirl orifice (5) multiplied by the number of swirl orifices (5) to the square of the diameter Φc of the auxiliary gas inlet (10) is 0.75~0.9 :

1.

8. The aircraft atomizing combustion device according to claim 1, characterized in that, The auxiliary gas inlet (10) is located at the center of the upper surface of the outer casing (8), and the fuel inlet (11) is located around the auxiliary gas inlet (10).

9. The aircraft atomizing combustion device according to claim 1, characterized in that, The high-pressure chamber (3) is a continuous channel opened on the side wall and bottom of the outer shell (8), and the high-pressure gas outlet (12) is located at the bottom of the channel and communicates with the fuel injection hole (13).

10. The aircraft atomizing combustion device according to claim 1, characterized in that, The high-pressure gas outlet (12) satisfies at least one of the following: The ratio of the height L3 of the high-pressure gas outlet (12) to the height L5 of the high-pressure chamber (3) is 0.4~0.5:1; The ratio of the distance L4 between the centerline of the high-pressure gas outlet (12) and the outlet end face of the fuel injection hole (13) to the diameter Φa of the fuel injection hole (13) is 2~5 :

1.

11. The aircraft atomizing combustion device according to claim 1, characterized in that, The pressure ratio of the high-pressure gas to the fuel oil pressure is 1.1 to 10:

1.

12. The aircraft atomizing combustion device according to claim 1, characterized in that, The aircraft atomizing combustion device operates at Mach numbers ranging from 0 to 10.

13. A method for atomizing and burning fuel in an aircraft, characterized in that, The atomizing combustion device according to claim 1 comprises: After the auxiliary atomizing gas enters the auxiliary gas storage chamber (6) through the auxiliary gas inlet (10), it is ejected through the swirl hole (5) and forms an auxiliary atomizing cyclone in the mixing chamber (4); After the fuel enters the oil storage chamber (1) through the fuel inlet (11), it enters the mixing chamber (4) through the outlet of the oil storage chamber (1). After the auxiliary atomizing cyclone is mixed with the fuel in the mixing chamber (4), it is injected outward through the fuel injection hole (13).

14. The aircraft atomization combustion method according to claim 13, characterized in that, Also includes: After the high-pressure gas enters the high-pressure chamber (3) through the high-pressure gas inlet (9), it is ejected through the high-pressure gas outlet (12) and forms a pneumatic throat upstream of the fuel injection hole (13).

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