Three-way integrated low-resistance quick dismounting booster manifold and combustion chamber

Abstract

The application belongs to the turbofan afterburner, and particularly relates to a three-way integrated low-resistance design quick dismounting afterburner manifold and afterburner. The application aims to provide a three-way integrated low-resistance design afterburner manifold. The structure integrates three oil pipes into one, and the fuel in different oil paths enters the fuel manifold through the oil inlet pipe and is distributed to the corresponding internal and external fuel injection rods through the structure in the fuel manifold, so as to realize the function of partition fuel supply of the afterburner. The structure is integrally designed, and at the same time, the manifold support structure is simplified from multiple groups to one group, so that the support structure is simplified, the space is saved, and the weight is reduced. At the same time, the windward side of the afterburner manifold is aerodynamically modified and designed, so that the external contour of the manifold is close to the streamline, the flow resistance loss of the outer duct of the afterburner is reduced, and the thermal efficiency of the afterburner is improved. The quick dismounting structure of each manifold is invented, and the quick dismounting of each oil pipe is realized.

Description

Technical Field

[0001] This application pertains to afterburners in aero-engines, and specifically relates to a quick-release afterburner manifold and combustion chamber with a three-way integrated low-drag design. Background Technology

[0002] Due to the increasing power requirements of aircraft, afterburners are often used to increase engine thrust. For widely used turbofan engines, the afterburner ratio can reach 60%–70%, while the afterburner's weight only accounts for about 20% of the engine's total weight. Furthermore, using an afterburner can significantly improve the engine's thrust-to-weight ratio and specific frontal thrust, thereby comprehensively improving aircraft maneuverability and expanding its flight envelope. Therefore, afterburners have been widely used in military aircraft and play a crucial role in their development.

[0003] With the increasing demands on the thrust-to-weight ratio of aero engines, the overall design requirements for afterburners have been further raised, especially regarding the thermal efficiency and weight of afterburners.

[0004] To ensure stable combustion and reliable operation of the afterburner during the entire afterburning process, even with significant changes in fuel supply, most afterburners currently employ a zoned fuel injection design. Zoned fuel injection divides the entire afterburner into several combustion zones. Each combustion zone receives fuel from a specific fuel manifold and injector. Different fuel injection zones are activated to supply different flow rates for different afterburning ratios and fuel quantities, achieving a continuous and stable transition of thrust from low to full afterburning.

[0005] With the adoption of zoned fuel supply technology, afterburners often employ a multi-line fuel manifold design to ensure that different zones do not interfere with each other. However, the increase in the number of fuel manifolds leads to an increase in the weight of the afterburner, and the support structure required for the multi-line manifold becomes more complex, which also contributes to the increase in the weight of the afterburner.

[0006] Meanwhile, due to the high temperature inside the advanced afterburner, the fuel manifold, if located inside the manifold, is prone to manifold erosion or high-temperature coking and carbon buildup, which also increases flow resistance within the afterburner. Therefore, current advanced afterburner designs mostly adopt the method of placing the fuel manifold in the outer casing to reduce flow resistance and improve engine thermal efficiency.

[0007] For high-performance turbofan engines with low bypass ratios, the space for the outer bypass is smaller, and the requirements for flow resistance in the outer bypass are also higher. The flow resistance loss caused by the current design scheme of placing the fuel main pipe in the outer bypass can no longer meet the design requirements.

[0008] To ensure stable combustion and reliable operation of the afterburner during the entire afterburning process, even with significant changes in fuel supply, most afterburners currently employ a zoned fuel injection design. Zoned fuel injection divides the entire afterburner into several combustion zones. Each combustion zone receives fuel from a specific fuel manifold and injector. Different fuel injection zones are activated to supply different flow rates for different afterburning ratios, achieving a continuous transition of thrust from low to high afterburning.

[0009] With the adoption of zoned fuel supply technology, afterburners often employ a multi-line fuel manifold design to ensure that different zones do not interfere with each other. However, the increase in the number of fuel manifolds leads to an increase in the weight of the afterburner, and the support structure required for the multi-line manifold also becomes more complex, which also contributes to the increase in the weight of the afterburner.

[0010] Due to the high temperatures within advanced afterburners, placing the fuel manifold inside the combustion chamber increases the risk of manifold erosion or high-temperature coking and carbon buildup, while also increasing flow resistance within the afterburner. Therefore, current advanced afterburner designs often utilize the outer bypass duct to reduce flow resistance. However, for low-bypass turbofan engines, the outer bypass duct space is even smaller, and the flow resistance requirements for the engine's outer bypass duct are also higher. The flow resistance losses resulting from current designs that place the fuel manifold in the engine's outer bypass duct are no longer sufficient to meet design requirements. Summary of the Invention

[0011] To address the aforementioned issues, this application provides a quick-release and easy-to-assemble power booster manifold with a three-in-one low-resistance design.

[0012] A first ring-shaped main pipe, a second ring-shaped main pipe, and a third ring-shaped main pipe;

[0013] The first main pipe, the second main pipe, and the third main pipe are detachably connected in sequence in the axial direction. The second main pipe has a second external spray bar that sprays oil radially outward and a second internal spray bar that sprays oil radially inward. The third main pipe has a third external spray bar that sprays oil radially outward and a third internal spray bar that sprays oil radially inward. The first main pipe has a first spray bar that sprays oil backward along the airflow direction.

[0014] Preferably, the power-adding main is annular with a train-shaped cross-section, having a straight outer wall, a straight inner wall, and a drag-reducing front end. The inner wall of the power-adding main fits and overlaps with the outer wall of the confluence ring, and the bypass airflow sequentially passes over the front end, the outer wall, and the rear end to cool the power-adding main.

[0015] Preferably, the structure in which the second main pipe and the third main pipe are detachably connected in the axial direction includes: the third main pipe has a circumferential T-slot at its rear end, and notches are distributed circumferentially in the T-slot; the front end of the second main pipe has circumferentially distributed mounting buckles; the mounting buckles enter the T-slot through the notches and are rotated at a preset angle to assemble and connect with the T-slot; the second main pipe and the first main pipe adopt the same detachable connection structure.

[0016] Preferably, the first main pipe has a trapezoidal cross-section, while the second and third main pipes have rectangular cross-sections.

[0017] Preferably, the first main pipe is fixed to the outer wall of the casing by a linkage structure, the linkage structure including a plurality of circumferentially distributed lugs on the first main pipe, an intermediate rod hinged to the lugs, and fasteners hinged to the intermediate rod and fixed to the outer wall of the casing.

[0018] Preferably, the diameters of the second and third inner spray bars are larger than the diameters of the second and third outer spray bars.

[0019] An afterburner includes a casing, an inner cone located in the middle of the casing, a confluence ring located between the casing and the inner cone, a three-in-one low-resistance quick-release afterburner manifold, and a stabilizer located behind the three-in-one low-resistance quick-release afterburner manifold.

[0020] The purpose of this invention is to propose a three-in-one low-resistance afterburner manifold design. This structure integrates three fuel lines into a single unit. Fuel from different lines enters the fuel manifold through the inlet pipe, and the internal structure of the fuel manifold distributes the fuel from each line to the corresponding internal and external fuel injectors, achieving zoned fuel supply to the afterburner. Due to its integrated design, this structure simplifies the manifold support structure from multiple sets to a single unit, saving space and reducing weight.

[0021] Meanwhile, the windward side of the afterburner manifold is aerodynamically modified to make the outer contour of the manifold close to a streamlined shape, reducing the flow resistance loss of the afterburner outer duct, thereby improving the thermal efficiency of the afterburner. In addition, the addition of spray bars on both the inner and outer sides can make the fuel-air mixture in the combustion chamber more uniform.

[0022] A quick-connect and disconnect structure for each main pipe was invented, enabling rapid connection and disconnection of each oil pipe. This also facilitates rapid repair of faulty oil pipes and provides convenience for subsequent modifications such as adding or removing multiple oil pipes. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of an afterburner according to a preferred embodiment of this application;

[0024] Figure 2This is a schematic diagram of a quick-release and disassembly power-adding main pipe with a three-way integrated low-resistance design according to a preferred embodiment of this application;

[0025] Figure 3 Existing scheme support structure diagram;

[0026] Figure 4 A schematic diagram of the supporting structure of this application.

[0027] Figure 5 This is a schematic diagram of the airflow field of the modified outer wall of the booster manifold in this application;

[0028] Figure 6 This is a schematic diagram of the airflow field on the outer wall of a traditional circular power supply manifold;

[0029] Figure 7 This is a schematic diagram of the assembly of the various fuel mains in this application. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0031] This invention addresses the problems of increased weight in afterburners due to the increased number of fuel manifolds after adopting a zoned fuel supply design, and the significant flow resistance loss caused by the fuel manifold placed in the outer casing, which affects the normal operation of the afterburner. It proposes a three-in-one, low-resistance, quick-assembly and disassembly afterburner manifold. For example... Figures 1-2 As shown.

[0032] This structure integrates three fuel lines into one unit. Fuel from different lines enters the fuel manifold through the inlet pipe, and the internal structure of the fuel manifold distributes the fuel from each line to the corresponding internal and external fuel injectors, achieving zoned fuel supply to the afterburner. Because of its integrated design, the manifold support structure is simplified from three sets to one, reducing space and weight. Figures 3-4 As shown.

[0033] Simultaneously, aerodynamic modification was applied to the windward side of the afterburner manifold, making its external profile nearly streamlined. This reduced flow resistance losses in the afterburner outer duct and increased the thermal efficiency of the afterburner. Figures 5-6 As shown.

[0034] A quick-connect and disconnect structure for each main pipe was invented, enabling rapid connection and disconnection of each oil pipe. This also facilitates rapid repair of faulty oil pipes and provides convenience for subsequent modifications such as adding or removing multiple oil pipes.

[0035] The technical solution of this invention is:

[0036] First, based on the design results of the afterburner fuel supply system, the injection point locations are determined, and then the layout and dimensions of each fuel supply circuit within the fuel manifold are determined. The structure of each fuel injector is then designed based on these parameters. Finally, considering the flow field outside the afterburner, the windward side of the fuel manifold is aerodynamically modified to reduce flow resistance losses.

[0037] A typical structure of this patent is described below, but it is not limited to this structure:

[0038] The typical fuel manifold structure of this scheme mainly includes nine parts: First Main Pipe 1, Second Main Pipe 2, Third Main Pipe 3, First Injector Rod 4, Second Inner Injector Rod 5, Second Outer Injector Rod 6, Third Inner Injector Rod 7, Third Outer Injector Rod 8, and Main Pipe Connecting Clip 9. Each part has the following characteristics:

[0039] 1) First fuel manifold 1: The first fuel manifold is located in the diffuser outer passage of the engine afterburner. Its dimensions are determined by the design of the afterburner fuel supply system. It is a hollow square box structure with a snap-fit ​​structure at the front end. The first fuel flows inside the manifold. The side wall of the first fuel manifold box has a round hole, the size and position of which match the first fuel injector 4. Fuel flows through the manifold into the corresponding injector, realizing zoned fuel supply to the afterburner.

[0040] 2) Second fuel line 2: The second fuel line 2 is also located in the diffuser outer passage of the afterburner. Its dimensions are determined by the design of the afterburner fuel supply system. It is a hollow box-shaped structure with snap-fit ​​structures at the front and rear. The front part mates with the third fuel line 3, and the rear part mates with the first fuel line 1. Fuel flows in the second fuel line 2 within the main line 2. The upper and lower parts of the second fuel line 2 have circular holes, the size and position of which mate with the second inner injector bar 5 and the second outer injector bar 6. This allows fuel to flow through the main line 2 into the corresponding injectors, achieving zoned fuel supply to the afterburner.

[0041] 3) Third Main Pipe 3: The third main pipe 3 also has a hollow box-shaped structure with a snap-fit ​​structure at the rear end. It cooperates with the second main pipe to fix the third fuel flow area. Its dimensions are determined by the design results of the afterburner fuel supply system. Aerodynamic modification is performed on the windward side of the third main pipe, referencing the flow field data of the afterburner's outer duct, to design its profile and reduce flow resistance. Circular holes are provided at the bottom and top of the third main pipe, their positions and dimensions cooperating with the third inner spray bar 7 and the third outer spray bar 8, allowing the third fuel to flow through the main pipe into the corresponding spray bar, achieving zoned fuel supply to the afterburner.

[0042] 4) First-path injector 4: Works in conjunction with the first-path main pipe, allowing fuel to flow from the main pipe and supply fuel to the ignition zone. The injector is equipped with nozzles that atomize the fuel, effectively mixing it with the bypass air in the afterburner to ensure proper operation. The number of injectors, their size, nozzle type, and nozzle structure are determined based on the afterburner fuel supply system design.

[0043] 5) Second Inner Injector Boom 5: Installed at the bottom of the second main pipe, allowing fuel from the second main pipe to flow into the inner combustion chamber. The boom is equipped with nozzles that atomize the fuel, effectively mixing it with the combustion gases in the afterburner to ensure proper operation. The number of booms, boom size, nozzle type, and nozzle structure are determined based on the afterburner fuel supply system design.

[0044] 6) Second external injection boom 6: Installed on the upper part of the second main pipe, allowing the second fuel line to flow out of the main pipe and supply fuel to the outer bypass area. The injection boom is equipped with nozzle structures, which atomize the fuel effectively, ensuring proper mixing with the combustion gases in the afterburner and guaranteeing optimal afterburner operation. The number of injection booms, their size, nozzle type, and nozzle structure are determined based on the afterburner fuel supply system design.

[0045] 7) Third Inner Injector Bar 7: Installed at the bottom of the third main pipe, allowing fuel from the third main pipe to flow into the inner chamber. The injector bar is equipped with nozzles that atomize the fuel, effectively mixing it with the combustion gases in the afterburner to ensure proper operation. The number of injectors, their size, nozzle type, and nozzle structure are determined based on the afterburner fuel supply system design.

[0046] 8) Third-way external injection boom 8: Installed on the upper part of the third-way main pipe, allowing fuel from the third-way main pipe to flow out and supply fuel to the outer bypass area. The injection boom is equipped with a nozzle structure, which atomizes the fuel and effectively mixes it with the outer bypass air in the afterburner, ensuring proper operation of the afterburner. The number of injection booms, their size, nozzle type, and nozzle structure are determined according to the design of the afterburner fuel supply system.

[0047] 9) Installing clip 9: All main pipes are connected via installing clip 9. Assembly diagram as shown below. Figure 7 As shown, the third main pipe (3) has a circumferential T-groove at the rear end, and notches are distributed circumferentially in the T-groove. The front end of the second main pipe (2) has circumferentially distributed mounting buckles (9). The mounting buckles (9) enter the T-groove through the notches and rotate at a preset angle to assemble and connect with the T-groove. The second main pipe (2) and the first main pipe (1) adopt the same detachable connection structure.

[0048] This invention integrates the three independent fuel mains in the afterburner into a single design. While ensuring that the zonal fuel supply of the afterburner is not affected, the structure of the fuel main is simplified to a certain extent. The previous separate fuel supply mains are combined into one, and adjacent mains share a side wall, which reduces the weight of the fuel main.

[0049] The integrated design also reduces the number of support structures for the fuel manifold. In previous fuel manifold designs, multiple fuel lines were located at different radial positions within the afterburner, requiring multiple sets of support structures. Corresponding weight-reduction solutions simply placed radially adjacent fuel lines at the same radial position to reduce the number of supports, but this still required multiple clamps between adjacent fuel lines for fixation, resulting in limited weight reduction. In contrast, the three-way integrated fuel line design in this solution requires only one set of tie rods for fixation and eliminates the need for clamps or other structures to support and secure the fuel manifold. This further reduces the weight of the afterburner, solving the problems of complex structure and excessive weight in zoned fuel supply systems, and meeting the weight reduction requirements for afterburners in new aero-engines.

[0050] This invention also designs such as Figure 7 The fuel manifold assembly structure shown is configured with fuel manifolds evenly distributed around their circumference as illustrated. Compared to existing solutions, this design eliminates the cumbersome step of installing clamps during fuel manifold assembly, enabling rapid assembly and disassembly of each fuel line. It also facilitates quick repair of faulty fuel lines and provides convenience for future modifications such as adding or removing multiple fuel lines.

[0051] Meanwhile, the windward side profile of the fuel manifold in the outer bypass was aerodynamically modified. The modified fuel manifold reduced flow resistance loss, solving the problem of large flow resistance loss and low thermal efficiency in the engine's outer bypass caused by the zoned fuel supply fuel manifold.

[0052] This application is equipped with two sets of spray booms inside the network, as well as a spray boom at the rear, which can further evenly spray the fuel.

[0053] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A quick-release and disassembly power-adding main pipe with a three-way integrated low-resistance design, characterized in that: The first ring-shaped main pipe (1), the second ring-shaped main pipe (2), and the third ring-shaped main pipe (3). The first main pipe (1), the second main pipe (2), and the third main pipe (3) are detachably connected in the axial direction. The second main pipe (2) has a second external spray bar (6) that sprays oil radially outward and a second internal spray bar (5) that sprays oil radially inward. The third main pipe (3) has a third external spray bar (8) that sprays oil radially outward and a third internal spray bar (7) that sprays oil radially inward. The first main pipe (1) has a first spray bar (4) that sprays oil backward along the airflow direction. The power-adding main is annular with a train-shaped cross-section. It has a straight outer wall, a straight inner wall, and a front end with drag reduction. The inner wall of the power-adding main is attached to the outer wall of the confluence ring (12). The external bypass airflow passes over the front end, the outer wall, and the rear end to cool the power-adding main. The structure in which the second main pipe (2) and the third main pipe (3) are detachably connected in the axial direction includes: the third main pipe (3) has a circumferential T-slot at the rear end, and notches are distributed circumferentially in the T-slot; the front end of the second main pipe (2) has circumferentially distributed mounting buckles (9); the mounting buckles (9) enter the T-slot through the notches and rotate at a preset angle to assemble and connect with the T-slot; the second main pipe (2) and the first main pipe (1) adopt the same detachable connection structure.

2. The quick-release and disassembly power-adding main pipe with a three-way integrated low-resistance design as described in claim 1, characterized in that, The first main pipe (1) has a trapezoidal cross section, while the second main pipe (2) and the third main pipe (3) have rectangular cross sections.

3. The quick-release and disassembly power-adding main pipe with a three-way integrated low-resistance design as described in claim 1, characterized in that, The first main pipe (1) is fixed to the outer wall of the casing by a linkage structure, the linkage structure including a plurality of circumferentially distributed lugs on the first main pipe (1), an intermediate rod hinged to the lugs, and fasteners hinged to the intermediate rod and fixed to the outer wall of the casing.

4. The quick-release and disassembly power-adding main pipe with a three-way integrated low-resistance design as described in claim 1, characterized in that, The diameters of the second inner spray bar (5) and the third inner spray bar (7) are greater than the diameters of the second outer spray bar (6) and the third outer spray bar (8).

5. An afterburner, characterized in that, It includes a casing (10), an inner cone (13) located in the middle of the casing, a confluence ring (12) located between the casing and the inner cone, a quick-release power-adding main pipe with a three-way integrated low-resistance design as described in any one of claims 1-4, and a stabilizer (11) located behind the quick-release power-adding main pipe with a three-way integrated low-resistance design.

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