Combustion chamber for aircraft engines and method for regulating the fuel-air ratio thereof

Abstract

This application provides a combustion chamber for an aircraft engine and a method for adjusting the air-fuel ratio thereon. The combustion chamber includes a flame tube with a primary intake passage and a combustion chamber, a fuel supply pipe, a first adjustment assembly, and a second adjustment assembly. The first adjustment assembly includes a first adjustment plug and a first drive unit capable of driving the first adjustment plug to move axially along the primary intake passage. The cross-sectional area of ​​the first adjustment plug located within the primary intake passage gradually increases along the axial direction of the primary intake passage. The second adjustment assembly includes a second adjustment plug and a second drive unit capable of driving the second adjustment plug to move axially along the fuel supply pipe. The cross-sectional area of ​​the second adjustment plug located within the fuel supply pipe gradually increases along the axial direction of the fuel supply pipe. This application adjusts the air-fuel ratio of the combustion chamber without changing the fuel supply pressure and intake pressure, and does not affect fuel ignition and complete combustion. The air-fuel ratio can be adjusted even during aircraft engine startup or sudden in-flight engine shutdown, and the adjustment accuracy is high.

Description

Technical Field

[0001] This application relates to the field of aircraft engine technology, and in particular to an aircraft engine combustion chamber and a method for adjusting the air-fuel ratio thereon. Background Technology

[0002] Currently, aircraft engine combustion chambers regulate fuel and air flow by altering fuel supply and intake pressures using turbopumps. This method has several drawbacks: changes in fuel supply pressure lead to significant variations in the air-fuel ratio near the fuel supply line outlet, affecting fuel ignition and complete combustion; the turbopump is driven by the high-temperature, high-pressure gas discharged from the engine's combustion chamber, and cannot be effectively driven during engine start-up or sudden in-flight shutdown, making it impossible to control fuel and air flow; and the inability to accurately regulate fuel and air flow results in low engine efficiency and compromised safety under harsh operating conditions. Therefore, overcoming these drawbacks is a technical problem that requires solutions from those skilled in the art. Summary of the Invention

[0003] To address the aforementioned problems, this application provides a combustion chamber for an aircraft engine, the combustion chamber comprising:

[0004] The flame tube is provided with a primary air intake passage and a combustion chamber. When the aircraft engine is running, air can enter the combustion chamber through the primary air intake passage.

[0005] Fuel supply pipes allow fuel to enter the combustion chamber when the aircraft engine is running;

[0006] A first adjustment assembly includes a first adjustment plug and a first drive unit. The first adjustment plug includes a first plug body located within the primary air intake channel. The cross-sectional area of ​​the first plug body gradually increases along the axial direction of the primary air intake channel. The first drive unit is capable of driving the first adjustment plug to move along the axial direction of the primary air intake channel.

[0007] The second adjustment assembly includes a second adjustment plug and a second driving part. The second adjustment plug includes a second plug body located inside the oil supply pipe. The cross-sectional area of ​​the second plug body gradually increases along the axial direction of the oil supply pipe. The second driving part can drive the second adjustment plug to move along the axial direction of the oil supply pipe to adjust the flow area of ​​the oil supply pipe.

[0008] One embodiment of an aircraft engine combustion chamber includes a swirler, and the primary air intake passage includes a mounting section for mounting the swirler.

[0009] In one embodiment of the combustion chamber of an aircraft engine, the primary air intake passage further includes a variable diameter section located upstream of the mounting section. The inner diameter of the variable diameter section decreases along the axial direction of the primary air intake passage and increases further downstream. The first plug is located within the variable diameter section, and the cross-sectional area of ​​the first plug increases further downstream.

[0010] In one embodiment of the combustion chamber of an aircraft engine, the maximum cross-sectional area of ​​the first plug is smaller than the minimum inner diameter of the variable diameter section.

[0011] In one embodiment of the combustion chamber of an aircraft engine, the fuel supply pipe is inserted into the primary air intake passage, the center of the first adjusting plug has a through hole for the fuel supply pipe to pass through, the inner side of the through hole of the first adjusting plug is slidably sealed with the outer side of the fuel supply pipe, the center of the cyclone has a through hole for the fuel supply pipe to pass through, and the outlet of the fuel supply pipe is located downstream of the cyclone.

[0012] In one embodiment of the combustion chamber of an aircraft engine, the second plug can extend from the outlet of the fuel supply pipe into the fuel supply pipe, and the cross-sectional area of ​​the second plug increases as it moves downstream.

[0013] In one embodiment of the combustion chamber of an aircraft engine, the second regulating plug further includes a plug head, which blocks the outlet of the fuel supply pipe when the second regulating plug adjusts the flow area of ​​the fuel supply pipe to the minimum, thereby closing the fuel supply pipe.

[0014] In one embodiment of the combustion chamber of an aircraft engine, the first drive unit includes a first hydraulic pump, a first hydraulic cylinder, and a first piston rod. The first hydraulic cylinder is a bidirectional hydraulic cylinder. The first piston rod is connected to the first adjusting bolt. The first hydraulic pump is communicatively connected to the electronic control unit of the aircraft engine so that the electronic control unit can control the first hydraulic pump.

[0015] The second drive unit includes a second hydraulic pump, a second hydraulic cylinder, and a second piston rod. The second hydraulic cylinder is a bidirectional hydraulic cylinder. The second piston rod is connected to the second adjusting bolt. The second hydraulic pump is communicatively connected to the electronic control unit of the aircraft engine so that the electronic control unit can control the second hydraulic pump.

[0016] One embodiment of an aircraft engine combustion chamber includes a casing, the sidewall of which covers the sidewall of the flame tube. The casing has a main air intake passage, and an annular cavity is formed between the sidewall of the casing and the sidewall of the flame tube. The central region of the outlet of the main air intake passage faces the inlet of the primary air intake passage, and the surrounding region of the outlet of the main air intake passage faces the annular cavity. A secondary air intake passage is provided on the sidewall of the flame tube, and the inlet of the secondary air intake passage communicates with the annular cavity. When the aircraft engine is running, part of the air entering from the main air intake passage enters the combustion chamber through the primary air intake passage, and the other part enters the combustion chamber through the secondary air intake passage.

[0017] This application also provides a method for adjusting the fuel-air ratio in the combustion chamber of an aircraft engine, which changes the fuel-air ratio in the combustion chamber by altering the flow area of ​​the fuel supply pipe and the flow area of ​​the primary air intake passage of the flame tube, so that the fuel-air ratio in the combustion chamber matches the current operating conditions of the aircraft.

[0018] This application adjusts the airflow by changing the flow area of ​​the primary air intake passage and the fuel flow by changing the flow area of ​​the fuel supply pipe, thereby achieving the adjustment of the air-fuel ratio in the combustion chamber. The adjustment process does not change the fuel supply pressure and the intake pressure. Compared with the previous method of adjusting the air-fuel ratio by changing the fuel supply pressure and the intake pressure through a turbopump, it does not affect the ignition and complete combustion of fuel. The air-fuel ratio can also be adjusted when the aircraft engine starts or when it suddenly stops in the air, and the adjustment accuracy is high. Attached Figure Description

[0019] Figure 1 A cross-sectional view of an embodiment of the combustion chamber of an aircraft engine provided in this application;

[0020] Figure 2 for Figure 1 A magnified view of a portion of the image;

[0021] The annotations in the attached figures are explained as follows:

[0022] 1 Flame tube, 11 Primary air intake passage, 111 Variable diameter section, 112 Mounting section, 12 Combustion chamber, 13 Secondary air intake passage, 14 First section, 15 Second section, 16 Third section, 17 Fourth section, 18 Fifth section;

[0023] 2. Oil supply pipelines;

[0024] 3 First adjusting assembly, 31 First adjusting bolt, 311 First bolt body, 312 Through hole, 32 First hydraulic pump, 33 First hydraulic cylinder, 34 First piston rod;

[0025] 4 Second adjusting assembly, 41 Second adjusting bolt, 411 Second bolt body, 412 Bolt head, 42 Second hydraulic pump, 43 Second hydraulic cylinder, 44 Second piston rod;

[0026] 5 hydrocyclones, 51 vias;

[0027] 6-cell housing, 61-channel main air intake;

[0028] 7. Annular cavity. Detailed Implementation

[0029] To enable those skilled in the art to better understand the technical solution of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] like Figure 1 and Figure 2 As shown, the combustion chamber of the aircraft engine provided in this application includes a flame tube 1, a fuel supply pipe 2, a first adjustment component 3, and a second adjustment component 4.

[0031] The flame tube 1 is provided with a primary air intake passage 11 and a combustion chamber 12. The primary air intake passage 11 can be located at one end of the flame tube 1 and can be coaxial with the combustion chamber 12. When the aircraft engine is running, air can enter the combustion chamber 12 through the primary air intake passage 11.

[0032] The outlet of the fuel supply pipe 2 extends into the combustion chamber 12, allowing fuel to enter the combustion chamber 12 through the fuel supply pipe 2 when the aircraft engine is running. Inside the combustion chamber 12, the fuel is ignited, and the fuel mixes with air for complete combustion.

[0033] The first adjustment assembly 3 includes a first adjustment plug 31 and a first drive unit. The first adjustment plug 31 includes a first plug body 311 located within the primary intake passage 11, and the cross-sectional area of ​​the first plug body 311 (the cross-section of the first plug body 311 is perpendicular to the axial direction of the primary intake passage 11) gradually increases along the axial direction of the primary intake passage 11. The first drive unit is capable of driving the first adjustment plug 31 to move along the axial direction of the primary intake passage 11.

[0034] Since the cross-sectional area of ​​the first body 311 of the first regulating plug 31 gradually increases along the axial direction of the primary air intake passage 11, the first regulating plug 31 can change the flow area of ​​the primary air intake passage 11 when it moves along the axial direction of the primary air intake passage 11, thereby changing the air flow rate.

[0035] The second adjusting assembly 4 includes a second adjusting plug 41 and a second driving unit. The second adjusting plug 41 includes a second plug body 411 located within the oil supply pipeline 2, and the cross-sectional area of ​​the second plug body 411 (the cross-section of the second plug body 411 is perpendicular to the axial direction of the oil supply pipeline 2) gradually increases along the axial direction of the oil supply pipeline 2. The second driving unit is capable of driving the second adjusting plug 41 to move along the axial direction of the oil supply pipeline 2.

[0036] Since the cross-sectional area of ​​the second plug body 411 of the second regulating plug 41 gradually increases along the axial direction of the fuel supply pipe 2, the second regulating plug 41 can change the flow area of ​​the fuel supply pipe 2 when it moves along the axial direction of the fuel supply pipe 2, thereby changing the fuel flow rate.

[0037] Specifically, in the illustrated embodiment, the combustion chamber includes a swirler 5, and the primary intake passage 11 includes a mounting section 112 for mounting the swirler 5. This design allows air to form a swirling flow under the action of the swirler 5 when entering the combustion chamber 12 from the primary intake passage 11, thereby better mixing with the fuel and improving combustion efficiency.

[0038] Specifically, in the illustrated embodiment, the primary intake passage 11 further includes a variable diameter section 111, located upstream of the mounting section 112. The inner diameter of the variable diameter section 111 decreases along the axial direction of the primary intake passage 11 and increases further downstream. The first plug body 311 of the first adjusting plug 31 is located within the variable diameter section 111 of the primary intake passage 11, and the cross-sectional area of ​​the first plug body 311 increases further downstream. In this case, to increase the flow area of ​​the primary intake passage 11, the first adjusting plug 31 is driven downstream (…). Figure 1 Move from center to right. To reduce the flow area of ​​the primary intake passage 11, drive the first regulating plug 31 upstream (towards the right). Figure 1 (Move to the left from the center). Furthermore, this design ensures that the side profile of the axial section of the first plug 311 (the axial section of the first plug 311 is parallel to the axial direction of the primary intake passage 11) (...). Figure 2 The section (pointed to in A) has a certain inclination, which can guide the airflow, allowing the air to pass through the downstream cyclone separator 5 in a more orderly manner, and making it more conducive to the formation of cyclones. Figure 2 The side profile of the axial section of the first bolster 311 is an arc, which improves the flow guiding effect.

[0039] It should be noted that the upstream and downstream mentioned in this application are based on the direction of air flow or fuel flow. The area through which air or fuel flows first is the upstream area, and the area through which it flows later is the downstream area.

[0040] Specifically, in the illustrated embodiment, the maximum cross-sectional area of ​​the first plug 311 is smaller than the minimum inner diameter of the variable diameter section 111. Thus, when the first adjusting plug 31 adjusts the flow area of ​​the primary intake passage 11 to its minimum, air can still pass through the primary intake passage 11. In other words, the primary intake passage 11 will not be closed by the first adjusting plug 31, ensuring that air always enters the flame tube 1 for purging to guarantee engine safety.

[0041] Specifically, in the illustrated embodiment, the fuel supply pipe 2 includes a first fuel supply pipe section extending approximately axially along the primary intake passage 11, which is inserted into the primary intake passage 11. A first adjusting plug 31 has a through hole 312 at its center for the first fuel supply pipe section to pass through, and the inner surface of the through hole 312 of the first adjusting plug 31 slides and seals against the outer surface of the first fuel supply pipe section. A cyclone separator 5 has a through hole 51 at its center for the first fuel supply pipe section to pass through. One end of the first fuel supply pipe section extends downstream of the cyclone separator 5, and this end of the first fuel supply pipe section serves as the outlet of the fuel supply pipe 2. This design, with its swirling effect, creates a low-speed backflow zone around the outlet of the fuel supply pipe 2, which facilitates fuel ignition.

[0042] Specifically, in the illustrated embodiment, the second plug body 411 of the second regulating plug 41 can extend from the outlet of the oil supply pipe 2 into the oil supply pipe 2, and the cross-sectional area of ​​the second plug body 411 increases downstream. In this case, to increase the flow area of ​​the oil supply pipe 2, the second regulating plug 41 is driven downstream ( Figure 1 Move from center to right. To reduce the flow area of ​​oil supply pipe 2, drive the second regulating plug 41 upstream. Figure 1 (From center to left). In addition, this design gives the side profile of the axial section of the second plug body 411 (the axial section of the second plug body 411 is parallel to the axial direction of the fuel supply pipe 2) (pointed to by B in the figure) a certain slope, which can guide the fuel to flow to the area where the air swirl is located, so that it can be better mixed with the air swirl and more conducive to the complete combustion of the fuel. Figure 2 In the middle, the side profile of the axial section of the second plug body 411 is a diagonal line, which can better guide the fuel to the area where the air swirl is located.

[0043] Specifically, in the illustrated embodiment, the second regulating plug 41 also includes a plug head 412. When the second regulating plug 41 adjusts the flow area of ​​the oil supply pipeline 2 to the minimum, the plug head 412 blocks the outlet of the oil supply pipeline 2, thereby closing the oil supply pipeline 2.

[0044] Specifically, in the illustrated embodiment, the first drive unit includes a first hydraulic pump 32, a first hydraulic cylinder 33, and a first piston rod 34. The first hydraulic pump 32 is installed on the hydraulic oil line and is communicatively connected to the electronic control unit (ECU) of the aircraft engine, so that the ECU can control the first hydraulic pump 32. The first hydraulic cylinder 33 is a bidirectional hydraulic cylinder, meaning that both the rod chamber and the rodless chamber of the first hydraulic cylinder 33 are supplied with hydraulic oil, and the first hydraulic cylinder 33 can drive the first piston rod 34 to move bidirectionally. The first piston rod 34 is connected to the first adjusting bolt 31, and can be assembled or integrated into one unit. This type of first drive unit has a simple structure and can work normally even when the engine is started or stalled in the air.

[0045] Similarly, in the illustrated embodiment, the second drive unit includes a second hydraulic pump 42, a second hydraulic cylinder 43, and a second piston rod 44. The first and second drive units can share a hydraulic oil tank. The second hydraulic pump 42 is located on the hydraulic oil pipeline and is communicatively connected to the aircraft engine's electronic control unit (ECU) for control. The ECU can independently control the first hydraulic pump 32 and the second hydraulic pump 42, allowing the first and second drive units to operate independently without interference. The second hydraulic cylinder 43 is a bidirectional hydraulic cylinder, meaning that both the rod chamber and the rodless chamber of the second hydraulic cylinder 43 are supplied with hydraulic oil, enabling it to drive the second piston rod 44 to move bidirectionally. The second piston rod 44 is connected to the second adjusting bolt 41, and can be assembled or integrated into one unit. This type of second drive unit has a simple structure and can operate normally even when the engine is started or stalled in the air.

[0046] Specifically, in the illustrated embodiment, the combustion chamber further includes a casing 6. The sidewall of the casing 6 covers the sidewall of the flame tube 1. An annular cavity 7 is formed between the sidewall of the casing 6 and the sidewall of the flame tube 1.

[0047] One end of the casing 6 is provided with a main air intake passage 61. The central area of ​​the outlet of the main air intake passage 61 faces the inlet of the primary air intake passage 11, and the surrounding area of ​​the outlet of the main air intake passage 61 faces the annular cavity 7.

[0048] A secondary air intake channel 13 is provided on the side wall of the flame tube 1. The inlet of the secondary air intake channel 13 is connected to the annular cavity 7. Specifically, the side wall of the flame tube 1 can be formed by connecting multiple side wall sections sequentially from upstream to downstream. The inner diameter of the subsequent side wall section is larger than the inner diameter of the previous side wall section. The secondary air intake channel 13 is formed at the connection between two side wall sections. In the figure, the side wall of the flame tube 1 is formed by connecting five side wall sections sequentially from upstream to downstream. The secondary air intake channel 13 is formed at the connection between the first section 14 and the second section 15, the connection between the second section 15 and the third section 16, and the connection between the third section 16 and the fourth section 17. The connection between the fourth section 17 and the fifth section 18 is a tight fit. The upstream end of the fifth section 18 is a tight fit with the casing 6, and the downstream end of the fifth section 18 is a tight fit with the casing 6, so that the relative position of the flame tube 1 and the casing 6 is fixed.

[0049] When the aircraft engine is running, part of the gas entering from the main air intake passage 61 enters the combustion chamber 12 of the flame tube 1 through the primary air intake passage 11 and the swirler 5, and the other part enters the combustion chamber 12 of the flame tube 1 through the annular cavity 7 and the secondary air intake passage 13.

[0050] Specifically, in the illustrated embodiment, the fuel supply pipe 2 further includes a second fuel supply pipe section extending axially approximately perpendicular to the primary intake passage 11. One end of the second fuel supply pipe section is connected to the first fuel supply pipe section. The other end of the second fuel supply pipe section extends through the side wall of the casing 6 to the outside of the casing 6, and this end of the second fuel supply pipe section serves as the inlet of the fuel supply pipe 2, which is connected to the fuel tank.

[0051] The method for adjusting the fuel-air ratio in the combustion chamber of an aircraft engine provided in this application is to adjust the fuel-air ratio in the combustion chamber by changing the flow area of ​​the fuel supply pipe 2 and the flow area of ​​the primary air intake passage 11, so that the fuel-air ratio in the combustion chamber matches the current operating conditions of the aircraft.

[0052] Specifically, when the aircraft is in takeoff condition, the flow area of ​​the fuel supply pipe 2 and the flow area of ​​the primary air intake passage 11 can be appropriately increased. This can improve the fuel-air ratio and provide the aircraft with greater takeoff thrust.

[0053] Specifically, when the aircraft is in cruise mode, the flow area of ​​the fuel supply pipe 2 and the flow area of ​​the primary air intake passage 11 are adjusted to appropriate values ​​and maintained, so that the fuel-air ratio remains basically unchanged during cruise mode.

[0054] Specifically, when the aircraft encounters an emergency, the flow area of ​​the fuel supply pipe 2 and the flow area of ​​the primary air intake passage 11 are adjusted in real time according to the actual situation to ensure the operation of the aircraft engine.

[0055] Specifically, after the aircraft lands and the fuel tank stops supplying fuel, the flow area of ​​the fuel supply pipe 2 and the flow area of ​​the primary air intake passage 11 are adjusted to the maximum, and the airflow is used to blow away the residual fuel and combustion products in the fuel supply pipe 2 and the flame tube 1.

[0056] This application adjusts the airflow by changing the flow area of ​​the primary air intake passage 11 and the fuel flow by changing the flow area of ​​the fuel supply pipe 2, thereby achieving the adjustment of the air-fuel ratio in the combustion chamber. The adjustment process does not change the fuel supply pressure and the intake pressure. Compared with the previous method of adjusting the air-fuel ratio by changing the fuel supply pressure and the intake pressure through a turbopump, it does not affect the ignition and complete combustion of fuel. The air-fuel ratio can also be adjusted when the aircraft engine starts or when it suddenly stops in the air, and the adjustment accuracy is high.

[0057] The above examples illustrate the principles and implementation methods of this application. The descriptions of these embodiments are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. A combustion chamber for an aircraft engine, characterized in that, The combustion chamber includes: The flame tube (1) is provided with a primary air intake passage (11) and a combustion chamber (12). When the aircraft engine is working, air can enter the combustion chamber (12) through the primary air intake passage (11). Fuel supply pipe (2) allows fuel to enter the combustion chamber (12) when the aircraft engine is running; The first adjustment component (3) includes a first adjustment plug (31) and a first drive unit. The first adjustment plug (31) includes a first plug body (311) located in the primary air intake channel (11). The cross-sectional area of ​​the first plug body (311) gradually increases along the axial direction of the primary air intake channel (11). The first drive unit can drive the first adjustment plug (31) to move along the axial direction of the primary air intake channel (11). The second adjustment component (4) includes a second adjustment plug (41) and a second drive unit. The second adjustment plug (41) includes a second plug body (411) located in the oil supply pipe (2). The cross-sectional area of ​​the second plug body (411) gradually increases along the axial direction of the oil supply pipe (2). The second drive unit can drive the second adjustment plug (41) to move along the axial direction of the oil supply pipe (2).

2. The combustion chamber of the aircraft engine according to claim 1, characterized in that, The combustion chamber includes a swirler (5), and the primary intake passage (11) includes a mounting section (112) for mounting the swirler (5).

3. The combustion chamber of the aircraft engine according to claim 2, characterized in that, The primary intake passage (11) further includes a variable diameter section (111), which is located upstream of the installation section (112). The inner diameter of the variable diameter section (111) decreases along the axial direction of the primary intake passage (11) and increases further downstream. The first plug (311) is located inside the variable diameter section (111), and the cross-sectional area of ​​the first plug (311) increases further downstream.

4. The combustion chamber of the aircraft engine according to claim 3, characterized in that, The maximum cross-sectional area of ​​the first plug (311) is smaller than the minimum inner diameter of the variable diameter section (111).

5. The combustion chamber of the aircraft engine according to claim 3, characterized in that, The oil supply pipe (2) is inserted in the primary air intake channel (11). The center of the first adjusting plug (31) is provided with a through hole (312) for the oil supply pipe (2) to pass through. The inner side of the through hole (312) of the first adjusting plug (31) is slidably sealed with the outer side of the oil supply pipe (2). The center of the cyclone separator (5) is provided with a through hole (51) for the oil supply pipe (2) to pass through. The outlet of the oil supply pipe (2) is located downstream of the cyclone separator (5).

6. The combustion chamber of the aircraft engine according to claim 5, characterized in that, The second plug (411) can extend from the outlet of the oil supply pipe (2) into the oil supply pipe (2), and the cross-sectional area of ​​the second plug (411) increases as it moves downstream.

7. The combustion chamber of the aircraft engine according to claim 6, characterized in that, The second regulating plug (41) also includes a plug head (412). When the second regulating plug (41) adjusts the flow area of ​​the oil supply pipe (2) to the minimum, the plug head (412) blocks the outlet of the oil supply pipe (2) and closes the oil supply pipe (2).

8. The combustion chamber of an aircraft engine according to any one of claims 1-7, characterized in that, The first drive unit includes a first hydraulic pump (32), a first hydraulic cylinder (33) and a first piston rod (34). The first hydraulic cylinder (33) is a bidirectional hydraulic cylinder. The first piston rod (34) is connected to the first adjusting bolt (31). The first hydraulic pump (32) is communicatively connected to the electronic control unit of the aircraft engine so that the electronic control unit can control the first hydraulic pump (32). The second drive unit includes a second hydraulic pump (42), a second hydraulic cylinder (43), and a second piston rod (44). The second hydraulic cylinder (43) is a bidirectional hydraulic cylinder. The second piston rod (44) is connected to the second adjusting bolt (41). The second hydraulic pump (42) is communicatively connected to the electronic control unit of the aircraft engine so that the electronic control unit can control the second hydraulic pump (42).

9. The combustion chamber of an aircraft engine according to any one of claims 1-7, characterized in that, The combustion chamber also includes a casing (6), the side wall of which covers the side wall of the flame tube (1). The casing (6) is provided with a main air intake passage (61). An annular cavity (7) is formed between the side wall of the casing (6) and the side wall of the flame tube (1). The central area of ​​the outlet of the main air intake passage (61) faces the inlet of the primary air intake passage (11). The surrounding area of ​​the outlet of the main air intake passage (61) faces the annular cavity (7). A secondary air intake passage (13) is provided on the side wall of the flame tube (1). The inlet of the secondary air intake passage (13) is connected to the annular cavity (7). When the aircraft engine is working, part of the air that comes in from the main air intake passage (61) enters the combustion chamber (12) through the primary air intake passage (11), and the other part enters the combustion chamber (12) through the secondary air intake passage (13).

10. A method for adjusting the air-fuel ratio in the combustion chamber of an aircraft engine, characterized in that, The fuel-air ratio in the combustion chamber is changed by altering the flow area of ​​the fuel supply pipe (2) and the flow area of ​​the primary air intake passage (11) of the flame tube (1), so that the fuel-air ratio in the combustion chamber matches the current operating conditions of the aircraft.

Images