An adaptive variable cycle afterburner for an outflow combustion turbofan engine

Abstract

The application discloses an afterburning self-adaptive variable cycle engine afterburner, and belongs to the technical field of afterburner design of an aero-engine; the afterburner comprises a casing, a center cone and a splitter ring located between the casing and the center cone; the end surface of the splitter ring is in a wave shape, and forms a wave lobe-shaped mixer; an oil injection stabilizer and a strut stabilizer are coupled to the splitter ring; the oil injection stabilizer and the strut stabilizer are radial stabilizers which are distributed on the splitter ring in a circumferential staggered manner; an annular evaporation type stabilizer is arranged in the circumferential direction in an outer bypass area; the annular evaporation type stabilizer comprises multiple circular-arc evaporation type stabilizer units which are embedded in adjacent oil injection stabilizers and strut stabilizers; an oil supply system is arranged in the cavity of each circular-arc evaporation type stabilizer unit; and a plurality of oil injection holes are arranged on the wall surface facing the inlet of the afterburner. The application widens the flameout boundary of the outer bypass combustion and improves the working reliability of the afterburner according to the large change of the bypass ratio of the ACE engine during operation.

Description

Technical Field

[0001] This invention belongs to the field of afterburner design technology for aero-engines, and specifically relates to an adaptive variable cycle engine afterburner with bypass combustion. Background Technology

[0002] With the advancement of modern aero-engine technology, the next generation of aero-engines generally needs to balance high thrust in short periods and high economy during long-term cruise. Under this requirement, the Adaptive Cycle Engine (ACE) has become a major research direction for sixth-generation aero-engines. ACE engines can change the position of adjustable mechanisms according to different mission requirements, thereby altering the thermodynamic cycle curve and enabling the engine to achieve optimal performance at different speeds and altitudes within its flight envelope. However, this also results in a large variation range of the afterburner inlet bypass ratio, posing a challenge to the stability of bypass combustion at high bypass ratios.

[0003] Current dual-bypass adaptive cycle engines can employ afterburner configurations with either low or medium bypass ratios based on the bypass flow rate. Building upon this, to further enhance the variable cycle capability of adaptive cycle engines, current three-bypass adaptive cycle engines offer both dual-bypass and three-bypass operating modes. For example... Figure 1 , Figure 2 As shown in the diagram, b1, b2, and b3 represent the first, second, and third bypass ducts, respectively. Each of the three bypass ducts has an adjustment mechanism that controls the opening and closing of the bypass duct, thereby adjusting the engine's thermal cycle. Figure 1 As shown, in the dual-outer-passage operating mode, the second outer-passage channel is closed, and the inner-passage airflow mixes with the low-temperature airflow of the first outer-passage after the wall stabilizer; as Figure 2 As shown, in the three-duct working mode, the low-temperature airflow of the first and second ducts flows into the afterburner duct together. At this time, the duct ratio changes too much, which can easily cause unstable combustion, local flameout of the duct, and other adverse working conditions. Summary of the Invention

[0004] The technical problem to be solved:

[0005] To overcome the shortcomings of existing technologies, this invention provides an adaptive variable cycle engine afterburner with bypass combustion, integrating an injection stabilizer, a strut stabilizer, and an evaporative stabilizer between the inner wall of the combustion chamber casing and the central cone. The central cone features an internally expanding structure at the root of the strut stabilizer, serving as an inner-core flame stabilizer and flame transmitter. The evaporative stabilizer faces the bypass side to facilitate bypass combustion. The two injection atomization mechanisms employed by the injection stabilizer and strut stabilizer result in more uniform fuel distribution and appropriately increase the equivalence ratio in the cold recirculation zone, which is beneficial for ignition and flame stabilization. This invention addresses the significant bypass ratio changes characteristic of ACE engines during operation, overcomes the technical deficiencies of traditional afterburners, widens the flameout boundary of bypass combustion, and improves the operational reliability of the afterburner.

[0006] The technical solution of the present invention is: an afterburner of an adaptive variable cycle engine with bypass combustion, comprising a casing, a central cone and a flow divider ring located between the two, wherein the inlet of the combustion chamber is formed by the casing and the central cone to form an annular intake chamber, and the flow divider ring divides the annular intake chamber into an inner region and an outer region;

[0007] The end profile of the flow divider ring is wavy, forming a lobe-shaped mixer, with its troughs converging towards the central cone; and an injection stabilizer and a support plate stabilizer are coupled on the flow divider ring.

[0008] The fuel injection stabilizer and the support plate stabilizer are radial stabilizers that are staggered along the circumference on the flow divider ring. That is, they both extend radially from the inner wall of the casing through the flow divider ring to the inner cavity region. Multiple fuel injection holes that spray in the circumference are opened on both radial side walls, which can form a uniform oil mist in the outer cavity region and the inner cavity region.

[0009] An annular evaporative stabilizer is arranged circumferentially within the outer bypass area. The annular evaporative stabilizer includes multiple arc-shaped evaporative stabilizer units embedded between adjacent fuel injection stabilizers and support plate stabilizers. Each arc-shaped evaporative stabilizer unit has a fuel supply system inside its cavity and several fuel injection holes on the wall facing the combustion chamber inlet to spray fuel mist into the outer bypass area.

[0010] A further technical solution of the present invention is that the rear edges of the fuel injection stabilizer, the support plate stabilizer, and the evaporative stabilizer are all located at the same axial position.

[0011] A further technical solution of the present invention is: the central cone is designed with an inward expansion structure at the downstream position of the support plate stabilizer, that is, the central cone surface at this position first converges towards the central axis and then expands outward, forming an annular groove on the cone surface of the central cone; each support plate stabilizer has several oil injection holes at its inner end opposite to the annular groove, which spray oil mist into the annular groove of the central cone, and generate a circumferential standby flame after ignition;

[0012] The circumferential cross-sectional curve of the central cone is designed according to the equal pressure gradient, so that no obvious backflow zone is generated behind the central cone under non-forced conditions.

[0013] A further technical solution of the present invention is: the angle between the bottom of the annular groove and the axial direction of the central cone is 10 degrees, the angle between the bottom of the groove and the front sidewall of the groove is 130 degrees, and the angle between the bottom of the groove and the rear sidewall of the groove is 150 degrees; the spray direction of the inner end oil injection hole of the support plate stabilizer into the annular groove is 45 degrees with the radial direction of the central cone.

[0014] A further technical solution of the present invention is: the wave-shaped mixer is located in the middle of the wave trough between the adjacent fuel injection stabilizer and the support plate stabilizer, which guides the air in the outer bypass region to mix with the air in the inner bypass region.

[0015] A further technical solution of the present invention is: the fuel injection stabilizer is in the form of a radial flame stabilizer, which is provided with a fuel supply system and uses two fuel injection atomization mechanisms to spray fuel mist at the front and middle and rear parts on both sides of the fuel injection stabilizer respectively; one end of the fuel injection stabilizer is connected to the inner wall of the casing, and the other end passes through the flow divider ring and is suspended in the inner region, forming an airflow gap with the central cone.

[0016] A further technical solution of the present invention is: the support plate stabilizer is in the form of a radial flame stabilizer, which is provided with an oil supply system and uses two oil atomization mechanisms to spray oil mist at the front and middle and rear parts on both sides of the support plate stabilizer respectively; one end of the support plate stabilizer is connected to the inner wall of the casing, and the other end passes through the diversion ring and is connected to the outer peripheral surface of the central cone.

[0017] A further technical solution of the present invention is that the head profile of the fuel injection stabilizer and the support plate stabilizer adopts the NA0015 airfoil.

[0018] A further technical solution of the present invention is: the fuel supply system inside the fuel injection stabilizer includes a splash-proof spray section and a pneumatic atomizing nozzle; the fuel mist at the front of both sides of the fuel injection stabilizer is sprayed out by the splash-proof spray section, and the fuel mist at the middle and rear of both sides of the fuel injection stabilizer is sprayed out by the pneumatic atomizing nozzle; the fuel injection structure and principle of the support plate stabilizer are the same as those of the fuel injection stabilizer.

[0019] The splash-proof spray section includes two inner splash plates, a splash-proof slit, and a splash-proof fuel injection rod. The two inner splash plates divide the inner cavity of the fuel injector stabilizer head into three spaces. The splash-proof fuel injection rod is located between the two inner splash plates, with its injection port facing the inner splash plate located at the head of the fuel injector stabilizer. The splash-proof slit is radially opened on the side wall of the fuel injector stabilizer and is located at the inner root of the inner splash plate away from the head of the fuel injector stabilizer. Fuel is injected from the splash-proof fuel injection rod into the inner splash plate located at the head, and the splash-proof effect of the inner splash plate redirects the fuel flow to the splash-proof slit for ejection.

[0020] The pneumatic atomizing nozzle is located in the middle and rear part of the inner cavity of the fuel injection stabilizer or the support plate stabilizer. Several fuel injection holes are opened on the radial wall surfaces on both sides of the fuel injection stabilizer or the support plate stabilizer. The fuel injection holes are positioned opposite to the pneumatic atomizing nozzle, and the fuel is sprayed out circumferentially.

[0021] A further technical solution of the present invention is: the evaporative stabilizer adopts a separate oil supply method, and realizes oil-gas regulation through the air inlet slot and evaporator pipe, thereby maintaining an appropriate oil-gas ratio under high bypass ratio conditions.

[0022] Beneficial effects

[0023] The beneficial effects of this invention are as follows: In the dual-bypass engine operating mode, this invention is adapted to the case of a low bypass ratio in the afterburner. The afterburner operates as a typical low-to-medium bypass ratio afterburner. Due to the integrated design of the radial stabilizer, fuel supply system, and turbine rear frame, the structure is compact and the flow loss is low. In the triple-bypass engine operating mode, this invention is adapted to the case of a high bypass ratio. By setting an evaporative stabilizer, the bypass region can still maintain a relatively suitable equivalence ratio under conditions of lower temperature and higher flow rate, thereby improving the operational reliability of the bypass combustion.

[0024] To address the issue that traditional afterburners cannot adapt to the large variations in bypass ratio (0.2–1.0) of variable cycle engines, this invention optimizes the afterburner structure. By adding an evaporative stabilizer in the outer bypass region in conjunction with a radial stabilizer, the evaporative stabilizer maintains the equivalence ratio in the recirculation region within a suitable range for situations with large outer bypass flow rates in the three-outer-bypass mode, thus stabilizing combustion.

[0025] Compared to traditional afterburners, this invention integrates the fuel supply system, turbine rear frame (i.e., the support plate stabilizer), and fuel injection stabilizer into a single design, resulting in a more compact afterburner structure. The internal expansion structure on the central cone provides soft ignition and flame propagation functions. Attached Figure Description

[0026] Figure 1 This is a schematic cross-sectional view of a three-bypass adaptive cycle engine in the prior art operating in a dual-bypass mode, parallel to the axial direction.

[0027] Figure 2 This is a schematic cross-sectional view of a three-external-bypass adaptive cycle engine in the three-external-bypass operating mode, parallel to the axial direction.

[0028] Figure 3 This is a schematic cross-sectional view of the inlet of the afterburner chamber of the present invention, perpendicular to the axial direction.

[0029] Figure 4This is a schematic diagram of the afterburner structure of the present invention; (a) the afterburner is located along the... Figure 3 (a) Schematic diagram of the cross-sectional structure parallel to the axial direction at the A-axis angle; (b) Enlarged view of the afterburner chamber.

[0030] Figure 5 This is a schematic diagram of the structure of the afterburner fuel injection stabilizer and the support plate stabilizer in the inner cavity region of the present invention;

[0031] Figure 6 This is a schematic cross-sectional view of the fuel injection stabilizer of the present invention along a direction perpendicular to the radial direction.

[0032] Figure 7 This is a schematic diagram of the internal expansion structure of the integrated diffuser / flame stabilizer center cone of the internal expansion structure of the present invention;

[0033] Figure 8 This is a velocity distribution diagram of the central cross-section inside the combustion chamber of the present invention;

[0034] Figure 9 Here are fuel component distribution diagrams; (a) the central cone protrusion of the present invention, and (b) the central cone protrusion of a prior art design;

[0035] Explanation of reference numerals in the attached drawings: 1-casing, 2-center cone, 21-center cone expansion, 3-split ring, 31-mixer, 4-injection stabilizer, 41-nozzle in injection stabilizer area 1, 42-nozzle in injection stabilizer area 2, 43-first head profile, 44-first inner splash guard, 45-first splash guard gap, 46-first splash guard injection rod, 47-first pneumatic atomizing nozzle, 5-bracket stabilizer, 51-nozzle in bracket stabilizer area 1, 52-nozzle in bracket stabilizer area 2, 53-inner duty nozzle, 6-evaporative stabilizer;

[0036] a - Intensional region, b - Extensional region; b1 - First extensional region, b2 - Second extensional region, b3 - Third extensional region. Detailed Implementation

[0037] The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0038] To facilitate the definition of the afterburner, the direction of the casing's central axis is defined as the axial direction, the direction along the afterburner inlet is defined as the forward direction, and the direction along the afterburner outlet is defined as the rearward direction. The distance perpendicular to the axial direction is defined as the radial direction, the side closer to the axis is defined as the inner side, and the side farther from the axis is defined as the outer side. The direction around the circumference of the central axis is defined as the circumferential direction. In the direction from the afterburner inlet to the outlet, the counterclockwise direction is defined as the positive circumferential direction, and the clockwise direction is defined as the negative circumferential direction.

[0039] Addressing the problems of unstable combustion and poor operating conditions caused by excessively wide variations in bypass ratio in existing combustion chambers, this invention provides an adaptive variable-cycle afterburner for an external bypass combustion engine. The afterburner includes a casing, a central cone, and a flow divider ring located between them. At the combustion chamber inlet, the casing and central cone form an annular intake chamber, which is divided into an inner region and an outer bypass region by the flow divider ring. The end profile of the flow divider ring is wavy, forming a lobe-shaped mixer, with its troughs converging towards the central cone. An injection stabilizer and a strut stabilizer are coupled onto the flow divider ring. The injection stabilizer and strut stabilizer are... Radial stabilizers, staggered along the circumferential direction on the splitter ring, extend radially from the inner wall of the casing through the splitter ring to the inner region. Multiple circumferential injection holes are opened on both radial sidewalls of these stabilizers, enabling the formation of uniform fuel mist in both the outer and inner regions. A ring-shaped evaporative stabilizer is circumferentially arranged within the outer region. This ring-shaped evaporative stabilizer comprises multiple arc-shaped evaporative stabilizer units embedded between adjacent injection stabilizers and support plate stabilizers. Each arc-shaped evaporative stabilizer unit has a fuel supply system within its cavity and several injection holes on its wall facing the combustion chamber inlet, spraying fuel mist into the outer region.

[0040] Specifically, the rear edges of the fuel injection stabilizer, the support plate stabilizer, and the evaporative stabilizer are all located in the same axial position.

[0041] Specifically, the central cone is designed with an inward expansion structure at the downstream position of the support plate stabilizer. That is, the central cone surface at this position first converges towards the central axis and then expands outward, forming an annular groove on the cone surface of the central cone. Each support plate stabilizer has several oil injection holes at its inner end opposite to the annular groove, which spray oil mist into the annular groove of the central cone and generate a circumferential flame after ignition.

[0042] Specifically, the bottom of the annular groove forms an angle of 10 degrees with the axial direction of the central cone, an angle of 130 degrees with the front sidewall of the groove, and an angle of 150 degrees with the rear sidewall of the groove; the spray direction of the inner end oil injection hole of the support plate stabilizer into the annular groove forms an angle of 45 degrees with the radial direction of the central cone.

[0043] Specifically, the wave-shaped mixer is located in the middle of the wave trough between the adjacent fuel injection stabilizer and the support plate stabilizer, which diverts the air from the outer bypass region to mix with the air in the inner bypass region.

[0044] Specifically, the fuel injection stabilizer is in the form of a radial flame stabilizer, which is equipped with a fuel supply system and uses two fuel injection atomization mechanisms to spray fuel mist at the front and middle-rear parts on both sides of the fuel injection stabilizer respectively; one end of the fuel injection stabilizer is connected to the inner wall of the casing, and the other end passes through the flow divider ring and is suspended in the inner region, forming an airflow gap with the central cone.

[0045] Specifically, the support plate stabilizer is in the form of a radial flame stabilizer, which is equipped with an oil supply system and uses two oil atomization mechanisms to spray oil mist at the front and middle-rear parts on both sides of the support plate stabilizer respectively; one end of the support plate stabilizer is connected to the inner wall of the casing, and the other end passes through the diverter ring and is connected to the outer peripheral surface of the central cone.

[0046] Specifically, the head profile of the fuel injection stabilizer and the support plate stabilizer adopts the NA0015 airfoil.

[0047] Specifically, the fuel supply system inside the fuel injection stabilizer includes a splash-proof spray section and a pneumatic atomizing nozzle. The fuel mist at the front of both sides of the fuel injection stabilizer is sprayed out by the splash-proof spray section, and the fuel mist at the middle and rear of both sides of the fuel injection stabilizer is sprayed out by the pneumatic atomizing nozzle. The fuel injection structure and principle of the support plate stabilizer are the same as those of the fuel injection stabilizer.

[0048] The splash-proof spray section includes two inner splash plates, a splash-proof slit, and a splash-proof fuel injection rod. The two inner splash plates divide the inner cavity of the fuel injector stabilizer head into three spaces. The splash-proof fuel injection rod is located between the two inner splash plates, with its injection port facing the inner splash plate located at the head of the fuel injector stabilizer. The splash-proof slit is radially opened on the side wall of the fuel injector stabilizer and is located at the inner root of the inner splash plate away from the head of the fuel injector stabilizer. Fuel is injected from the splash-proof fuel injection rod into the inner splash plate located at the head, and the splash-proof effect of the inner splash plate redirects the fuel flow to the splash-proof slit for ejection.

[0049] The pneumatic atomizing nozzle is located in the middle and rear part of the inner cavity of the fuel injection stabilizer or the support plate stabilizer. Several fuel injection holes are opened on the radial wall surfaces on both sides of the fuel injection stabilizer or the support plate stabilizer. The fuel injection holes are positioned opposite to the pneumatic atomizing nozzle, and the fuel is sprayed out circumferentially.

[0050] Specifically, the evaporative stabilizer uses a separate oil supply method, and achieves oil-gas regulation through the air inlet slot and evaporator pipe, thereby maintaining an appropriate oil-gas ratio under high bypass ratio conditions.

[0051] The above technical solution will be further explained below with reference to the accompanying drawings:

[0052] Reference Figures 3-4 As shown, this invention designs an afterburner for an ACE engine, achieving effective combustion after the bypass stabilizer in a three-bypass operating mode, comprising:

[0053] The casing 1 is basically cylindrical and serves as the outer boundary of the afterburner structure.

[0054] The central cone 2 is positioned along the central axis of the casing 1. The circumferential cross-sectional curve of the central cone is designed according to the equal pressure gradient, forming a cone structure that gradually tapers along the axial direction. This provides internal deceleration and diffusion while avoiding the formation of a large backflow zone behind the central cone in the non-forced state, thereby reducing flow resistance losses in the non-forced state. At the rear of the intersection of the central cone and the support plate stabilizer, a central cone protrusion 21 is designed, forming a rear stepped structure.

[0055] The flow divider ring 3 is positioned around the central axis between the central cone 2 and the casing 1. The flow divider ring 3 divides the front space of the afterburner into an inner flow (a) between itself and the central cone 2 and an outer flow (b) between itself and the casing 1. The rear end of the flow divider ring 3 is designed with a lobe-shaped mixer 31.

[0056] Reference Figure 6 As shown, the fuel injection stabilizer 4 is designed as a radial stabilizer. Its fuel supply system includes a region 1 nozzle 41 and a region 2 nozzle 42. The head profile uses the curve of the NA0015 airfoil before reaching its maximum width as its radial section curve to reduce flow losses. The first splash injector 46 injects fuel directly into the first inner splash plate 44. The fuel is splashed along the inner side of the first head profile and enters the inner cavity from the position of the first splash gap 45. The first pneumatic atomizing nozzle 47 laterally injects fuel and pneumatic auxiliary air into the inner cavity. Before reaching the tail of the stabilizer, the backflow zone formed by the pneumatic auxiliary air and the mainstream will promote fuel atomization and evaporation, thereby obtaining a better local stoichiometry in the ignition and combustion zone at the tail of the stabilizer.

[0057] The support plate stabilizer 5 is designed as a radial stabilizer. Its oil supply system includes a zone 1 nozzle 51, a zone 2 nozzle 52, and an inner duty nozzle 53. The inner duty nozzle 53 is the oil injection hole located at the inner end of the support plate stabilizer 5. The head profile adopts the curve of the NA0015 airfoil before reaching its maximum width as its radial section curve.

[0058] The evaporative stabilizer 6 is designed as a circumferential flame stabilizer and is located at the entrance of the outer bypass airflow into the inner bypass section, connecting the integrated fuel injection stabilizer 4 and the support plate stabilizer 5.

[0059] Reference Figure 5 As shown, the afterburner designed in this invention adopts a four-zone fuel supply scheme. During the afterburner activation process, the inner duty nozzle 53 is first activated, and after ignition by the high-energy electric nozzle in the central cone expansion, a circumferential duty flame is generated to achieve ignition fuel supply; then, the zone one nozzles 41 and 51 of the integrated fuel injection stabilizer and the support plate stabilizer are activated to achieve small afterburner fuel supply; then, the zone two nozzles 42 and 52 are activated to achieve medium afterburner fuel supply; finally, the outer bypass zone nozzles (including the fuel injection holes of the support plate stabilizer located in the outer bypass zone and the fuel injection holes of the evaporative stabilizer) are opened to achieve full afterburner fuel supply.

[0060] Reference Figure 7 As shown in the figure, the rear step structure on the central cone in this embodiment is described. The present invention designs an integrated diffuser / flame stabilizer central cone with an internal expansion structure. The front edge of the rear expansion structure is 117 mm away from the front edge of the test piece. The front edge of the structure is 23.7 mm deep and the middle section is 50 mm long. Fuel is sprayed downward at a 45° angle to the vertical direction from the center position of the part extending from the rear edge of the support plate.

[0061] Reference Figure 8 As shown, the velocity distribution at the center section is given. With the injection position and direction as the boundary, the inner expansion structure forms two recirculation zones with opposite directions, promoting a wider distribution of fuel.

[0062] Reference Figure 9 As shown, the design of this embodiment is compared with the fuel atomization performance of the existing central cone abrupt expansion. From the perspective of the distribution of gas phase fuel components, the central cone abrupt expansion structure of this embodiment has a significant performance improvement.

[0063] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. An afterburner for an adaptive variable cycle engine with bypass combustion, characterized in that: It includes a casing, a center cone, and a flow divider ring located between the two. At the combustion chamber inlet, the casing and the center cone form an annular intake chamber, which is divided into an inner region and an outer region by the flow divider ring. The end profile of the flow divider ring is wavy, forming a lobe-shaped mixer, with its troughs converging towards the central cone; and an injection stabilizer and a support plate stabilizer are coupled on the flow divider ring. The fuel injection stabilizer and the support plate stabilizer are radial stabilizers that are staggered along the circumference on the flow divider ring. That is, they both extend radially from the inner wall of the casing through the flow divider ring to the inner cavity region. Multiple fuel injection holes that spray in the circumference are opened on both radial side walls, which can form a uniform oil mist in the outer cavity region and the inner cavity region. An annular evaporative stabilizer is arranged circumferentially within the outer bypass area. The annular evaporative stabilizer includes multiple arc-shaped evaporative stabilizer units embedded between adjacent fuel injection stabilizers and support plate stabilizers. Each arc-shaped evaporative stabilizer unit has a fuel supply system inside its cavity and several fuel injection holes on the wall facing the combustion chamber inlet to spray fuel mist into the outer bypass area. The central cone, located downstream of the support plate stabilizer, is designed with an inwardly expanding structure. This means the central cone surface at this location first converges towards the central axis and then expands outward, forming an annular groove on the cone surface. Each support plate stabilizer, opposite to the annular groove, has several oil injection holes at its inner end, spraying oil mist into the annular groove of the central cone. Upon ignition, this produces a circumferential flame. The circumferential cross-sectional curve of the central cone is designed according to an equal pressure gradient, ensuring that no significant backflow zone is generated behind the central cone under non-stressed conditions. The fuel injection stabilizer is in the form of a radial flame stabilizer, which is equipped with a fuel supply system and uses two fuel injection atomization mechanisms to spray fuel mist at the front and middle-rear parts on both sides of the fuel injection stabilizer respectively; one end of the fuel injection stabilizer is connected to the inner wall of the casing, and the other end passes through the flow divider ring and is suspended in the inner region, forming an airflow gap with the central cone. The support plate stabilizer is in the form of a radial flame stabilizer, which is equipped with an oil supply system and uses two oil atomization mechanisms to spray oil mist at the front and middle-rear parts on both sides of the support plate stabilizer respectively; one end of the support plate stabilizer is connected to the inner wall of the casing, and the other end passes through the diversion ring and is connected to the outer peripheral surface of the central cone.

2. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 1, characterized in that: The rear edges of the fuel injection stabilizer, the support plate stabilizer, and the evaporative stabilizer are all located in the same axial position.

3. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 1, characterized in that: The bottom of the annular groove forms an angle of 10 degrees with the axial direction of the central cone, an angle of 130 degrees with the front sidewall of the groove, and an angle of 150 degrees with the rear sidewall of the groove; the spray direction of the inner end oil injection hole of the support plate stabilizer into the annular groove forms an angle of 45 degrees with the radial direction of the central cone.

4. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 1, characterized in that: The wave-shaped mixer is located in the middle of the wave trough between the adjacent fuel injection stabilizer and the support plate stabilizer, which diverts the air from the outer bypass region to mix with the air in the inner bypass region.

5. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 3 or 4, characterized in that: The head profile of the fuel injection stabilizer and the support plate stabilizer adopts the NA0015 airfoil.

6. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 5, characterized in that: The fuel supply system inside the fuel injection stabilizer includes a splash-proof spray section and a pneumatic atomizing nozzle. The fuel mist at the front of both sides of the fuel injection stabilizer is sprayed out by the splash-proof spray section, and the fuel mist at the middle and rear of both sides of the fuel injection stabilizer is sprayed out by the pneumatic atomizing nozzle. The fuel injection structure and principle of the support plate stabilizer are the same as those of the fuel injection stabilizer. The splash-proof spray section includes two inner splash plates, a splash-proof slit, and a splash-proof fuel injection rod. The two inner splash plates divide the inner cavity of the fuel injector stabilizer head into three spaces. The splash-proof fuel injection rod is located between the two inner splash plates, with its injection port facing the inner splash plate located at the head of the fuel injector stabilizer. The splash-proof slit is radially opened on the side wall of the fuel injector stabilizer and is located at the inner root of the inner splash plate away from the head of the fuel injector stabilizer. Fuel is injected from the splash-proof fuel injection rod into the inner splash plate located at the head, and the splash-proof effect of the inner splash plate redirects the fuel flow to the splash-proof slit for ejection. The pneumatic atomizing nozzle is located in the middle and rear part of the inner cavity of the fuel injection stabilizer or the support plate stabilizer. Several fuel injection holes are opened on the radial wall surfaces on both sides of the fuel injection stabilizer or the support plate stabilizer. The fuel injection holes are positioned opposite to the pneumatic atomizing nozzle, and the fuel is sprayed out circumferentially.

7. The afterburner of an adaptive variable cycle engine with bypass combustion according to claim 1, characterized in that: The evaporative stabilizer uses a separate oil supply method, and achieves oil-gas regulation through the air inlet slot and evaporator pipe, thereby maintaining an appropriate oil-gas ratio under high bypass ratio conditions.

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