Combustion chamber and gas turbine engine

Abstract

The application relates to a combustion chamber and a gas turbine engine, the combustion chamber comprising a combustion chamber inlet, a combustion chamber outlet, a fuel injection mechanism and an aerodynamic stabilizer, air and / or gas entering the combustion chamber from the combustion chamber inlet, the fuel injection mechanism injecting fuel, the fuel being deflected along the flow direction of the high-speed airflow under the impact of the high-speed airflow to form an arched aerodynamic barrier, the high-speed airflow and the fuel being blocked by the aerodynamic barrier to reduce the airflow speed, thereby enhancing the mixing degree of the fuel and the air, improving the combustion effect of the fuel, and the combustion gas entering the turbine of the gas turbine engine to drive the turbine to work. The combustion chamber does not need to be provided with a diffuser, a swirler and other structures, the length of the combustion chamber is significantly shortened, the structure of the combustion chamber is simplified, and the machining cost of the combustion chamber is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of gas turbine engines, in particular to a combustion chamber and a gas turbine engine. BACKGROUND

[0002] The engine combustion chamber is used for injecting fuel and burning to improve the work capacity of compressed air to drive the turbine to work. Taking the main combustion chamber as an example, the main combustion chamber is generally composed of a diffuser, a flame tube, a swirler and a nozzle, etc. The diffuser is used to reduce the flow velocity to reduce the flow loss in the flame tube, and the diffuser generally accounts for more than 1 / 3 of the length of the combustion chamber, so that the total length of the combustion chamber is relatively long, thereby increasing the occupied space of the engine. The swirler structure is relatively complex, and the flow loss is relatively large, which will cause the processing cost of the combustion chamber to be relatively high. SUMMARY

[0003] Therefore, it is necessary to provide a combustion chamber in view of the problems of large occupied space and high processing cost of the existing combustion chamber.

[0004] A combustion chamber, comprising:

[0005] A combustion chamber inlet for a high-speed incoming flow;

[0006] A combustion chamber outlet;

[0007] A fuel injection mechanism for injecting fuel;

[0008] A pneumatic stabilizer, the pneumatic stabilizer is provided with a jet nozzle, the jet nozzle is used for injecting at least one of air and fuel into the high-speed incoming flow, and the high-speed incoming flow is deflected to form a pneumatic barrier under the action of the high-speed incoming flow; the mixture of fuel and high-speed incoming flow burns in the pneumatic barrier, and the combustion gas is discharged through the combustion chamber outlet.

[0009] In one of the embodiments, the fuel injection mechanism is arranged at the combustion chamber inlet; and / or

[0010] The pneumatic stabilizer is arranged at the combustion chamber inlet.

[0011] In one of the embodiments, the combustion chamber inlet comprises at least two duct inlets, each of the duct inlets is provided with the fuel injection mechanism and the pneumatic stabilizer.

[0012] In one of the embodiments, the jet nozzle comprises a plurality of jet nozzles, and the plurality of jet nozzles are arranged at intervals.

[0013] In one of the embodiments, the combustion chamber further comprises a fuel input device, the fuel input device is used for obtaining fuel and delivering the fuel to the fuel injection mechanism.

[0014] In one of the embodiments, the combustion chamber further comprises a first mixer for mixing the fuel injected by the fuel injection mechanism and the high-speed airflow to form a combustible mixture.

[0015] In one of the embodiments, the fuel injection mechanism is arranged on the side of the aerodynamic stabilizer facing the high-speed airflow; or

[0016] The fuel injection mechanism is coupled with the aerodynamic stabilizer.

[0017] In one of the embodiments, the combustion chamber further comprises a heat insulation and vibration isolation screen arranged inside the combustion chamber.

[0018] In one of the embodiments, the combustion chamber further comprises a flame tube arranged inside the combustion chamber.

[0019] A gas turbine engine comprising the combustion chamber as described above.

[0020] The combustion chamber as described above, air and / or gas enter the combustion chamber from the inlet of the combustion chamber, at this time, the fuel injection mechanism injects fuel, under the impact of the high-speed airflow, the fuel deflects along the flow direction of the high-speed airflow to form an arc-shaped aerodynamic screen, the high-speed airflow and the fuel are blocked by the aerodynamic screen to reduce the airflow speed, thereby enhancing the mixing degree of the fuel and the air, improving the combustion effect of the fuel, and the combustion gas enters the turbine of the gas turbine engine to drive the turbine to work. The combustion chamber does not need to be provided with a diffuser and a swirl generator and other structures, which significantly shortens the length of the combustion chamber, simplifies the structure of the combustion chamber, and reduces the processing cost of the combustion chamber. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 The schematic diagram of the combustion chamber provided by an embodiment of the present application.

[0022] Figure 2 The schematic diagram of the aerodynamic stabilizer in the combustion chamber shown in Figure 1

[0023] Figure 3 The schematic diagram of the jet nozzle in the aerodynamic stabilizer provided by the first embodiment of the present application.

[0024] Figure 4 The schematic diagram of the jet nozzle in the aerodynamic stabilizer provided by the second embodiment of the present application.

[0025] Figure 5 The schematic diagram of the combustion chamber provided by another embodiment of the present application.

[0026] Figure 6 The schematic diagram of the combustion chamber provided by another embodiment of the present application.​

[0027] Figure 7 A schematic view of a combustion chamber provided for another embodiment of the present application.

[0028] Reference signs: 10, combustion chamber; 100, combustion chamber inlet; 110, bypass inlet; 111, inner bypass inlet; 112, outer bypass inlet; 200, combustion chamber outlet; 300, fuel injection mechanism; 400, aerodynamic stabilizer; 410, jet nozzle; 500, high-speed incoming flow; 610, aerodynamic barrier; 620, recirculation zone; 710, nacelle; 720, heat and vibration isolation screen. DETAILED DESCRIPTION

[0029] In order to make the above objectives, features and advantages of the present application more clear and comprehensible, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. In the following description, a lot of specific details are set forth in order to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the spirit of the present application, so the present application is not limited to the specific embodiments disclosed below.

[0030] In the description of the present application, it should be understood that if these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0031] In addition, if these terms "first", "second" appear, these terms are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features referred to. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, if the term "a plurality of" appears, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0032] In the present application, unless specifically defined otherwise, if there is an appearance of the terms "installation", "connection", "connection", "fixation" and the like, these terms should be broadly interpreted. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise specifically defined. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0033] In the present application, unless specifically defined otherwise, if there is an appearance of the terms "installation", "connection", "connection", "fixation" and the like, these terms should be broadly interpreted. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise specifically defined. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0034] It should be noted that if an element is referred to as "fixed to" or "disposed to" another element, it can be directly on another element or there can be a middle element. If an element is considered to be "connected" to another element, it can be directly connected to another element or there can be a middle element. If present, the terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used in the present application are for illustrative purposes only and are not the only embodiment.

[0035] Referring to Figures 1 to 3 As shown in the drawings, the combustion chamber 10 provided by an embodiment of the present application includes a combustion chamber inlet 100, a combustion chamber outlet 200, a fuel injection mechanism 300, and a pneumatic stabilizer 400. The combustion chamber inlet 100 is used for the high-speed incoming flow 500 to enter; the fuel injection mechanism 300 is used for injecting fuel; the pneumatic stabilizer 400 is provided with a jet nozzle 410, which is used for injecting at least one of air and fuel into the high-speed incoming flow 500 and deflecting under the action of the high-speed incoming flow 500 to form a pneumatic barrier 610; the mixture of fuel and high-speed incoming flow 500 burns in the pneumatic barrier 610, and the combustion gas generated by the combustion is discharged through the combustion chamber outlet 200.

[0036] Specifically, air and / or fuel gas enter the combustion chamber through the combustion chamber inlet. At this time, the fuel injection mechanism 300 injects fuel. Under the impact of the high-speed incoming flow 500, the fuel is deflected along the flow direction of the high-speed incoming flow 500 to form an arched aerodynamic barrier 610. The aerodynamic barrier 610 blocks the high-speed incoming flow 500 and the fuel, reducing the incoming flow velocity and thus enhancing the mixing degree of fuel and air, improving the combustion effect. The combustion gas enters the turbine of the gas turbine engine to drive the turbine to perform work. The combustion chamber eliminates the need for diffusers and swirlers, significantly shortening the length of the combustion chamber, simplifying its structure, and reducing its manufacturing costs.

[0037] like Figure 5 As shown, in one embodiment, the fuel injection mechanism 300 is disposed at the combustion chamber inlet 100; furthermore, the pneumatic stabilizer 400 can also be disposed at the combustion chamber inlet, so that the fuel can be mixed with air at the combustion chamber inlet 100, prolonging the mixing path and mixing time of the fuel and air, thereby improving the degree of mixing of fuel and air and improving the combustion effect of the fuel.

[0038] The combustion chamber inlet 100 includes two duct inlets 110: an inner duct inlet and an outer duct inlet. The inner duct inlet receives the inner airflow to enter the combustion chamber; the outer duct inlet receives the outer airflow to flow into the combustion chamber. Simultaneously, fuel is injected through the inner fuel injection mechanism at the inner duct inlet and the outer fuel injection mechanism at the outer duct inlet. Compressed air and / or fuel are injected from the inner and outer aerodynamic stabilizers, forming an aerodynamic barrier downstream of the stabilizers. Combustion occurs within this barrier, and the resulting gas exits through the outlet, enters the tailpipe, and is ejected at high speed, generating thrust. The inner fuel injection mechanism can be integrated with the inner aerodynamic stabilizer, and the outer fuel injection mechanism can be integrated with the outer aerodynamic stabilizer, forming a single integrated structure.

[0039] Since the oxygen content, air velocity, and temperature of the bypass airflow and the internal airflow are different, in order to improve the combustion efficiency of the fuel in the combustion chamber, it is necessary to mix the internal and external airflows according to a preset ratio. A second mixer can be installed after the inlet of the internal duct and the inlet of the external duct of the combustion chamber. The second mixer is used to receive the internal airflow and the external airflow delivered by the inlet of the internal duct of the combustion chamber, and mix the internal and external airflows according to a preset ratio to form a high-speed flow, which further improves the combustion efficiency of the fuel in the combustion chamber.

[0040] See Figure 5As shown, in one embodiment, the flow area of the combustion chamber inlet 100 gradually increases along the flow direction of the high-speed incoming flow 500. By such an arrangement, the fluid velocity entering the combustion chamber inlet 100 gradually decreases, thereby improving the mixing degree of the airflow and the fuel and improving the combustion effect of the fuel.

[0041] Referring to Figure 3 As shown, in one embodiment, the jet nozzle 410 includes a plurality of jet nozzles 410 arranged at intervals. By arranging a plurality of jet nozzles 410, air and / or fuel can be injected from multiple positions, thereby increasing the mixing area of the fuel and the airflow, further improving the mixing effect and ensuring the combustion effect. Specifically, a proper number of jet nozzles 410 can be arranged according to actual needs, and by changing the distribution and position of the jet nozzles 410, the flame can be burned more stably.

[0042] The cross-sectional shape of the jet nozzle includes at least one of a circle, an ellipse, and a polygon. The flow area of the jet nozzle is smaller than the flow area of the fluid passage. By arranging a jet nozzle with a smaller flow area, fuel is injected at high speed under the action of pressure difference to form a jet, thereby forming a continuous, effective and stable aerodynamic barrier under the action of the high-speed incoming flow, so that the recirculation zone of the flame stabilizer is larger, the flame stabilization effect is good, the combustion stabilization boundary is wide, the non-thrust state blockage ratio is small, and the fluid resistance and total pressure loss are small.

[0043] In one embodiment, the jet nozzle is a diverging jet nozzle, wherein the flow area of the jet nozzle gradually increases along the flow direction of the jet nozzle, that is, the size of the jet nozzle gradually increases from the inner wall to the outer wall of the jet nozzle. The diverging jet nozzle is more conducive to fuel atomization and mixing of fuel and air.

[0044] In other embodiments, the jet nozzle is a converging jet nozzle, wherein the flow area of the jet nozzle gradually decreases along the flow direction of the jet nozzle, that is, the size of the jet nozzle gradually decreases from the inner wall to the outer wall of the jet nozzle. The converging jet nozzle can accelerate the jet under subsonic conditions, so that the recirculation zone is larger and the flame stabilization effect is better.

[0045] In other embodiments, the flow area of the jet nozzle gradually increases after decreasing along the flow direction of the jet nozzle, that is, the size of the jet nozzle gradually increases after decreasing from the inner wall to the outer wall of the jet nozzle. The converging-diverging jet nozzle can generate supersonic jets when the jet pressure is sufficient, further increasing the jet velocity, so that the jet is fully expanded and the recirculation zone is increased. Different jet nozzles can be designed according to actual needs to control the jet velocity and the mixing coefficient, thereby generating different sizes of recirculation zones, which are suitable for different use scenarios and working conditions.

[0046] In one of the embodiments, the combustion chamber further comprises a fuel input device (not shown in the figure) for obtaining fuel and delivering the fuel to the fuel injection mechanism. A conduit is arranged between the fuel input device and the fuel injection mechanism for delivering the fuel to the fuel injection mechanism to improve the fuel delivery efficiency.

[0047] In some embodiments, the fuel injection mechanism further comprises a pressure device (not shown in the figure) in communication with the fluid channel of the fuel injection mechanism, the pressure of the fluid channel is adjusted by the pressure device, and the fuel is ejected under the action of the pressure. The pressure device can be arranged inside the fuel injection mechanism.

[0048] In one of the embodiments, the combustion chamber further comprises a first mixer (not shown in the figure) for mixing the fuel and the high-speed airflow to form a combustible mixture. The fuel and the high-speed airflow are atomized and mixed by the first mixer to form a combustible mixture, thereby achieving better combustion effect.

[0049] As shown in Figure 1 and Figure 2 In one of the embodiments, the fuel injection mechanism 300 is arranged on the side of the aerodynamic stabilizer 400 facing the high-speed airflow 500. The jet nozzle 410 is arranged to eject the fuel towards the high-speed airflow 500. Under the impact of the high-speed airflow 500, the jet is deflected along the flow direction of the high-speed airflow 500 to form an arched aerodynamic barrier 610, and a recirculation zone 620 for stabilizing the flame is formed behind the aerodynamic barrier 610. Most of the high-speed airflow 500 is blocked by the aerodynamic barrier 610, and the fuel gas is sucked into the recirculation zone 620 through the recirculation zone 620, so that the fuel in the combustion chamber is continuously ignited, the flame is stabilized, and the combustion is continuously maintained. And a small part of the high-speed airflow 500 can still enter the recirculation zone 620 from both sides of the aerodynamic barrier 610, so that the fuel and air in the recirculation zone 620 are mixed.

[0050] In some embodiments, the jet direction of the aerodynamic stabilizer is at an angle to the flow direction of the high-speed airflow. In actual use, fuel can be injected by the fuel injection mechanism and the aerodynamic stabilizer. When the fuel injection device injects fuel, after the initial ignition, the recirculation zone can suck the fuel gas to continuously ignite the fresh oil gas to increase the stability of the flame.

[0051] Specifically, when the temperature of the high-speed airflow is relatively high, the jet direction of the aerodynamic stabilizer is zero degrees to the direction of the high-speed airflow, that is, the jet direction of the aerodynamic stabilizer is the same as the direction of the high-speed airflow, so that the fuel ejected by the aerodynamic stabilizer flows quickly under the impact of the high-speed airflow, and an arched aerodynamic barrier is quickly formed under the action of the high-speed airflow to prevent the fuel in the aerodynamic stabilizer from being self-ignited under the high temperature of the high-speed airflow.

[0052] When the temperature of the high-speed incoming flow is relatively low, the injection direction of the aerodynamic stabilizer is perpendicular to the direction of the high-speed incoming flow, i.e. the injection direction of the aerodynamic stabilizer is perpendicular to the direction of the high-speed incoming flow, so as to increase the atomization and dispersion of the fuel injected by the aerodynamic stabilizer.

[0053] In addition, when the temperature of the high-speed incoming flow is relatively low, the injection direction of the aerodynamic stabilizer can also be 180 degrees to the direction of the high-speed incoming flow, i.e. the injection direction of the aerodynamic stabilizer is opposite to the direction of the high-speed incoming flow, so as to increase the residence time of the fuel injected by the aerodynamic stabilizer, which is beneficial to the further evaporation of the fuel. By combining the fuel injection mechanism and the aerodynamic stabilizer, the combustion area can be increased, so that the combustion is more sufficient.

[0054] It should be noted that if the combustion chamber stops working, the aerodynamic stabilizer can stop injecting fuel, so that the high-speed incoming flow can smoothly pass through the combustion chamber, so as to reduce the thrust loss of the combustion chamber, so that the engine obtains greater thrust.

[0055] In still other embodiments, the fuel injection mechanism can be integrated with the aerodynamic stabilizer, and the aerodynamic stabilizer is used to inject fuel. In this way, the occupied space of the combustion chamber will be further reduced, and the overall layout is more compact.

[0056] As shown in Figure 1 and Figure 2 In one embodiment, the combustion chamber 10 further comprises a heat insulation and vibration isolation screen 720 arranged inside the casing 710 of the combustion chamber. The heat insulation and vibration isolation screen 720 is arranged around the combustion chamber 10 to isolate the high temperature and oscillation generated by the fuel combustion in the combustion chamber, so as to improve the safety of the combustion chamber during operation.

[0057] In some embodiments, the combustion chamber further comprises an igniter (not shown in the figure). The injected fuel is mixed with the high-speed incoming flow and ignited by the igniter, and the combustion gas generated by the combustion is injected through the outlet of the combustion chamber.

[0058] In some embodiments, the igniter comprises an igniter shell, a fuel nozzle, and an igniting electrode, etc. An ignition chamber is arranged in the igniter shell; the outlet of the ignition chamber is directed towards the combustion chamber, so that the fuel in the ignition chamber can be ignited and the flame can be sprayed into the combustion chamber through the outlet of the ignition chamber, thereby igniting the combustion chamber with the flame in the ignition chamber. The fuel nozzle is fixedly connected to the igniter shell, and the fuel nozzle comprises a fuel nozzle pipe which extends into the ignition chamber; the outlet end of the fuel nozzle pipe extends to the outlet of the ignition chamber as a fuel outlet; the fuel outlet of the fuel nozzle pipe can be convergent, i.e. the inner diameter of the fuel nozzle pipe can gradually decrease along the fuel conveying direction; the inner diameter of the fuel nozzle pipe can be divided into two sections with the fuel outlet located in the section with smaller inner diameter.

[0059] In some embodiments, the fuel nozzle pipe wall in the middle part of the fuel nozzle is provided with a shunt hole, and one or more shunt holes can be arranged; when there is only one shunt hole, the shunt hole can be directed towards the ignition part of the igniting electrode; so that the ignition part can ignite the fuel diffused from the shunt hole more quickly; when there are multiple shunt holes, the shunt holes can be uniformly distributed along the circumference of the pipe wall, so that the fuel sprayed from the shunt holes can uniformly cover the entire ignition chamber, and one of the shunt holes can be directed towards the ignition part of the igniting electrode; at the same time, since the fuel outlet of the fuel nozzle pipe is convergent, the fuel spraying speed at the shunt hole can be adjusted according to the convergence degree of the fuel outlet during design.

[0060] The igniting electrode is fixedly connected to the igniter shell, and the ignition part of the igniting electrode extends to the side wall of the ignition chamber; the position of the ignition part is located on the side opposite to the fuel outlet; when the ignition part generates sparks, the fuel diffused from the shunt hole in the ignition chamber can be ignited first, and then the ignited flame burns towards the outlet of the ignition chamber, while the fuel sprayed from the fuel outlet is ignited at the outlet of the ignition chamber; since there is more fuel at this position, a flame can be generated at the outlet of the ignition chamber, and the flame is sprayed into the combustion chamber to ignite the combustion chamber, thereby making the ignition performance of the igniter not affected by the flow rate, air-fuel ratio, etc. of the mixed gas in the flame tube.

[0061] Further, an embodiment of the present application also provides a gas turbine engine comprising the combustion chamber as described above. Since the combustion chamber does not need to be provided with a diffuser and a swirler, etc., the length of the combustion chamber is significantly shortened, and the length of the gas turbine engine is further shortened, so that the layout of the gas turbine engine is more compact and reasonable. The combustion chamber can be a main combustion chamber, an afterburner, an inter-stage combustion chamber, or an outer bypass combustion chamber.

[0062] In some embodiments, when the combustion chamber is a main combustion chamber, the gas turbine engine further comprises a booster combustion chamber spaced apart from the main combustion chamber and in communication with the main combustion chamber. In some embodiments, the main combustion chamber is arranged in an inner duct of the gas turbine engine, and the booster combustion chamber is arranged in an outer duct of the gas turbine engine. In particular, when the engine is in a non-boosted state, air flows through the outer duct and directly into the tail nozzle; when the engine is in a boosted state and needs to provide greater engine thrust, the booster combustion chamber is configured to inject fuel and ignite, and the combustion gas generated in the booster combustion chamber flows into the tail nozzle and is ejected at high speed, so that the thrust of the gas turbine engine is significantly increased.

[0063] As shown in Figure 6 and Figure 7 In some embodiments, when the combustion chamber is a booster combustion chamber, the booster combustion chamber comprises an inner duct inlet 111 and an outer duct inlet 112, the inner duct air flow is obtained through the inner duct inlet 111 so as to enter the booster combustion chamber, and the outer duct air flow is obtained through the outer duct inlet 112 so as to enter the booster combustion chamber. In some embodiments, the inner duct inlet 111 is provided with an inner duct fuel injection mechanism 300 and an inner duct aerodynamic stabilizer 400, and the outer duct inlet 112 is provided with an outer duct fuel injection mechanism 300 and an outer duct aerodynamic stabilizer 400. The fuel injection mechanism 300 arranged in the inner duct inlet 111 and the outer duct inlet 112 respectively sprays fuel, and the aerodynamic stabilizer 400 arranged in the inner duct inlet 111 and the outer duct inlet 112 respectively sprays compressed air and / or fuel, and forms an aerodynamic barrier downstream of the aerodynamic stabilizer 400, burns in the aerodynamic barrier, and the combustion gas generated by the burning flows out of the combustion chamber outlet 200, enters the tail nozzle, and is ejected at high speed to generate thrust. It can be understood that the aerodynamic stabilizer 400 can be integrated with the fuel injection mechanism 300.

[0064] Any combination of the technical features of the above-mentioned embodiments can be combined. In order to make the description concise, all possible combinations of the technical features in the above-mentioned embodiments are not described, but as long as the combination of the technical features does not exist, it should be considered as the scope of the description.

[0065] The above-mentioned embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it should not be understood as limiting the scope of the patent application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A combustion chamber, characterized in that, The combustion chamber includes: The combustion chamber inlet (100) is used to allow the high-speed incoming flow (500) to enter; the flow area of ​​the combustion chamber inlet (100) gradually increases along the flow direction of the high-speed incoming flow (500); Combustion chamber outlet (200); Fuel injection mechanism (300) for injecting fuel; A pneumatic stabilizer (400) is provided with a jet nozzle (410) for injecting at least one of air and fuel into a high-speed incoming flow (500) and deflecting it under the action of the high-speed incoming flow (500) to form an aerodynamic barrier (610); the mixture formed by the fuel and the high-speed incoming flow (500) is burned in the aerodynamic barrier (610), and the combustion gas produced is discharged through the combustion chamber outlet (200); the jet nozzle (410) is an expanding type, a converging type, or a converging-expanding type jet nozzle.

2. The combustion chamber according to claim 1, characterized in that, The fuel injection mechanism (300) is disposed at the combustion chamber inlet (100); and / or The pneumatic stabilizer (400) is located at the combustion chamber inlet (100).

3. The combustion chamber according to claim 1, characterized in that, The combustion chamber inlet (100) includes at least two duct inlets (110), each of which is provided with the fuel injection mechanism (300) and the aerodynamic stabilizer (400).

4. The combustion chamber according to claim 1, characterized in that, The jet nozzle (410) includes a plurality of jet nozzles (410) arranged at intervals.

5. The combustion chamber according to claim 1, characterized in that, The combustion chamber also includes a fuel input device for acquiring fuel and delivering it to the fuel injection mechanism (300).

6. The combustion chamber according to claim 1, characterized in that, The combustion chamber also includes a first mixer for mixing the fuel injected by the fuel injection mechanism (300) with the high-speed incoming flow (500) to form a combustible mixture.

7. The combustion chamber according to claim 1, characterized in that, The fuel injection mechanism (300) is spaced apart on the side of the pneumatic stabilizer (400) facing the high-speed incoming flow (500); or The fuel injection mechanism (300) is coupled together with the aerodynamic stabilizer (400).

8. The combustion chamber according to claim 1, characterized in that, The combustion chamber also includes a heat insulation and vibration damping screen (720) disposed inside the casing (710) of the combustion chamber.

9. The combustion chamber according to claim 1, characterized in that, The combustion chamber also includes a flame tube disposed inside the casing (710) of the combustion chamber.

10. A gas turbine engine, characterized in that, Includes the combustion chamber as described in any one of claims 1 to 9.

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