Turbofan engine rotating and knocking double-channel afterburner and turbofan engine

Abstract

The invention provides a rotating and knocking dual-channel afterburner of a turbofan engine. The rotating and knocking dual-channel afterburner comprises a tail cone section, a supporting rod, an oil supply ring, an outer cylinder, an inner cylinder, an outer oil injection ring and an inner oil injection ring, wherein the outer cylinder, the inner cylinder, the outer oil injection ring and the inner oil injection ring are coaxially arranged; the tail cone section is arranged at an inlet of the combustion chamber, the diameter is gradually reduced from the inlet of the combustion chamber in the axial direction, and the tail cone section is located in the circle center of the combustion chamber; the supporting rods are radially arranged at the inlet of the combustion chamber, one end of each supporting rod is connected with the tail cone section, and the other end of each supporting rod is connected with the oil supply ring; the inner oil injection ring and the outer oil injection ring are sequentially arranged in the radial direction of the supporting rod and connected with the supporting rod. The inner cylinder is arranged on the outer side of the inner oil injection ring in the radial direction, and one end of the inner cylinder in the axial direction is connected with the supporting rod. The outer cylinder is arranged on the outer side of the outer oil injection ring in the radial direction, and one end of the outer cylinder in the axial direction is connected with the oil supply ring. An outer combustion chamber is formed in the space between the outer cylinder body and the inner cylinder body, and an inner combustion chamber is formed in the inner combustion chamber.

Description

Technical Field

[0001] The invention relates to the technical field of rotating detonation engines, and in particular to a rotating detonation dual-channel afterburner combustion chamber of a turbofan engine. Background Art

[0002] The afterburner is an important component of the turbofan engine, which can greatly improve the engine thrust performance and realize the high-difficulty flight maneuvers of the aircraft. The existing afterburners are all slow-burning combustion chambers. The slow-burning flame propagates slowly and is easily affected by the high-speed airflow at the turbine outlet, causing unstable combustion, which affects the normal operation of the engine. At the same time, a flame stabilizer is required at the entrance of the afterburner to achieve stable ignition, which makes the traditional afterburner larger in size and weight. At present, improving the afterburner structure has almost reached a bottleneck in improving engine performance. Changing the afterburner combustion mode will greatly promote the development of future supersonic aircraft.

[0003] Detonation combustion has the characteristics of high thermal efficiency, fast heat release, and self-pressurization. It is a research object that has received widespread attention in the field of new propulsion and combustion technology. Organizing rotating detonation in the afterburner can reduce the engine fuel consumption rate and improve the engine specific thrust. The propagation speed of the detonation wave is about 2000m / s. The rotating detonation wave moves circumferentially in the combustion chamber. The ignition process does not require a flame stabilizer. For combustion chambers with larger diameters, the detonation wave operating frequency is usually 700Hz~1300Hz. The rapid heat release of the detonation wave can shorten the axial length of the afterburner, greatly reduce the size and weight of the afterburner, and greatly improve the engine thrust-to-weight ratio. Researchers from the Russian Academy of Sciences installed a rotating detonation afterburner (DA) behind the TJ100S-125 small turbojet engine for experiments. Compared with the traditional afterburner, the DA's fuel consumption rate was reduced by 30% and the specific thrust coefficient was increased by 30%, which has a strong application prospect.

[0004] In the current research, the rotating detonation combustion chamber is usually an annular combustion chamber, while the afterburner is an empty barrel combustion chamber. At the same time, the afterburner has a large diameter and a high incoming flow temperature, making it difficult to initiate a rotating detonation. At the same time, since the rotating detonation wave propagates close to the combustion chamber wall during the combustion process, a large non-detonation combustion area exists in the center of the afterburner, which greatly reduces the detonation combustion efficiency in the combustion chamber and weakens the detonation combustion performance advantage of the rotating detonation afterburner. Therefore, it is necessary to design a rotating detonation afterburner that can stably initiate and increase the proportion of detonation heat release. Summary of the invention

[0005] The purpose of the present invention is to provide a rotating detonation dual-channel afterburner combustion chamber for a turbofan engine to solve the problems of low detonation combustion efficiency and high detonation difficulty in the rotating detonation afterburner combustion chamber, increase the proportion of detonation combustion and reduce the difficulty of detonation.

[0006] In order to solve the above technical problems, the present invention provides a turbofan engine rotating detonation dual-channel afterburner combustion chamber, comprising a tail cone section, a support rod, an oil supply ring, a coaxially arranged outer cylinder, an inner cylinder, an outer oil injection ring and an inner oil injection ring;

[0007] The tail cone section is arranged at the entrance of the combustion chamber, gradually shrinks along the axial diameter from the entrance of the combustion chamber, and is located at the center of the combustion chamber; a plurality of support rods are radially arranged at the entrance of the combustion chamber, and one end of the support rods is connected to the tail cone section, and the other end is connected to the oil supply ring;

[0008] The inner oil injection ring and the outer oil injection ring are arranged in sequence along the radial direction of the support rod and are connected to each other with the support rod; the inner cylinder is arranged on the outer side of the inner oil injection ring in the radial direction and is connected to the support rod at one end in the axial direction; the outer cylinder is arranged on the outer side of the outer oil injection ring in the radial direction and is connected to the oil supply ring at one end in the axial direction;

[0009] The space between the outer cylinder and the inner cylinder forms an outer combustion chamber, and the interior of the inner combustion chamber forms an inner combustion chamber.

[0010] In some of the embodiments, fuel passages are provided inside the inner fuel injection ring and the outer fuel injection ring, and fuel injection holes are provided on the sides of the inner fuel injection ring and the outer fuel injection ring facing the inner combustion chamber and the outer combustion chamber.

[0011] In some embodiments, a fuel channel is provided inside the support rod, and a fuel channel hole is provided at the connection between the support rod and the inner fuel injection ring and the outer fuel injection ring.

[0012] In some embodiments, a fuel channel is provided inside the oil supply ring, and the fuel channel of the oil supply ring is communicated with the fuel channel of the support rod.

[0013] In some embodiments, a cooling air channel is provided inside the wall of the inner cylinder.

[0014] In some embodiments, a cooling air channel is provided inside the support rod, and a cooling air channel opening is provided at the connection between the support rod and the inner cylinder.

[0015] In some embodiments, a cooling air channel is provided inside the oil supply ring, and the cooling air channel of the oil supply ring and the cooling air channel of the support rod are communicated with each other.

[0016] In some embodiments, the struts are arranged rotationally symmetrically around the axis of the coccygeal segment.

[0017] In some embodiments, the inner cylinder has an axial length smaller than that of the outer combustion chamber cylinder.

[0018] The present invention also provides a turbofan engine, comprising the above-mentioned turbofan engine rotating detonation dual-channel afterburner combustion chamber.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. The dual-channel design reduces the width of the single-channel afterburner chamber and designs the fuel injection ring close to the combustion chamber barrel, which greatly reduces the difficulty of rotating detonation in the afterburner chamber. At the same time, it ensures uniform heat and pressure distribution inside the combustion chamber, enhances combustion stability, and prevents local overheating and unstable combustion.

[0021] 2. The dual-channel design increases the proportion of detonation heat release in the rotating detonation afterburner, maximizes the advantages of detonation combustion performance, enhances the stability of detonation combustion, and thus improves the overall thrust performance of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is an axial cross-sectional view of the present invention;

[0023] Figure 2 It is an axial cross-sectional view of the present invention;

[0024] Figure 3 It is an axial view and an axial lateral cross-sectional view of the support rod structure of the present invention;

[0025] Figure 4 An axial view of the fuel injection ring structure of the present invention;

[0026] Figure 5 An axial cross-sectional view of the oil supply ring structure of the present invention;

[0027] Figure 6 It is an axial cross-sectional view of the inner combustion chamber cylinder structure of the present invention;

[0028] Figure 7 It is a partial enlarged axial cross-sectional view of the inner combustion chamber cylinder structure of the present invention;

[0029] Figure numerals: 1, tail vertebrae segment; 2, support rod; 3, oil supply ring; 4, outer cylinder; 5, inner cylinder; 6, outer oil injection ring; 7, inner oil injection ring; 8, second cooling air channel opening; 9, fuel channel hole; 10, cooling air channel; 11, fuel channel; 12, fuel injection hole; 13, first cooling air channel opening. DETAILED DESCRIPTION

[0030] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer and more understandable, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. The specific embodiments described herein are only partial embodiments of the present application and are only used to explain the present application. For the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the usual design. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention, and cannot be used to limit the scope of protection of the present invention.

[0031] Reference Figure 1-7 As shown, this embodiment provides a turbofan engine rotating detonation dual-channel afterburner combustion chamber, including a tail cone section 1, a strut 2, an oil supply ring 3, a coaxially arranged outer cylinder 4, an inner cylinder 5, an outer oil injection ring 6 and an inner oil injection ring 7;

[0032] The caudal vertebrae segment 1 is arranged at the entrance of the combustion chamber, gradually shrinks along the axial diameter from the entrance of the combustion chamber, and is located at the center of the combustion chamber; the four support rods 2 are radially arranged at the entrance of the combustion chamber, and one end of each support rod is connected to the caudal vertebrae segment 1, and the other end is connected to the oil supply ring 3; the support rods 2 are evenly arranged around the axial rotation of the caudal vertebrae segment 1, the support rods 2 are spaced 90° apart, and the support rods 2 are connected to the caudal vertebrae segment 1 through threads.

[0033] The inner injection ring 7 and the outer injection ring 6 are sequentially arranged along the radial direction of the support rod 2 and are connected to the support rod 2; the inner cylinder 5 is arranged on the outer side of the inner injection ring 7 in the radial direction and is connected to the support rod 2 at one end in the axial direction; the outer cylinder 4 is arranged on the outer side of the outer injection ring 6 in the radial direction and is connected to the oil supply ring 3 at one end in the axial direction;

[0034] The space between the outer cylinder 4 and the inner cylinder 5 forms an outer combustion chamber, and the inner combustion chamber forms an inner combustion chamber. When the afterburner is working, the high-temperature airflow at the turbine outlet enters the inner and outer combustion chambers through the dual channels. The outer injection ring 6 and the inner injection ring 7 are respectively installed near the outer combustion chamber cylinder and the inner combustion chamber cylinder, so that the detonation wave can propagate close to the wall after detonation.

[0035] In order to supply fuel to the combustion chamber, in this embodiment, the fuel supply ring 3, the support rod 2, the inner fuel injection ring 7 and the outer fuel injection ring 6 are all provided with a fuel channel 11, and the fuel supply ring 3 and the support rod 2 are provided with a fuel channel hole 9 at the connection of the fuel channel 11, and the support rod 2 and the inner fuel injection ring 7 and the outer fuel injection ring 6 are also provided with a fuel channel hole 9. When the fuel is supplied, the fuel flows from the fuel supply ring 3 through the support rod 2 through the fuel channel 11, and then enters the inner fuel injection ring 7 and the outer fuel injection ring 6, and finally sprays out from the fuel injection holes 12 of the inner fuel injection ring 7 and the outer fuel injection ring 6 into the combustion chamber. Among them, there are 84 fuel injection holes 12 on the inner fuel injection ring 7, and there are 140 fuel injection holes 12 on the outer fuel injection ring 6.

[0036] During the use of the combustion chamber, the inner cylinder 5 and the outer cylinder 4 will reach very high temperatures. In order to cool the inner cylinder 5, in this embodiment, the inner cylinder 5, the support rod 2, and the oil supply ring 3 are all provided with a cooling air channel 10. The oil supply ring 3 and the support rod 2 are provided with a first cooling air channel opening 13 at the connection of the cooling air channel 10. The connection between the inner cylinder 5 and the support rod 2 is provided with a second cooling air channel opening 8. The cooling air flow flows through the cooling air channel 10 of the support rod 2, enters the cooling air channel 10 of the inner cylinder 5 from the second cooling air channel opening 8, and is discharged from the tail of the inner cylinder 5, and finally mixes with the high-temperature air flow of the combustion chamber. Considering that part of the outer by-pass air flow flows along the upper surface of the oil supply ring 3 through the outer surface of the outer cylinder 4, it can form a cooling effect on the outer cylinder 4, so there is no cooling air channel 10 inside the outer cylinder 4.

[0037] In order to allow the combustion products of the inner combustion chamber to mix with the combustion products of the outer combustion chamber in advance and reduce the viscous dissipation caused by the different circumferential velocities of the combustion products of the inner and outer combustion chambers, in this embodiment, the axial length of the inner cylinder 5 is smaller than that of the outer cylinder, thereby improving the consistency of the circumferential movement of the afterburner outlet airflow.

Claims

1. A turbofan engine rotating detonation dual-channel afterburner combustion chamber, characterized in that: It includes a tail vertebrae section, a support rod, an oil supply ring, a coaxially arranged outer cylinder, an inner cylinder, an outer oil injection ring and an inner oil injection ring; The tail cone section is arranged at the entrance of the combustion chamber, gradually shrinks along the axial diameter from the entrance of the combustion chamber, and is located at the center of the combustion chamber; a plurality of support rods are radially arranged at the entrance of the combustion chamber, and one end of the support rods is connected to the tail cone section, and the other end is connected to the oil supply ring; The inner oil injection ring and the outer oil injection ring are arranged in sequence along the radial direction of the support rod and are connected to each other with the support rod; the inner cylinder is arranged on the outer side of the inner oil injection ring in the radial direction and is connected to the support rod at one end in the axial direction; the outer cylinder is arranged on the outer side of the outer oil injection ring in the radial direction and is connected to the oil supply ring at one end in the axial direction; The space between the outer cylinder and the inner cylinder forms an outer combustion chamber, and the interior of the inner combustion chamber forms an inner combustion chamber.

2. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 1, characterized in that: The inner fuel injection ring and the outer fuel injection ring are provided with fuel passages therein, and the inner fuel injection ring and the outer fuel injection ring are provided with fuel injection holes on one side thereof facing the inner combustion chamber and the outer combustion chamber.

3. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 2, characterized in that: A fuel channel is arranged inside the support rod, and a fuel channel hole is arranged at the connection between the support rod and the inner fuel injection ring and the outer fuel injection ring.

4. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 3, characterized in that: A fuel channel is provided inside the oil supply ring, and the fuel channel of the oil supply ring is communicated with the fuel channel of the support rod.

5. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 1, characterized in that: A cooling air passage is arranged inside the cylinder wall of the inner cylinder.

6. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 5, characterized in that: A cooling air channel is provided inside the support rod, and a cooling air channel opening is provided at the connection between the support rod and the inner cylinder.

7. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 6, characterized in that: A cooling air passage is provided inside the oil supply ring, and the cooling air passage of the oil supply ring and the cooling air passage of the support rod are communicated with each other.

8. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 1, characterized in that: The support rods are arranged rotationally symmetrically around the axial direction of the coccyx segment.

9. The turbofan engine rotating detonation dual-channel afterburner combustion chamber according to claim 1, characterized in that: The axial length of the inner cylinder is smaller than that of the outer combustion chamber cylinder.

10. A turbofan engine, characterized in that: A turbofan engine rotating detonation dual-channel afterburner combustion chamber comprising any one of claims 1-9.

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