A fuel nozzle and an aeroengine

Abstract

The application provides a fuel nozzle and an aero-engine, and relates to the technical field of aero-engines.The fuel nozzle comprises an oil collecting ring shell, an oil injection rod core and an oil collecting ring, the oil injection rod core is communicated with the oil collecting ring, so that the oil collecting ring is supplied with oil through the oil injection rod core; a main oil injection port is arranged on the oil collecting ring, and the fuel in the oil collecting ring from the oil injection rod core is injected to the outside of the oil collecting ring shell through the main oil injection port. The main injection port is arranged on the outer circumferential surface of the oil collecting ring, and the oil collecting ring shell is provided with an injection port opening hole corresponding to the main injection port. The outer circumferential surface of the oil collecting ring is further provided with a stop ring, the stop ring is located in the downstream direction of the main injection port, and the stop ring is in contact with the oil collecting ring shell, so that the dry friction heat generated between the stop ring and the oil collecting ring shell can dissipate the kinetic energy of the rod core, the amplitude and vibration stress of the rod core in the nozzle can be reduced, the vibration resistance level of the fuel nozzle can be improved, and the high-cycle fatigue failure risk of the fuel nozzle can be greatly reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aero-engines, in particular to a fuel nozzle and an aero-engine. BACKGROUND

[0002] An aero-engine is a device for providing power for an aircraft, which generates driving force through combustion of fuel in a combustion chamber. The fuel nozzle is a device for providing fuel to the combustion chamber, which is installed on the combustion chamber case, and the fuel is atomized through the fuel nozzle to form an oil-gas mixture, and the oil-gas mixture enters the combustion chamber for combustion, which can ensure stable combustion and improve combustion efficiency.

[0003] A civil aero-engine usually adopts a lean premixed prevaporized (LPP) combustion mode with central staging to meet the design requirements of low fuel consumption and low emission, and the fuel nozzle inside contains multiple fuel flow paths such as a pre-combustion stage and a main combustion stage. The fuel nozzle works under extremely high temperature and pressure loads. The pressure load comes from the high-pressure compressor outlet airflow, which can reach 4 MPa, and the temperature load comes from the heat convection generated by the high-pressure compressor outlet airflow and the heat radiation generated by the combustion flame in the flame tube, which can reach 900-1000K. Therefore, the fuel nozzle is made of high-temperature alloy to withstand the harsh working environment and ensure certain mechanical properties. To meet the design requirements of aerodynamics and thermal protection, the fuel nozzle has a complex structure, and the oil injection rod core inside the nozzle shell is integrally formed using a 3D printing process. In addition to high temperature and high pressure static loads, the nozzle also needs to withstand the combustion pulsation pressure in the flame tube, the rotor vibration excitation transmitted by the case, and the fuel pipe vibration excitation, etc. Vibration loads, making thermal vibration fatigue one of the severe challenges faced by the fuel nozzle.

[0004] The fuel nozzle assembly has a complex structure, the low-order vibration mode is the cantilever vibration of the whole nozzle, the high-order vibration mode is the local vibration of the oil injection rod core inside the nozzle shell, the high-order vibration natural frequency is high, the coupling risk with excitation load is high, and the amplitude of the nozzle internal rod core vibration is high, the vibration stress is large, and high-cycle fatigue fracture failure is prone to occur, which can cause fuel leakage and threaten the safety of the engine. Therefore, it is particularly important to carry out fuel nozzle damping vibration reduction design, reduce the vibration stress of the oil injection rod core inside the nozzle, and improve the high-cycle fatigue vibration resistance of the fuel nozzle. SUMMARY

[0005] The purpose of the present application is to provide a fuel nozzle which can effectively reduce the internal vibration of the fuel nozzle and the risk of high-cycle fatigue failure caused by vibration.

[0006] The purpose of the present application is also to provide an aero-engine which can effectively reduce the internal vibration of the fuel nozzle and the risk of high-cycle fatigue failure caused by vibration.

[0007] Embodiments of the present application can be implemented in the following ways:

[0008] The fuel nozzle comprises a collector ring shell, an oil injection rod core and a collector ring, the oil injection rod core is communicated with the collector ring for supplying oil to the collector ring through the oil injection rod core; the collector ring is provided with a main nozzle for spraying fuel outside the collector ring shell.

[0009] The main nozzle is arranged on the outer circumferential surface of the collector ring, the collector ring shell is provided with a nozzle opening hole corresponding to the main nozzle, the main nozzle is used for spraying fuel outside the collector ring shell through the nozzle opening hole in the radial direction of the collector ring; the outer circumferential surface of the collector ring is further provided with a stop ring, the stop ring is located in the downstream direction of the main nozzle, and the stop ring is in contact with the collector ring shell.

[0010] Optionally, the stop ring comprises a plurality of friction protrusions spaced apart along the circumference of the collector ring, and each of the plurality of friction protrusions is used for being in contact with the collector ring shell.

[0011] Optionally, the fuel nozzle further comprises a rod core sleeve arranged on the collector ring shell, and the rod core sleeve and the collector ring shell form an annular mounting cavity for mounting the collector ring.

[0012] The rod core sleeve is further provided with a flexible support, one end of the flexible support is fixedly connected with the rod core sleeve, and the other end of the flexible support is fixedly connected with the upstream end of the collector ring, so that gaps are formed between the inner circumferential surface of the collector ring and the rod core sleeve and between the outer circumferential surface of the collector ring and the collector ring shell.

[0013] Optionally, the gap formed between the inner circumferential surface of the collector ring and the rod core sleeve serves as an air inlet channel; a first air flow gap is formed between adjacent two friction protrusions, and the first air flow gap is communicated with the air inlet channel.

[0014] Optionally, the first air flow gap and the position of the main nozzle correspond one by one in the circumference of the collector ring, so as to provide a purge air flow to the main nozzle through the first air flow gap.

[0015] Optionally, the downstream end of the collector ring shell is provided with a cooling hole communicated with the air inlet channel, and part of the gas in the air inlet channel is used for discharging out of the collector ring shell through the cooling hole.

[0016] Optionally, the oil injection rod core, the rod core sleeve, the flexible support and the collector ring are integrally formed by 3D printing.

[0017] Optionally, a boss is arranged inside the oil collecting ring shell, an upstream end surface of the boss is in contact with a downstream end surface of the stop ring, and an outer circumferential surface of the stop ring is in contact with an inner circumferential surface of the oil collecting ring shell.

[0018] Optionally, the stop ring comprises a plurality of friction protrusions distributed along the circumference of the oil collecting ring, and the boss comprises a plurality of boss portions distributed along the circumference of the oil collecting ring shell, and the plurality of friction protrusions are arranged in one-to-one correspondence with the plurality of boss portions.

[0019] An aero-engine comprises a combustion chamber casing and the fuel nozzle described above, and the fuel nozzle is mounted in the combustion chamber casing.

[0020] The fuel nozzle and the aero-engine provided by the embodiments of the present application have the following beneficial effects:

[0021] The embodiments of the present application provide a fuel nozzle, which comprises an oil collecting ring shell, an oil injection rod core and an oil collecting ring, the oil injection rod core is in communication with the oil collecting ring, so as to supply oil to the oil collecting ring through the oil injection rod core, a main oil injection port is arranged on the oil collecting ring, and the fuel oil entering the oil collecting ring from the oil injection rod core is injected to the outside of the oil collecting ring shell through the main oil injection port. The main injection port is arranged on the outer circumferential surface of the oil collecting ring, and a corresponding injection port opening is arranged on the oil collecting ring shell, and the fuel oil injected outward by the main injection port in the radial direction of the oil collecting ring is injected to the outside of the nozzle shell through the injection port opening. The outer circumferential surface of the oil collecting ring is further provided with a stop ring, the stop ring is located in the downstream direction of the main injection port, and the stop ring is in contact with the oil collecting ring shell. When the oil collecting ring and the oil collecting ring shell are relatively displaced, dry friction is generated between the stop ring and the oil collecting ring shell, so as to dissipate the kinetic energy of the rod core through dry friction, reduce the amplitude and vibration stress of the rod core in the nozzle, improve the vibration resistance level of the fuel nozzle, and greatly reduce the risk of high-cycle fatigue failure of the fuel nozzle.

[0022] The embodiments of the present application also provide an aero-engine comprising the fuel nozzle described above, and the aero-engine also has the beneficial effects that the kinetic energy of the rod core in the fuel nozzle can be dissipated through dry friction, the amplitude and vibration stress of the rod core in the nozzle are reduced, the vibration resistance level of the fuel nozzle is improved, and the risk of high-cycle fatigue failure of the fuel nozzle is greatly reduced. BRIEF DESCRIPTION OF DRAWINGS

[0023] The above features and advantages of the present application can be better understood after reading the detailed description of embodiments of the present application in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related properties or features can have the same or similar reference numerals.

[0024] Figure 1 A structural schematic diagram of a combustion chamber in an aero-engine provided according to an aspect of the present application is shown;

[0025] Figure 2 Fig. 1 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application;

[0026] Figure 3 Fig. 2 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application; Figure 2 Fig. 3 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application;

[0027] Figure 4 Fig. 4 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application;

[0028] Figure 5 Fig. 5 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application;

[0029] Figure 6 Fig. 6 shows a schematic view of the internal structure of a fuel nozzle according to an aspect of the present application.

[0030] Reference signs:

[0031] 10 - aero-engine; 111 - combustion chamber outer casing; 112 - diffuser; 113 - flame tube outer ring; 114 - flame tube inner ring; 115 - combustion chamber inner casing; 200 - fuel nozzle; 211 - nozzle cover plate; 212 - valve mounting seat; 213 - nozzle outer shell; 214 - nozzle stem core; 215 - stem core sleeve; 216 - flexible support; 220 - oil collecting ring; 221 - main orifice; 222 - stop ring; 223 - friction protrusion; 224 - first air flow gap; 225 - main stage oil passage; 230 - oil collecting ring outer shell; 231 - orifice opening; 232 - boss; 233 - boss portion; 234 - second air flow gap; 235 - cooling hole; 236 - flow dividing structure; 241 - inlet passage. DETAILED DESCRIPTION

[0032] The present application will be described in detail below with reference to the drawings and specific embodiments. Note that the aspects described below in conjunction with the drawings and specific embodiments are merely exemplary and should not be understood as limiting the scope of protection of the present application in any way.

[0033] In the description of the present application, it should be noted that if the terms "upper", "lower", "inner", "outer", "vertical" and the like indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, or the orientation or position relationship when the product of the present application is normally placed, and are not indicative or suggestive of the device or element having a specific orientation or being constructed and operated in a specific orientation, therefore it should not be understood as limiting the present application.

[0034] At the same time, it should be noted that the terms "first" and "second" are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0035] In the description of this invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, an integral connection, or a detachable connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components, etc. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] Relevant terms mentioned in the description of this invention:

[0037] Lean Premixed Prevaporized (LPP): A combustion method in which lean fuel is premixed evenly with air and the liquid fuel is pre-vaporized completely in the air.

[0038] Goodman Diagram: A curve showing the relationship between the mean stress and the amplitude of alternating stress in a component subjected to combined alternating and static stress under equivalent failure cycles. It is also known as the "equal life curve".

[0039] Figure 1 A schematic diagram of the combustion chamber in the aircraft engine 10 provided in this embodiment is shown. Please refer to... Figure 1 This embodiment provides a fuel nozzle 200, and also provides an aircraft engine 10.

[0040] The aircraft engine 10 includes a combustor casing, and fuel nozzles 200 are mounted on the combustion chamber casing. Fuel is atomized through the fuel nozzles 200 to form a fuel-air mixture that enters the combustion chamber for combustion. The following section combines... Figure 1 The structure shown illustrates the operation of the aero-engine 10. The high-pressure compressor outlet airflow, after passing through the diffuser 112, experiences a pressure increase and enters the combustion chamber, where it is divided into three paths (…). Figure 1 The middle arrow indicates the airflow path: one path is the fuel nozzle head intake, forming a swirling flow with the fuel; the other two paths are the outer and inner annular chamber intakes of the flame tube, used to cool the outer annulus 113 and the inner annulus 114 of the flame tube. It should be noted that in the description of this embodiment, "fuel nozzle head" refers to... Figure 1 The cylindrical portion at the lower end of the fuel nozzle 200 shown.

[0041] The fuel nozzle 200 is bolted to the combustion case, specifically, the combustion case is the combustion outer case 111, and the combustion case also includes a combustion inner case 115. The fuel nozzle head is located at the flame tube intake end, directly contacts the combustion flame and will bear the combustion pulsation pressure P4 in the flame tube. The fuel nozzle 200 also has a nozzle cover plate 211 and a valve mounting seat 212, the nozzle cover plate 211 is used to connect with the combustion case, so that the nozzle cover plate 211 bears the rotor vibration excitation transmitted by the combustion case, and the valve mounting seat 212 is used to connect with the fuel pipeline, thereby bearing the vibration excitation of the fuel pipeline. Therefore, the working state excitation load source of the fuel nozzle is complex, the load level is high, and the fuel nozzle works in a high-temperature environment, the mechanical properties of the material in the high-temperature environment decrease, and high-cycle fatigue failure is prone to occur, so the fuel nozzle faces the severe challenge of thermal vibration fatigue.

[0042] At present, in order to reduce the high-cycle fatigue failure risk of the fuel nozzle, the following two methods are usually used: 1. The fuel nozzle is designed to avoid specific combustion oscillation excitation frequency, rotor excitation frequency, etc.; 2. The damping vibration reduction design is carried out to reduce the dynamic stress at the key position of the nozzle, so that the dynamic and static stress superposition at the fatigue risk position is located in the Goodman diagram package line, and the high-cycle fatigue failure risk is avoided. However, when the fuel nozzle is designed, it needs to meet the design requirements of aerodynamics, thermal protection, strength, etc., the internal structure of the fuel nozzle is complex and it is difficult to adjust the frequency of some orders, so it is particularly important to carry out damping vibration reduction design for the fuel nozzle.

[0043] Figure 2 The internal structure diagram of the fuel nozzle 200 provided for the embodiment is shown in Figure 3 The internal structure diagram of the fuel nozzle 200 provided for the embodiment is shown in Figure 2 The local structure enlarged schematic view at A in the middle. Please refer to Figures 1-3The fuel nozzle 200 provided in this embodiment includes a fuel collecting ring housing 230, a fuel injector core, and a fuel collecting ring 220. The fuel injector core communicates with the fuel collecting ring 220, thereby supplying fuel to the fuel collecting ring 220 through the fuel injector core. The fuel collecting ring 220 is provided with a main injection port, and the fuel entering the fuel collecting ring 220 from the fuel injector core is injected out of the fuel collecting ring housing 230 through the main injection port. The main injection port is located on the outer circumferential surface of the fuel collecting ring 220, and the fuel collecting ring housing 230 is provided with a nozzle opening 231 corresponding to the main injection port 221. The fuel injected radially outward from the main injection port 221 is injected out of the nozzle housing 213 through the nozzle opening 231. That is, the fuel nozzle 200 is a radial injection type fuel nozzle 200. A stop ring 222 is also provided on the outer circumferential surface of the oil collecting ring 220. The stop ring 222 is located downstream of the main nozzle 221 and is in contact with the oil collecting ring shell 230. Thus, when there is relative displacement between the oil collecting ring 220 and the oil collecting ring shell 230, dry friction is generated between the stop ring 222 and the oil collecting ring shell 230. This generates heat through dry friction, dissipates the kinetic energy of the rod core, reduces the amplitude and vibration stress of the rod core inside the nozzle, improves the vibration resistance of the fuel nozzle 200, and significantly reduces the risk of high-cycle fatigue failure of the fuel nozzle 200.

[0044] Specifically, the stop ring 222 is located at the downstream end of the oil collecting ring 220 and protrudes outward along the radial direction of the oil collecting ring 220. This position is where the amplitude of the oil collecting ring 220 is high, which can effectively reduce vibration.

[0045] It should be noted that in the description of this embodiment, "upstream" and "downstream" are used to indicate relative positional relationships. For example, the upstream of a component is the part that is closer to the diffuser 112 relative to the downstream of the component, and correspondingly, the downstream of a component is the part that is farther away from the diffuser 112 relative to the upstream of the component.

[0046] Furthermore, the fuel injector 200 also includes an injector housing 213, which is a tubular component. A valve mounting seat 212 is installed at its upper end, and its lower end is fixedly connected to the oil collecting ring housing 230. An injector rod 214 is disposed within the injector housing 213. The injector rod 214 communicates with the oil collecting ring 220, which contains independent pre-combustion stage fuel passages and main combustion stage fuel passages 225. Figure 4 As shown in the figure, the fuel in the nozzle rod core 214 is sprayed outward from the main nozzle 221 along the radial direction of the oil collecting ring 220 through the main combustion stage oil passage 225; the fuel entering the pre-combustion stage oil passage is sprayed out axially from the center of the fuel nozzle 200 after the oil collecting ring 220 rotates circumferentially.

[0047] Figure 4 This is a schematic cross-sectional view of the mating structure between the oil collecting ring 220 and the oil collecting ring housing 230 in the fuel nozzle 200 provided in this embodiment. Figure 5A structure diagram of the oil collecting ring 220 in the fuel nozzle 200 provided in the embodiment is shown in the figure, Figure 6 A structure diagram of the oil collecting ring housing 230 in the fuel nozzle 200 provided in the embodiment is shown in the figure. Please refer to the structure diagram of the oil collecting ring 220 in the fuel nozzle 200 provided in the embodiment, Figures 1-6 In the embodiment, the oil collecting ring 220 and the oil collecting ring housing 230 are both annular structures, the oil collecting ring 220 is arranged at the radially inner side of the oil collecting ring housing 230, and the oil collecting ring 220 and the oil collecting ring housing 230 are coaxially arranged. A plurality of main nozzles 221 are arranged on the outer circumferential surface of the oil collecting ring 220 in the circumferential direction, and the plurality of main nozzles 221 are all in communication with the main fuel stage oil passage 225. Correspondingly, a plurality of nozzle opening holes 231 are arranged on the oil collecting ring housing 230, the plurality of nozzle opening holes 231 are respectively opened through the oil collecting ring housing 230 along the radial direction of the oil collecting ring housing 230, and are arranged in one-to-one correspondence with the main nozzles 221, that is, the number of the main nozzles 221 is consistent with the number of the nozzle opening holes 231, and the nozzle opening holes 231 and the corresponding main nozzles 221 are located at the same circumferential position, so that the fuel sprayed from the main nozzles 221 can be sprayed to the outside of the oil collecting ring housing 230 through the nozzle opening holes 231. A protrusion is arranged on the outer circumferential surface of the oil collecting ring 220, the protrusion forms a stop ring 222, and the stop ring 222 is in contact with the oil collecting ring housing 230, so that when the oil collecting ring 220 and the oil collecting ring housing 230 move relatively, dry friction is generated between the stop ring 222 and the oil collecting ring housing 230 to dissipate the kinetic energy of the core.

[0048] Further, the fuel nozzle 200 further comprises a core sleeve 215 and a flexible support 216, the core sleeve 215 and the oil collecting ring housing 230 form an annular mounting cavity for mounting the oil collecting ring 220, one end of the flexible support 216 is fixedly connected with the core sleeve 215, and the other end of the flexible support 216 is fixedly connected with the upstream end of the oil collecting ring 220, so that a gap is formed between the inner circumferential surface of the oil collecting ring 220 and the core sleeve 215 and between the outer circumferential surface of the oil collecting ring 220 and the oil collecting ring housing 230, thereby forming an air heat insulation layer to prevent the fuel in the oil collecting ring 220 from coking due to excessive temperature. Specifically, the structure composed of the oil collecting ring housing 230, the oil collecting ring 220, the core sleeve 215 and the flexible support 216 constitutes a fuel nozzle head.

[0049] Further, the nozzle core 214, the core sleeve 215, the flexible support 216 and the oil collecting ring 220 are integrally formed by 3D printing. Alternatively, other components of the fuel nozzle 200 such as the nozzle housing 213, the oil collecting ring housing 230 and the valve mounting seat 212 can be manufactured by casting or forging machining, and finally connected by brazing, Figure 3 The brazing area of the core sleeve 215 and the oil collecting ring housing 230 is at the middle B.

[0050] The stop ring 222 is a protruding structure arranged on the outer circumferential surface of the oil collecting ring 220, and the outer circumferential surface of the oil collecting ring 220 is spaced from the inner circumferential surface of the oil collecting ring shell 230. The outer circumferential surface of the stop ring 222 is in contact with the inner circumferential surface of the oil collecting ring shell 230, so that the outer circumferential surface of the stop ring 222 forms a first friction surface for dry friction with the inner circumferential surface of the oil collecting ring shell 230.

[0051] Further, the inner circumferential surface of the oil collecting ring shell 230 is further provided with a boss 232, the boss 232 is located downstream of the stop ring 222, and the upstream end surface of the boss 232 is in contact with the downstream end surface of the stop ring 222, so that the downstream end surface of the stop ring 222 forms a second friction surface for dry friction with the boss 232 of the oil collecting ring shell 230. At the same time, through the abutment of the boss 232 and the stop ring 222, the positioning of the oil collecting ring 220 in the oil collecting ring shell 230 can also be realized.

[0052] In the embodiment, the stop ring 222 includes a plurality of friction protrusions 223 spaced along the circumference of the oil collecting ring 220, and each of the plurality of friction protrusions 223 is used to contact the oil collecting ring shell 230. Therefore, when the oil collecting ring 220 and the oil collecting ring shell 230 slide relative to each other, the dry friction between the stop ring 222 and the inner circumferential surface of the oil collecting ring shell 230 and the boss 232 has a larger discontinuous contact surface, which can form a multi-point contact, and can provide greater contact stiffness and dry friction damping in a wider frequency range, thereby absorbing more vibration energy of the oil collecting ring 220.

[0053] Further, the gap between the inner circumferential surface of the oil collecting ring 220 and the rod core sleeve 215 serves as an air inlet channel 241, and part of the gas entering the fuel nozzle 200 flows along the air inlet channel 241 from upstream to downstream. A first gas flow gap 224 is formed between two adjacent friction protrusions 223, and the first gas flow gap 224 is in communication with the air inlet channel 241, so that the gas flow in the air inlet channel 241 flows to the first gas flow gap 224 (as shown by the arrow in the middle of the figure), so that the gas flow in the first gas flow gap 224 can carry away part of the dry friction heat energy, thereby reducing the friction loss. Figure 5

[0054] Further, the first gas flow gap 224 and the position of the main nozzle 221 are arranged one by one in the circumference of the oil collecting ring 220, that is, each first gas flow gap 224 and a main nozzle 221 are located at the same circumferential position of the oil collecting ring 220. In other words, the friction protrusions 223 and the main nozzles 221 are staggered in the circumference of the oil collecting ring 220, so that the gas flow along the first gas flow gap 224 to the upstream end of the oil collecting ring 220 can blow the fuel at the main nozzle 221, thereby avoiding the coking of the fuel.

[0055] ​Further, the boss 232 comprises a plurality of boss portions 233 distributed along the circumference of the oil collecting ring shell 230, and the plurality of friction protrusions 223 are arranged one-to-one with the plurality of boss portions 233. Since the plurality of boss portions 233 are distributed at intervals, the gap between adjacent two boss portions 233 forms a second airflow gap 234, and the first airflow gap 224 and the airflow passage are communicated through the second airflow gap 234, so that the planar dry friction between the boss 232 and the stop ring 222 can be ensured, and the boss 232 is prevented from blocking the airflow.

[0056] Specifically, the downstream end of the rod core sleeve 215 is provided with a flow splitting structure 236, and the airflow flowing to the downstream end of the rod core sleeve along the airflow passage is split into two paths under the action of the flow splitting structure 236, one of which flows radially along the oil collecting ring shell 230 to the second airflow gap 234, and then sequentially passes through the second airflow gap 234 and the first airflow gap 224 to blow the fuel at the main nozzle 221; the other path flows downstream of the oil collecting ring shell 230, and the downstream of the oil collecting ring shell 230 is provided with a cooling hole 235 communicated with the air inlet passage 241, and the airflow of this path is discharged from the cooling hole 235 to the oil collecting ring shell 230, so as to cool the nozzle interstage splash disc (not shown in the figure), and the downstream side of the nozzle interstage splash disc has a thermal protection coating directly contacting the combustion flame.

[0057] The fuel nozzle 200 and the aero-engine 10 provided by the embodiments of the present application can provide dry friction damping at two places when the oil collecting ring 220 and the oil collecting ring shell 230 slide relative to each other during operation, i.e., the outer periphery of the stop ring 222 and the inner periphery of the oil collecting ring shell 230 are in arc surface dry friction, and the downstream end surface of the stop ring 222 and the upstream end surface of the boss 232 are in planar dry friction, so as to further dissipate the kinetic energy of the nozzle rod core 214, and the dry friction is multi-point contact dry friction, which can provide greater contact stiffness and dry friction damping in a wider frequency range, and can absorb more vibration energy of the oil collecting ring 220, thereby effectively improving the vibration resistance level of the fuel nozzle 200 and greatly reducing the risk of high-cycle fatigue failure of the fuel nozzle 200. By setting the airflow path, on the one hand, the dry friction heat can be taken away, and on the other hand, the fuel at the main nozzle 221 can be blown, so as to ensure the thermal protection effect of the fuel nozzle 200 and improve the working reliability of the fuel nozzle 200.

[0058] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which shall be covered within the protection scope of the present application.

Claims

1. A fuel nozzle, comprising a collector ring housing, a fuel injection rod core and a collector ring, the fuel injection rod core being in communication with the collector ring for supplying fuel to the collector ring through the fuel injection rod core; the collector ring being provided with a main nozzle for jetting fuel outside the collector ring housing; characterized in that: the main nozzle is arranged on the outer circumferential surface of the collector ring, the collector ring housing is provided with a nozzle opening hole corresponding to the main nozzle, the main nozzle is used for jetting fuel outside the collector ring housing along the radial direction of the collector ring through the nozzle opening hole; the outer circumferential surface of the collector ring is further provided with a stop ring, the stop ring is located in the downstream direction of the main nozzle, and the stop ring is in contact with the collector ring housing; the stop ring comprises a plurality of friction protrusions spaced along the circumference of the collector ring, and each of the friction protrusions is used for contacting the collector ring housing; the inside of the collector ring housing is provided with a boss, the upstream end surface of the boss is in contact with the downstream end surface of the stop ring; the outer circumferential surface of the stop ring is in contact with the inner circumferential surface of the collector ring housing; the boss comprises a plurality of boss portions spaced along the circumference of the collector ring housing, and the plurality of friction protrusions are arranged one-to-one corresponding to the plurality of boss portions.

2. The fuel nozzle according to claim 1, characterized in that: the fuel nozzle further comprises a rod core sleeve arranged on the collector ring housing, the rod core sleeve and the collector ring housing form an annular mounting cavity for mounting the collector ring; the rod core sleeve is further provided with a flexible support, one end of the flexible support is fixedly connected with the rod core sleeve, and the other end of the flexible support is fixedly connected with the upstream end portion of the collector ring, so that a gap is formed between the inner circumferential surface of the collector ring and the rod core sleeve, and a gap is also formed between the outer circumferential surface of the collector ring and the collector ring housing.

3. The fuel nozzle according to claim 2, characterized in that: the gap formed between the inner circumferential surface of the collector ring and the rod core sleeve serves as an air inlet channel; a first airflow gap is formed between adjacent two friction protrusions, and the first airflow gap is in communication with the air inlet channel. the first airflow gap and the position of the main nozzle correspond one-to-one in the circumference of the collector ring, so that a purge airflow is provided to the main nozzle through the first airflow gap.

4. The fuel nozzle of claim 3, wherein, the downstream end portion of the collector ring housing is provided with a cooling hole in communication with the air inlet channel, and part of the gas in the air inlet channel is used to discharge the collector ring housing through the cooling hole.

5. The fuel nozzle of claim 3, wherein, 6. The fuel nozzle according to claim 3, characterized in that: the fuel injection rod core, the rod core sleeve, the flexible support and the collector ring are integrally formed by 3D printing.

7. An aero-engine, characterized in that: the aero-engine comprises a combustion chamber case and the fuel nozzle according to any one of claims 1-6, and the fuel nozzle is mounted in the combustion chamber case. ​

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