Aero-engine fuel nozzle with dual-mode plasma excitation and ignition structure

Abstract

The invention discloses an aero-engine fuel nozzle with a dual-mode plasma excitation and ignition structure, and relates to the technical field of aero-engine combustion chambers. Comprising a metal shell serving as a cathode for dielectric barrier discharge; the annular metal piece is located in the metal shell and serves as an anode for dielectric barrier discharge; the nozzle extends into the metal shell, and an auxiliary oil way and a main oil way are arranged on the nozzle; the nozzle is used as an anode for gliding arc discharge ignition; the venturi tube is located in the metal shell and located on the periphery of the nozzle; the venturi tube is used as a cathode of gliding arc discharge ignition, and a plasma channel is formed in the venturi tube and provides a channel for plasma formed by dielectric barrier discharge. Sliding arc discharge and dielectric barrier discharge assist ignition and combustion of fuel oil, active particles generated by the dielectric barrier discharge provide a good chemical and flow field environment for sliding arc ignition in a high-altitude environment, and the ignition success rate and the combustion stability of the sliding arc ignition in the high-altitude environment are greatly improved.

Description

Technical Field

[0001] The invention relates to the technical field of aviation engine combustion chambers, and in particular to an aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure. Background Art

[0002] As a key component of aircraft engines, the core function of fuel nozzles is to disperse liquid fuel into tiny droplets, thereby increasing the fuel surface area, accelerating the combustion process, and thus improving combustion efficiency. The atomization performance of fuel nozzles is directly related to the ignition performance and operational flexibility of the engine.

[0003] At present, the types of nozzles commonly used in aircraft engines mainly include the following: (1) pressure nozzles, which have a simple structure and flexible distribution, but the atomization quality is poor and the injection cone angle is relatively narrow; (2) centrifugal nozzles, which have a simple structure and good mechanical reliability, but the atomization quality decreases significantly under low-load conditions, and the fuel flow adjustment range is limited; (3) air atomizing nozzles, which can achieve full and uniform mixing of fuel and airflow, have low fuel supply pressure, and the outlet temperature field is insensitive to fuel changes, but the lean flameout boundary is narrow; (4) evaporator tube nozzles, which have a simple fuel supply method, light weight, and low cost, but the evaporator components are susceptible to heat damage and are sensitive to fuel type.

[0004] In view of the complex structure of aircraft engine combustion chambers and the harsh working environment, as engine performance continues to rise, researchers have been optimizing the nozzle structure close to the limit of the traditional mechanical nozzle atomization effect. In recent years, plasma technology has attracted much attention from domestic and foreign scholars in the field of combustion, pointing out a new path for the innovative development of aircraft engine nozzles. At present, domestic and foreign researchers are actively exploring the aircraft engine combustion chamber head structure that combines plasma actuators with fuel nozzles, and have achieved initial results. However, the existing plasma head structure mainly focuses on the ignition design under ground conditions, and there is little discussion on the ignition problem in high-altitude environments.

[0005] In high-altitude environments, under conditions of thin air, low pressure and low temperature, the physical process of mixing fuel and air changes significantly. The pressure reduction leads to a decrease in turbulence intensity and Reynolds stress, a decrease in fuel atomization quality, and an increase in the average diameter of Sauter, which in turn causes ignition difficulties and reduced flame stability. Plasma technology has shown significant advantages in this regard: on the one hand, the addition of plasma can disturb the air flow field and enhance the fuel atomization quality in thin air and low-pressure environments; on the other hand, the thermal effect of sliding arc plasma helps to improve the high-altitude low-temperature environment; in addition, at high-speed flight, plasma ignition is more stable than traditional spark plug ignition.

[0006] The Chinese invention patent application with application number 201711344497.9 and titled Rotating Sliding Arc Plasma Fuel Cracking Head for Aircraft Engine Combustion Chamber has the advantages of simple structure and strong versatility. It only needs to replace the head of the original aircraft engine combustion chamber flame tube, and the structural size and flow distribution are the same as the original combustion chamber. The disadvantages are that the plasma action range is small, the fuel atomization effect is limited, and it does not have the sliding arc ignition function.

[0007] The Chinese invention patent application with application number 202111076920.8 and titled "A Combined Dielectric Barrier Discharge Plasma Aircraft Engine Combustion Chamber Head" has the advantages of simple structure, easy manufacture and installation, and strong versatility. The disadvantages are that the generated plasma is not easy to contact with the fuel and the head structure does not have an ignition function.

[0008] The application number is 202111216787.1, and the name is a Chinese invention patent application for a sliding arc plasma flame head in an aircraft engine combustion chamber. Its advantages are simple structure, strong versatility, improved outlet temperature field quality, and increased service life of aircraft engine turbines. The disadvantages are limited fuel atomization effect and difficult sliding arc ignition. Summary of the invention

[0009] The purpose of the present invention is to provide an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure to solve the problems of poor atomization effect, difficult ignition and poor flame stability in a high-altitude environment.

[0010] To achieve the above-mentioned purpose, the technical solution of the present application is: an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure, comprising:

[0011] The metal shell serves as the cathode of the dielectric barrier discharge and is provided with a primary cyclone air inlet and a secondary cyclone air inlet;

[0012] The annular metal part is located inside the metal housing and serves as the anode of the dielectric barrier discharge;

[0013] The nozzle extends into the metal shell, and is provided with an auxiliary oil passage and a main oil passage. The end of the auxiliary oil passage is connected to the auxiliary oil passage fuel injection hole, and the end of the main oil passage is connected to the main oil passage fuel injection hole. The nozzle serves as an anode for sliding arc discharge ignition.

[0014] The venturi is located in the metal shell and at the periphery of the nozzle; the venturi serves as a cathode for sliding arc discharge ignition, and a plasma channel is opened on the venturi to provide a channel for plasma formed by dielectric barrier discharge.

[0015] As a preferred solution of the present invention, the secondary oil circuit fuel spray holes are a plurality of cross spray holes with parallel oil flow surfaces; the main oil circuit fuel spray holes are a plurality of circular straight holes evenly distributed in the circumferential direction.

[0016] As a preferred solution of the present invention, a first insulating sleeve is sleeved on the nozzle and clamped with the end of the metal shell, an annular metal part is sleeved on the outer wall of the first insulating sleeve, and a second insulating sleeve is also sleeved on the outer wall of the first insulating sleeve and completely wraps the annular metal part to isolate the cathode and anode of the dielectric barrier discharge.

[0017] As a preferred solution of the present invention, the first insulating sleeve and the second insulating sleeve are located in the metal shell and the ends thereof are in contact with the venturi, so that the cathode and the anode of the sliding arc discharge ignition are insulated.

[0018] As a preferred solution of the present invention, a primary swirl gas channel is formed between the nozzle and the first insulating sleeve, and a primary swirler is provided in the primary swirl gas channel; a secondary swirl gas channel is formed between the second insulating sleeve, the venturi tube and the metal shell, and a secondary swirler is provided in the secondary swirl gas channel.

[0019] As a preferred embodiment of the present invention, air enters the primary swirl gas channel through the primary swirl air inlet, generates primary swirl gas under the action of the primary swirler, and is ejected through the bell mouth of the venturi to provide aerodynamic force for the atomization of the fuel, and the primary swirl gas also serves as a working carrier gas for sliding arc discharge ignition; air enters the secondary swirl gas channel through the secondary swirl air inlet, generates secondary swirl gas under the action of the secondary swirler, and is ejected through multiple plasma channels on the venturi to provide aerodynamic force for the atomization of the fuel, and the secondary swirl gas also serves as a working carrier gas for dielectric barrier discharge.

[0020] As a preferred embodiment of the present invention, the fuel enters the main oil circuit from the main oil circuit fuel inlet and is then sprayed out from the main oil circuit fuel spray hole; the fuel also enters the auxiliary oil circuit from the auxiliary oil circuit fuel inlet and is then sprayed out from the auxiliary oil circuit fuel spray hole.

[0021] As a preferred embodiment of the present invention, after the fuel is sprayed out, it is subjected to the aerodynamic force of the air sprayed out from the primary swirl gas channel and the plasma channel at the bell mouth of the venturi, so that the fuel is atomized into oil mist.

[0022] As a preferred embodiment of the present invention, the annular metal part is separated from the metal shell by a second insulating sleeve to form a dielectric barrier discharge space. The plasma generated in the annular dielectric barrier discharge space is sprayed in a jet manner through a plasma channel toward the fuel that has undergone preliminary pneumatic atomization and flows through the bell mouth.

[0023] As a preferred embodiment of the present invention, a sliding arc is generated at the shortest distance between the nozzle and the venturi, and is pushed by the incoming flow in the primary vortex gas channel and the plasma channel, sliding along the flow direction of the gas flow, and finally contacts the oil mist; when the sliding arc enters the oil mist area, high-energy electrons collide with fuel molecules, large molecular hydrocarbon fuels are ionized into charged active particles, and the fuel initially atomized by the vortex air is further atomized by the sliding arc plasma; when the high-energy arc generated by the sliding arc discharge contacts the fully atomized fuel, the local high temperature generated by the thermal effect of the sliding arc discharge causes the fuel spray to ignite, thereby achieving the purpose of ignition.

[0024] The present invention adopts the above technical solution, and can achieve the following technical effects: the present invention integrates the cross-spray hole design, double swirl pneumatic atomization technology and plasma-assisted atomization technology. Compared with the existing aviation engine fuel nozzle structure, a variety of plasma excitation methods are introduced to assist the atomization and combustion process of the fuel, thereby improving the success rate of ignition and the stability of combustion.

[0025] The fuel enters the combustion chamber through the main oil circuit and the auxiliary oil circuit. The main oil circuit adopts round straight hole spray holes, while the auxiliary oil circuit adopts cross spray holes. This design can flexibly meet the fuel requirements of the combustion chamber at different stages.

[0026] The synergistic effect of the sliding arc plasma and the dielectric barrier plasma further enhances the atomization effect of the fuel. By combining the sliding arc structure with the fuel nozzle and using it as an ignition device at the head of the combustion chamber, the present invention not only makes the structure of the aircraft engine more compact, but also helps promote the development of the integrated design of the aircraft engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0028] Figure 1 A cross-sectional view of an aircraft engine fuel nozzle having a dual-mode plasma excitation and ignition structure;

[0029] Figure 2 A schematic diagram of the working process of an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure;

[0030] Figure 3 It is a schematic diagram of the circuit connection of an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure;

[0031] Figure 4 A three-dimensional structural diagram of an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure;

[0032] Explanation of the serial numbers in the figure: 1. Auxiliary oil circuit fuel inlet; 2. Main oil circuit fuel inlet; 3. Primary swirl air inlet; 4. Annular metal part; 5. Primary swirler; 6. Venturi tube; 7. Auxiliary oil circuit fuel spray hole; 8. Metal shell; 9. Main oil circuit fuel spray hole; 10. Plasma channel; 11. Secondary swirler; 12. Secondary insulating sleeve; 13. Secondary swirl air inlet; 14. First insulating sleeve; 15. Nozzle; 16. Auxiliary oil circuit; 17. ; 18. Bell mouth; 19. Oil mist; 20. Sliding arc; 21. Secondary swirl air inlet channel; 22. Primary swirl gas channel; 23. Main oil circuit; 24. Dielectric barrier plasma power supply; 25. Sliding arc plasma power supply. DETAILED DESCRIPTION

[0033] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0034] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0035] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" means two or more, unless otherwise clearly and specifically defined. "Several" means one or more, unless otherwise clearly and specifically defined.

[0036] In the description of the present application, it should be understood that the terms "center", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0037] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0038] In view of the problem that the fuel atomization effect is poor due to the decrease in the pressure of the combustion chamber and the change in the physical and chemical environment of the mixture combustion in the high-altitude environment; and the large droplet size of the fuel spray and the poor atomization quality, which cause the difficulty of high-altitude ignition and the deterioration of flame stability; this embodiment provides an aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure, such as Figure 1 As shown, including:

[0039] The metal shell, which serves as the cathode of the dielectric barrier discharge, is provided with a primary swirl air inlet and a secondary swirl air inlet to play a role in drainage;

[0040] The annular metal part is located inside the metal housing and serves as the anode of the dielectric barrier discharge;

[0041] The nozzle, as an oil supply device, extends into the metal shell. The nozzle is provided with an auxiliary oil circuit and a main oil circuit. The end of the auxiliary oil circuit is connected with the auxiliary oil circuit fuel spray hole. The auxiliary oil circuit fuel spray hole is a cross spray hole in which a plurality of spray holes intersect and the oil passing surfaces are parallel. When ignition and a small amount of oil are used, oil is supplied to the combustion chamber, and an oil mist with a large atomization cone angle and a small droplet size can be obtained, so as to achieve the purpose of improving the ignition success rate and enhancing the combustion stability; the end of the main oil circuit is connected with the main oil circuit fuel spray hole. The main oil circuit fuel spray hole is a plurality of circular straight holes evenly distributed in the circumferential direction. When the engine needs a large thrust, the main oil circuit starts to supply oil to ensure sufficient supply of fuel; the main function of the nozzle is to supply fuel to the combustion chamber, and at the same time, it serves as an anode for sliding arc discharge ignition;

[0042] The venturi tube has a gas channel and is located in the metal shell and at the periphery of the nozzle; the venturi tube serves as a cathode for sliding arc discharge ignition, and a plasma channel is opened on the venturi tube to provide a channel for plasma formed by dielectric barrier discharge.

[0043] The first insulating sleeve is provided on the nozzle and is clamped with the end of the metal shell, and the annular metal piece is sleeved on the outer wall of the first insulating sleeve; a primary swirl gas channel is formed between the nozzle and the first insulating sleeve, and a primary swirler is provided in the primary swirl gas channel;

[0044] A second insulating sleeve is sleeved on the outer wall of the first insulating sleeve and completely wraps the annular metal part; a secondary cyclone gas channel is formed between the second insulating sleeve, the venturi tube and the metal shell, and a secondary cyclone is provided in the secondary cyclone gas channel;

[0045] The first insulating sleeve and the second insulating sleeve are used to isolate the cathode and anode of the dielectric barrier discharge. Both are located in the metal shell and the ends are in contact with the venturi tube, so that the cathode and anode of the sliding arc discharge ignition are insulated.

[0046] like Figure 2 As shown, the nozzle 15 is provided with a secondary oil passage 16 and a main oil passage 23 to ensure sufficient fuel supply to the combustion chamber under any circumstances. The main oil passage 23 is located at the periphery of the secondary oil passage 16. The main and secondary oil passages can work independently to supply fuel to the combustion chamber. The fuel enters the main and secondary oil passages through the secondary oil passage fuel inlet 1 and the main oil passage fuel inlet 2, and is then sprayed out from the main oil passage fuel spray hole 9 and the secondary oil passage fuel spray hole 7, respectively. After the fuel is sprayed out, it is subjected to the aerodynamic force of the air sprayed from the primary swirl gas passage 22 and the plasma passage 10 at the bell mouth 18 of the venturi 6, so that the fuel is atomized into oil mist 19.

[0047] The air enters the primary swirl gas channel 22 through the primary swirl air inlet 3, generates a swirl under the action of the primary swirler 5, and finally sprays out from the bell mouth of the venturi to provide aerodynamic force for the atomization of the fuel, so as to achieve the purpose of preliminary atomization of the fuel; and the swirl gas also serves as the working carrier gas for the sliding arc discharge ignition structure. At the same time, the air flows through the secondary swirl air inlet 21 from the secondary swirl air inlet 13 to provide a working carrier gas for the dielectric barrier discharge, and then the air plasma generates a swirl under the action of the secondary swirler 11, and finally sprays out from the multiple plasma channels 10 uniformly distributed on the venturi 6, interacting with the oil mist sprayed from the main oil circuit fuel spray hole 9 and the auxiliary oil circuit fuel spray hole 7, providing aerodynamic force for the atomization of the fuel.

[0048] In this embodiment, the annular metal member 4 is separated from the metal shell 8 by the second insulating sleeve 12 to form an annular dielectric barrier discharge space 17. The plasma generated in the annular dielectric barrier discharge space 17 is sprayed in a jet manner through the plasma channel 10 toward the fuel that has undergone preliminary pneumatic atomization and flows through the bell mouth 18, and the aerodynamic effect of plasma discharge disturbs the flow field, increases the gas turbulence, and improves the flow field environment, so as to further enhance the fuel atomization; at the same time, active particles and active groups with strong oxidizing properties are generated in the plasma discharge process to participate in combustion, which has the effect of improving the flame stability.

[0049] The sliding arc 20 is generated at the shortest distance between the nozzle 15 and the venturi 6, and is pushed by the flow in the primary swirl gas channel 22 and the plasma channel 10, so that it slides along the flow direction of the gas flow and finally contacts the oil mist. When the sliding arc enters the oil mist area, high-energy electrons collide with fuel molecules, and large molecular hydrocarbon fuels are ionized into charged active particles. The fuel that has been initially atomized by the swirl air is further atomized by the sliding arc plasma. When the high-energy arc generated by the sliding arc discharge contacts the fully atomized fuel, the local high temperature generated by the thermal effect of the sliding arc discharge causes the fuel spray to ignite, thereby achieving the purpose of ignition.

[0050] The working process of the above fuel nozzle includes the following steps:

[0051] S1: The fuel enters the nozzle 15 from the auxiliary fuel circuit fuel inlet 1 and is sprayed out through the auxiliary fuel circuit fuel spray hole 7;

[0052] S2: the first-stage swirl air inlet 3 and the second-stage swirl air inlet 13 start to take in air and make the gas pass through the swirler to initially atomize the fuel;

[0053] S3: Figure 3 As shown, the dielectric barrier plasma power supply 24 starts to be energized, plasma is generated in the annular dielectric barrier discharge space 17 and a jet is formed through the plasma channel 10, plasma excitation is performed on the preliminarily atomized fuel, and the fuel is further atomized to achieve the ignition requirement.

[0054] S4: The sliding arc plasma power source 25 starts to be powered on, and the nozzle 15 as an anode and the venturi 6 generate a sliding arc in the discharge space at the bell mouth 18. The fuel collides with the high-energy electrons in the sliding arc plasma discharge area, and the preliminarily atomized fuel is further atomized. At the same time, the sliding arc contacts the fully atomized fuel to complete ignition.

[0055] S5: After the ignition is successful, the sliding arc plasma power supply 25 stops supplying power, and at the same time, the main oil circuit fuel inlet 2 starts to supply fuel to provide sufficient fuel for combustion.

[0056] The effect of this embodiment is that the dielectric barrier discharge and the sliding arc discharge are coupled to the fuel nozzle of the aircraft engine at the same time, and the large number of active particles and active groups generated by these two discharge structures during operation are used to promote the combustion process of the fuel in a low-pressure and low-temperature flight environment, accelerate the rate of chemical chain reaction, and effectively solve the problem of poor flame stability in a high-altitude environment. A sliding arc ignition structure is added to the fuel nozzle, and multiple atomization treatments are performed on the fuel by combining the cross-spray hole design, double swirl technology, dielectric barrier discharge and sliding arc discharge. In this process, the aerodynamic effect generated by the dielectric barrier discharge plasma is used to optimize the fuel flow field, and the chemical effect and thermal effect of the sliding arc plasma are used to improve the physical and chemical properties of the fuel, thereby solving the problem of poor fuel atomization effect and difficult ignition in a high-altitude environment.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure, characterized in that: include: The metal shell serves as the cathode of the dielectric barrier discharge and is provided with a primary cyclone air inlet and a secondary cyclone air inlet; The annular metal part is located inside the metal housing and serves as the anode of the dielectric barrier discharge; The nozzle extends into the metal shell, and is provided with an auxiliary oil passage and a main oil passage. The end of the auxiliary oil passage is connected to the auxiliary oil passage fuel injection hole, and the end of the main oil passage is connected to the main oil passage fuel injection hole. The nozzle serves as an anode for sliding arc discharge ignition. The venturi is located in the metal shell and at the periphery of the nozzle; the venturi serves as a cathode for sliding arc discharge ignition, and a plasma channel is opened on the venturi to provide a channel for plasma formed by dielectric barrier discharge.

2. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The secondary oil circuit fuel spray holes are a plurality of cross spray holes with oil-passing surfaces parallel to each other; the main oil circuit fuel spray holes are a plurality of circular straight holes evenly distributed in the circumferential direction.

3. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The first insulating sleeve is sleeved on the nozzle and clamped with the end of the metal shell, the annular metal piece is sleeved on the outer wall of the first insulating sleeve, and the second insulating sleeve is also sleeved on the outer wall of the first insulating sleeve and completely wraps the annular metal piece to isolate the cathode and anode of the dielectric barrier discharge.

4. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 3, characterized in that: The first insulating sleeve and the second insulating sleeve are located in the metal shell and the ends thereof are in contact with the venturi tube, so that the cathode and the anode of the sliding arc discharge ignition are insulated.

5. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 3, characterized in that: A primary swirl gas channel is formed between the nozzle and the first insulating sleeve, and a primary swirler is provided in the primary swirl gas channel; a secondary swirl gas channel is formed between the second insulating sleeve, the venturi tube and the metal shell, and a secondary swirler is provided in the secondary swirl gas channel.

6. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 5, characterized in that: The air enters the primary swirl gas channel through the primary swirl air inlet, and generates primary swirl gas under the action of the primary swirler, which is ejected through the bell mouth of the venturi to provide aerodynamic force for the atomization of the fuel, and the primary swirl gas also serves as the working carrier gas for the sliding arc discharge ignition; Air enters the secondary swirl gas channel through the secondary swirl air inlet, and generates secondary swirl gas under the action of the secondary swirler. The secondary swirl gas is ejected through multiple plasma channels on the venturi to provide aerodynamic force for the atomization of the fuel. The secondary swirl gas also serves as the working carrier gas for the dielectric barrier discharge.

7. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 5, characterized in that: The fuel enters the main oil circuit through the main oil circuit fuel inlet and is then sprayed out from the main oil circuit fuel spray holes; the fuel also enters the auxiliary oil circuit through the auxiliary oil circuit fuel inlet and is then sprayed out from the auxiliary oil circuit fuel spray holes.

8. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 7, characterized in that: After the fuel is sprayed out, it is atomized into oil mist by the aerodynamic force of the air sprayed from the primary swirl gas channel and the plasma channel at the bell mouth of the venturi.

9. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The annular metal part is separated from the metal shell by a second insulating sleeve to form an annular dielectric barrier discharge space. The plasma generated in the annular dielectric barrier discharge space is sprayed in a jet manner through the plasma channel toward the fuel that has undergone preliminary pneumatic atomization and flows through the bell mouth.

10. The aircraft engine fuel nozzle with dual-mode plasma excitation and ignition structure according to claim 9, characterized in that: The sliding arc is generated at the shortest point between the nozzle and the venturi, and is pushed by the incoming flow in the primary swirling gas channel and the plasma channel, sliding along the flow direction of the airflow and finally coming into contact with the oil mist. When the sliding arc enters the oil mist area, high-energy electrons collide with fuel molecules, and large molecular hydrocarbon fuels are ionized into charged active particles. The fuel initially atomized by the swirling air is further atomized by the sliding arc plasma. When the high-energy arc generated by the sliding arc discharge comes into contact with the fully atomized fuel, the local high temperature generated by the thermal effect of the sliding arc discharge causes the fuel spray to ignite, thereby achieving the purpose of ignition.

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