An aeroengine fuel nozzle having dual mode plasma energizing and ignition architecture

Abstract

The application 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.The aero-engine fuel nozzle comprises a metal shell serving as a cathode of dielectric barrier discharge, an annular metal piece serving as an anode of dielectric barrier discharge and located in the metal shell, a nozzle extending into the metal shell and provided with a secondary oil path and a main oil path, the nozzle serving as an anode of sliding arc discharge ignition, and a venturi tube located in the metal shell and outside the nozzle periphery, the venturi tube serving as a cathode of sliding arc discharge ignition and provided with a plasma passage for providing a passage for plasma formed by dielectric barrier discharge.The sliding arc discharge and dielectric barrier discharge assist fuel ignition and combustion, and active particles generated by dielectric barrier discharge provide a better chemical and flow field environment for sliding arc ignition in a high-altitude environment, thereby greatly improving the ignition success rate of sliding arc ignition in the high-altitude environment and the stability of combustion.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aero-engine combustion chamber, and particularly relates to an aero-engine fuel nozzle with a dual-mode plasma excitation and ignition structure. BACKGROUND

[0002] As a key component of an aero-engine, the core function of a fuel nozzle is to disperse liquid fuel into small droplets, thereby increasing the fuel surface area, accelerating the combustion process, and improving the combustion efficiency. The atomization performance of the fuel nozzle is directly related to the ignition performance and operational flexibility of the engine.

[0003] Currently, the commonly used nozzle types on aero-engines mainly include the following: (1) pressure nozzle, which has a simple structure and flexible distribution, but the atomization quality is poor, and the jet cone angle is relatively narrow; (2) centrifugal nozzle, which has a simple structure and good mechanical reliability, but the atomization quality significantly decreases under low load conditions, and the fuel flow regulation range is limited; (3) air atomizing nozzle, which can achieve sufficient and uniform mixing of fuel and airflow, has low fuel supply pressure, and the outlet temperature field is not sensitive to fuel changes, but the lean-out boundary is narrow; (4) evaporation tube nozzle, which has simple fuel supply, light weight, and low cost, but the evaporation components are easily damaged by heat, and are sensitive to fuel types.

[0004] Given the complex structure of the aero-engine combustion chamber and the harsh working environment, as the performance of the engine continues to rise, researchers have approached the limit of the atomization effect of traditional mechanical nozzles in optimizing the structure of the nozzle. In recent years, plasma technology has attracted attention from domestic and foreign scholars in the field of combustion, pointing out a new path for the innovative development of aero-engine nozzles. Currently, domestic and foreign researchers are actively exploring the combination of plasma exciter and fuel nozzle in the head structure of the aero-engine combustion chamber, and have made preliminary achievements. However, the existing plasma head structure mainly focuses on ignition design under ground conditions, and there is less discussion on ignition problems under high-altitude environments.

[0005] In high-altitude environments, the mixing process of fuel and air changes significantly under conditions of low air density, low pressure, and low temperature. The decrease in pressure leads to a decrease in turbulent intensity and Reynolds stress, and the atomization quality of the fuel decreases, resulting in an increase in Sauter mean diameter, which in turn causes ignition difficulties and a decrease in 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 atomization quality of fuel in thin air and low pressure environments; on the other hand, the thermal effect of sliding arc plasma helps to improve the low-temperature environment at high altitudes; in addition, at high speeds, plasma is more stable than traditional spark plug ignition.

[0006] The Chinese invention patent application with the application number 201711344497.9 and the name of rotating sliding arc plasma fuel cracking head of aero-engine combustion chamber has the advantages of simple structure, strong universality, and only needs to replace the head of the original aero-engine combustion chamber flame tube, and the structure size and flow distribution are the same as those of the original combustion chamber. The disadvantage is that the plasma action range is small, the fuel atomization effect is limited, and the sliding arc ignition function is not possessed.

[0007] The Chinese invention patent application with the application number 202111076920.8 and the name of a combined dielectric barrier discharge plasma aero-engine combustion chamber head has the advantages of simple structure, easy manufacturing and installation, and strong universality. The disadvantage is that the generated plasma is not easy to contact with the fuel and the head structure does not have the ignition function.

[0008] The Chinese invention patent application with the application number 202111216787.1 and the name of aero-engine combustion chamber sliding arc plasma duty flame head has the advantages of simple structure, strong universality, improved outlet temperature field quality, and improved service life of the aero-engine turbine. The disadvantage is that the fuel atomization effect is limited, and the sliding arc ignition is difficult. SUMMARY

[0009] The purpose of the present application is to provide an aero-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 high-altitude environment.

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

[0011] A metal shell serves as a cathode for dielectric barrier discharge, and a primary swirl inlet and a secondary swirl inlet are formed on the metal shell;

[0012] A ring-shaped metal piece is located in the metal shell and serves as an anode for dielectric barrier discharge;

[0013] A nozzle is inserted into the metal shell, and the nozzle is provided with a secondary oil path and a main oil path. The end of the secondary oil path is in communication with a secondary oil injection hole, and the end of the main oil path is in communication with a main oil injection hole. The nozzle serves as an anode for sliding arc discharge ignition;

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

[0015] As a preferred scheme of the present application, the auxiliary oil path fuel injection hole is a cross injection hole with several injection holes intersecting and parallel oil passing surfaces; and the main oil path fuel injection hole is a plurality of circular straight holes uniformly distributed in a circle.

[0016] As a preferred scheme of the present application, the first insulation 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 insulation sleeve, and the second insulation sleeve is also sleeved on the outer wall of the first insulation sleeve and completely wraps the annular metal piece, so as to insulate the cathode and the anode of the dielectric barrier discharge.

[0017] As a preferred scheme of the present application, the first insulation sleeve and the second insulation sleeve are located in the metal shell and contact with the venturi, so as to insulate the cathode and the anode of the sliding arc discharge ignition.

[0018] As a preferred scheme of the present application, a first rotational flow gas channel is formed between the nozzle and the first insulation sleeve, and a first rotational flow device is arranged in the first rotational flow gas channel; and a second rotational flow gas channel is formed between the second insulation sleeve, the venturi and the metal shell, and a second rotational flow device is arranged in the second rotational flow gas channel.

[0019] As a preferred scheme of the present application, air enters the first rotational flow gas channel through the first rotational flow inlet, and a first rotational flow gas is generated under the action of the first rotational flow device, and is sprayed through the horn of the venturi to provide pneumatic force for fuel atomization, and the first rotational flow gas also serves as the working carrier gas for the sliding arc discharge ignition; air enters the second rotational flow gas channel through the second rotational flow inlet, and a second rotational flow gas is generated under the action of the second rotational flow device, and is sprayed through the plurality of plasma channels on the venturi to provide pneumatic force for fuel atomization, and the second rotational flow gas also serves as the working carrier gas for the dielectric barrier discharge.

[0020] As a preferred scheme of the present application, fuel enters the main oil path through the main oil path fuel inlet, and is sprayed from the main oil path fuel injection hole; and fuel also enters the auxiliary oil path through the auxiliary oil path fuel inlet, and is sprayed from the auxiliary oil path fuel injection hole.

[0021] As a preferred scheme of the present application, after the fuel is sprayed, the fuel is subjected to the pneumatic force of the air sprayed from the first rotational flow gas channel and the plasma channel at the horn of the venturi, so that the fuel is atomized into oil mist.

[0022] As a preferred scheme of the present application, the annular metal piece is insulated from the metal shell by the second insulation sleeve to form a dielectric barrier discharge space, and the plasma generated in the annular dielectric barrier discharge space is sprayed to the fuel that has been subjected to preliminary pneumatic atomization at the horn through the plasma channel in a jet manner.

[0023] As a preferred scheme of the present application, the sliding arc is generated at the shortest distance between the nozzle and the venturi, is pushed by the incoming flow in the primary swirling air channel and the plasma channel, slides along the flow direction of the air flow, and finally contacts the oil mist; when the sliding arc enters the oil mist area, collisions occur between the high-energy electrons and the fuel molecules, and the large-molecular hydrocarbon fuel is ionized into charged active particles, and the fuel that is preliminarily atomized by the swirling 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 ignites the fuel spray, achieving the purpose of ignition.

[0024] The present application can achieve the following technical effects due to the above technical scheme: the present application combines the cross-hole design, the double-swirling aerodynamic atomization technology and the plasma-assisted atomization technology. Compared with the existing aviation engine fuel nozzle structure, a plurality of plasma excitation modes 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 path and the auxiliary oil path, wherein the main oil path adopts a round straight hole nozzle, and the auxiliary oil path adopts a cross-hole nozzle, which can flexibly meet the demand of the combustion chamber for fuel at different stages.

[0026] The sliding arc plasma and the dielectric barrier plasma cooperate to further strengthen 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 application not only makes the structure of the aviation engine more compact, but also is conducive to promoting the development of the integrated design of the aviation engine. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0028] Figure 1 is a sectional view of an aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure;

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

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

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

[0032] In the figure, the serial number is explained: 1, secondary oil path fuel inlet; 2, main oil path fuel inlet; 3, primary swirl inlet; 4, annular metal part; 5, primary swirler; 6, venturi; 7, secondary oil path fuel injection hole; 8, metal shell; 9, main oil path fuel injection hole; 10, plasma channel; 11, secondary swirler; 12, second insulation sleeve; 13, secondary swirl inlet; 14, first insulation sleeve; 15, nozzle; 16, secondary oil path; 17, 18, horn; 19, oil mist; 20, sliding arc; 21, secondary swirl inlet channel; 22, primary swirl gas channel; 23, main oil path; 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 of the present application clearer, the present application will be further described in detail below in conjunction with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and not 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", "second", "third", etc. are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited. The meaning of "several" is one or more, unless otherwise specifically limited.

[0036] In the description of the present application, it should be understood that the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like 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 devices or elements 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.

[0037] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements or the interaction relationship between two elements. 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.

[0038] In view of the problem that the fuel atomization effect is poor due to the decrease of the pressure of the combustion chamber and the change of the physical and chemical environment of the mixed gas combustion in the high-altitude environment, and the droplet size of the fuel spray is large and the atomization quality is poor, causing the ignition difficulty and the poor flame stability in the high-altitude; the embodiment provides an aero-engine fuel nozzle with a double-mode plasma excitation and ignition structure, as shown in Figure 1 , comprising:

[0039] A metal shell, as a cathode of dielectric barrier discharge, has a primary swirl inlet and a secondary swirl inlet opened thereon to play a role of guiding flow;

[0040] A ring-shaped metal piece, as an anode of dielectric barrier discharge, is located in the metal shell;

[0041] A nozzle, as a fuel supply device, extends into the metal shell, and the nozzle is provided with a secondary oil path and a main oil path; an end of the secondary oil path is in communication with a secondary oil injection hole, the secondary oil injection hole is a plurality of cross injection holes with parallel oil passing surfaces, and the nozzle supplies oil to the combustion chamber in the case of ignition and small oil quantity, so that oil mist with a larger atomization cone angle and smaller droplet size is obtained, thereby achieving the purpose of improving the ignition success rate and enhancing the combustion stability; an end of the main oil path is in communication with a main oil injection hole, the main oil injection hole is a plurality of circular straight holes uniformly distributed in the circumferential direction, and the main oil path starts to supply oil when the engine needs larger thrust to ensure sufficient fuel supply; the nozzle mainly supplies fuel to the combustion chamber and serves as an anode of sliding arc discharge ignition;

[0042] A venturi tube has a gas passage and is located in the metal shell and outside the nozzle; the venturi tube, as a cathode of sliding arc discharge ignition, has a plasma passage opened thereon to provide a passage for the plasma formed by dielectric barrier discharge.

[0043] A first insulating sleeve is sleeved on the nozzle and is clamped with the end of the metal shell, and the ring-shaped metal piece is sleeved on the outer wall of the first insulating sleeve; a primary swirl gas passage is formed between the nozzle and the first insulating sleeve, and a primary swirler is arranged in the primary swirl gas passage;

[0044] A second insulating sleeve is sleeved on the outer wall of the first insulating sleeve and completely wraps the annular metal member; 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 their 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 equipped with a secondary oil passage 16 and a main oil passage 23 to ensure sufficient fuel supply to the combustion chamber under all conditions. The main oil passage 23 is located on the periphery of the secondary oil passage 16, and the primary and secondary oil passages can operate independently to supply fuel to the combustion chamber. Fuel enters the primary and secondary oil passages through the secondary oil passage fuel inlet 1 and the main oil passage fuel inlet 2, and is then ejected through the main oil passage fuel orifice 9 and the secondary oil passage fuel orifice 7, respectively. After ejection, the fuel is subjected to the aerodynamic force of air ejected from the primary swirl gas passage 22 and the plasma passage 10 at the bell mouth 18 of the venturi 6, causing the fuel to be atomized into oil mist 19.

[0047] Air enters the primary swirl gas channel 22 through the primary swirl inlet 3, where it is swirled by the primary swirler 5. Finally, it is ejected from the bell mouth of the venturi, providing aerodynamic force for fuel atomization, achieving initial fuel atomization. This swirled gas also serves as the working carrier gas for the sliding arc discharge ignition mechanism. Simultaneously, air flows from the secondary swirl inlet 13 through the secondary swirl inlet channel 21, providing the working carrier gas for the dielectric barrier discharge. Air plasma is then swirled by the secondary swirler 11, and finally ejected from multiple plasma channels 10 evenly distributed around the circumference of the venturi 6. This interaction with the oil mist ejected from the primary and secondary fuel injection orifices 9 and 7 provides aerodynamic force for fuel atomization.

[0048] In this embodiment, the annular metal member 4 is separated from the metal housing 8 by a second insulating sleeve 12, forming an annular dielectric barrier discharge space 17. The plasma generated in the annular dielectric barrier discharge space 17 is ejected in a jet-like manner through the plasma channel 10 toward the fuel, which has undergone preliminary aerodynamic atomization and is flowing through the bell mouth 18. The aerodynamic effect of the plasma discharge disturbs the flow field, increasing gas turbulence and improving the flow field environment, thereby further enhancing fuel atomization. Furthermore, the plasma discharge process generates highly oxidizing active particles and active radicals that participate in combustion, thereby improving 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 plasma channel 10 and the primary swirling air channel 22, so as to slide along the flow direction of the airflow, and finally contacts the oil mist. When the sliding arc enters the oil mist area, the high-energy electrons collide with the fuel molecules, and the large hydrocarbon fuel molecules are ionized into charged active particles. The fuel oil preliminarily atomized by the swirling 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 oil, the local high temperature generated by the thermal effect of the sliding arc discharge ignites the fuel oil spray, achieving the purpose of ignition.

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

[0051] S1: The fuel oil enters the nozzle 15 through the secondary oil inlet 1, and is sprayed through the secondary oil injection hole 7;

[0052] S2: The primary swirling air inlet 3 and the secondary swirling air inlet 13 start to intake air and make the air pass through the swirler to preliminarily atomize the fuel oil;

[0053] S3: As shown in the figure, the dielectric barrier plasma power supply 24 starts to supply power, generates plasma in the annular dielectric barrier discharge space 17, and forms a jet through the plasma channel 10 to excite the preliminarily atomized fuel oil by plasma, so as to further atomize the fuel oil to meet the requirements of ignition. Figure 3

[0054] S4: The sliding arc plasma power supply 25 starts to supply power, and the nozzle 15 acts as an anode to generate a sliding arc in the discharge space at the horn 18 of the venturi 6. The fuel oil collides between the high-energy electrons in the sliding arc plasma discharge area and the fuel oil, and the fuel oil is further atomized. At the same time, the sliding arc contacts the fully atomized fuel oil to complete the 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 inlet 2 starts to supply fuel oil to provide sufficient fuel for combustion.

[0056] ​The effect of the embodiment is that the dielectric barrier discharge and the sliding arc discharge are coupled into the aero-engine fuel nozzle at the same time, and a large number of active particles and active groups generated by the two discharge structures during operation are used to promote the combustion process of the fuel in the low-pressure and low-temperature flight environment, accelerate the chemical chain reaction rate, and effectively solve the problem of poor flame stability in the high-altitude environment. The sliding arc ignition structure is added to the fuel nozzle part, and the fuel is subjected to multiple atomization treatment by combining the cross-hole design, double-swirl technology, dielectric barrier discharge and sliding arc discharge. In this process, the aerodynamic effect of 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, so as to solve the problems of poor fuel atomization effect and difficult ignition in the high-altitude environment.

[0057] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An aviation 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 swirl air inlet and a secondary swirl air inlet; An annular metal part, located inside the metal housing, serves as the anode for dielectric barrier discharge; The nozzle extends into the metal housing 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. A venturi tube is located in the metal shell and on the periphery of the nozzle; the venturi tube serves as a cathode for sliding arc discharge ignition and has a plasma channel formed thereon to provide a channel for plasma formed by dielectric barrier discharge; The first insulating sleeve is sleeved on the nozzle and clamped with the end of the metal shell. The annular metal part is sleeved on the outer wall of the first insulating sleeve. The 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.

2. The aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The auxiliary 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.

3. The aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The first insulating sleeve and the second insulating sleeve are located in the metal shell and their ends are in contact with the venturi, so that the cathode and anode of the sliding arc discharge ignition are insulated.

4. The aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 1, 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.

5. The aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 4, characterized in that: Air enters the primary swirl gas channel through the primary swirl inlet, and is generated by the primary swirler. The primary swirl gas is ejected through the bell mouth of the venturi to provide aerodynamic force for the atomization of the fuel. 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.

6. The aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 4, 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.

7. The aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 6, characterized in that: After the fuel is sprayed out, it is subjected to the aerodynamic force of the air ejected from the primary swirl gas channel and the plasma channel at the bell mouth of the venturi, causing the fuel to be atomized into oil mist.

8. The aircraft engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 1, characterized in that: The annular metal part and the metal shell are separated 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.

9. The aviation engine fuel nozzle with a dual-mode plasma excitation and ignition structure according to claim 8, characterized in that: The sliding arc is generated at the shortest point between the nozzle and the venturi. Driven by the incoming flow in the primary swirling gas channel and the plasma channel, it slides along the flow direction of the airflow and eventually comes into contact with the oil mist. When the sliding arc enters the oil mist area, high-energy electrons collide with fuel molecules, and the large molecular hydrocarbon fuel is 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, achieving the purpose of ignition.

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