Adjustable pneumatic flame stabilizing and oil spraying integrated device

Abstract

The invention discloses an adjustable pneumatic flame stabilizing and oil injection integrated device which comprises an adjustable oil injection rod and an actuating mechanism. An air cooling sleeve is arranged outside the oil conveying rod in a sleeving mode to form a double-layer pipe installation structure, and therefore the oil spraying atomization function is achieved through an air spraying hole and an oil spraying hole. The adjustable oil injection rod is matched with a corresponding actuating mechanism and can rotate along the radial axis, so that at different rotating angles, the air entraining cap in a specific shape is used for adjusting the amount of cold air entering the double-layer tubular structure, and the atomization requirement of the stress application working condition and the cooling requirement of the non-stress application working condition are met. The section shape of the air cooling sleeve is optimized, the flame stabilizing requirement of the stress application working condition is met in the high-resistance state of the high windward area, and the pneumatic requirement of the non-stress application working condition is met in the low-resistance state of the low windward area. Therefore, according to the adjustable characteristic and the optimized structural design, the multi-working-condition adaptability and the structural integration degree are both considered, and the requirements of a new generation of aero-engines can be better met.

Description

Technical Field

[0001] The present disclosure relates to the technical field of afterburners of aeroengines, and particularly to an adjustable pneumatic flame stabilization and fuel injection integrated device. Background Art

[0002] The afterburner is an important component for increasing the thrust of an aeroengine. With the higher design requirements of the new generation of aeroengines, the disadvantages of the traditional afterburner, which relies on a fixed bluff body structure to create a recirculation zone to stabilize the flame, have gradually emerged. Its flow losses in non-afterburning or low-afterburning states limit the overall performance of the engine. In this regard, on the one hand, the design of the afterburner should focus on improving the thrust-to-weight ratio, and on the other hand, it is increasingly inclined to strengthen the adjustability and integration of each component in the afterburner, thereby reducing the flow resistance, reducing the weight, and improving the overall performance and efficiency.

[0003] Some existing technologies have proposed some pure pneumatic or bluff body flame stabilizer structures, but these technologies still have problems such as a large amount of air extraction and difficulty in adjusting the intermediate afterburning state. They cannot solve the contradictory relationship between high flame stability and lower flow resistance. Summary of the Invention

[0004] In view of the above technical problems, the present invention aims to provide an adjustable pneumatic flame stabilization and fuel injection integrated device, which integrates a pneumatic shape with low flow resistance, a stable flame combustion effect, and a good fuel injection atomization function on an integrated device, and is configured with an adjustable mechanism, so that the integrated device can be actively adjusted according to the afterburning condition or non-afterburning condition, and better meet the multi-functional requirements.

[0005] The present invention provides an adjustable pneumatic flame stabilization and fuel injection integrated device, which includes:

[0006] An adjustable fuel injection rod, which is inserted through a splitter ring and can rotate around its own axis, and includes an oil delivery rod, an air-cooling sleeve, an air-intake cap, and a first bearing, wherein:

[0007] The outer end of the oil delivery rod is communicated with an oil delivery mechanism in the outer bypass region, and the inner end extends radially to the inner bypass region and is provided with a plurality of fuel injection holes.

[0008] The air-cooling sleeve is sleeved outside the part of the oil delivery rod located in the inner bypass region, and there is a gap between the air-cooling sleeve and the oil delivery rod. The air-cooling sleeve is provided with a plurality of air injection holes, and in a direction perpendicular to the axis of the adjustable fuel injection rod, the outer contour of the cross-sectional pattern of the air-cooling sleeve is enclosed by a smooth curve, has at least one axis of symmetry, and there are at least two chord lines that intersect the axis of the adjustable fuel injection rod and have unequal lengths.

[0009] The air extraction cap is arranged at the outermost end of the part of the adjustable fuel injection rod located in the outer bypass region. Its air inlet is in communication with the airflow in the outer bypass region, and at least one air intake section of the air inlet is parallel to the axis of the adjustable fuel injection rod. Its air outlet leads to the gap;

[0010] The first bearing is arranged between the fuel delivery rod and the air-cooled sleeve and allows the flow of gas through; and

[0011] The actuating mechanism is arranged in the outer bypass region and includes a first transmission component, a second transmission component, an actuating power source, and a second bearing. Among them,

[0012] At least part of the first transmission component is arranged around the part of the air-cooled sleeve located in the outer bypass region,

[0013] The second transmission component has an annular structure and is matched with the first transmission component,

[0014] The actuating power source is configured to provide power to the second transmission component,

[0015] The second bearing is arranged at the connection between the adjustable fuel injection rod and the flow splitting ring.

[0016] Preferably, the air inlet of the air extraction cap has at least two air intake sections parallel to the axis of the adjustable fuel injection rod. Among the multiple included angles formed by multiple pairs of intersecting air intake sections, at least one included angle is not less than the minimum rotation angle of the adjustable fuel injection rod driven by the actuating mechanism.

[0017] Preferably, the air extraction cap has a sector-columnar structure. The air inlet of the air extraction cap is opened on the side surface of the sector-columnar body obtained by extending along the height direction from the two edges of the central angle, so that the side surface constitutes the air intake section, and the air outlet of the air extraction cap is opened on the bottom surface of the sector-columnar body.

[0018] Preferably, the central angle of the sector-columnar body is not less than the minimum rotation angle of the adjustable fuel injection rod driven by the actuating mechanism.

[0019] Preferably, the adjustable fuel injection rod can be rotated at least to a first angle and a second angle under the drive of the actuating mechanism. In the first angle state, the angular bisector of the central angle of the sector-columnar body is directly facing the oncoming flow direction in the outer bypass region. In the second angle state, one side of the central angle of the sector-columnar body is parallel to the oncoming flow direction in the outer bypass region.

[0020] Preferably, the included angle between the longest chord and the shortest chord among the multiple chords is not greater than the minimum rotation angle of the adjustable fuel injection rod driven by the actuating mechanism.

[0021] Preferably, in a cross-section perpendicular to its own length direction, the air-cooling sleeve includes a leading section, a main body section, and a tail section from front to back in the windward direction. The leading section has a quasi-elliptical curved surface, the main body section presents an arc transition structure, the tail section has a converging structure, and the leading section and the main body section, as well as the main body section and the tail section, are transitioned by a curved surface with continuous curvature.

[0022] Preferably, the air-cooling sleeve has an elliptical cross-section in a cross-section perpendicular to its own length direction. The adjustable fuel injection rod can be rotated at least to a first angle and a second angle under the drive of the actuating mechanism. In the first angle state, the minor axis of the elliptical cross-section is parallel to the flow direction of the inner flow region. In the second angle state, the major axis of the elliptical cross-section is parallel to the flow direction of the inner flow region.

[0023] Preferably, in a plane perpendicular to the axis direction of the adjustable fuel injection rod, the projections of at least some of the air injection holes coincide with the major axis of the elliptical cross-section.

[0024] Preferably, the number of the air injection holes is greater than the number of the fuel injection holes, and the air injection holes are coaxially arranged at the outlet of each fuel injection hole.

[0025] The present invention adopts the above technical solutions and has the following technical effects: Based on the fuel injection rod structure, the present invention forms a double-tube structure by sleeving an air-cooling sleeve outside the internal fuel delivery rod, thereby realizing the fuel injection atomization function by using the air injection holes and fuel injection holes opened thereon. On this basis, the present invention sets the fuel injection rod as a rotatable structure and is equipped with a corresponding actuating mechanism. Thus, at different rotation angles, on the one hand, the specific-shaped air guide cap is used to adjust the amount of cold air entering the gap in the double-tube structure to meet the atomization requirements in the afterburner condition and the cooling requirements in the non-afterburner condition. On the other hand, the cross-sectional shape of the air-cooling sleeve is optimized to meet the flame stabilization requirements in the afterburner condition with a high resistance state of a high windward area, while meeting the aerodynamic requirements in the non-afterburner condition with a low resistance state of a low windward area. It can be seen that the integrated device provided by the present invention takes advantage of its adjustable characteristics and optimized structural design, taking into account the adaptability to multiple working conditions and the degree of structural integration, and can better meet the requirements of the new generation of aeroengines. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic structural diagram of the adjustable pneumatic flame stabilization fuel injection integrated device provided by the present invention;

[0027] Figure 2 is an exploded schematic structural diagram of the adjustable pneumatic flame stabilization fuel injection integrated device provided by the present invention;

[0028] Figure 3 is a schematic structural diagram of the adjustable pneumatic flame stabilization fuel injection integrated device from the rear view angle provided by the present invention;

[0029] Figure 4 Schematic structural diagram of the fuel injection rod of the adjustable pneumatic flame-stabilizing and fuel injection integrated device provided by the present invention;

[0030] Figure 5 Cross-sectional schematic diagram of the fuel injection rod of the adjustable pneumatic flame-stabilizing and fuel injection integrated device provided by the present invention;

[0031] Figure 6 Schematic diagram of the pneumatic and fuel injection states of the fuel injection rod of the adjustable pneumatic flame-stabilizing and fuel injection integrated device provided by the present invention in the afterburning state;

[0032] Figure 7 Schematic diagram of the pneumatic and fuel injection states of the fuel injection rod of the adjustable pneumatic flame-stabilizing and fuel injection integrated device provided by the present invention in the non-afterburning state;

[0033] Figure 8 Schematic structural diagram of the first bearing of the adjustable pneumatic flame-stabilizing and fuel injection integrated device provided by the present invention.

[0034] In the figure, 1 - fuel injection rod, 11 - air-cooled sleeve, 111 - air injection hole, 12 - air guide cap, 13 - fuel delivery rod, 131 - fuel injection hole, 14 - first bearing;

[0035] 2 - fuel delivery mechanism, 21 - fuel delivery pipe, 22 - fuel delivery ring mounting seat, 23 - bolt;

[0036] 3 - actuating mechanism, 31 - first transmission component, 32 - second transmission component, 33 - second bearing, 34 - actuating power source;

[0037] 41 - center cone, 42 - support plate, 43 - flow splitting ring, 44 - outer casing;

[0038] 01 - core flow, 001 - pneumatic barrier, 002 - recirculation zone, 02 - bypass flow, 03 - fuel. Detailed implementation manners

[0039] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings:

[0040] The present invention can be implemented in many different forms and should not be considered limited to the embodiments herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present invention to those skilled in the art.

[0041] As Figure 1-8 shown, the present invention provides an adjustable pneumatic flame-stabilizing and fuel injection integrated device, which is arranged in the afterburner region of an aeroengine and mainly includes a fuel injection rod 1 and an actuating mechanism 3.

[0042] AsFigure 1-3 As shown in the figure, within the afterburner region, the passage between the center cone 41 and the splitter ring 43 is the core region, and the passage between the splitter ring 43 and the outer casing 44 is the bypass region. In the core region, the strut 42 serves to connect and support the center cone 41 and the splitter ring 43. The fuel injection rod 1 is disposed behind the strut 42 in the flow direction and is used to inject fuel into the high-temperature gas flowing through the strut 42 to organize afterburning. In the bypass region, since the temperature of the bypass air flow 02 is relatively low, the fuel delivery mechanism 2 and the actuating mechanism 3 are both arranged in this region to ensure that the equipment is not adversely affected by the high-temperature gas.

[0043] The fuel injection rod 1 provided by the present invention is disposed on the splitter ring 43 and can rotate around its own axis. As Figure 4-5 shown, the fuel injection rod 1 includes an oil delivery rod 13, an air-cooling sleeve 11, an air-intake cap 12, and a first bearing 14, wherein: the outer end of the oil delivery rod 13 is connected to the fuel delivery mechanism 2 in the bypass region, and the inner end extends radially to the core region and is provided with a plurality of fuel injection holes 131. Thus, the fuel will be delivered from the fuel delivery mechanism 2 through the oil delivery rod 13 to each fuel injection hole 131 and ejected; the air-cooling sleeve 11 is sleeved outside the part of the oil delivery rod 13 located in the core region and has a ventable gap with the oil delivery rod 13, thereby forming a double-layer tubular structure with the air-cooling sleeve 11 on the outside and the oil delivery rod 13 on the inside. The air-cooling sleeve 11 is provided with a plurality of air injection holes 111. The fuel ejected from the fuel injection holes 131 will be mixed with the bypass air flow 02 at the gap between the air-cooling sleeve 11 and the oil delivery rod 13 and ejected from the air injection holes 111; the air-intake cap 12 is arranged at the outermost end of the part of the fuel injection rod 1 located in the bypass region. Its air inlet is connected to the air flow in the bypass region, and at least one air intake cross-section of the air inlet is parallel to the axis of the fuel injection rod 1. Its air outlet is conducted to the gap between the fuel injection rod 1 and the air-cooling sleeve 11; and the first bearing 14 is disposed at the gap between the air-cooling sleeve (11) and the air-intake cap (12) and allows the gas to flow through.

[0044] The fuel injection rod 1 of the present invention constructs a double-layer tubular structure with the air-cooling sleeve 11 on the outside and the oil delivery rod 13 on the inside. The basic fuel delivery and injection functions are completed by the oil delivery rod 13, while the air-cooling sleeve 11 is used to optimize the aerodynamic characteristics, separating the two major requirements of fuel delivery atomization and aerodynamic shape of the traditional fuel injection rod, so that the two can be independently designed while taking into account the flame stabilization requirements of afterburning and the optimization of flow resistance. The first bearing 14 is arranged between the air-cooling sleeve 11 and the oil delivery rod 13 to realize the rotatable connection relationship between the two, so that the actuating mechanism 3 can adjust the rotation angle of the air-cooling sleeve 11 on the premise that the oil delivery rod 13 is fixedly connected to the fuel delivery mechanism 2. As Figure 8 shown, the first bearing 14 is a bearing structure that allows gas to pass through, thereby ensuring the free flow of the bypass air flow in the gap between the air-cooling sleeve 11 and the oil delivery rod 13.

[0045] On this basis, in a direction perpendicular to the axis of the fuel injection rod 1, the outer contour of the cross-sectional shape of the air-cooled sleeve 11 is enclosed by a smooth curve, has at least one axis of symmetry, and there are at least two chord lines that intersect the axis of the fuel injection rod 1 and have unequal lengths. The setting of the cross-sectional shape of the air-cooled sleeve 11 can cooperate with the rotatable characteristics of the fuel injection rod 1 and present different aerodynamic characteristics at different selected angles.

[0046] As Figure 4 shown, the air-cooled sleeve 11 is sleeved outside the fuel delivery rod 13. Therefore, its aerodynamic shape will directly determine the drag coefficient of the entire fuel injection rod 1. The outer contour of the cross-sectional shape of the fuel injection rod 1 of the present invention is enclosed by a smooth curve, which can ensure a relatively low drag coefficient of the entire fuel injection rod 1. At the same time, the cross-sectional shape is arranged to have at least one axis of symmetry, so that when the fuel injection rod 1 rotates until the axis of symmetry is parallel to the flow direction of the inner region, the airflow flowing backward around the air-cooled sleeve 11 can be symmetrical about the fuel injection rod 1 left and right, thereby obtaining a better velocity distribution. And setting the cross-sectional shape to have at least two chord lines that intersect the axis of the fuel injection rod 1 and have unequal lengths can make the windward area of the air-cooled sleeve 11 change when the fuel injection rod 1 rotates to different angles, so that the requirements of different working conditions such as afterburning or non-afterburning for low flow resistance and high flame stability characteristics can be met by adjusting the angle of the fuel injection rod 1 itself.

[0047] Those skilled in the art can understand that the chord line on the cross-sectional shape of the air-cooled sleeve 11 refers to the connection line between any two points on the outer contour of the cross-sectional shape, and the chord line that intersects the axis of the fuel injection rod 1 is similar to the diameter of a circle and passes through the rotation center of the air-cooled sleeve 11. Therefore, the length of the chord line represents the range of the span width of the air-cooled sleeve 11, and thus characterizes the drag coefficient of the air-cooled sleeve 11 to a certain extent. On this basis, in some embodiments of the present invention, the included angle between the longest chord line and the shortest chord line among multiple chord lines is set to be not greater than the minimum rotation angle of the fuel injection rod 1 driven by the actuating mechanism 3, so that the rotatable angle range of the fuel injection rod 1 at least covers the angle from one of the longest and shortest chord lines to the other, that is, the actuating mechanism 3 can drive the fuel injection rod 1 to rotate from the high flame stability state where the shortest chord line is parallel to the flow direction of the inner region to the low flow resistance state where the longest chord line is parallel to the flow direction of the inner region.

[0048] The cross-sectional shape of the air-cooling sleeve 11 can be, for example, elliptical, quasi-elliptical, convex circular, streamlined, blunt body type, or composed of a combination of multiple different curves. Preferably, in the cross-section perpendicular to its own length direction, the air-cooling sleeve 11 includes a leading section, a main body section, and a tail section in the windward direction. The leading section is a hemispherical or parabolic curved surface, the main body section has an arc-shaped transition structure from front to back, and the curvature of the arc-shaped transition structure is continuous. The tail section is a converging structure, such as an involute converging structure, and the leading section and the main body section, as well as the main body section and the tail section, are transitioned by curved surfaces with continuous curvature. Thus, the air-cooling sleeve 11 will obtain lower air resistance in the non-afterburning state and sufficient flame stabilization characteristics in the afterburning state with a more optimal aerodynamic shape.

[0049] Preferably, in some embodiments, the air-cooling sleeve 11 has an elliptical cross-section in the cross-section perpendicular to its own length direction. In the elliptical cross-section, the longest chord line intersecting the axis of the fuel injection rod 1 is the major axis of the ellipse, and the shortest chord line intersecting the axis of the fuel injection rod 1 is the minor axis of the ellipse.

[0050] As Figure 6 and Figure 7 shown, the actuating mechanism 3 of the present invention can drive the fuel injection rod 1 to rotate at least to a first angle and a second angle. In the first angle state, the minor axis of the elliptical cross-section is parallel to the flow direction of the inner region. At this time, the major axis of the ellipse is the span width of the air-cooling sleeve 11, and the flow resistance of the fuel injection rod 1 is the largest, and the flame stabilization effect is the strongest, corresponding to the afterburning condition of the afterburner. In the second angle state, the major axis of the elliptical cross-section is parallel to the flow direction of the inner region. At this time, the minor axis of the ellipse is the span width of the air-cooling sleeve 11, and the flow resistance of the fuel injection rod 1 is small, corresponding to the non-afterburning condition of the afterburner. For an ellipse, the major axis and the minor axis are perpendicular to each other. Therefore, the included angle between the first angle and the second angle is a right angle. Correspondingly, the adjustment angle range of the actuating mechanism 3 should be not less than 90°.

[0051] Preferably, in some embodiments, the openings of the fuel delivery rod and the air-cooling sleeve are slits that are opposite to each other and whose respective axes are parallel to the height direction. The length of the opening of the air-cooling tube is greater than that of the fuel delivery rod. Therefore, when the fuel injection rod 1 rotates to one or more angles between the first angle and the second angle, the jet direction of the air-cooling sleeve 11 changes and is no longer perpendicular to the oncoming flow direction, but forms a certain angle with the oncoming flow direction to form an aerodynamic barrier, while the fuel delivery rod can still ensure that the fuel is ejected completely, so as to cooperate with the fuel quantity adjustment to control the afterburning opening and provide a more flexible intermediate afterburning mode.

[0052] Preferably, in some embodiments, in the plane perpendicular to the axis of the fuel injection rod 1, the projections of at least some of the spray holes 111 coincide with the major axis of the elliptical cross-section, that is, as Figure 6As shown, when the actuating mechanism 2 rotates the fuel injection rod 1 to the first angular state where the minor axis of the elliptical cross-section is parallel to the flow direction of the inner flow region, the fuel injection holes 111 are in a transverse jet state relative to the flow direction of the inner flow gas. The oil-gas mixture ejected through the fuel injection holes 111 will be affected by the oncoming flow and shear broken, obtaining a better atomization and mixing effect.

[0053] Preferably, in some embodiments, the number of the fuel injection holes 111 is greater than the number of the fuel spray holes 131, and a fuel injection hole 111 is coaxially arranged at the outlet of each fuel spray hole 131, so as to ensure the ejection efficiency of the fuel passing through the fuel spray holes 131 and then through the fuel injection holes 111. In addition, the numbers and sizes of the fuel spray holes 131 and the fuel injection holes 111 in the present invention are also matched with each other. For example, the total area ratio of the fuel spray holes 131 to the fuel injection holes 111 (i.e., the ratio of the product of the hole numbers and the area of a single hole) is 1:3, and each fuel spray hole is coaxially aligned with a fuel injection hole. Considering the fuel atomization effect of the fuel spray holes 131, the cross-section of the fuel spray holes can be circular, elliptical, rectangular slit-shaped, etc., and the cross-sectional area of its channel can be unchanged, increased, decreased or any combination thereof. Similarly, in order to optimize the mixing and atomization effect of the fuel injection holes 111 on the oil-gas mixture in the afterburning state, and the ejection and cooling effect of the cooling gas in the non-afterburning state, the cross-section of the fuel injection holes 111 can be selected as openings such as circular, elliptical, rectangular, slit-shaped, etc., and the cross-sectional area of its channel can be unchanged, increased, decreased or any combination thereof along the flow direction.

[0054] Similarly, the setting of the intake cross-section of the above-mentioned air extraction cap 12 can also cooperate with the rotatable characteristic of the fuel injection rod 1 to present different intake characteristics at different selected angles.

[0055] As Figure 4 、 6 、shown in FIG. 7, at least one intake cross-section of the air inlet of the air extraction cap 12 is parallel to the axis of the fuel injection rod 1. Thus, during the rotation of the fuel injection rod 1 around the axis, the size of the effective intake area of the intake cross-section changes accordingly, so as to adjust the flow rate of the outer flow gas 02 entering the interior of the fuel injection rod 1 through the air extraction cap 12.

[0056] It can be understood that when a certain intake cross-section rotates to be parallel to the flow direction in the bypass region, the effective intake area of this intake cross-section will drop to zero, and it will be difficult for the bypass air flow 02 to enter the interior of the fuel injection rod 1 through this intake cross-section. However, the part of the fuel injection rod 1 in the core region always operates in a high-temperature environment, and the demand for cooling air always exists. Therefore, in order to avoid the situation of a sudden reduction in cooling air when the fuel injection rod 1 rotates to certain specific angles due to too small an angle between the intake cross-section and the oncoming flow, in some embodiments, the air inlet of the air extraction cap 12 has at least two intake cross-sections parallel to the axis of the fuel injection rod 1, and among the multiple angles formed by multiple sets of two intersecting intake cross-sections, at least one angle is not less than the minimum rotation angle of the fuel injection rod 1 driven by the actuating mechanism 3. Thus, when one of the at least two intake cross-sections parallel to the axis of the fuel injection rod 1 is rotated to be parallel to the flow direction or has a small angle with the flow direction, there is at least another intake cross-section that maintains a sufficient angle with the flow direction to introduce sufficient bypass air flow 02 and maintain sufficient cooling of the fuel injection rod 1.

[0057] The air extraction cap 12 can be in a sector cylinder structure, a spherical segment structure, a hemispherical segment structure, a boss structure, etc. For example, Figure 4-7 As shown, in some embodiments, the air extraction cap 12 is in a sector cylinder structure. The air inlet of the air extraction cap 12 is opened on the side surface obtained by extending along the height direction from the two edges of the central angle of the sector cylinder. Thus, this side surface constitutes the intake cross-section, and the air outlet of the air extraction cap 12 is opened on the bottom surface of the sector cylinder. Compared with other optional structures of the air extraction cap 12, the sector cylinder structure has a more regular air inlet shape, which is more conducive to setting the size of the central angle and calibrating the intake air flow. And the air outlet of the sector cylinder is located on its bottom surface, making the connection between the air extraction cap 12 and the air-cooled sleeve 1 more stable. At the same time, the cylindrical outer wall surface of the sector cylinder also has a lower flow resistance.

[0058] Preferably, in some embodiments, the central angle of the sector cylinder is not less than the minimum rotation angle of the fuel injection rod 1 driven by the actuating mechanism 3. For example, when the minimum rotation angle is 90°, the central angle of the sector cylinder can be selected as 90 - 120°, so that during the rotation of the fuel injection rod 1, the two intake cross-sections corresponding to the central angle of the sector cylinder will not simultaneously be parallel to the flow direction, thereby ensuring that the minimum intake air volume during the rotation of the fuel injection rod 1 can also meet the cooling requirements and preventing failures such as fuel coking, nozzle blockage, or ablation due to high temperature.

[0059] For example, Figure 6 and Figure 7As shown, preferably, in some embodiments, the fuel injection rod 1 can be rotated at least to a first angle and a second angle under the drive of the actuating mechanism 3. In the first angle state, the angular bisector of the central angle of the sector cylinder is directly opposite to the oncoming flow direction of the outer bypass region, so as to meet the airflow requirements for cooling and fuel mixing and atomization in the afterburning state with a larger flow rate of the outer bypass airflow. In the second angle state, one side of the central angle of the sector cylinder is parallel to the oncoming flow direction of the outer bypass region, so as to meet the cooling requirements in the non-afterburning state with a smaller flow rate of the outer bypass airflow, and minimize the flow resistance of the air extraction cap 12 as much as possible, and reduce the pressure loss of the air extraction cap 12 in the outer bypass region.

[0060] It should be noted that the first angle state and the second angle state of the air cooling sleeve 11 and the air extraction cap 12 respectively during the rotation of the fuel injection rod 1 can be the same angle state. Taking the cross-sectional shape of the air cooling sleeve 11 as an ellipse and the structure of the air extraction cap 12 as a sector cylinder as an example for illustration: The first angle state corresponds to the afterburning working condition. At this time, the short axis of the air cooling sleeve 11 is parallel to the flow direction of the inner bypass region, and the fuel injection rod 1 faces the oncoming flow with the widest span width, forming a low-speed recirculation zone behind the air cooling sleeve 11 to stabilize the flame. At the same time, the angular bisector of the central angle of the sector cylinder of the air extraction cap 12 is directly opposite to the oncoming flow direction of the outer bypass region, providing the maximum flow rate of the outer bypass airflow 02 into the fuel injection rod 1 to meet the air demand for cooling and mixing and atomization; correspondingly, the second angle state corresponds to the non-afterburning working condition. At this time, the long axis of the air cooling sleeve 11 is parallel to the flow direction of the inner bypass region, and the fuel injection rod 1 faces the oncoming flow with the narrowest span width, making the fuel injection rod 1 have the lowest flow resistance. At the same time, one side of the central angle of the sector cylinder is parallel to the oncoming flow direction of the outer bypass region, providing a preset smaller flow rate of the outer bypass airflow 02 into the fuel injection rod 1 to meet the air demand for cooling and reduce the flow resistance of the air extraction cap 12 in the outer bypass region.

[0061] Of course, the first angle state and the second angle state of the air cooling sleeve 11 and the air extraction cap 12 respectively during the rotation of the fuel injection rod 1 can also be different angle states. For example, during the rotation of the fuel injection rod 1, the air cooling sleeve 11 first reaches its first angle state. At this time, the fuel injection rod 1 injects fuel and burns, while the air extraction cap 12 has not reached its first angle state, and the air extraction of the outer bypass airflow has not reached the peak. When the aeroengine gradually exits the afterburning state, the fuel injection rod 1 continues to rotate, and the air extraction cap 12 enters its first angle state, and the air extraction of the outer bypass airflow gradually reaches the peak, accelerating the internal cooling of the fuel injection rod 1, enabling it to cool down as soon as possible and blowing out the residual fuel in the fuel injection rod 1 to prevent the possibility of subsequent carbon deposition.

[0062] The actuating mechanism 3 provided by the present invention is arranged in the outer bypass region, such as Figure 1-3As shown in the figure, the actuating mechanism 3 includes a first transmission component 31, a second transmission component 32, an actuating power source 34, and a second bearing 33. Among them, the first transmission component 31 is at least partially disposed around the part of the fuel delivery rod 13 located in the outer bypass region, and is located radially outside or radially inside the air extraction cap 12. The second transmission component 32 has an annular structure and is synchronously matched with a plurality of first transmission components 31 in the circumferential direction. The actuating power source 34 is circumferentially and evenly distributed on the flow splitting ring 43 or the outer bypass casing 44, and the number is at least one, which can provide power to the second transmission component 32 under different working conditions to achieve precise and rapid rotational control. The second bearing 33 is disposed at the connection between the fuel injection rod 1 and the flow splitting ring 43 to achieve the rotational effect of the fuel injection rod 1 relative to the flow splitting ring 43 and the sealing between the inner and outer bypasses. The second bearing 33 is preferably a multi-layer graphite sealing bearing. Its inner ring is in interference fit with the fuel injection rod 1, and its outer ring is in clearance fit with the flow splitting ring 4. And an annular cooling air cavity is provided inside the bearing, and the cooling air cavity is communicated with the outer bypass air flow through the air guide holes on the flow splitting ring, so as to realize the air flow cooling of the second bearing 33.

[0063] Specifically, the first transmission component 31 may have periodically distributed engaging portions, and the second transmission component 32 correspondingly has cooperating portions adapted to the engaging portions. Thus, the first transmission component 31 and the second transmission component 32 realize power transmission through the continuous contact of the engaging portions, and the movement trajectories of both are rotational movements around parallel axes in space. The engaging portion is a spiral-shaped protrusion, and the cooperating portion is a groove or a tooth-shaped structure matching the spiral-shaped protrusion. In some embodiments, the first transmission component 31 and the second transmission component 32 may be a gear-rack mechanism or a worm-screw mechanism. In other embodiments, the first transmission component 31 may only be a plurality of transmission teeth, and these transmission teeth are partially disposed around the outside of the fuel delivery rod 13, and the central angle corresponding to the surrounding range should not be less than the rotation angle range of the fuel injection rod 1. Thus, the actuating power source 34 drives the second transmission component 32 to synchronously drive a plurality of first transmission components 31 in a circle to rotate, so that a plurality of circumferentially distributed fuel injection rods 1 rotate synchronously around their respective axes.

[0064] In some embodiments, the first transmission component 31 and the second transmission component 32 may be a linkage mechanism. For example, a cam-linkage mechanism or a multi-linkage mechanism may be selected to enable the second transmission component 32 to achieve circular motion. In other embodiments, the first transmission component 31 and the second transmission component 32 may also adopt a magnetic drive method.

[0065] As Figure 1-3As shown, in some embodiments, the fuel injection ring is a segmented annular manifold, which is circumferentially divided into at least three independent fuel supply chambers, and the fuel flow rate of each fuel supply chamber is independently controlled by a solenoid valve; the division angle of the fuel supply chambers matches the rotation angle range of the fuel injection rod, and when the fuel injection rod rotates to the afterburner state, the solenoid valves of at least two adjacent fuel supply chambers are synchronously opened to increase the fuel supply. The spanwise cross-section of the strut is a symmetric airfoil with a blunt leading edge, and the distance from the leading edge to the position of the maximum thickness is 30% - 40% of the chord length; a cooling channel is embedded inside the strut and is connected by a hose. The cooling channel is arranged in a serpentine and circuitous manner in the thickness direction of the strut, and the cross-sectional area of the channel gradually decreases along the flow direction of the cooling air, and the change rate of the cross-sectional area matches the temperature gradient of the outer wall of the air-cooled sleeve; a thermal barrier coating is sprayed on the inner wall of the channel, and the coating thickness is 0.2 - 0.5 mm. A certain number of fuel injection holes are opened on the strut, and their number, size and position are matched with the subsequent fuel injection rod, which can ensure auxiliary fuel supply without affecting the stability of the pneumatic recirculation zone.

[0066] The present invention provides an adjustable pneumatic flame stabilization and fuel injection integrated device. In the afterburner state as shown in Figure 6 , the intake sleeve 11 faces the oncoming flow direction in the outer bypass duct, so that the cold air in the outer bypass enters the air-cooling channel inside the fuel injection rod 1, cools it, and is mixed with the fuel ejected from the fuel injection hole 131 and then ejected through the air injection hole 111, forming a transverse jet in the mainstream, further shearing and atomizing, and forming a pneumatic barrier on one side of the fuel injection rod 1, and a recirculation zone behind the pneumatic barrier, which is ignited and continuously burned by entraining high-temperature gas. And in the non-afterburner state as shown in Figure 7 , the ring rack is rotated by the actuating device, further driving the gear on the fuel injection rod 1 to rotate, so that the side of the fuel injection rod 1 with a smaller windward angle faces the oncoming flow direction, realizing smaller air flow separation and flow loss. At this time, there is still enough air flow that can enter the air-cooling channel of the fuel injection rod 1 through the air-cooled sleeve 11 to cool the fuel injection rod to prevent it from ablation and coking. Subsequently, the cooled air flow is finally ejected through the air injection hole at the trailing edge along the same direction as the mainstream, realizing smaller flow loss.

[0067] The present invention adopts the above technical solutions and has the following technical effects: Based on the fuel injection rod structure, an air-cooled sleeve is sleeved outside the internal fuel delivery rod to form a double-tube structure, so as to realize the fuel injection atomization function by means of the air injection holes and fuel injection holes opened thereon. On this basis, the fuel injection rod of the present invention is set as a rotatable structure and is equipped with a corresponding actuating mechanism. Thus, at different rotation angles, on the one hand, the air-cooling cap with a specific shape is used to adjust the amount of cold air entering the gap in the double-tube structure to meet the atomization requirements under afterburning conditions and the cooling requirements under non-afterburning conditions. On the other hand, the cross-sectional shape of the air-cooled sleeve is optimized to meet the flame stabilization requirements under afterburning conditions in a high-resistance state with a large windward area, while meeting the aerodynamic requirements under non-afterburning conditions in a low-resistance state with a small windward area. It can be seen that the integrated device provided by the present invention takes advantage of its adjustable characteristics and optimized structural design to balance the multi-condition adaptability and the degree of structural integration, and can better meet the requirements of the new generation of aero-engines.

[0068] Those skilled in the art of the present technology can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as the general understanding of those of ordinary skill in the field to which the present invention belongs. It should also be understood that terms such as those defined in a general dictionary should be understood to have a meaning consistent with their meaning in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless defined as such herein.

[0069] The above specific embodiments have further elaborated on the purpose, technical solutions, and beneficial effects of the present invention. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. An adjustable pneumatic flame-stabilizing fuel injection integrated device, characterized in that: include: The adjustable oil injection rod (1) is inserted into the diverter ring (43) and can rotate around its own axis. It includes an oil delivery rod (13), an air cooling sleeve (11), an air bleed cap (12) and a first bearing (14), wherein: The outer end of the oil delivery rod (13) is connected to the oil delivery mechanism (2) in the outer containment area, and the inner end extends radially to the inner containment area and is provided with a plurality of oil injection holes (131). The air cooling sleeve (11) is sleeved on the outside of the inner region of the oil delivery rod (13) and has a gap between the air cooling sleeve (11) and the oil delivery rod (13). The air cooling sleeve (11) is provided with a plurality of injection holes (111). In a direction perpendicular to the axis of the adjustable oil injection rod (1), the outer contour of the cross-sectional figure of the air cooling sleeve (11) is surrounded by a smooth curve, has at least one symmetry axis, and has at least two chords intersecting the axis of the adjustable oil injection rod (1) and having unequal lengths. The air inlet cap (12) is arranged at the outermost end of the portion of the adjustable fuel injection rod (1) located in the outer culvert area, its air inlet is connected to the airflow of the outer culvert area, and at least one air inlet section of the air inlet is parallel to the axis of the adjustable fuel injection rod (1), and its air outlet is connected to the gap; A first bearing (14) is disposed between the oil delivery rod (13) and the air cooling jacket (11) and allows gas to flow therethrough; and The actuating mechanism (3) is arranged in the outer region, and comprises a first transmission component (31), a second transmission component (32), an actuating power source (34) and a second bearing (33), wherein: The first transmission component (31) is at least partially arranged around a portion of the air cooling jacket (11) located in the outer region. The second transmission component (32) is annular in structure and cooperates with the first transmission component (31). The actuating power source (34) is configured to provide power to the second transmission component (32). The second bearing (33) is arranged at the connection between the adjustable oil spray rod (1) and the diverter ring (43).

2. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 1 is characterized in that: The air inlet of the air inlet cap (12) has at least two air inlet sections parallel to the axis of the adjustable fuel injection rod (1), and among a plurality of angles formed by two intersecting air inlet sections, at least one angle is not less than the minimum rotation angle of the adjustable fuel injection rod (1) when driven by the actuating mechanism (3).

3. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 1 or 2, characterized in that: The air bleed cap (12) is in the form of a fan-shaped column structure, the air inlet of the air bleed cap (12) is provided on a side surface of the fan-shaped column extending from two sides of the central angle in the height direction, so that the side surface constitutes the air inlet cross section, and the bottom surface of the fan-shaped column is provided with an air outlet of the air bleed cap (12).

4. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 3 is characterized in that: The central angle of the sector-shaped column is not less than the minimum rotation angle of the adjustable oil spray rod (1) when driven by the actuating mechanism (3).

5. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 3 is characterized in that: The adjustable fuel injection rod (1) can be rotated to at least a first angle and a second angle under the drive of the actuating mechanism (3). In the first angle state, the bisector of the central angle of the sector-shaped cylinder is directly opposite to the incoming flow direction of the outer culvert area. In the second angle state, one side of the central angle of the sector-shaped cylinder is parallel to the incoming flow direction of the outer culvert area.

6. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 1, characterized in that: The angle between the longest chord and the shortest chord among the plurality of chords is not greater than the minimum rotation angle of the adjustable oil spray rod (1) when driven by the actuating mechanism (3).

7. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 1 or 6, characterized in that: The air-cooling jacket includes a leading section, a main section and a tail section from front to back in the windward direction on a cross section perpendicular to its own length direction. The leading section is an elliptical curved surface, the main section is an arc-shaped transition structure, the tail section is a convergent structure, and the leading section and the main section and the tail section are transitioned by a curved surface with continuous curvature.

8. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 1 or 6, characterized in that: The air cooling sleeve (11) has an elliptical cross section in a cross section perpendicular to its length direction. The adjustable oil spray rod (1) can be rotated to at least a first angle and a second angle under the drive of the actuating mechanism (3). In the first angle state, the short axis of the elliptical cross section is parallel to the flow direction of the inner region. In the second angle state, the long axis of the elliptical cross section is parallel to the flow direction of the inner region.

9. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 8, characterized in that: On a plane perpendicular to the axial direction of the adjustable fuel injection rod (1), the projection of at least part of the injection holes (111) coincides with the major axis of the elliptical cross section.

10. The adjustable pneumatic flame-stabilizing fuel injection integrated device according to claim 9, characterized in that: The number of the injection holes (111) is greater than the number of the oil injection holes (131), and the injection hole (111) is coaxially arranged at the outlet of each of the oil injection holes (131).

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