Baffling combustion chamber and aero-engine

Abstract

The invention relates to the technical field of aero-engines, and discloses a baffling combustion chamber and an aero-engine. The baffling combustion chamber comprises a cartridge receiver, the outer ring is arranged in the casing, and the axial direction of the outer ring is parallel to or coincides with the axial direction of the casing; the inner ring is arranged in the outer ring, the axial direction of the inner ring and the axial direction of the outer ring are parallel or coincide, the inner ring and the outer ring are arranged in a spaced mode so that a combustion cavity can be formed between the inner ring and the outer ring, a flow guide cavity is formed in the ring wall of the inner ring in the circumferential direction, and fuel oil can pass through the flow guide cavity. The flow guide cavity is formed in the ring wall of the inner ring, in the process that fuel oil is led to the oil flinger, the fuel oil takes away heat on the inner ring, the limited gas amount is used for cooling the outer ring and mixing high-temperature fuel gas, the temperature rise of the combustion chamber is not limited by cooling of the inner ring, and then the temperature rise upper limit of the baffling combustion chamber can be remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and particularly relates to a baffle combustion chamber and an aeroengine. Background Art

[0002] The combustion chamber is one of the important components of an aeroengine. With the increase in the power of the aeroengine, the temperature rise of the combustion chamber will gradually increase, so more air volume is required to cool the flame tube of the combustion chamber.

[0003] The traditional structure of the baffle combustion chamber is that the fuel injection disc directly separates the inner ring and the outer ring of the flame tube, making the airflows in the channels of the inner ring and the outer ring of the flame tube not communicate with each other. The air intake of the inner ring of the flame tube generally needs to be introduced from the outer ring of the flame tube through the air intake channel, and the flow area of the air intake channel is limited by the structure of the combustion chamber, resulting in a serious limitation of the cooling air volume of the inner ring of the flame tube, and thus the power of the aeroengine using the baffle combustion chamber is limited. Summary of the Invention

[0004] In view of this, the present invention provides a baffle combustion chamber and an aeroengine to solve the problem that the cooling air volume of the inner ring of the flame tube is limited by the flow area of the air intake channel, resulting in the limitation of the power of the aeroengine using the baffle combustion chamber.

[0005] In a first aspect, the present invention provides a baffle combustion chamber, comprising:

[0006] A casing;

[0007] An outer ring, arranged inside the casing, and the axis of the outer ring is parallel or coincident with the axis of the casing;

[0008] An inner ring, arranged inside the outer ring, and the axis of the inner ring is parallel or coincident with the axis of the outer ring. The inner ring and the outer ring are arranged at intervals to form a combustion cavity therebetween. A diversion cavity is arranged inside the circumferential wall of the inner ring, and fuel is suitable to pass through the diversion cavity;

[0009] A fuel injection disc, arranged between the first axial end of the outer ring and the first axial end of the inner ring, and the first ends of the outer ring and the inner ring are on the same side of the casing;

[0010] The oil inlet end of the fuel injection disc is communicated with the oil outlet end of the diversion cavity, and the oil outlet end of the fuel injection disc is communicated with the combustion cavity.

[0011] Beneficial effects: A flow guiding cavity is arranged inside the annular wall of the inner ring. The flow guiding cavity is used for fuel to pass through. During the process of the fuel flowing towards the oil slinging disc, the fuel takes away the heat on the inner ring. The inner ring does not require intake air cooling, and the limited air volume is used for outer ring cooling and high-temperature gas mixing. This enables the temperature rise in the combustion chamber not to be limited by the inner ring cooling problem, thereby significantly increasing the upper limit of the temperature rise in the baffle combustion chamber, removing the power limit of the aeroengine, and enabling the baffle combustion chamber to meet the power requirements of medium and large-sized engines.

[0012] During the process of the fuel in the flow guiding cavity flowing towards the oil slinging disc, the fuel absorbs the heat of the wall surface of the inner ring, converts this heat loss into the internal energy of the fuel, which is beneficial to the full atomization, mixing and combustion of the fuel, thereby improving the thermal utilization rate of the combustion chamber.

[0013] Optionally, it further includes an oil inlet pipe. One end of the oil inlet pipe penetrates through the second end of the inner ring along the axial direction to communicate with the flow guiding cavity, and the other end of the oil inlet pipe penetrates through the outer ring and the casing to extend to communicate with an external pipeline.

[0014] Beneficial effects: By arranging it in this way, the position of the oil inlet pipe on the inner ring is far from the oil slinging disc. After the oil inlet pipe sends the fuel into the flow guiding cavity, the fuel flows towards the oil slinging disc direction, increasing the flow path length of the fuel on the inner ring and improving the cooling effect on the inner ring.

[0015] Optionally, a flow guiding part is arranged in the flow guiding cavity, and the fuel in the flow guiding cavity is adapted to flow along the flow guiding direction of the flow guiding part.

[0016] Beneficial effects: By arranging it in this way, the flow guiding part guides the fuel in the flow guiding cavity. On the one hand, it can effectively increase the heat exchange area between the inner ring and the fuel, thereby improving the heat dissipation capacity of the wall surface of the inner ring and the heat absorption capacity of the fuel. On the other hand, it can increase the fuel flow path, further improving the heat dissipation capacity of the wall surface of the inner ring and the heat absorption capacity of the fuel.

[0017] Optionally, the inner ring includes:

[0018] A first annular wall, which forms the combustion cavity with the outer ring. A plurality of injection holes are arranged in the circumferential direction of the first annular wall, and the flow guiding cavity is communicated with the oil slinging disc through the injection holes;

[0019] A second annular wall, which is arranged inside the first annular wall. The axial direction of the second annular wall is parallel or coincident with the axial direction of the first annular wall. The second annular wall and the first annular wall form the flow guiding cavity;

[0020] A pair of end walls, which are respectively arranged at both ends of the inner ring along the axial direction, and the pair of end walls are respectively used to close the gaps between the ends of the first annular wall and the ends of the second annular wall.

[0021] Beneficial effects: The first annular wall, the second annular wall, and the end wall form a diversion cavity. Injection holes are provided in the circumferential direction of the first annular wall. The fuel in the diversion cavity is sent into the oil slinger through the injection holes to supply fuel to the oil slinger. The arrangement of the injection holes makes the fuel supply structure for the oil slinger simple and convenient, reduces the use cost, and is safe and reliable in use.

[0022] Optionally, the oil slinger includes:

[0023] A first annular body sleeved outside the first end of the first annular wall, and the injection holes are located within the first annular body;

[0024] An end cover axially arranged at the first end of the first annular body. The end cover is connected to the first annular body and closes the opening at the first end of the first annular body.

[0025] Beneficial effects: The end cover is used to close the opening at one end of the first annular body, making the oil slinger form a semi-open structure, effectively preventing fuel from overflowing from other positions of the oil slinger.

[0026] Optionally, a plurality of first through holes are circumferentially and spacedly arranged on the outer peripheral surface of the outer ring, and the plurality of first through holes are arranged along the annular center line of the outer ring;

[0027] At least one second through hole group is symmetrically arranged on both sides of the plurality of first through holes. The second through hole group includes a plurality of second through holes circumferentially and spacedly arranged on the outer peripheral surface of the outer ring;

[0028] Wherein, the plurality of second through hole groups are arranged axially along the outer ring, and the exhaust ends of the second through holes in the plurality of second through hole groups face the inner wall of the outer ring, so as to form a main combustion vortex and a mixing vortex in the combustion cavity.

[0029] Beneficial effects: By arranging like this, it helps the air flow to partition the flow field in the combustion cavity to form two combustion regions. The second through holes have a radial angle, and the intake directions on both sides of the first through holes are opposite, so that the jets of the first through holes and the second through holes combine to form two large vortices with opposite rotation directions in the combustion cavity, that is, generate a main combustion vortex and a mixing vortex. The persistence of the formed vortices is improved, the mixing effect is obvious, the mixing uniformity of the fuel gas and air is improved, and further the uniformity of the outlet temperature distribution is improved.

[0030] Optionally, a first nut is provided at the connection between the fuel inlet pipe and the inner ring;

[0031] And / or, a second nut is provided at the connection between the fuel inlet pipe and the outer ring.

[0032] Beneficial effects: By providing the first nut and / or the second nut, the fuel inlet pipe is fixedly connected to the inner ring and the outer ring, improving the installation firmness of the fuel inlet pipe.

[0033] Optionally, an ignition device is provided on the outer peripheral surface of the casing, and the ignition end of the ignition device passes through the outer ring and extends into the combustion chamber.

[0034] Beneficial effects: By arranging the ignition end of the ignition device in the combustion chamber, the ignition device ignites the combustion chamber, enabling the combustion chamber to operate.

[0035] Optionally, the casing includes:

[0036] An outer casing, sleeved on the outside of the outer ring along the axial direction, and the second end of the outer casing and the second end of the outer ring are connected along the axial direction;

[0037] A side casing, arranged at the first end of the outer casing along the axial direction, and the second end of the side casing and the first end of the outer ring are connected;

[0038] Wherein, along the radial direction of the casing, an air passage is provided between the outer casing and the side casing, and the air passage is communicated with the combustion chamber.

[0039] Beneficial effects: The casing includes an outer casing and a side casing installed at one end of the outer casing. The outer casing and the side casing cooperate to fix the outer ring in the casing, and an air passage is formed between the outer casing and the side casing for delivering air to the combustion chamber.

[0040] In a second aspect, an aeroengine is provided, including the baffle combustion chamber described in any one of the above.

[0041] Beneficial effects: The aeroengine has the above-mentioned baffle combustion chamber. The inner ring of the baffle combustion chamber dissipates heat through fuel flow, and the inner ring does not require intake air cooling. The limited air volume is used for outer ring cooling and high-temperature gas mixing. The temperature rise of the combustion chamber is not limited by the inner ring cooling problem, and thus the upper limit of the temperature rise of the baffle combustion chamber can be significantly increased, removing the power limitation of the aeroengine. Description of the Drawings

[0042] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0043] Figure 1 It is a schematic structural diagram of the baffle combustion chamber according to an embodiment of the present invention;

[0044] Figure 2 It is a schematic diagram of the positional relationship between the casing and the spark plug mounting seat according to an embodiment of the present invention;

[0045] Figure 3 Structural schematic diagram of the outer ring of the embodiment of the present invention;

[0046] Figure 4 Structural schematic diagram of the oil slinger of the embodiment of the present invention;

[0047] Figure 5 Schematic diagram of the connection relationship between the inner ring and the fuel inlet pipe of the embodiment of the present invention;

[0048] Figure 6 Schematic diagram of the fuel flow direction and gas flow direction of the baffle combustion chamber of the embodiment of the present invention;

[0049] Explanation of reference numerals:

[0050] 1. Casing; 101. Outer casing; 102. Side casing;

[0051] 2. Outer ring; 201. First through hole; 202. Second through hole;

[0052] 3. Inner ring; 301. First ring wall; 302. Injection hole; 303. Second ring wall; 304. End wall;

[0053] 4. Combustion chamber;

[0054] 5. Diversion chamber;

[0055] 6. Oil slinger; 601. First ring body; 602. End cover; 603. Oil slinger hole; 604. Second ring body;

[0056] 7. Fuel inlet pipe; 701. First nut; 702. Second nut;

[0057] 8. Diversion part; 9. Main combustion vortex; 10. Mixing vortex; 11. Ignition device; 12. Spark plug mounting seat; 13. Spark plug flanging hole; 14. Fuel inlet pipe mounting seat; 15. Fuel inlet pipe opening. Detailed implementation manners

[0058] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0059] At present, the baffle combustion chamber is mainly applied to small aero-engines, and its maximum power can reach the 1000kW level. With the increase in power, the temperature rise of the combustion chamber will gradually increase, and more air volume is required to cool the flame tube of the combustion chamber. The structure of the traditional baffle combustion chamber is that the fuel atomizing disc directly separates the inner and outer rings of the flame tube, resulting in the non-communication of the airflows in the inner and outer ring channels of the flame tube. The air intake of the inner ring of the flame tube generally needs to be introduced from the outer ring of the flame tube through the internal channel of the turbine stator guide vane. Due to the limited flow area of the internal channel of the turbine stator guide vane, the cooling air volume of the inner ring of the flame tube is severely limited, resulting in the power of the aero-engine using the baffle combustion chamber being limited to the 1000kW level.

[0060] To solve this problem, please refer to Figures 1 - 6 On the one hand, an embodiment of the present invention provides a baffle combustion chamber, including: a casing 1; an outer ring 2 disposed within the casing 1, the axis of the outer ring 2 being parallel or coincident with the axis of the casing 1; an inner ring 3 disposed within the outer ring 2, the axis of the inner ring 3 being parallel or coincident with the axis of the outer ring 2, the inner ring 3 and the outer ring 2 being spaced apart to form a combustion chamber 4 therebetween, and a diversion chamber 5 being circumferentially disposed inside the wall of the inner ring 3, and fuel being adapted to pass through the diversion chamber 5.

[0061] In this embodiment, the outer ring 2 is located within the casing 1 and extends along the axial direction of the casing 1, and the inner ring 3 is disposed within the outer ring 2 and also extends along the axial direction of the casing 1, that is, the axes of the casing 1, the outer ring 2, and the inner ring 3 are parallel or coincident. And a gap is provided between the inner ring 3 and the outer ring 2 to form a combustion chamber 4 for the mixing and combustion of air and fuel.

[0062] It can be understood that the inner ring 3 includes an inner wall and an outer wall, and the diversion chamber 5 is disposed at the position between the inner wall and the outer wall. When the fuel passes through the diversion chamber 5, it absorbs the heat on the surfaces of the inner wall and the outer wall, so as to achieve the purpose of cooling the inner ring 3.

[0063] The baffle combustion chamber further includes a fuel atomizing disc 6 disposed between the first axial end of the outer ring 2 and the first axial end of the inner ring 3, and the first ends of the outer ring 2 and the inner ring 3 are located on the same side of the casing 1; the fuel inlet end of the fuel atomizing disc 6 is communicated with the fuel outlet end of the diversion chamber 5, and the fuel outlet end of the fuel atomizing disc 6 is communicated with the combustion chamber 4.

[0064] In this embodiment, the fuel atomizing disc 6 is located between the first axial end of the outer ring 2 and the first axial end of the inner ring 3. The fuel in the diversion chamber 5 is discharged to the fuel atomizing disc 6 at the first axial end of the inner ring 3, and under the action of the fuel atomizing disc 6, the fuel is guided to the combustion chamber 4 for combustion.

[0065] In a specific embodiment, refer to Figure 1, the above-mentioned first end is the left end, and correspondingly, a second end is set as the right end. The oil slinger 6 is arranged between the left end of the outer ring 2 and the left end of the inner ring 3. And hereinafter, the first end is taken as the left end and the second end is taken as the right end for specific description.

[0066] In the above-mentioned embodiment, a diversion cavity 5 is arranged inside the annular wall of the inner ring 3. The diversion cavity 5 is used for fuel to pass through. During the process of the fuel flowing towards the oil slinger 6, the fuel takes away the heat on the inner ring 3. The inner ring 3 does not need air intake cooling, and the limited air volume is used for cooling the outer ring 2 and mixing with the high-temperature gas. The temperature rise of the combustion chamber is not limited by the cooling problem of the inner ring 3, so that the upper limit of the temperature rise of the baffle combustion chamber can be significantly increased, the power limit of the aero-engine is removed, and the baffle combustion chamber can meet the power requirements of medium and large engines.

[0067] Moreover, during the process of the fuel in the diversion cavity 5 flowing towards the oil slinger 6, due to the large density of the fuel, it can serve as a good "heat sink" material to absorb and store the heat on the wall surface of the inner ring 3. After the fuel absorbs the heat on the wall surface of the inner ring 3, this heat loss is converted into the internal energy of the fuel, which is beneficial to the full atomization, mixing and combustion of the fuel, thereby improving the thermal utilization rate of the combustion chamber.

[0068] The above-mentioned cooling of the inner ring 3 by using the regenerative cooling method, compared with the setting methods of the flame tube inner ring, the inner casing and the fuel supply main pipe of the traditional baffle combustion chamber, the setting method of the inner ring 3 and the fuel inlet pipe 7 in cooperation in the present invention makes the overall structure of the baffle combustion chamber compact and easy to process, and significantly reduces the manufacturing cost of the baffle combustion chamber.

[0069] In an optional embodiment, the fuel in the diversion cavity 5 is discharged to the oil slinger 6 at the end face of the first end of the inner ring 3. Or preferably, the fuel in the diversion cavity 5 is discharged to the oil slinger 6 at the side wall of the first end of the inner ring 3. In this way, the fuel discharged from the diversion cavity 5 to the oil slinger 6 can be more easily discharged from the oil slinger 6 to the combustion chamber 4, shortening the fuel flow path and improving the fuel supply efficiency.

[0070] Optionally, referring to Figure 1 , it further includes a fuel inlet pipe 7. One end of the fuel inlet pipe 7 penetrates through the second end of the inner ring 3 along the axial direction to communicate with the diversion cavity 5, and the other end of the fuel inlet pipe 7 penetrates through the outer ring 2 and the casing 1 to extend to communicate with an external pipeline.

[0071] In this embodiment, the fuel inlet pipe 7 is arranged at the second end of the inner ring 3 along the axial direction. The first end and the second end of the inner ring 3 are respectively the two ends of the inner ring 3 in the axial direction, and the fuel inlet pipe 7 is arranged at the second end of the inner ring 3. With such a setting, the position of the fuel inlet pipe 7 on the inner ring 3 is far from the oil slinger 6. After the fuel inlet pipe 7 sends the fuel into the diversion cavity 5, the fuel flows towards the oil slinger 6, increasing the length of the fuel flow path on the inner ring 3 and improving the cooling effect on the inner ring 3.

[0072] Optionally, referring to Figure 1 , Figure 5 , a flow guiding portion 8 is provided in the flow guiding cavity 5, and the fuel in the flow guiding cavity 5 is adapted to flow along the flow guiding direction of the flow guiding portion 8.

[0073] In this embodiment, the flow guiding portion 8 is arranged in the flow guiding cavity 5 and fixed to the inner wall of the flow guiding cavity 5. By providing the flow guiding portion 8, the fuel in the flow guiding cavity 5 is guided by the flow guiding portion 8. On the one hand, it can effectively increase the heat exchange area between the inner ring 3 and the fuel, thereby improving the heat dissipation capacity of the wall surface of the inner ring 3 and the heat absorption capacity of the fuel. On the other hand, it can increase the fuel flow path and further improve the heat dissipation capacity of the wall surface of the inner ring 3 and the heat absorption capacity of the fuel.

[0074] In an alternative embodiment, referring to Figure 5 , the flow guiding cavity 5 is provided with a first cavity wall and a second cavity wall in the axial direction, wherein the first cavity wall is sleeved outside the second cavity wall, and the flow guiding cavity 5 is formed between the first cavity wall and the second cavity wall. The flow guiding portion 8 includes a plurality of heat exchange fins, and the heat exchange fins are arranged in a ring shape in the flow guiding cavity 5. Some of the heat exchange fins are fixed to the first cavity wall, and there is a gap between the end away from the first cavity wall and the second cavity wall. The remaining heat exchange fins are fixed to the second cavity wall, and there is a gap between the end away from the second cavity wall and the first cavity wall. The plurality of heat exchange fins are arranged along the axial direction of the flow guiding cavity 5, and the heat exchange fins connected to the first cavity wall and the heat exchange fins connected to the second cavity wall are arranged in an alternating manner.

[0075] In this way, with the cooperation of a plurality of heat exchange fins, a bent flow channel is formed in the flow guiding cavity 5, increasing the fuel flow path in the flow guiding cavity 5 and increasing the heat exchange area between the fuel and the inner ring 3, thereby improving the heat exchange effect between the inner ring 3 and the fuel.

[0076] In another alternative embodiment, the flow guiding cavity 5 is provided with a first cavity wall and a second cavity wall in the axial direction, wherein the first cavity wall is sleeved outside the second cavity wall, and the flow guiding cavity 5 is formed between the first cavity wall and the second cavity wall. The flow guiding portion 8 includes a plurality of heat exchange fins, and the heat exchange fins extend along the axial direction of the flow guiding cavity 5. The heat exchange fins are arranged in an S shape or a bent shape, and the plurality of heat exchange fins are arranged circumferentially in the flow guiding cavity 5. In this way, the heat exchange area between the fuel and the inner ring 3 can also be increased, and the heat exchange effect between the inner ring 3 and the fuel can be improved.

[0077] Of course, in addition to the above settings, the flow guiding portion 8 can also adopt other existing flow guiding structures, preferably to increase the fuel flow path and the heat exchange area between the fuel and the inner ring 3.

[0078] Optionally, referring to Figure 5, the inner ring 3 includes: a first ring wall 301, which forms a combustion chamber 4 with the outer ring 2. A plurality of injection holes 302 are provided in the circumferential direction of the first ring wall 301, and the diversion chamber 5 is connected to the oil slinger 6 through the injection holes 302; a second ring wall 303, which is arranged inside the first ring wall 301. The axial direction of the second ring wall 303 is parallel or coincident with the axial direction of the first ring wall 301. A diversion chamber 5 is formed between the second ring wall 303 and the first ring wall 301; a pair of end walls 304, which are respectively arranged at both ends of the inner ring 3 along the axial direction. The pair of end walls 304 are respectively used to seal the gaps between the ends of the first ring wall 301 and the ends of the second ring wall 303.

[0079] In this embodiment, the first ring wall 301 serves as the outer wall of the inner ring 3, and the second ring wall 303 serves as the inner wall of the inner ring. End walls 304 are fixedly connected to both ends of the first ring wall 301 and the second ring wall 303 respectively. The first ring wall 301, the second ring wall 303 and the end walls 304 are fixed into a whole by welding. The end walls 304 are used to seal the first ring wall 301 and the second ring wall 303, so that other positions of the formed diversion chamber 5 except the connection part of the injection holes 302 and the fuel inlet pipe 7 are sealed, effectively realizing the fuel diversion. Injection holes 302 are provided in the circumferential direction of the first ring wall 301. The fuel in the diversion chamber 5 is sent into the oil slinger 6 through the injection holes 302 to supply fuel to the oil slinger 6. The arrangement of the injection holes 302 makes the structure for supplying oil to the oil slinger 6 simple and convenient, reduces the use cost, and is safe and reliable in use.

[0080] Optionally, referring to Figure 4 , the oil slinger 6 includes: a first ring body 601, which is sleeved outside the first end of the first ring wall 301, and the injection holes 302 are located inside the first ring body 601; an end cover 602, which is arranged along the axial direction at the first end of the first ring body 601. The end cover 602 is connected to the first ring body 601 and seals the opening at the first end of the first ring body 601.

[0081] In this embodiment, a plurality of oil slinging holes 603 are circumferentially formed on the wall surface of the first ring body 601. The first ring body 601 is sleeved outside the first ring wall 301 and is used to receive the fuel discharged from the injection holes 302. The end cover 602 is fixed at the first end of the first ring body 601 to prevent the fuel from overflowing from the first end of the first ring body 601. At the same time, an engine rotor (not shown in the figure) is externally connected to the oil slinger 6. The engine rotor is connected to the end cover 602. When the oil slinger 6 works, the engine rotor drives the oil slinger 6 to rotate relative to the inner ring 3. Under the action of centrifugal force, the fuel will tightly adhere to the inside of the oil slinger 6 and be guided to the combustion chamber 4 through the oil slinging holes 603, and will not splash outside the oil slinger 6. Therefore, there is no need to set up labyrinth teeth to seal the fuel, making the oil slinging structure simple and reducing the use cost.

[0082] Further, referring to Figure 4, the oil slinger 6 further includes a second annular body 604. The second annular body 604 is disposed within the first annular body 601, and one end thereof is fixed to the end cover 602. The other end of the second annular body 604 at least partially extends into the inner ring 3. The outer diameter of the second annular body 604 is adapted to the inner diameter of the inner ring 3, and the second annular body 604 and the inner ring 3 are adapted to be rotationally engaged.

[0083] In this way, an oil collecting cavity is formed between the first annular body 601 and the second annular body 604, and the oil collecting cavity collects the fuel ejected from the injection holes 302. Under the action of the end cover 602, the oil collecting cavity is designed in a semi-closed form. Under the action of centrifugal force, the fuel tightly adheres to the inside of the oil collecting cavity and is finally discharged to the combustion chamber 4 through the oil slinging holes 603. Moreover, when installing the oil slinger 6, the second annular body 604 is placed into the first end of the inner ring 3, and the first annular body 601 is sleeved outside the first end of the inner ring 3. The first end of the inner ring 3 is used to position the oil slinger 6, which facilitates the installation of the oil slinger 6 and improves the rotational stability of the oil slinger 6.

[0084] Furthermore, the oil slinging holes 603 are preferably uniformly distributed along the circumferential direction of the second annular body 604, and the discharge ends of the oil slinging holes 603 are preferably inclined and face the inner wall of the outer ring 2. In this way, after the fuel in the oil slinger 6 is discharged, it can flow substantially along the radial extension direction of the inner wall of the outer ring 2, so that the fuel can be injected into the main combustion vortex formed in the combustion chamber 4 in a certain direction.

[0085] Optionally, referring to Figure 3 、 Figure 6 , a plurality of first through holes 201 are circumferentially and spacedly arranged on the outer peripheral surface of the outer ring 2, and the plurality of first through holes 201 are arranged along the annular center line of the outer ring 2; at least one second through hole group is symmetrically arranged on both sides of the plurality of first through holes 201, and the second through hole group includes a plurality of second through holes 202 that are circumferentially and spacedly arranged on the outer peripheral surface of the outer ring 2; wherein, the plurality of second through hole groups are arranged along the axial direction of the outer ring 2, and the exhaust ends of the second through holes 202 in the plurality of second through hole groups face the inner wall of the outer ring 2, so as to form a main combustion vortex 9 and a mixing vortex 10 in the combustion chamber 4.

[0086] In this embodiment, the aperture of the first through hole 201 is preferably larger than the aperture of the second through hole 202. By defining the relative positions of the first through hole 201 and the second through hole 202, it helps to partially separate the flow field of the air flow in the combustion chamber 4 to form two combustion regions. The second through hole 202 has a radial angle, and the intake air directions on both sides of the first through hole 201 are opposite, so that the jets of the first through hole 201 and the second through hole 202 are combined to form two large vortices with opposite rotation directions in the combustion chamber 4, namely, the main combustion vortex 9 and the mixing vortex 10 are generated. The persistence of the formed vortex is improved, the mixing effect is obvious, the mixing uniformity of the fuel gas and air is improved, and further the uniformity of the outlet temperature distribution is improved.

[0087] Optionally, referring to Figure 5 , a first nut 701 is provided at the connection between the fuel inlet pipe 7 and the inner ring 3; and / or, a second nut 702 is provided at the connection between the fuel inlet pipe 7 and the outer ring 2.

[0088] In this embodiment, a fuel inlet pipe mounting seat 14 is provided on the peripheral wall of the casing 1, and a fuel inlet pipe opening 15 is provided on the peripheral wall of the outer ring 2. One end of the fuel inlet pipe 7 passes through the fuel inlet pipe mounting seat 14 and the fuel inlet pipe opening 15 and extends into the diversion cavity 5. By providing the first nut 701 and / or the second nut 702, the fuel inlet pipe 7 is fixedly connected to the inner ring 3 and the outer ring 2, improving the installation firmness of the fuel inlet pipe 7.

[0089] In a specific embodiment, the fuel inlet pipe 7 is a straight pipe, and a second nut 702 is fixedly connected to the fuel inlet pipe 7. A first nut 701 is welded at the fuel inlet end position of the diversion cavity 5 on the outer wall of the inner ring 3. By turning the second nut 702 with a wrench, a driving force is transmitted to the fuel inlet pipe 7 to tighten the fuel inlet pipe 7 with the first nut 701 welded to the outer wall of the inner ring 3, thereby achieving the seal between the fuel inlet pipe 7 and the inner ring 3.

[0090] In another specific embodiment, the fuel inlet pipe 7 is a straight pipe, and a second nut 702 is threadedly connected to the fuel inlet pipe 7, and an external thread is provided on the outer wall of the end portion close to the inner ring 3. A first nut 701 is welded at the fuel inlet end position of the diversion cavity 5 on the outer wall of the inner ring 3. By turning the fuel inlet pipe 7 with a wrench, the fuel inlet pipe 7 is tightened with the first nut 701 welded to the outer wall of the inner ring 3, and then the second nut 702 is rotated to fix the second nut 702 and the fuel inlet pipe mounting seat 14, thereby achieving the seal between the fuel inlet pipe 7 and the outer ring 2.

[0091] The above setting of the first nut 701 realizes the seal between the fuel inlet pipe 7 and the inner ring 3, and the setting of the second nut 702 realizes the seal between the fuel inlet pipe 7 and the outer ring 2. In addition to the fact that the structures of the first nut 701 and the second nut 702 themselves can achieve sealing, in order to improve the sealing effect, a sealing structure such as a sealing ring can also be provided at the connection to further enhance the connection sealing effect.

[0092] Optionally, referring to Figure 1 , an ignition device 11 is provided on the outer peripheral surface of the casing 1, and the ignition end of the ignition device 11 passes through the outer ring 2 and extends into the combustion chamber 4.

[0093] In this embodiment, the ignition end of the ignition device 11 is provided in the combustion chamber 4, and the ignition device 11 ignites the combustion chamber 4 to make the combustion chamber 4 burn and work.

[0094] In a specific embodiment, referring to Figure 2 , Figure 3, the ignition device 11 is an ignition spark plug. A spark plug mounting seat 12 is provided on the wall surface of the outer casing 101, and a spark plug flanging hole 13 is provided on the wall surface of the outer ring 2. The ignition spark plug is fixed to the spark plug mounting seat 12 by screwing, and the ignition end of the ignition spark plug is inserted into the combustion chamber 4 through the spark plug flanging hole 13 for ignition. Of course, in addition to the ignition spark plug arranged as above, the ignition device 11 can also be other devices capable of igniting the combustion chamber 4.

[0095] Optionally, referring to Figure 1 , Figure 2 , the casing 1 includes: an outer casing 101 sleeved outside the outer ring 2 along the axial direction, and the second end of the outer casing 101 and the second end of the outer ring 2 are connected along the axial direction; a side casing 102 arranged at the first end of the outer casing 101 along the axial direction, and the second end of the side casing 102 and the first end of the outer ring 2 are connected; wherein, along the radial direction of the casing 1, an air passage is provided between the outer casing 101 and the side casing 102, and the air passage is communicated with the combustion chamber 4.

[0096] In this embodiment, the casing 1 includes an outer casing 101 and a side casing 102 installed at one end of the outer casing 101. The outer casing 101 and the side casing 102 cooperate to fix the outer ring 2 in the casing 1, and an air passage is formed between the outer casing 101 and the side casing 102 for delivering air to the combustion chamber 4.

[0097] In a second aspect, an embodiment of the present invention provides an aeroengine including the baffle combustion chamber of any one of the above. This aeroengine has the above-mentioned baffle combustion chamber. The inner ring 3 of this baffle combustion chamber dissipates heat through fuel flow, and the inner ring 3 does not require intake air cooling, and the limited air volume is used for cooling the outer ring 2 and mixing with high-temperature gas. The temperature rise of the combustion chamber is not limited by the cooling problem of the inner ring 3, and thus the upper limit of the temperature rise of the baffle combustion chamber can be significantly increased, enabling the maximum power of the aeroengine to break through the 1000 kW level.

[0098] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A baffled combustion chamber, characterized in that: include: Receiver (1); An outer ring (2) is arranged in the casing (1), and the axial direction of the outer ring (2) is parallel to or coincides with the axial direction of the casing (1); An inner ring (3) is arranged inside the outer ring (2), the axial direction of the inner ring (3) is parallel to or coincides with the axial direction of the outer ring (2), the inner ring (3) and the outer ring (2) are arranged at a distance to form a combustion chamber (4) therebetween, a guide chamber (5) is arranged inside the ring wall of the inner ring (3) along the circumferential direction, and the guide chamber (5) is suitable for passing fuel oil; An oil-slinging pan (6) is arranged between a first end of the outer ring (2) in the axial direction and a first end of the inner ring (3) in the axial direction, wherein the first end of the outer ring (2) and the first end of the inner ring (3) are located on the same side of the casing (1); The oil inlet end of the oil slinger plate (6) is connected to the oil outlet end of the guide chamber (5), and the oil outlet end of the oil slinger plate (6) is connected to the combustion chamber (4).

2. The baffled combustion chamber according to claim 1, characterized in that: It also includes an oil inlet pipe (7), one end of which is passed through the second end of the inner ring (3) along the axial direction to communicate with the guide cavity (5), and the other end of which is passed through the outer ring (2) and the casing (1) to extend to communicate with an external pipeline.

3. The baffled combustion chamber according to claim 1, characterized in that: A flow guide portion (8) is provided in the flow guide cavity (5), and the fuel in the flow guide cavity (5) is suitable for flowing along the flow guide direction of the flow guide portion (8).

4. The baffled combustion chamber according to claim 1, characterized in that: The inner ring (3) comprises: The first ring wall (301) and the outer ring (2) form the combustion chamber (4), a plurality of injection holes (302) are arranged on the circumference of the first ring wall (301), and the guide chamber (5) is connected to the oil-slinging plate (6) through the injection holes (302); a second annular wall (303) disposed inside the first annular wall (301); the axial direction of the second annular wall (303) is parallel to or coincides with the axial direction of the first annular wall (301); the second annular wall (303) and the first annular wall (301) form the guide cavity (5); A pair of end walls (304) are respectively arranged at two ends of the inner ring (3) along the axial direction, and the pair of end walls (304) are respectively used to close the gap between the end of the first ring wall (301) and the end of the second ring wall (303).

5. The baffled combustion chamber according to claim 4, characterized in that: The oil-spinning pan (6) comprises: A first ring body (601) is sleeved on the outer side of the first end of the first ring wall (301), and the injection hole (302) is located inside the first ring body (601); The end cover (602) is axially arranged at the first end of the first ring body (601); the end cover (602) is connected to the first ring body (601) and closes the first end opening of the first ring body (601).

6. The baffled combustion chamber according to any one of claims 1 to 5, characterized in that: A plurality of first through holes (201) are arranged at intervals along the circumferential direction on the outer circumferential surface of the outer ring (2), and the plurality of first through holes (201) are arranged along the annular center line of the outer ring (2); At least one second through hole group is symmetrically arranged on both sides of the plurality of first through holes (201), the second through hole group comprising a plurality of second through holes (202) arranged at intervals in the circumferential direction along the outer circumferential surface of the outer ring (2); Wherein, a plurality of the second through hole groups are arranged along the axial direction of the outer ring (2), and the exhaust ends of the second through holes (202) in the plurality of the second through hole groups face the inner wall of the outer ring (2), so that a main combustion vortex (9) and a mixing vortex (10) are formed in the combustion chamber (4).

7. The baffled combustion chamber according to claim 2, characterized in that: A first nut (701) is provided at the connection between the oil inlet pipe (7) and the inner ring (3); And / or, a second nut (702) is provided at the connection between the oil inlet pipe (7) and the outer ring (2).

8. The deflector combustion chamber according to any one of claims 1 to 5, characterized in that: An ignition device (11) is provided on the outer peripheral surface of the casing (1), and an ignition end of the ignition device (11) is inserted through the outer ring (2) and extends into the combustion chamber (4).

9. The deflector combustion chamber according to any one of claims 1 to 5, characterized in that: The casing (1) comprises: An outer casing (101) is axially sleeved on the outer side of the outer ring (2), and a second end of the outer casing (101) is axially connected to a second end of the outer ring (2); A side casing (102) is axially arranged at a first end of the outer casing (101), and a second end of the side casing (102) is connected to a first end of the outer ring (2); Wherein, along the radial direction of the casing (1), an air passage is provided between the outer casing (101) and the side casing (102), and the air passage is connected to the combustion chamber (4).

10. An aircraft engine, characterized in that: A deflected flow combustion chamber comprising the deflected flow combustion chamber described in any one of claims 1-9.

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