Adjustable pneumatic flame stabilizing integrated supporting plate

Abstract

The invention discloses an adjustable pneumatic flame stabilizing integrated support plate, which comprises a support plate, an oil injection rod and an actuating mechanism, and is characterized in that a rotatable air entraining cap is arranged at the top of the support plate, and is matched with the corresponding actuating mechanism and a cooling flow path in a cylinder of the support plate, so that the adjustable pneumatic flame stabilizing integrated support plate can be adjusted at different rotation angles; the flow of cooling air entering the supporting plate is adjusted through the air entraining cap in a specific shape, efficient cooling under different incoming flow conditions is achieved in cooperation with the oil injection mechanism, and meanwhile the fuel oil atomization requirement under the stress application working condition is met. According to the afterburner, the flame stabilizing requirement of the stress application working condition is met in the high-air-entraining-amount and high-resistance state, the low-flow-loss requirement of the non-stress application working condition is met in the low-air-entraining-amount and low-resistance state, the multi-working-condition adaptability is achieved, structural integration of the afterburner is achieved, and the weight of the afterburner is effectively reduced while the existing performance is guaranteed. Through dual-mode adjustment and integrated structural design of the rotatable air entraining cap, combustion efficiency and low flow loss are both considered, the problem of cold state loss of a traditional bluff body flame stabilizing structure is solved, light weight breakthrough is achieved, and therefore the requirements of a new generation of aero-engines are 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 integrated strut. 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 the non-afterburning or small afterburning state 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 increasingly tends to strengthen the adjustability and integration degree of each component in the afterburner, so as to reduce the flow resistance, reduce the weight, and improve the overall performance and efficiency.

[0003] Some prior arts 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 integrated strut, which, through its adjustable characteristics and optimized structural design, takes into account the adaptability to multiple working conditions and the integration degree of the structure, and can better meet the comprehensive requirements of the new generation of aeroengines for flame stability and flow resistance.

[0005] The present invention provides an adjustable pneumatic flame stabilization integrated strut, which includes:

[0006] A strut, the strut cylinder extends radially from the inner flow region to the outer flow region, and the part of the strut cylinder located in the inner flow region is provided with air injection holes, and the part of the strut cylinder located in the outer flow region is hinged with a first air extraction cap and a second air extraction cap;

[0007] An oil injection rod, which extends radially into the strut cylinder from the outer flow region, the outer end of the oil injection rod communicates with an oil supply mechanism, and the inner end is distributively provided with a plurality of oil injection holes;

[0008] An actuating mechanism, which is arranged in the outer flow region and includes a first pull rod with one end hinged to the first air extraction cap, a second pull rod with one end hinged to the second air extraction cap, an actuating component hinged to the other ends of the first pull rod and the second pull rod, and a power source for driving the actuating component;

[0009] Wherein, during the actuation of the actuating mechanism, the angles of the first air extraction cap and the second air extraction cap relative to the strut cylinder are adjusted synchronously or asynchronously.

[0010] Preferably, in the non - afterburning state, the first air - bleeding cap is adjusted to a first angle of its minimum opening degree, the first angle is between 5 - 15°, and the second air - bleeding cap is adjusted to a third angle of full closure; in the maximum afterburning state, the first air - bleeding cap is adjusted to a second angle of its maximum opening degree, the second angle is between 15 - 75°, and the second air - bleeding cap is adjusted to a fourth angle of its maximum opening degree, the fourth angle is between 0 - 75°.

[0011] Preferably, the first air - bleeding cap is rotatably arranged on the outer end face of the strut barrel, the leading edge of the first air - bleeding cap is in contact with the leading edge of the strut barrel, and the rotation axis of the first air - bleeding cap is parallel to the width direction of the strut barrel.

[0012] Preferably, the second air - bleeding cap is rotatably arranged axially behind the first air - bleeding cap, the shape of the leading edge of the second air - bleeding cap is in contact with the trailing edge of the strut barrel or the first air - bleeding cap, and the rotation axis of the second air - bleeding cap is parallel to the width direction of the strut barrel.

[0013] Preferably, the actuating component further includes:

[0014] A first actuating cylinder, hinged to the first pull rod, and its cylinder is provided with an internal thread that cooperates with the first screw;

[0015] A second actuating cylinder, hinged to the second pull rod, and its cylinder is provided with an internal thread that cooperates with the second screw or the first screw;

[0016] Wherein, the first screw and the second screw can be rotationally driven synchronously or asynchronously by the power source, so as to drive the first actuating cylinder and the second actuating cylinder to move axially.

[0017] Preferably, the second actuating cylinder is coaxially arranged axially behind the first actuating cylinder, the first screw is coaxially sleeved on the outer periphery of the second screw, the second screw cooperates with the second actuating cylinder in the region where its length exceeds the first screw, and the power source can drive the first screw and the second screw to rotate synchronously or asynchronously.

[0018] Preferably, a plurality of the struts are evenly distributed circumferentially inside the afterburner, and the actuating mechanism further includes a first transmission component and a second transmission component in an annular structure, and the first transmission component and the second transmission component are respectively fixedly connected to a plurality of the first actuating cylinders and the second actuating cylinders in the circumferential direction.

[0019] Preferably, the strut further includes:

[0020] The deflector is arranged inside the support plate cylinder body and is fixedly connected to the two side walls of the support plate cylinder body, or is fixedly connected to the first air guide cap or the second air guide cap, so that the deflector rotates along with the first air guide cap or the second air guide cap.

[0021] Preferably, there is an upper gap between the upper end of the deflector and the inner top wall of the support plate cylinder body, or the first air guide cap or the second air guide cap, or there is a lower gap between the lower end of the deflector and the inner bottom wall of the support plate cylinder body; when the number of deflectors is not less than two, adjacent deflectors respectively have an upper gap and a lower gap.

[0022] Preferably, a plurality of the air injection holes are uniformly arranged along the radial direction at the trailing edge of the support plate cylinder body, and the axes of the air injection holes are perpendicular to the oncoming flow direction; the number of the fuel injection rods is at least one, and a plurality of the fuel injection holes are arranged along the radial direction in the direction of the fuel injection rod facing the wall surface of the support plate cylinder body; the number of the air injection holes is greater than or equal to the number of the fuel injection holes, and the air injection holes are coaxially arranged at the outlet of each fuel injection hole.

[0023] Based on the above technical solutions, the present invention has at least the following technical effects: by arranging an adjustable air guide cap at the top of the support plate and using the cavity structure of the support plate, the present invention forms a flow path leading from the outer bypass duct to the inner bypass duct, so as to help the air injection holes and the fuel injection holes achieve the fuel injection atomization function through the introduced outer bypass gas; the present invention sets the air guide cap as a rotatable structure and is equipped with a corresponding actuating mechanism, so that at different rotation angles, the amount of cold air entering the cavity structure is adjusted by using the air guide cap with a specific shape to meet the atomization requirements under the afterburning condition and the cooling requirements under the non-afterburning condition; the present invention optimizes the adjustment angle of the air guide cap to cope with the flame stabilization and cooling requirements under the afterburning condition in the state of high air intake and high resistance, and to cope with the aerodynamic and cooling requirements under the non-afterburning condition in the state of low resistance with a low frontal area.

[0024] It can be seen that the integrated device provided by the present invention takes advantage of its adjustable characteristics and optimized structural design, takes into account the adaptability to multiple working conditions and the degree of integration of the structure, and can better meet the requirements of a new generation of aeroengines. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic structural view of an aerodynamic flame stabilization integrated support plate provided by the present invention from a circumferential perspective;

[0026] Figure 2 It is a schematic structural view of an aerodynamic flame stabilization integrated support plate provided by the present invention from a radial perspective;

[0027] Figure 3 It is a schematic structural view of an aerodynamic flame stabilization integrated support plate provided by the present invention from a sectional perspective;

[0028] Figure 4 Schematic structural diagram of a first transmission component and a second transmission component in an actuating mechanism of a pneumatic flame - stabilizing integrated strut provided by the present invention;

[0029] Figure 5 Schematic structural diagram of an actuating component of a pneumatic flame - stabilizing integrated strut provided by the present invention from a sectional view angle;

[0030] In the figure:

[0031] 1 - strut, 11 - strut cylinder, 111 - jet hole, 12 - deflector, 13 - first air - intake cap, 14 - second air - intake cap;

[0032] 2 - fuel injection rod, 211 - fuel injection hole;

[0033] 3 - actuating mechanism, 31 - actuating component, 311 - first actuating cylinder, 312 - second actuating cylinder, 313 - first screw rod, 314 - second screw rod, 32 - first transmission component, 33 - second transmission component, 34 - power source, 35 - first pull rod, 36 - second pull rod;

[0034] 01 - inner - flow mainstream, 02 - outer - flow gas. Detailed implementation manners

[0035] The technical solutions of the present invention will be further described in detail below with reference to the accompanying drawings:

[0036] 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.

[0037] As Figures 1-5 shown, the present invention provides an adjustable pneumatic flame - stabilizing integrated strut, which includes a strut 1, a fuel injection rod 2, and an actuating mechanism 3.

[0038] As Figure 1 and Figure 3 shown, the strut 1 is a cavity structure as a whole. Its strut cylinder 11 extends radially from the inner - flow region to the outer - flow region. The part of the strut cylinder 11 located in the inner - flow region is provided with jet holes 111; the fuel injection rod 2 extends radially into the strut cylinder 11 from the outer - flow region. The outer end of the fuel injection rod 2 communicates with the fuel supply mechanism, and the inner end is distributed with a plurality of fuel injection holes 211. The part of the strut cylinder 11 located in the outer - flow region is hinged with a first air - intake cap 13 and a second air - intake cap 14, and the first air - intake cap 13 and the second air - intake cap 14 are driven by the actuating mechanism 3 to rotate. As Figure 3As shown in the figure, the actuating mechanism 3 is arranged in the outer bypass region, and it includes a first pull rod 35 with one end hinged to the first air extraction cap 13, a second pull rod 36 with one end hinged to the second air extraction cap 14, an actuating component 31 hinged to the other ends of the first pull rod 35 and the second pull rod 36, and a power source for driving the actuating component 31. During the actuation process of the actuating mechanism 3, the angles of the first air extraction cap 13 and the second air extraction cap 14 relative to the support plate cylinder 11 are adjusted synchronously or asynchronously respectively.

[0039] In the present invention, by setting the first air extraction cap 13 and the second air extraction cap 14 as structures with adjustable rotation angles, the actuating mechanism 3 can be used to make the first air extraction cap 13 and the second air extraction cap 14 have different windward areas at different rotation angles, thereby adjusting the amount of cold air entering the cavity structure to meet the atomization requirements under afterburning conditions and the cooling requirements under non-afterburning conditions.

[0040] For example, as Figure 3 shown, in the non-afterburning state, the first air extraction cap 13 is adjusted to a first angle at its minimum opening degree, and the first angle is preferably between 5 - 15°. The second air extraction cap 13 is adjusted to a third angle of full closure. At this time, a relatively small (but sufficient) flow of outer bypass gas enters the interior of the support plate cylinder 11 from the opening of the first air extraction cap 13, cools and dissipates heat from the support plate cylinder 11 and the fuel injection rod 2, and then discharges from the spray holes 111, and further forms a film cooling outside the support plate cylinder 11, so as to achieve sufficient heat dissipation of the support plate at a relatively low temperature in the non-afterburning state. And because the windward area of the first air extraction cap 13 is small, the flow loss in the outer bypass region is small, and at this time the afterburner has a relatively low total pressure loss coefficient.

[0041] And in as Figure 1In the maximum afterburner state shown, the first air extraction cap is adjusted to a second angle of its maximum opening degree, and the second angle is preferably between 15 - 75°. The second air extraction cap is adjusted to a fourth angle of its maximum opening degree, and the fourth angle is preferably between 0 - 75°. At this time, a larger flow of bypass gas enters the interior of the strut barrel 11 from the openings of the first air extraction cap 13 and the second air extraction cap 14. While cooling and dissipating heat from the strut barrel 11 and the fuel injection rod 2, it is mixed with the small oil droplets ejected from the fuel injection holes 211. After forming an oil - gas mixture, it is discharged from the air injection holes 111 and organized for combustion in the recirculation zone behind the strut 1. In the maximum afterburner state, the temperature in the afterburner chamber rises. At this time, the larger flow of bypass gas introduced into the interior of the strut barrel 1 can, on the one hand, effectively help dissipate heat from the strut 1 and the fuel injection rod 2, preventing problems such as ablation of the strut structure and coking and blockage of fuel. On the other hand, it can increase the velocity of the oil - gas mixture ejected from the air injection holes 111, increase the jet depth of the lateral jet, and further shear and break the small oil droplets so that they have a more uniform distribution characteristic in the circumferential direction. Those skilled in the art understand that the first air extraction cap 13 and the second air extraction cap 14 of the present invention can be arranged at any position of the strut barrel 11 in the bypass region as long as they can adjust the flow of the bypass air through their own rotation to implement the technical solution of the present invention. However, in a preferred embodiment, considering the convenience of installation and controllability of adjustment, the first air extraction cap 13 is rotatably arranged on the outer end face of the strut barrel 11. The leading edge of the first air extraction cap 13 fits with the leading edge of the strut barrel 11. The rotation axis of the first air extraction cap 13 is parallel to the width direction of the strut barrel 11. The second air extraction cap 14 is rotatably arranged axially behind the first air extraction cap 13. The shape of the leading edge of the second air extraction cap 14 fits with the trailing edge of the strut barrel 11 or the first air extraction cap 13. The rotation axis of the second air extraction cap 14 is parallel to the width direction of the strut barrel 11.

[0042] Thus, the installation and fitting of the first air extraction cap 13 and the second air extraction cap 14 on the strut barrel 11 are closer, which improves the cooperation precision between them. Especially in the non - afterburner state, it can make the second air extraction cap 14 fit more closely with the strut barrel 11 and more precisely control the smaller opening degree of the first air extraction cap 13. Moreover, the close arrangement of the first air extraction cap 13 and the second air extraction cap 14 in the axial direction, and the rotation axes of both parallel to the width direction of the strut barrel 11 can improve the compactness of the overall structure, and enable the present invention to drive the first air extraction cap 13 and the second air extraction cap 14 synchronously or asynchronously through a set of compact actuating mechanism 3.

[0043] The angles of the above-mentioned air-introducing caps, including the first angle, the second angle, the third angle, and the fourth angle, are defined as the angles formed between the plane where the air-introducing cap is located and the outer wall of the support plate cylinder 11. When the first air-introducing cap 13 and the second air-introducing cap 14 are located at the outer end face of the support plate cylinder 11, the angle of the air-introducing cap specifically refers to the angle formed between the plane where the air-introducing cap is located and the outer end face of the support plate cylinder 11.

[0044] As Figures 2-5 shown, the actuating component 31 mainly includes two sets of screw-nut combinations. One is the first actuating cylinder 311 and the first screw 313: The first actuating cylinder 311 is hinged to the first pull rod 35, and an internal thread matching the first screw 313 is provided inside the cylinder. The other is the second actuating cylinder 312 and the second screw 314: The second actuating cylinder 312 is hinged to the second pull rod 36, and an internal thread matching the second screw 314 is provided inside the cylinder. The first screw 313 and the second screw 314 can be rotationally driven synchronously or asynchronously by a power source, so as to drive the first actuating cylinder 311 and the second actuating cylinder 312 to move axially.

[0045] By using the screw-nut combination, the present invention can accurately adjust the stroke of the first actuating cylinder 311 on the first screw 313 and the stroke of the second actuating cylinder 312 on the second screw 314 through the rotation of a power source (such as a motor), so as to make the adjustment of the rotation angles of the first air-introducing cap 13 and the second air-introducing cap 14 more accurate, and the first air-introducing cap 13 and the second air-introducing cap 14 of the present invention can also be adjusted to any intermediate boosting state between the maximum boosting state of Figure 1 and the non-boosting state shown in Figure 3 , having a wider working range.

[0046] As Figure 5 shown, preferably, the second actuating cylinder 312 is coaxially arranged axially behind the first actuating cylinder 311, the first screw 313 is coaxially sleeved on the outer periphery of the second screw 314, and the second screw 314 cooperates with the second actuating cylinder 312 in the region where its length exceeds that of the first screw 313. Thus, the actuating component 31 will have a very compact structure, and the first actuating cylinder 311 and the second actuating cylinder 312 distributed axially can also be adapted to the first air-introducing cap 13 and the second air-introducing cap 14 also distributed axially, improving the control accuracy of the rotation angle.

[0047] At this time, the power source can drive the first screw 313 and the second screw 314 to rotate synchronously or asynchronously to obtain different adjustment degrees for the first air extraction cap 13 and the second air extraction cap 14. For example, the power source can drive the first screw 313 and the second screw 314 to rotate synchronously. At this time, parameters such as the pitch and helix angle in the screw thread fit can be adjusted to affect the axial movement range of the first actuator cylinder 311 and the second actuator cylinder 312. In this case, the first screw 313 and the second screw 314 can be combined into one screw with two different threads, thereby further improving the structural compactness compared to two coaxially sleeved screws. Another example is that the power source can be provided with two output paths, such as two motors or a single motor with two gear sets and / or clutches with different reduction ratios, etc., so as to drive the first screw 313 and the second screw 314 asynchronously to achieve more precise individual control of the first air extraction cap 13 and the second air extraction cap 14.

[0048] Those skilled in the art understand that the power source here is not limited to external power sources such as motors, and the power can also be obtained by taking power from the main engine of the aero-engine. The relevant technical solutions are the prior art of the accessory part of the aero-engine and will not be elaborated here. Further, when the actuating component 31 is not limited to the screw-nut combination, an actuating device based on the principles of air pumps, oil pumps, etc. can also be used to directly provide axial driving force to the first pull rod 35 and the second pull rod 36.

[0049] As Figure 2 and 4 shown, a plurality of support plates 1 are evenly distributed circumferentially inside the afterburner. A corresponding actuating mechanism 3 can be provided for each support plate 1 to achieve separate control. Of course, the actuating mechanism 3 also includes a first transmission component 32 and a second transmission component 33 in an annular structure. The first transmission component 32 and the second transmission component 33 are respectively fixedly connected to a plurality of first actuator cylinders 311 and second actuator cylinders 312 in the circumferential direction. Through the annular force transmission structure of the first transmission component 32 and the second transmission component 33, the present invention can adjust the first air extraction caps 13 and the second air extraction caps 14 of a plurality of support plates 1 in the circumferential direction simultaneously by setting a smaller number of actuating components 31, and can ensure the synchronism of the adjustment process, making the circumferential temperature distribution state of the afterburner more uniform and the circumferential flame connection performance better.

[0050] As Figure 3As shown, a flow guiding plate 12 is further disposed in the support plate cylinder body 11 of the support plate 1. The flow guiding plate 12 is fixedly connected to the two side walls of the support plate cylinder body 11 to form a stationary flow guiding plate 12, which helps to form a reciprocating gas path inside the support plate cylinder body 11, promoting the uniform distribution and longer residence time of the cooling air flow in the outer bypass area within the support plate cylinder body 11. In a preferred embodiment, the flow guiding plate 12 can also be fixedly connected to the first air extraction cap 13 or the second air extraction cap 14, so that the flow guiding plate 12 rotates with the first air extraction cap 13 or the second air extraction cap 14, which helps to guide the cooling air flow towards the leading edge of the support plate 1, enabling the leading edge of the support plate 1 directly facing the high-temperature oncoming flow to be cooled more sufficiently.

[0051] Preferably, there is an upper gap between the upper end of the flow guiding plate 12 and the inner top wall of the support plate cylinder body 11, or the first air extraction cap 13 or the second air extraction cap 14, or there is a lower gap between the lower end of the flow guiding plate 12 and the inner bottom wall of the support plate cylinder body 11; when the number of the flow guiding plates 12 is not less than two, adjacent flow guiding plates 12 respectively have an upper gap and a lower gap, thereby forcing the cooling air flow to form a "zigzag" gas path inside the support plate cylinder body 1. On the one hand, it improves the utilization efficiency of the cooling air flow and effectively cools the support plate. On the other hand, the cooling air flow flowing to the trailing edge of the support plate 1 and mixing with the fuel already has a sufficient initial temperature, thereby improving the evaporation and mixing degree of the fuel small droplets, and making the initial temperature of the subsequent afterburning higher and the combustion organization more stable.

[0052] As Figure 1 and Figure 3 As shown, preferably, a plurality of jet holes 111 are arranged radially at the trailing edge of the support plate cylinder body 11, and the axis of the jet holes 111 is perpendicular to the oncoming flow direction; the number of the fuel injection rods 2 is at least one, and a plurality of fuel injection holes 211 are arranged radially in the direction of the fuel injection rod 2 facing the wall surface of the support plate cylinder body 11; the number of the jet holes 111 is greater than or equal to the number of the fuel injection holes 211, and a jet hole 111 is coaxially arranged at the outlet of each fuel injection hole 211. There is a certain distance between the fuel injection rod 2 and the inner wall of the support plate cylinder body 11, which can provide sufficient space distance for the mixing of fuel and air, making the oil-gas mixture ejected from the jet holes 111 more uniform, and at the same time enabling all the fuel to be sprayed into the afterburner chamber without coking or ablation in the support plate cylinder body. The jet holes 111 can preferably be circular, elliptical, rectangular or other shapes, or be strip-shaped distributed in the height direction of the support plate to meet the flame stabilization requirements. The arrangements of the jet holes 111 and the fuel injection holes 211 can be uniform, but in a more preferred embodiment, the arrangements of the jet holes 111 and the fuel injection holes 211 should be matched based on local oncoming flow parameters, including oxygen content, flow velocity, etc. to ensure the combustion efficiency.

[0053] Based on the above technical solutions, the present invention has at least the following technical effects: By providing an adjustable air extraction cap at the top of the support plate and a flow guide plate inside the support plate, and utilizing the cavity structure of the support plate, a flow path leading from the outer bypass duct to the inner bypass duct is formed, so as to help the injection holes and the fuel injection holes achieve the fuel injection atomization function and the support plate cooling function through the introduced outer bypass gas; The present invention sets the air extraction cap as a rotatable structure and is equipped with a corresponding actuation mechanism, so that at different rotation angles, the amount of cold air entering the cavity structure is adjusted by using the air extraction cap with a specific shape to meet the atomization requirements under afterburning conditions and the cooling requirements under non-afterburning conditions; The present invention optimizes the adjustment angle of the air extraction cap, and uses a high air extraction volume and high resistance state to meet the flame stabilization and cooling requirements under afterburning conditions, and uses a low resistance state with a low windward area to meet the aerodynamic and cooling requirements under non-afterburning conditions. It can be seen that the integrated device provided by the present invention utilizes its adjustable characteristics and optimized structural design, takes into account the adaptability to multiple working conditions and the degree of integration of the structure, and can better meet the requirements of the new generation of aeroengines.

[0054] Those skilled in the art of the present technology can understand that, unless otherwise defined, all terms used herein, including technical terms and scientific terms, 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 defined in common dictionaries should be understood to have a meaning consistent with the meaning in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless defined as such herein.

[0055] 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 principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An adjustable pneumatic flame-stabilizing integrated strut, characterized in that, Comprising: A strut (1), the strut cylinder body (11) of which extends radially from the inner flow region to the outer flow region. The part of the strut cylinder body (11) located in the inner flow region is provided with air injection holes (111), and the part of the strut cylinder body (11) located in the outer flow region is hinged with a first air extraction cap (13) and a second air extraction cap (14); An oil injection rod (2), which extends radially into the strut cylinder body (11) from the outer flow region. The outer end of the oil injection rod (2) communicates with an oil supply mechanism, and a plurality of oil injection holes (211) are distributively arranged at the inner end; An actuating mechanism (3), which is arranged in the outer flow region and includes a first pull rod (35) with one end hinged to the first air extraction cap (13), a second pull rod (36) with one end hinged to the second air extraction cap (14), an actuating component (31) hinged to the other ends of the first pull rod (35) and the second pull rod (36), and a power source (34) for driving the actuating component (31); Wherein, during the actuation process of the actuating mechanism (3), the angles of the first air extraction cap (13) and the second air extraction cap (14) relative to the strut cylinder body (11) are adjusted synchronously or asynchronously.

2. The adjustable pneumatic flame-stabilizing integrated strut according to claim 1, characterized in that, In the non-afterburning state, the first air extraction cap is adjusted to a first angle of its minimum opening degree, the first angle is between 5 - 15°, and the second air extraction cap is adjusted to a third angle of complete closure; in the maximum afterburning state, the first air extraction cap is adjusted to a second angle of its maximum opening degree, the second angle is between 15 - 75°, the second air extraction cap is adjusted to a fourth angle of its maximum opening degree, and the fourth angle is between 0 - 75°.

3. The adjustable pneumatic flame-stabilizing integrated strut according to claim 1, wherein The first air extraction cap (13) is rotatably arranged on the outer end face of the strut cylinder body (11). The leading edge of the first air extraction cap (13) fits with the leading edge of the strut cylinder body (11), and the rotation axis of the first air extraction cap (13) is parallel to the width direction of the strut cylinder body (11).

4. The adjustable pneumatic flame-stabilizing integrated strut according to claim 3, characterized in that, The second air extraction cap (14) is rotatably arranged axially behind the first air extraction cap (13). The shape of the leading edge of the second air extraction cap (14) fits with the trailing edge of the strut cylinder body (11) or the first air extraction cap (13), and the rotation axis of the second air extraction cap (14) is parallel to the width direction of the strut cylinder body (11).

5. The adjustable pneumatic flame-stabilizing integrated strut according to claim 1, characterized in that, The actuating component (31) further includes: A first actuating cylinder (311), which is hinged to the first pull rod (35), and an internal thread matching with a first screw rod (313) is arranged in the cylinder; A second actuating cylinder (312), which is hinged to the second pull rod (36), and an internal thread matching with a second screw rod (314) or the first screw rod (313) is arranged in the cylinder; Wherein, the first screw rod (313) and the second screw rod (314) can be rotationally driven synchronously or asynchronously by the power source, so as to drive the first actuating cylinder (311) and the second actuating cylinder (312) to move axially.

6. The adjustable pneumatic flame-stabilizing integrated strut according to claim 5, characterized in that, The second actuator cylinder (312) is coaxially arranged axially behind the first actuator cylinder (311). The first screw rod (313) is coaxially sleeved on the outer periphery of the second screw rod (314). The second screw rod (314) is engaged with the second actuator cylinder (312) in a region where its length exceeds that of the first screw rod (313). The power source can drive the first screw rod (313) and the second screw rod (314) to rotate synchronously or asynchronously.

7. The adjustable pneumatic flame-stabilizing integrated strut according to claim 5, characterized in that, A plurality of the support plates (1) are evenly distributed circumferentially inside the afterburner. The actuating mechanism (3) further includes a first transmission member (32) and a second transmission member (33) in an annular structure. The first transmission member (32) and the second transmission member (33) are respectively fixedly connected to a plurality of the first actuator cylinders (311) and the second actuator cylinders (312) in the circumferential direction.

8. The adjustable pneumatic flame-stabilizing integrated strut according to claim 1, wherein The support plate (1) further includes: A deflector plate (12), which is arranged inside the support plate cylinder body (11), fixedly connected to both side walls of the support plate cylinder body (11), or fixedly connected to the first air intake cap (13) or the second air intake cap (14) so that the deflector plate (12) rotates with the first air intake cap (13) or the second air intake cap (14).

9. The adjustable pneumatic flame-stabilizing integrated strut according to claim 8, wherein There is an upper gap between the upper end of the deflector plate (12) and the inner top wall of the support plate cylinder body (11), or the first air intake cap (13) or the second air intake cap (14), or there is a lower gap between the lower end of the deflector plate (12) and the inner bottom wall of the support plate cylinder body (11); when the number of the deflector plates (12) is not less than two, adjacent deflector plates (12) respectively have an upper gap and a lower gap.

10. The adjustable pneumatic flame-stabilizing integrated strut according to claim 1, wherein, A plurality of the jet holes (111) are evenly arranged radially at the trailing edge of the support plate cylinder body (11), and the axes of the jet holes (111) are perpendicular to the oncoming flow direction; the number of the fuel injection rods (2) is at least one, and a plurality of the fuel injection holes (211) are arranged radially in the direction of the fuel injection rod (2) facing the wall surface of the support plate cylinder body (11); the number of the jet holes (111) is greater than or equal to the number of the fuel injection holes (211), and a jet hole (111) is coaxially arranged at the outlet of each fuel injection hole (211).

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