Oil and gas input device of aero-engine combustion chamber

Abstract

The invention relates to an aero-engine combustion chamber oil gas input device which comprises an outer cover, an oil spray nozzle, a positioning ring, a flow guide sleeve and swirl vanes, one end of the positioning ring is communicated with a venturi tube, the other end of the positioning ring is fixedly connected with one end of the outer cover, and the other end of the outer cover covers an input port of an aero-engine combustion chamber. One end of the flow guide sleeve is fixedly connected to the peripheral face of the positioning ring, the venturi tube is contained at the other end of the flow guide sleeve, one side of the swirl vane is fixedly connected with the flow guide sleeve, the other side of the swirl vane is close to the inner wall face of the outer cover, an air inlet hole is formed in the surface of the outer cover, and a first air guide hole is formed in the surface of the flow guide sleeve. A second air guide hole is formed in the surface of the positioning ring. By the adoption of the technical scheme, in the process that high-speed airflow flows through the flow guide sleeve and the positioning ring, the high-speed airflow is continuously divided and refined, the flowing direction of the airflow is changed, the flowing direction diversity of the airflow is improved, then fuel oil atomization is more sufficient, and the combustion efficiency is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aeroengines, and particularly relates to an oil and gas input device for an aeroengine combustion chamber. Background Art

[0002] The combustion chamber is a core component of an aeroengine. With the continuous upgrading of equipment, higher requirements are put forward for the performance of the aeroengine combustion chamber in both military and civilian fields. For the conventional ignition and combustion method, it cannot meet the high-performance requirements of the combustion chamber in a large range. In order to make the fuel burn as fully as possible in the combustion chamber and improve the thermal energy conversion efficiency during combustion, domestic and foreign counterparts have carried out in-depth and extensive research on combustion assistance technologies.

[0003] For example, the patent document with the authorization announcement number "CN109668169B" discloses a plasma-assisted atomization ignition nozzle for an aeroengine combustion chamber, which includes an electrode mounting seat, a swirler, a cathode atomization cone, an anode venturi tube, and a cable. The swirler is installed inside the front part of the electrode mounting seat, and the swirler and the electrode mounting seat together form an electrode mounting seat with a swirler. The anode venturi tube consists of an equal-diameter section and a converging-diverging section. The electrode mounting seat with a swirler is installed at the inner head of the combustion chamber flame tube, and the converging-diverging section is located inside the combustion chamber flame tube. The combustion chamber flame tube, the anode venturi tube, the electrode mounting seat with a swirler, and the cathode atomization cone are all coaxially arranged. The upper end of the cable is installed on the combustion chamber flame tube, and the lower end of the cable sequentially passes through the combustion chamber flame tube and the electrode mounting seat and then is connected to the outer wall of the equal-diameter section. With the technical solution of this patent, by setting a special plasma-assisted atomization ignition nozzle, the ignition delay time is shortened. However, the fuel atomization process is essentially a process of dispersing liquid fuel into tiny droplets by high-speed air flow. The more fully the fuel is atomized, the higher the combustion efficiency. In the prior art, for the fuel atomization process, generally only one high-speed air flow is used to atomize the liquid fuel along one direction, which cannot fully disperse the liquid fuel, affecting the atomization effect and further improvement of the combustion efficiency. Summary of the Invention

[0004] To solve the above technical problems, the present invention provides an oil and gas input device for an aeroengine combustion chamber.

[0005] The present invention provides an air-oil input device for an aeroengine combustion chamber, which comprises an outer cover, an injector, a positioning ring, a flow guide sleeve and a swirl vane. One end of the positioning ring is communicated with a venturi tube, and the other end of the positioning ring is fixedly connected with one end of the outer cover. The other end of the outer cover covers the input port of the aeroengine combustion chamber. The injector is sleeved in the positioning ring through a guide ball. One end of the flow guide sleeve is fixedly connected to the outer peripheral surface of the positioning ring. The venturi tube is accommodated in the other end of the flow guide sleeve, and a first swirl chamber is formed around between the flow guide sleeve and the inner wall surface of the outer cover. A second swirl chamber is formed around between the flow guide sleeve, the positioning ring and the venturi tube. One side of the swirl vane is fixedly connected with the flow guide sleeve, and the other side of the swirl vane is close to the inner wall surface of the outer cover. A plurality of air inlet holes are arranged on the surface of the outer cover. A first air guide hole is arranged between the first swirl chamber and the second swirl chamber, and a second air guide hole is arranged in the second swirl chamber and the venturi tube.

[0006] The air inlet holes are distributed on the surface of the outer cover in a circumferential array with the central axis of the injector as the rotation center, and the positions of any two adjacent air inlet holes are staggered with each other in the axial direction of the injector.

[0007] The outer cover is in the shape of a frustum of a cone as a whole, and the inclination angle between the central axis of the air inlet hole and the central axis of the injector is 0° to 90°.

[0008] The first air guide holes are distributed on the surface of the flow guide sleeve in a circumferential array with the central axis of the injector as the rotation center, and the positions of any two adjacent first air guide holes are staggered with each other in the axial direction of the injector.

[0009] The inclination angle between the central axis of the first air guide hole and the central axis of the injector is 0° to 90°.

[0010] The second air guide holes are distributed on the surface of the flow guide sleeve in a circumferential array with the central axis of the injector as the rotation center, and the positions of any two adjacent second air guide holes are staggered with each other in the axial direction of the injector.

[0011] The inclination angle between the central axis of the second air guide hole and the central axis of the injector is 0° to 90°.

[0012] The aperture diameters of the air inlet holes, the first air guide holes and the second air guide holes gradually decrease in sequence.

[0013] The gap between the swirl vane and the inner wall surface of the outer cover does not exceed 0.6 mm.

[0014] The swirl vane is in the shape of an arc-shaped thin plate as a whole.

[0015] The beneficial effects of the present invention are as follows: By adopting the technical solution provided by the present invention, the high-speed air flow first enters the first swirl chamber through the air inlet hole, continuously collides and rebounds with the swirl blades in the first combustion chamber, changing the flow direction of part of the air flow, so that the high-speed air flow undergoes the first swirl treatment. Then, the high-speed air flow enters the second swirl chamber through the first air guide hole, and the air flow continuously collides and rebounds with the inner wall surface of the second swirl chamber, so that the high-speed air flow undergoes the second swirl treatment. Finally, the high-speed air flow enters the combustion chamber through the second air guide hole. Since the fuel injector is sleeved in the positioning ring through the guiding ball, the flowing direction of the fuel injection can be continuously changed. When the fuel jet mixes with the air flow from the second air guide hole, the relative flowing direction of the two continuously changes, thereby making the fuel atomization more sufficient, improving the atomization effect, and enhancing the combustion efficiency. Brief Description of the Drawings

[0016] Figure 1 is the front view of the present invention;

[0017] Figure 2 is the sectional view taken along the A-A plane in the present invention Figure 1 ;

[0018] Figure 3 is the axonometric view of the outer cover of the present invention;

[0019] Figure 4 is the axonometric view of the positioning ring of the present invention;

[0020] Figure 5 is the axonometric view of the flow guide sleeve of the present invention;

[0021] Figure 6 is the axonometric view of the swirl blade of the present invention.

[0022] In the figure: 1 - outer cover, 2 - fuel injector, 3 - positioning ring, 4 - flow guide sleeve, 5 - swirl blade, 6 - venturi tube, 7 - guiding ball, 8 - first swirl chamber, 9 - second swirl chamber, 10 - air inlet hole, 11 - first air guide hole, 12 - second air guide hole. Detailed Embodiments

[0023] The technical solution of the present invention will be further described below in conjunction with the accompanying drawings, but the claimed protection scope is not limited thereto;

[0024] The present invention provides an oil and gas input device for an aeroengine combustion chamber, as Figures 1 to 6As shown in the figure, it includes a housing 1, an injector 2, a positioning ring 3, a deflector sleeve 4 and a swirl vane 5. One end of the positioning ring 3 is connected to a venturi tube 6, and the other end of the positioning ring 3 is fixedly connected to one end of the housing 1. The other end of the housing 1 covers the input port of the aero-engine combustion chamber. The injector 2 is sleeved in the positioning ring 3 through a guide ball 7. One end of the deflector sleeve 4 is fixedly connected to the outer peripheral surface of the positioning ring 3. The venturi tube 6 is received in the other end of the deflector sleeve 4. And a first swirl chamber 8 is formed around between the deflector sleeve 4 and the inner wall surface of the housing 1. A second swirl chamber 9 is formed around between the deflector sleeve 4, the positioning ring 3 and the venturi tube 6. One side of the swirl vane 5 is fixedly connected to the deflector sleeve 4, and the other side of the swirl vane 5 is close to the inner wall surface of the housing 1. A plurality of air inlet holes 10 are provided on the surface of the housing 1. A first air guide hole 11 is provided between the first swirl chamber 8 and the second swirl chamber 9. A second air guide hole 12 is provided in the second swirl chamber 9 and the venturi tube 6.

[0025] Adopting the technical solution provided by the present invention, the high-speed air flow first enters the first swirl chamber through the air inlet holes, continuously collides and rebounds with the swirl vane in the first combustion chamber, changing the flow direction of part of the air flow, so that the high-speed air flow undergoes the first swirl treatment. Then, the high-speed air flow enters the second swirl chamber through the first air guide hole. The air flow continuously collides and rebounds with the inner wall surface of the second swirl chamber, so that the high-speed air flow undergoes the second swirl treatment. Finally, the high-speed air flow enters the combustion chamber through the second air guide hole. Since the injector is sleeved in the positioning ring through the guide ball, the flowing direction of the fuel injection can be continuously changed. When the fuel jet mixes with the air flow from the second air guide hole, the relative flowing direction of the two continuously changes, so that the fuel atomization is more sufficient, the atomization effect is improved, and the combustion efficiency is increased.

[0026] Specifically, the air inlet holes 10 are distributed on the surface of the housing 1 in a circumferential array with the central axis of the injector 2 as the rotation center, and the positions of any two adjacent air inlet holes 10 are staggered with each other in the axial direction of the injector 2. The housing 1 is in the shape of a truncated cone as a whole, and the included angle between the central axis of the air inlet hole 10 and the central axis of the injector 2 is 0° to 90°.

[0027] In addition, the first air guide holes 11 are distributed on the surface of the deflector sleeve 4 in a circumferential array with the central axis of the injector 2 as the rotation center, and the positions of any two adjacent first air guide holes 11 are staggered with each other in the axial direction of the injector 2. The included angle between the central axis of the first air guide hole 11 and the central axis of the injector 2 is 0° to 90°.

[0028] Furthermore, the second air guide holes 12 are distributed on the surface of the deflector sleeve 4 in a circumferential array with the central axis of the injector 2 as the rotation center, and the positions of any two adjacent second air guide holes 12 are staggered with each other in the axial direction of the injector 2. The included angle between the central axis of the second air guide hole 12 and the central axis of the injector 2 is 0° to 90°.

[0029] By adopting the technical solution of the present invention, by setting the positions of any two adjacent intake holes 10 to be staggered with each other in the axial direction of the fuel injector 2, the positions of any two adjacent first air guide holes 11 to be staggered with each other in the axial direction of the fuel injector 2, and the positions of any two adjacent second air guide holes 12 to be staggered with each other in the axial direction of the fuel injector 2, the diversity of the flow direction of the high-speed air flow is increased, so that the high-speed air flow can atomize the fuel from multiple directions, thereby improving the atomization effect and increasing the combustion efficiency.

[0030] In addition, the aperture diameters of the intake holes 10, the first air guide holes 11, and the second air guide holes 12 gradually decrease in sequence. Preferably, the number of the intake holes 10, the first air guide holes 11, and the second air guide holes 12 is more than 12, so that the high-speed air flow is divided into multiple air flows flowing along different directions, and the multiple air flows atomize the fuel jet from multiple different directions, thereby improving the atomization effect and increasing the combustion efficiency.

[0031] Specifically, the aperture diameter of the intake hole 10 is 15 mm to 17 mm. The aperture diameter of the first air guide hole 11 is 7 mm to 9 mm. The aperture diameter of the second air guide hole 12 is 1 mm to 2 mm.

[0032] Furthermore, the gap between the swirl vane 5 and the inner wall surface of the outer casing 1 does not exceed 0.6 mm. The gap between the venturi tube 6 and the inner wall surface of the guide sleeve 4 does not exceed 0.6 mm. The swirl vane 5 as a whole is in the shape of an arc-shaped thin plate. By adopting the technical solution of the present invention, a part of the high-speed air flow can also flow into the combustion chamber through the gap between the swirl vane 5 and the inner wall surface of the outer casing 1 and the gap between the venturi tube 6 and the inner wall surface of the guide sleeve 4, which is equivalent to enabling the air flow to atomize the fuel jet along two more directions, improving the atomization effect and increasing the combustion efficiency.

Claims

1. An air-fuel input device for an aero-engine combustion chamber, characterized in that: It includes a housing (1), an injector (2), a positioning ring (3), a flow guide sleeve (4) and a swirl vane (5). One end of the positioning ring (3) is communicated with a venturi tube (6), and the other end of the positioning ring (3) is fixedly connected to one end of the housing (1). The other end of the housing (1) covers the input port of the aero-engine combustion chamber. The injector (2) is sleeved in the positioning ring (3) through a guide ball (7). One end of the flow guide sleeve (4) is fixedly connected to the outer peripheral surface of the positioning ring (3). The venturi tube (6) is received in the other end of the flow guide sleeve (4), and a first swirl chamber (8) is formed around between the flow guide sleeve (4) and the inner wall surface of the housing (1). A second swirl chamber (9) is formed around between the flow guide sleeve (4), the positioning ring (3) and the venturi tube (6). One side of the swirl vane (5) is fixedly connected to the flow guide sleeve (4), and the other side of the swirl vane (5) is close to the inner wall surface of the housing (1). A plurality of air inlets (10) are provided on the surface of the housing (1). A first air guide hole (11) is provided between the first swirl chamber (8) and the second swirl chamber (9), and a second air guide hole (12) is provided in the second swirl chamber (9) and the venturi tube (6).

2. The fuel and gas input device for an aeroengine combustion chamber according to claim 1, wherein: The air inlets (10) are distributed on the surface of the housing (1) in a circumferential array with the central axis of the injector (2) as the rotation center, and the positions of any two adjacent air inlets (10) are staggered with each other in the axial direction of the injector (2).

3. The fuel and gas input device for an aero-engine combustion chamber according to claim 2, wherein: The housing (1) is in the shape of a frustum of a cone as a whole, and the inclination angle between the central axis of the air inlet (10) and the central axis of the injector (2) is 0° to 90°.

4. The fuel-air input device for an aeroengine combustion chamber according to claim 1, wherein: The first air guide holes (11) are distributed on the surface of the flow guide sleeve (4) in a circumferential array with the central axis of the injector (2) as the rotation center, and the positions of any two adjacent first air guide holes (11) are staggered with each other in the axial direction of the injector (2).

5. The fuel and gas input device for an aero-engine combustion chamber according to claim 4, wherein: The inclination angle between the central axis of the first air guide hole (11) and the central axis of the injector (2) is 0° to 90°.

6. The fuel and gas input device for an aero-engine combustion chamber according to claim 1, characterized in that: The second air guide holes (12) are distributed on the surface of the flow guide sleeve (4) in a circumferential array with the central axis of the injector (2) as the rotation center, and the positions of any two adjacent second air guide holes (12) are staggered with each other in the axial direction of the injector (2).

7. The fuel and gas input device for an aeroengine combustion chamber according to claim 6, wherein: The inclination angle between the central axis of the second air guide hole (12) and the central axis of the injector (2) is 0° to 90°.

8. An air-fuel input device for an aeroengine combustion chamber according to claim 1, characterized in that: The aperture diameters of the air inlets (10), the first air guide holes (11) and the second air guide holes (12) gradually decrease in sequence.

9. The fuel and gas input device for an aeroengine combustion chamber according to claim 1, characterized in that: The gap between the swirl vane (5) and the inner wall surface of the housing (1) does not exceed 0.6 mm.

10. The fuel-air input device for an aeroengine combustion chamber according to claim 1, characterized in that: The swirl vane (5) is in the shape of an arc-shaped thin plate as a whole.

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