An aeroengine combustion chamber oil and gas input device

Abstract

This invention relates to a fuel-air input device for an aero-engine combustion chamber, comprising an outer casing, a fuel injector, a positioning ring, a guide sleeve, and swirl vanes. One end of the positioning ring is connected to a venturi tube, and the other end is fixedly connected to one end of the outer casing. The other end of the outer casing covers the inlet of the aero-engine combustion chamber. The fuel injector is fitted inside the positioning ring via a guide ball. One end of the guide sleeve is fixedly connected to the outer circumferential surface of the positioning ring, and the venturi tube is housed at the other end of the guide sleeve. One side of the swirl vanes is fixedly connected to the guide sleeve, and the other side of the swirl vanes is close to the inner wall surface of the outer casing. The surface of the outer casing is provided with an air inlet, the surface of the guide sleeve is provided with a first air guide hole, and the surface of the positioning ring is provided with a second air guide hole. Using the technical solution provided by this invention, as the high-speed airflow passes through the guide sleeve and positioning ring, the high-speed airflow is continuously split and refined, and the airflow direction is changed, increasing the diversity of airflow direction, thereby making fuel atomization more complete and improving combustion efficiency.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine technology, and particularly relates to an aero-engine combustion chamber fuel-air input device. Background Technology

[0002] The combustion chamber is a core component of aero-engines. With the continuous upgrading of equipment, the military and civilian fields have put forward higher requirements for the performance of aero-engine combustion chambers. Conventional ignition and combustion methods cannot meet the high performance requirements of combustion chambers in a wide range. In order to make the fuel burn as completely 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-supporting technologies.

[0003] For example, patent document with authorization announcement number "CN109668169B" discloses a plasma-assisted atomizing ignition nozzle for an aero-engine combustion chamber, including an electrode mounting base, a swirler, a cathode atomizing cone, an anode venturi tube, and a cable. The swirler is installed inside the front part of the electrode mounting base, and the swirler and the electrode mounting base together constitute an electrode mounting base with a swirler. The anode venturi tube consists of a constant diameter section and a convergent-divergent section. The electrode mounting base with the swirler is installed at the head of the combustion chamber flame tube. The convergent-divergent section is located inside the combustion chamber flame tube. The combustion chamber flame tube, the anode venturi tube, the electrode mounting base with the swirler, and the cathode atomizing 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 passes through the combustion chamber flame tube and the electrode mounting base in sequence and is connected to the outer wall of the constant diameter section. This patented technology shortens the ignition delay time by using a specialized plasma-assisted atomizing ignition nozzle. However, the atomization process of fuel is essentially a process of dispersing liquid fuel into tiny droplets through a high-speed airflow. The more fully the fuel is atomized, the higher the combustion efficiency. However, in existing technologies, the atomization process of fuel generally uses only a high-speed airflow to atomize liquid fuel in one direction, which cannot fully disperse the liquid fuel, affecting the atomization effect and hindering further improvement in combustion efficiency. Summary of the Invention

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

[0005] This invention provides an air-fuel input device for an aero-engine combustion chamber, comprising an outer casing, a fuel injector, a positioning ring, a guide sleeve, and swirl vanes. One end of the positioning ring is connected to a venturi tube, and the other end of the positioning ring is fixedly connected to one end of the outer casing. The other end of the outer casing covers the inlet of the aero-engine combustion chamber. The fuel injector is fitted inside the positioning ring via a guide ball. One end of the guide sleeve is fixedly connected to the outer circumferential surface of the positioning ring. The venturi tube is accommodated in the other end of the guide sleeve. A first swirl chamber is formed between the guide sleeve and the inner wall of the outer casing. A second swirl chamber is formed between the guide sleeve, the positioning ring, and the venturi tube. One side of the swirl vanes is fixedly connected to the guide sleeve, and the other side of the swirl vanes is close to the inner wall of the outer casing. The surface of the outer casing is provided with a plurality of air inlets. A first air guide hole is provided between the first and second swirl chambers, and a second air guide hole is provided between the second swirl chamber and the venturi tube.

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

[0007] The outer cover is shaped like a truncated cone, and the angle between the central axis of the air intake and the central axis of the fuel injector is 0° to 90°.

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

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

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

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

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

[0013] The gap between the swirl blades and the inner wall of the outer casing does not exceed 0.6 mm.

[0014] The swirl blades are generally in the shape of an arc-shaped thin plate.

[0015] The beneficial effects of this invention are as follows: Using the technical solution provided by this invention, the high-speed airflow first enters the first swirl chamber through the air inlet. Inside the first combustion chamber, it continuously collides and bounces with the swirl blades, changing the flow direction of part of the airflow and thus undergoing a first swirl treatment. Then, the high-speed airflow enters the second swirl chamber through the first air guide hole. The airflow continuously collides and bounces with the inner wall of the second swirl chamber, undergoing a second swirl treatment. Finally, the high-speed airflow enters the combustion chamber through the second air guide hole. Since the fuel injector is fitted into the positioning ring by a guide ball, the fuel injection flow direction can continuously change. When the fuel jet mixes with the airflow from the second air guide hole, their relative flow directions continuously change, resulting in more complete fuel atomization, improved atomization effect, and increased combustion efficiency. Attached Figure Description

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

[0017] Figure 2 It is along the present invention Figure 1 A sectional view cut along plane AA.

[0018] Figure 3 This is an isometric view of the outer casing of the present invention;

[0019] Figure 4 This is an isometric view of the positioning ring of the present invention;

[0020] Figure 5 This is an isometric view of the flow guide sleeve of the present invention;

[0021] Figure 6 This is an isometric view of the swirl blade of the present invention.

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

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

[0024] This invention provides an air-fuel input device for an aircraft engine combustion chamber, such as... Figures 1 to 6As shown, the device includes an outer casing 1, a fuel injector 2, a positioning ring 3, a guide 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 outer casing 1. The other end of the outer casing 1 covers the inlet of the combustion chamber of the aero-engine. The fuel injector 2 is fitted inside the positioning ring 3 through a guide ball 7. One end of the guide sleeve 4 is fixedly connected to the outer circumferential surface of the positioning ring 3. The venturi tube 6 is accommodated in the other end of the guide sleeve 4. A first swirl chamber 8 is formed between the guide sleeve 4 and the inner wall of the outer casing 1. A second swirl chamber 9 is formed between the guide sleeve 4, the positioning ring 3, and the venturi tube 6. One side of the swirl vane 5 is fixedly connected to the guide sleeve 4, and the other side of the swirl vane 5 is close to the inner wall of the outer casing 1. The surface of the outer casing 1 is provided with several air inlets 10. 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 between the second swirl chamber 9 and the venturi tube 6.

[0025] Using the technical solution provided by this invention, the high-speed airflow first enters the first swirl chamber through the air inlet. Inside the first combustion chamber, it continuously collides and bounces with the swirl blades, changing the flow direction of part of the airflow. This causes the high-speed airflow to undergo a first swirl treatment. Then, the high-speed airflow enters the second swirl chamber through the first air guide hole. The airflow continuously collides and bounces with the inner wall of the second swirl chamber, causing the high-speed airflow to undergo a second swirl treatment. Finally, the high-speed airflow enters the combustion chamber through the second air guide hole. Since the fuel injector is fitted into the positioning ring through the guide ball, the fuel injection flow direction can continuously change. When the fuel jet mixes with the airflow from the second air guide hole, the relative flow direction of the two continuously changes, thereby making the fuel atomization more complete, improving the atomization effect, and increasing the combustion efficiency.

[0026] Specifically, the air intake holes 10 are arranged in a circular array on the surface of the outer cover 1 with the central axis of the fuel injector 2 as the center of rotation, and the positions of any two adjacent air intake holes 10 are staggered with each other in the axial direction of the fuel injector 2. The outer cover 1 is in the shape of a frustum cone, and the angle between the central axis of the air intake holes 10 and the central axis of the fuel injector 2 is 0° to 90°.

[0027] Furthermore, the first air guide holes 11 are arranged in a circular array on the surface of the flow guide sleeve 4 with the central axis of the fuel injector 2 as the center of rotation, and the positions of any two adjacent first air guide holes 11 are staggered with each other in the axial direction of the fuel injector 2. The angle between the central axis of the first air guide holes 11 and the central axis of the fuel injector 2 is 0° to 90°.

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

[0029] By employing the technical solution of this invention, the positions of any two adjacent air intake holes 10 are staggered in the axial direction of the fuel injector 2, the positions of any two adjacent first air guide holes 11 are staggered in the axial direction of the fuel injector 2, and the positions of any two adjacent second air guide holes 12 are staggered in the axial direction of the fuel injector 2. This increases the diversity of high-speed airflow direction, enabling the high-speed airflow to atomize fuel from multiple directions, thereby improving the atomization effect and increasing combustion efficiency.

[0030] Furthermore, the diameters of the air intake 10, the first air guide 11, and the second air guide 12 gradually decrease in that order. Preferably, the number of air intakes 10, the first air guide 11, and the second air guide 12 is 12 or more, which splits the high-speed airflow into multiple airflows flowing in different directions. These multiple airflows atomize the fuel jet from multiple different directions, thereby improving the atomization effect and increasing combustion efficiency.

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

[0032] Furthermore, the gap between the swirl vane 5 and the inner wall of the outer casing 1 does not exceed 0.6 mm. The gap between the venturi tube 6 and the inner wall of the guide sleeve 4 does not exceed 0.6 mm. The swirl vane 5 is generally an arc-shaped thin plate. Using the technical solution of this invention, a portion of the high-speed airflow can also flow into the combustion chamber through the gaps between the swirl vane 5 and the inner wall of the outer casing 1, and between the venturi tube 6 and the inner wall of the guide sleeve 4. This effectively allows the airflow to atomize the fuel jet in two directions, improving the atomization effect and increasing combustion efficiency.

Claims

1. A fuel-air input device for an aircraft engine combustion chamber, characterized in that: The system includes an outer casing (1), a fuel injector (2), a positioning ring (3), a flow guide sleeve (4), and swirl vanes (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 outer casing (1). The other end of the outer casing (1) covers the inlet of the combustion chamber of the aircraft engine. The fuel injector (2) is fitted inside the positioning ring (3) via a guide ball (7). One end of the flow guide sleeve (4) is fixedly connected to the outer circumferential surface of the positioning ring (3). The venturi tube (6) is accommodated at the other end of the flow guide sleeve (4), and the flow guide sleeve (5) 4) A first vortex chamber (8) is formed between the outer cover (1) and the inner wall surface of the outer cover (1). A second vortex chamber (9) is formed between the guide sleeve (4), the positioning ring (3), and the venturi tube (6). One side of the vortex blade (5) is fixedly connected to the guide sleeve (4), and the other side of the vortex blade (5) is close to the inner wall surface of the outer cover (1). The surface of the outer cover (1) is provided with a plurality of air inlets (10). A first air guide hole (11) is provided between the first vortex chamber (8) and the second vortex chamber (9). A second air guide hole (12) is provided on the venturi tube (6). The first air guide hole (11) is arranged in a circular array on the surface of the flow guide sleeve (4) with the central axis of the fuel 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 fuel injector (2). The second air guide hole (12) is arranged in a circular array on the Venturi tube (6) with the central axis of the fuel 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 fuel injector (2). The diameters of the air inlet (10), the first air guide hole (11), and the second air guide hole (12) gradually decrease in sequence.

2. The fuel-air input device for an aero-engine combustion chamber as described in claim 1, characterized in that: The air inlets (10) are arranged in a circular array on the surface of the outer cover (1) with the central axis of the fuel injector (2) as the center of rotation, and the positions of any two adjacent air inlets (10) are staggered with each other in the axial direction of the fuel injector (2).

3. The fuel-air input device for an aero-engine combustion chamber as described in claim 2, characterized in that: The outer cover (1) is in the shape of a frustum cone, and the angle between the central axis of the air inlet (10) and the central axis of the fuel injector (2) is 0° to 90°.

4. The fuel-air input device for an aero-engine combustion chamber as described in claim 1, characterized in that: The angle between the central axis of the first air guide hole (11) and the central axis of the fuel injector (2) is 0° to 90°.

5. The fuel-air input device for an aero-engine combustion chamber as described in claim 1, characterized in that: The angle between the central axis of the second air guide hole (12) and the central axis of the fuel injector (2) is 0° to 90°.

6. The fuel-air input device for an aero-engine combustion chamber as described in claim 1, characterized in that: The gap between the swirl blade (5) and the inner wall of the outer cover (1) does not exceed 0.6 mm.

7. The fuel-air input device for an aircraft engine combustion chamber as described in claim 1, characterized in that: The swirl blade (5) is an arc-shaped thin plate.

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