Dual-fuel afterburner without inner duct stabilizer

Abstract

According to the dual-fuel afterburner without the inner duct stabilizer, an oil injection rod and an air injection rod are arranged in a supporting plate with a cavity structure, an oil injection nozzle and an air injection nozzle which are communicated are formed in the wall face of the supporting plate, and cooperative combustion of gas fuel and liquid fuel is achieved. According to the afterburner, a stable ignition source is provided through the characteristic that gas fuel is easy to burn, efficient and stable combustion is achieved in cooperation with fuel injection, and therefore a traditional inner duct stabilizer is omitted, the weight of the afterburner is remarkably reduced, and weight reduction and performance optimization of the afterburner are achieved. Evaporative flame stabilizers distributed in the circumferential direction are arranged in the outer duct area to achieve stable combustion of airflow in the outer duct, and flame stability and cross flame performance are guaranteed in cooperation with the supporting plates of the inner duct and fuel gas sprayed out of the supporting plates.

Description

Technical Field

[0001] The present disclosure relates to the technical field of afterburner combustion chambers for aircraft engines, and in particular to a dual-fuel afterburner combustion chamber without an internal stabilizer. Background Art

[0002] In traditional afterburner combustion chambers, in the face of high-speed incoming flow, in order to achieve stable flame combustion, the low-speed reflow zone formed by the trailing edge of the flame stabilizer is usually used as a stable ignition source to continuously ignite the oil-gas mixture and achieve a stable afterburner combustion process. However, while the flame stabilizer improves flame stability, it also brings about a considerable total pressure loss. At the same time, the increasingly complex flame stabilizer structure also brings about a significant increase in weight, which cannot meet the needs of the new generation of aircraft engines to reduce weight and increase thrust. Therefore, it is urgent to develop new afterburner combustion technology.

[0003] At present, with the continuous improvement of parameters such as the turbine pre-temperature and intake flow rate of advanced aircraft engines, the inlet parameters of the afterburner also increase accordingly, bringing increasingly difficult flame stabilization challenges. In response to this, some researchers have proposed a technical route of using a dual-fuel afterburner, hoping to use the higher flame propagation speed of gas fuel to achieve stable ignition in high-speed incoming flow, thereby igniting the liquid fuel and helping it burn.

[0004] One way to realize a dual-fuel afterburner is to use hydrogen as fuel and utilize a combination of multiple stabilizers, especially through an inner channel stabilizer and hydrogen to stabilize the combustion. However, this implementation path still requires carrying an inner channel stabilizer, and even requires carrying an additional set of hydrogen storage, flow and injection systems, which brings additional weight. In addition, hydrogen is prone to technical problems such as local deflagration and poor cross-flame performance due to its fast combustion speed. Another way to realize a dual-fuel afterburner is to use a hydrocarbon mixture as fuel and promote flame stabilization by lateral injection into the fuel-air mixing section. However, after the gas is injected laterally, it cannot be fully mixed with the air-fuel mixture in a short time, which will cause the side wall temperature in some areas to be too high and the temperature field to be uneven, which will lead to the problem of unstable combustion. Summary of the invention

[0005] In response to the above problems, this patent proposes a dual-fuel afterburner that eliminates the internal duct stabilizer, constructs the support plate as a dual-fuel injection device for gas fuel and fuel oil, utilizes the flammable properties of gas fuel to provide a stable ignition source and assists in increasing the temperature of the afterburner, thereby optimizing the combustion stability of the fuel, and eliminating the related structure of the internal duct stabilizer, greatly reducing the weight of the afterburner.

[0006] The present invention provides a dual-fuel afterburner chamber without an internal channel stabilizer, comprising:

[0007] The strut is of a cavity structure and is fixedly arranged between the center cone and the splitter ring. An oil injection rod and a gas injection rod are arranged inside. A plurality of fuel nozzles communicating with the oil injection rod and a plurality of gas nozzles communicating with the gas injection rod are arranged on the wall surface, and a plurality of the struts are evenly distributed in the circumferential direction.

[0008] The outer duct evaporative flame stabilizer is of an annular structure and is arranged in the outer duct area of the afterburner.

[0009] The fuel supply system is arranged in the outer duct area and includes an inner duct fuel transfer ring for supplying fuel to the oil injection rod and an outer duct fuel transfer ring for supplying fuel to the outer duct evaporative flame stabilizer; and

[0010] The gas supply system supplies high-speed gas to the gas injection rod.

[0011] Preferably, a plurality of the fuel nozzles are arranged radially at the trailing edge of the strut, a plurality of the gas nozzles are arranged radially at the trailing edge of the strut and are located on the side of the fuel nozzles away from the oncoming flow, and the fuel injection direction of the fuel nozzles and the gas injection direction of the gas nozzles are both perpendicular to the oncoming flow direction.

[0012] Preferably, the fuel nozzles and the gas nozzles respectively spray fuel and the high-speed gas. After the temperature of the inner duct air flow is higher than the temperature at which the fuel transported to the trailing edge of the strut can achieve self-ignition, the fuel nozzles continue to spray fuel while the gas nozzles stop spraying the high-speed gas.

[0013] Preferably, the outer duct evaporative flame stabilizer includes:

[0014] The stabilizing groove is of an integral ring structure distributed in the outer duct area. In the cross-section perpendicular to the circumferential direction, the stabilizing groove is in a U shape with an opening expanding backward, and a plurality of air inlet holes are arranged on the windward surface;

[0015] The evaporation tube is arranged on the leeward surface of the stabilizing groove and is of a ring tube structure, and a plurality of outlet holes are arranged on its wall surface; and

[0016] The fuel nozzle has its front end connected to the outer duct fuel transfer ring and its rear end leading fuel into the evaporation tube.

[0017] Preferably, the splitter ring terminates at the same circumferential position at the trailing edge end of the stabilizing groove.

[0018] Preferably, the included angle between the length direction of the strut extending from the inside to the outside and the oncoming flow direction is 100 - 115°.

[0019] Preferably, the included angle between the length direction of the strut extending from the inside to the outside and the oncoming flow direction is 65 - 80°, and an annular groove is formed on the surface of the center cone near the trailing edge of the strut.

[0020] Preferably, the gas supply system includes a tank disposed inside the central cone and a gas supply pipe connecting the tank to the jet rod. The prefabricated quick-burning gas is stored in the tank, and the quick-burning gas is composed of 25%-45% hydrogen, 25%-55% carbon monoxide, and the balance gas including acetylene, carbon dioxide, water vapor, and methane.

[0021] Preferably, the gas supply system includes an airborne auxiliary combustion chamber. The auxiliary combustion chamber extracts air from the core airflow of the aeroengine and burns fuel under a rich combustion condition to generate the quick-burning gas. The outlet of the auxiliary combustion chamber is communicated with the gas supply pipe.

[0022] Preferably, in the non-afterburning state, the fuel supply in the auxiliary combustion chamber stops, and the air is continuously extracted from the core airflow of the aeroengine to supply the gas supply pipe.

[0023] Based on the above technical solutions, the present invention adopts a strut integrated with a dual-fuel injection function. An oil injection rod and a jet rod are arranged in the strut with a cavity structure, and an oil injection nozzle and a jet nozzle communicating with each other are opened on the wall surface. The flammable characteristics of the gaseous fuel are utilized to provide a stable ignition source and increase the combustion temperature, and high-efficiency and stable combustion is achieved in cooperation with fuel injection, thereby eliminating the traditional inner duct stabilizer. An evaporative flame stabilizer distributed circumferentially is arranged in the outer duct region to realize ignition and combustion in the outer duct, and the strut in the inner duct is cooperated to improve the flame stability and flame linking performance. The present invention utilizes the gas to promote the ignition and stable combustion of the fuel, can omit the relevant structures of the inner duct stabilizer while ensuring the combustion stability, significantly reduces the weight of the afterburner, and realizes the weight reduction and performance optimization of the afterburner. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a front view structural schematic diagram of a dual-fuel afterburner without an inner duct stabilizer provided by the present invention;

[0025] Figure 2 It is a sectional structural schematic diagram of the strut of a dual-fuel afterburner without an inner duct stabilizer provided by the present invention along Figure 1 the A-A plane in the figure;

[0026] Figure 3 It is a sectional structural schematic diagram of an embodiment of a dual-fuel afterburner without an inner duct stabilizer provided by the present invention;

[0027] Figure 4 It is a side rear view structural schematic diagram of a dual-fuel afterburner without an inner duct stabilizer provided by the present invention;

[0028] Figure 5Schematic cross-sectional structure diagram of another embodiment of a dual-fuel afterburner without an inner-channel stabilizer provided by the present invention;

[0029] Figure 6 Schematic structure diagram of another embodiment of a dual-fuel afterburner without an inner-channel stabilizer provided by the present invention from a rear-side angle;

[0030] In the figure:

[0031] 1 - strut, 11 - fuel injection rod, 111 - fuel injector, 12 - jet rod, 121 - jet nozzle;

[0032] 2 - gas supply system, 21 - tank, 22 - gas supply pipe;

[0033] 3 - center cone, 31 - annular groove;

[0034] 4 - flow splitting ring;

[0035] 5 - outer-channel evaporative flame stabilizer, 51 - stabilizing groove, 511 - air inlet hole, 52 - evaporation tube, 53 - fuel nozzle;

[0036] 6 - fuel supply system, 61 - inner-channel fuel delivery ring, 62 - outer-channel fuel delivery ring. Specific embodiments

[0037] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings:

[0038] 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 is thorough and complete, and will fully convey the scope of the present invention to those skilled in the art.

[0039] As Figures 1-6 shown, the present invention provides a dual-fuel afterburner without an inner-channel stabilizer, which includes a strut 1 for ejecting fuel and an outer-channel evaporative flame stabilizer 5, as well as a fuel supply system 6 and a gas supply system 2 for supplying dual fuels.

[0040] The structural optimization of the inner duct area in the afterburner is mainly reflected in the strut 1: The strut 1 is fixedly arranged between the center cone 3 and the splitter ring 4, playing a basic structural support role. On this basis, the present invention sets the strut 1 as a cavity structure, which can not only greatly reduce the weight, but also can arrange the fuel injection rod 11 and the gas injection rod 12 inside the strut 1. Further, by arranging a plurality of fuel injection nozzles 111 communicated with the fuel injection rod 11 and a plurality of gas injection nozzles 121 communicated with the gas injection rod 12 on the wall surface, the strut can further play the role of injecting dual fuels. This structure that accommodates the fuel injection rod 11 and the gas injection rod 12 inside the strut 1 can effectively reduce the influence of the high-temperature oncoming flow on the fuel supply system, and can effectively avoid technical problems such as ablation and coking caused by high temperature by introducing cooling air from the outer duct into the strut 1. And a plurality of struts 1 are evenly distributed in the circumferential direction in the inner region of the afterburner, so that the fuel and gas ejected from the strut 1 can also be evenly distributed in the entire circumferential region of the afterburner, effectively improving the temperature distribution uniformity of the afterburning. For the outer duct area, the present invention adopts an outer duct evaporative flame stabilizer 5. The annular outer duct evaporative flame stabilizer 5 not only ensures the successful ignition of the outer duct under the low-temperature and low-speed environment, but also further improves the flame linking performance in the circumferential direction through the circumferential distribution (15 - 25) of the outer duct evaporative flame stabilizer 5.

[0041] On the basis of constructing the dual-fuel ejection assembly composed of the strut 1 and the outer duct evaporative flame stabilizer 5, the present invention further sets up a fuel supply system 6 and a gas supply system 2 for supplying fuel to the two.

[0042] The fuel supply system 6 is arranged in the outer duct area, and it includes an inner duct fuel supply ring 61 for supplying fuel to the fuel injection rod 11 and an outer duct fuel supply ring 62 for supplying fuel to the outer duct evaporative flame stabilizer 5. The whole fuel supply system 6 is in the low-temperature outer duct area, which can ensure that it is not affected by the high temperature in the inner duct area. At the same time, the two-way output of the fuel supply system 6 can ensure the separate fuel supply to the strut 1 in the inner duct and the outer duct evaporative flame stabilizer 5 in the outer duct, so as to be able to more flexibly control the combustion rhythm of the two components.

[0043] The gas supply system 2 is used to supply rapid reaction mixture (RRM) to the jet rod 12. The rapid reaction mixture is a gasification product produced by rich-burn hydrocarbon fuel (solid or liquid) under incomplete combustion conditions. It is a gas with a relatively low ignition point and capable of rapid combustion reaction. This ultra-rich combustion process is also called partial oxidation, which can convert hydrocarbon fuel (such as kerosene) into H2, CO, CH4, N2, CO2, H2O, as well as a small amount of free radicals and other light hydrocarbon molecules - this mixture is collectively called rapid reaction mixture. When the rapid reaction mixture, especially the hydrogen component therein, is injected into the high-temperature afterburner flow field, free radicals and heat will be rapidly released, accelerating the auto-ignition process of the pre-mixed fuel, thus providing an anchoring point for afterburning. And because the rapid reaction mixture contains a considerable proportion of CO, CH4 and other light hydrocarbon molecules in addition to the H2 component, it can effectively reduce the flame combustion speed relative to pure hydrogen combustion and prevent deflagration.

[0044] In an embodiment of the present invention, the gas supply system 2 includes a tank 21 disposed inside the center cone 3 and a gas supply pipe 22 connecting the tank 21 to the jet rod 12. The tank 21 stores prefabricated rapid reaction mixture, and this prefabrication process can occur on the ground, prepared by a burner in a rich-burn and oxygen-deficient environment and injected into the tank 21 by pressurization. The rapid reaction mixture is composed of 25%-45% hydrogen, 25%-55% carbon monoxide, and the balance gas including acetylene, carbon dioxide, water vapor and methane. And because the ground prefabrication process can better control the combustion parameters, the composition of the rapid reaction mixture can be more optimally controlled to mainly contain H2, CO, and contain a small amount of CO2, H2O, CH4, etc., where H2 accounts for about 30-40%, and CO accounts for about 30-50%.

[0045] In another embodiment of the present invention, the gas supply system 2 includes an airborne auxiliary combustion chamber. The auxiliary combustion chamber extracts air from the core air flow of the aero-engine and burns fuel under rich-burn conditions to generate rapid reaction mixture. The outlet of the auxiliary combustion chamber is communicated with the gas supply pipe 22. It can be seen that since the auxiliary combustion chamber of the present invention extracts air from the core air flow of the aero-engine, the combustion products are directly supplied to the afterburner, and the fuel is the same as that of the main combustion chamber, which is fuel oil. Therefore, there is no need to additionally configure a compressor, a turbine and a fuel supply system. And the temperature of the rich-burn combustion process is relatively low, less cooling air is used, and the combustion products finally all participate in the afterburning work, so there will be no additional large total pressure or total temperature loss. In addition, the auxiliary combustion chamber can generate rapid reaction mixture in real time and continuously according to needs, which is undoubtedly more flexible and continuous than the technical solution of prefabricating and storing on the ground.

[0046] In particular, in a preferred embodiment, in the non-afterburning state, fuel supply to the auxiliary combustion chamber is stopped, and air is continuously extracted from the core airflow of the aeroengine to supply the supply pipe 22. At this time, the gas path where the auxiliary combustion chamber is located will serve as a cooling air flow path, so that the (smaller flow rate) cooling air is supplied to the jet nozzle 121 through the supply pipe 22 to achieve film cooling of the surface of the strut 1.

[0047] As Figure 2 shown, preferably, a plurality of fuel injectors 111 are arranged radially at the trailing edge of the strut 1, and a plurality of jet nozzles 121 are arranged radially at the trailing edge of the strut 1 and on the side of the fuel injectors 111 away from the oncoming flow. Moreover, the fuel injection direction of the fuel injectors 111 and the jet direction of the jet nozzles 121 are both perpendicular to the oncoming flow direction, so that after the fuel and the gas are mixed with the oncoming flow, a recirculation zone can be formed behind the strut to organize stable combustion. The fuel injection rod 11 is closer to the upstream than the jet rod 12, so that the ejected liquid fuel jet can be atomized and the dispersion distance can be increased under the combined action of the upstream oncoming flow and the downstream ejected high-speed gas jet.

[0048] Preferably, the fuel injectors 111 and the jet nozzles 121 respectively eject fuel and high-speed gas. After the temperature of the airflow in the core duct is higher than the temperature at which the fuel transported to the trailing edge of the strut can achieve self-ignition, the fuel injectors 111 continue to eject fuel while the jet nozzles 121 stop ejecting high-speed gas. Thereby, high-speed gas can be saved, so the volume of the required gas tank is reduced, the weight is reduced, or the auxiliary combustion chamber is no longer used to generate high-speed gas, which overall improves the combustion efficiency of the aeroengine.

[0049] It should be noted that the above-mentioned "temperature at which self-ignition can be achieved" should be understood as the fuel self-ignition temperature under the thermodynamic state at the trailing edge of the strut, rather than the fuel self-ignition temperature in the general sense. Those skilled in the art understand that the combustible temperature of the fuel will change with factors such as the ambient pressure and speed. In the core duct area of the afterburner, the intake air temperature is very high, basically exceeding the self-ignition temperature of the fuel (under the normal pressure and static state). However, due to the low total pressure and high speed of the oncoming flow, stable ignition still cannot be achieved. Therefore, in the present invention, through the combustion process of the high-speed gas, the ambient temperature is further increased until the temperature of the airflow in the core duct is higher than the temperature at which the fuel transported to the trailing edge of the strut can achieve self-ignition, and then the fuel can achieve self-ignition.

[0050] As Figures 3-6As shown, preferably, the external duct evaporative flame stabilizer 5 includes a stabilizing groove 51, an evaporation tube 52, and a fuel nozzle 53. The stabilizing groove 51 has an integral ring structure distributed in the external duct area. In a cross-section perpendicular to the circumferential direction, the stabilizing groove 51 is in a U shape with an opening expanding backward, and a plurality of air inlet holes 511 are provided on the windward surface. The evaporation tube 52 is arranged on the leeward surface of the stabilizing groove 51 and has an annular tube structure, with a plurality of outlet holes provided on its wall surface. The fuel nozzle 53 has its front end connected to the external duct fuel supply ring 62 and its rear end injecting fuel into the evaporation tube 52 for injecting fuel into the evaporation tube 52. Since the external duct evaporative flame stabilizer 5 has the stabilizing groove 51 protecting the internal evaporation tube 52 in terms of structure, the fuel supply and evaporation process is basically not affected by the flow interference of the external mainstream, thereby effectively broadening the lean blowout boundary and meeting the function of stabilizing the pilot flame under a wide range of working requirements.

[0051] Preferably, the splitter ring 4 terminates at the same circumferential position at the trailing edge end of the stabilizing groove 51, so that the high-temperature gas that spontaneously ignites behind the external duct evaporative flame stabilizer 5 serves as a stable ignition source and mixes with the internal duct mixed gas phase, thereby igniting the internal duct and achieving flame stabilization in the afterburner.

[0052] As Figures 3-4 shown, in an embodiment of the present invention, the included angle α between the length direction of the strut 1 extending from the inside to the outside and the oncoming flow direction is 65 to 80°, preferably 70 - 75°. Thus, through the ignition and flame linking characteristics of the external duct evaporative flame stabilizer 5, the ignited external duct oil and gas mixture near the upstream can be mixed and diffused to the position of the strut 1 near the downstream in the internal duct by using this included angle, and combustion is organized at the trailing edge of the strut 1. Under normal operating conditions, the temperature of the external duct gas is in the range of 300 - 400K, and the flow velocity is low. With the help of the external duct evaporative flame stabilizer 5, the fuel and the external duct gas can effectively organize the combustion process and can serve as a reliable ignition source, further cooperating with the spontaneous ignition of the gas ejected from the strut 1 to achieve ignition from two directions, namely the external duct and the internal duct.

[0053] As Figures 5-6 shown, in another embodiment of the present invention, the included angle α between the length direction of the strut 1 extending from the inside to the outside and the oncoming flow direction is 100 to 115°, preferably 105 - 100°, and an annular groove 31 is provided on the surface of the center cone 3 near the trailing edge of the strut 1, so that the mixed gas is enriched in the groove and spontaneously ignites, and then ignition and circumferential flame linking are achieved through the annular groove 31 closer to the upstream, and radial flame linking is achieved through the strut, and the flame is effectively propagated to each strut 1 closer to the downstream. Thus, under some conditions where the ignition conditions are more severe, the annular groove 31, the external duct evaporative flame stabilizer 5, and the gas ejected from the strut 1 can all become stable ignition sources, further expanding the operating condition adaptation range of the afterburner with higher reliability.

[0054] Based on the above technical solutions, the present invention adopts a strut integrated with a dual-fuel injection function. An oil injection rod and a gas injection rod are arranged in the strut with a cavity structure, and oil injection nozzles and gas injection nozzles communicating with each other are provided on the wall surface. The flammable characteristics of the gaseous fuel are utilized to provide a stable ignition source and increase the combustion temperature, and cooperate with fuel injection to achieve efficient and stable combustion, thereby eliminating the traditional inner duct stabilizer. In the outer duct region, circumferentially distributed evaporative flame stabilizers are arranged to achieve ignition and combustion in the outer duct, and cooperate with the struts in the inner duct to improve the flame stability and flame linking performance. The present invention also supports an oil supply system and a gas supply system to form a dual-fuel collaborative combustion mode. Through the fuel collaborative effect and structural simplification, while ensuring combustion stability, the weight of the afterburner is significantly reduced, realizing weight reduction and performance optimization of the afterburner.

[0055] 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 art to which the present invention belongs. It should also be understood that terms such as those defined in a general dictionary should be understood to have a meaning consistent with the meaning in the context of the prior art, and will not be interpreted with an idealized or overly formal meaning unless defined as such here.

[0056] The above specific implementation manners 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 implementation manners 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. A dual-fuel afterburner with an inner channel stabilizer removed, characterized in that, Comprising: The strut (1), having a cavity structure, is fixedly arranged between the center cone (3) and the splitter ring (4). An oil injection rod (11) and a gas injection rod (12) are arranged inside. A plurality of fuel injection nozzles (111) communicating with the oil injection rod (11) and a plurality of gas injection nozzles (121) communicating with the gas injection rod (12) are arranged on the wall surface, and the plurality of struts (1) are evenly distributed in the circumferential direction; The external duct evaporative flame stabilizer (5), having an annular structure, is arranged in the external duct area of the afterburner; The fuel supply system (6), arranged in the external duct area, includes an internal duct fuel transfer ring (61) for supplying fuel to the oil injection rod (11) and an external duct fuel transfer ring (62) for supplying fuel to the external duct evaporative flame stabilizer (5); and The gas supply system (2) supplies high-speed gas to the gas injection rod (12).

2. The dual-fuel afterburner with the conical duct stabilizer removed according to claim 1, wherein, The plurality of fuel injection nozzles (111) are arranged radially at the trailing edge of the strut (1), and the plurality of gas injection nozzles (121) are arranged radially at the trailing edge of the strut (1) and are located on the side of the fuel injection nozzles (111) away from the oncoming flow. The fuel injection direction of the fuel injection nozzles (111) and the gas injection direction of the gas injection nozzles (121) are both perpendicular to the oncoming flow direction.

3. The dual-fuel afterburner with the conical duct stabilizer removed according to claim 1, characterized in that, The fuel injection nozzles (111) and the gas injection nozzles (121) respectively eject fuel and the high-speed gas. Until the temperature of the internal duct air flow is higher than the temperature at which the fuel transported to the trailing edge of the strut can achieve spontaneous combustion, the fuel injection nozzles (111) continue to eject fuel while the gas injection nozzles (121) stop ejecting the high-speed gas.

4. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 1, characterized in that, The external duct evaporative flame stabilizer (5) includes: The stabilizing groove (51), having an integral ring structure distributed in the external duct area. In the cross-section perpendicular to the circumferential direction, the stabilizing groove (51) is in a U shape with an opening expanding backward, and a plurality of air inlet holes (511) are arranged on the windward side; The evaporation tube (52), arranged on the leeward side of the stabilizing groove (51), having a ring tube structure, and a plurality of outlet holes are arranged on its wall surface; and The fuel nozzle (53), whose front end is connected to the external duct fuel transfer ring (62), and whose rear end feeds fuel into the evaporation tube (52).

5. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 4, characterized in that, The splitter ring (4) terminates at the same circumferential position at the trailing edge end of the stabilizing groove (51).

6. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 1, characterized in that, The included angle between the length direction of the strut (1) extending from the inside to the outside and the oncoming flow direction is 100 - 115°.

7. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 1, wherein, The included angle between the length direction of the strut (1) extending from the inside to the outside and the oncoming flow direction is 65 - 80°, and an annular groove (31) is provided on the surface of the center cone (3) near the trailing edge of the strut (1).

8. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 1, characterized in that, The gas supply system (2) includes a tank body (21) arranged inside the center cone (3) and a gas supply pipe (22) connecting the tank body (21) to the gas injection rod (12). The tank body (21) stores the prefabricated high-speed gas, and the high-speed gas is composed of 25% - 45% hydrogen, 25% - 55% carbon monoxide, and the balance gas including acetylene, carbon dioxide, water vapor and methane.

9. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 1, characterized in that, The air supply system (2) includes an airborne auxiliary combustion chamber which extracts air from the core airflow of an aeroengine and burns fuel under a rich combustion condition to generate the high-speed gas, and an outlet of the auxiliary combustion chamber communicates with the air supply pipe (22).

10. The dual-fuel afterburner for canceling the conical duct stabilizer according to claim 9, characterized in that, Under the non - afterburning state, fuel supply to the auxiliary combustion chamber is stopped, and air continues to be extracted from the core airflow of the aeroengine to supply the air supply pipe (22).

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