Aero-engine combustion device

Abstract

The invention relates to an aero-engine combustion device which comprises a flame tube, one end of the flame tube serves as a combustion chamber inlet, the other opposite end of the flame tube serves as a combustion chamber outlet, the flame tube comprises a plurality of unit tube sections, and the head ends and the tail ends of every two adjacent unit tube sections are sleeved with each other and fixedly connected together. Meanwhile, an annular air film groove is formed at the joint of every two adjacent unit shell rings in a surrounding mode, and vent holes are further formed in the surfaces of the unit shell rings and communicated with the air film grooves. According to the technical scheme, the splicing structure of every two adjacent unit shell rings is improved, the air film grooves are formed in the connecting positions of every two adjacent unit shell rings in a surrounding mode, when the aero-engine operates, cooling airflow enters the air film grooves through the vent holes, the cooling airflow circularly flows in the air film grooves, and the cooling effect is improved. Therefore, the joint of every two adjacent unit shell sections is emphatically cooled, the temperature difference phenomenon of all areas of the flame tube is reduced, the temperature rise of the surface of the flame tube is more uniform, and the service life of the flame tube is prolonged.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation engines, and in particular relates to an aviation engine combustion device. Background Art

[0002] Aircraft engines mainly rely on the high-temperature and high-pressure airflow generated by combustion in their combustion chambers to obtain reverse thrust to propel the aircraft forward. In the structure of aircraft engines, the combustion chamber is also called the flame tube. The flame tube is generally made of metal materials. For large-sized aircraft engine combustion chambers, due to the size specifications of the raw materials, the flame tube is generally composed of multiple unit tube sections that are docked and fixed together end to end. When the aircraft engine is running, the high-temperature and high-pressure combustion gas generated in the flame tube will also increase the surface temperature of the flame tube itself. If the flame tube is under high temperature conditions for a long time, the mechanical properties such as the material strength of the flame tube itself will change, affecting the safe operation of the aircraft engine. Therefore, existing aircraft engines are generally equipped with corresponding heat dissipation or cooling devices.

[0003] For example, the patent document with the publication number "CN114110657B" discloses a cooling structure for the head of the flame tube of the combustion chamber of a mid-thrust aircraft engine, including a guide orifice plate, a guide shield and a sleeve; the guide orifice plate, the guide shield and the sleeve are coaxially arranged to form a first cooling gap and a second cooling gap, a plurality of first cooling holes are provided on the front section of the guide orifice plate, a plurality of second cooling holes are provided on the cone section of the guide orifice plate, and a plurality of third cooling holes are provided on the outlet section of the guide orifice plate; a fourth cooling hole is provided on the front section of the guide shield; the first cooling hole and the fourth cooling hole are coaxially arranged and connected to the second cooling gap; the second cooling hole is connected to the first cooling gap. The adoption of this patented technical solution can avoid the generation of an invalid high-temperature trapped vortex zone of the gas near the wall surface of the combustion chamber head, reduce the amount of cooling gas required for the flame tube head, increase the coverage area of the cooling airflow at the head, improve the cooling efficiency, effectively reduce the wall temperature of the flame tube head, and improve the reliability of the flame tube head structure. However, large-sized flame tubes are generally composed of multiple unit tube segments that are butt-jointed and fixed together end to end. The connection between two adjacent unit tube segments is often the fragile part of the overall structure of the flame tube. As the surface temperature of the flame tube increases, the temperature of the connection between two adjacent unit tube segments is often higher than that of other local areas. At the same time, stress concentration often occurs at the connection between two adjacent unit tube segments, which reduces the performance indicators of the flame tube and affects the service life of the flame tube. Summary of the Invention

[0004] In order to solve the above technical problems, the present invention provides an aircraft engine combustion device.

[0005] The present invention provides an aircraft engine combustion device, including a flame tube, one end of the flame tube serves as a combustion chamber inlet, and the other end of the flame tube opposite to the flame tube serves as a combustion chamber outlet. The flame tube includes a plurality of unit barrel sections, and the head and tail ends of two adjacent unit barrel sections fit together and are fixed together. At the same time, an annular air film groove is formed around the connection between the two adjacent unit barrel sections. The surface of the unit barrel section is also provided with an air vent, which is connected to the air film groove.

[0006] The aircraft engine combustion device also includes an end face ring, which is fixedly connected to the inlet of the combustion chamber. The end face ring is also fixedly connected to one side of the reinforcement ring. The other side of the reinforcement ring and one of the unit cylinder sections also form the air film groove.

[0007] The aircraft engine combustion device further comprises a fairing, which is fixedly connected to one of the unit barrel sections and covers the end face ring.

[0008] The end face ring is also fixedly connected with the positioning ring.

[0009] The fairing is also fixedly connected to the support.

[0010] The aircraft engine combustion device also includes a first support and a second support. The combustion chamber outlet is sleeved and fixedly connected to one end of the first support. The other end of the first support and one end of the second support are sleeved and fixedly connected together. At the same time, the connection between the first support and the second support also forms the air film groove, and the air vent is also arranged on the surface of the second support.

[0011] The depth of the air film groove is more than 5 times the diameter of the vent hole.

[0012] The vent hole is arranged at a position close to the bottom of the air film groove.

[0013] The inclination angle between the depth direction of the air film groove and the central axis of the flame tube is greater than zero.

[0014] The flame tube is in the shape of an American football with small ends and a large middle.

[0015] The beneficial effects of the present invention are: by adopting the technical solution provided by the present invention, by improving the splicing structure of two adjacent unit cylinder sections, an air film groove is formed around the connection between the two adjacent unit cylinder sections. When the aircraft engine is running, the cooling air flow enters the air film groove through the air vent, and the cooling air flow swirls in the air film groove, thereby focusing on cooling the connection between the two adjacent unit cylinder sections, reducing the temperature difference between various areas of the flame tube, making the temperature rise on the surface of the flame tube more uniform, reducing stress concentration, and extending the operating life of the flame tube. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0017] In the figure: 1-scroll, 2-rotor blade, 3-guide vane, 4-first sealing body, 5-second sealing body, 6-counterflow channel, 7-air inlet, 8-first boss, 9-first groove, 10-second boss, 11-second groove. DETAILED DESCRIPTION

[0018] The technical solution of the present invention is further described below with reference to the accompanying drawings, but the scope of protection claimed is not limited to the above;

[0019] The present invention provides an aircraft engine combustion device, such as Figure 1 As shown, it includes a flame tube 1, one end of the flame tube 1 serves as the inlet of the combustion chamber, and the other end opposite to the flame tube 1 serves as the outlet of the combustion chamber. The flame tube 1 includes a plurality of unit barrel sections 2, and the head and tail ends of two adjacent unit barrel sections 2 fit together and are fixed together. At the same time, an annular air film groove 3 is formed around the connection between the two adjacent unit barrel sections 2. The surface of the unit barrel section 2 is also provided with an air vent 4, which is connected to the air film groove 3.

[0020] By adopting the technical solution provided by the present invention, an air film groove is formed around the connection between the two adjacent unit cylinder sections by improving the splicing structure of the two adjacent unit cylinder sections. When the aircraft engine is running, the cooling air flow enters the air film groove through the air vent, and the cooling air flow swirls in the air film groove, thereby focusing on cooling the connection between the two adjacent unit cylinder sections, reducing the temperature difference between various areas of the flame tube, making the temperature rise on the surface of the flame tube more uniform, reducing stress concentration, and extending the operating life of the flame tube.

[0021] Specifically, the aircraft engine combustion device also includes an end ring 5, which is fixedly connected to the combustion chamber entrance. The end ring 5 is also fixedly connected to one side of a reinforcement ring 6. An air film groove 3 is formed between the other side of the reinforcement ring 6 and one of the unit barrel segments 2. This allows the cooling airflow to focus on cooling the connections between various components at the combustion chamber entrance, reducing the overall temperature difference of the flame tube.

[0022] In addition, the aircraft engine combustion device also includes a fairing 7, which is fixedly connected to one of the unit barrel segments 2 and covers the end ring 5. Preferably, the end ring 5 is also fixedly connected to a positioning ring 8. The fairing 7 is also fixedly connected to a support 9, which is generally L-shaped, making the aircraft engine combustion device a modular integral component, facilitating its assembly.

[0023] In addition, the aircraft engine combustion device also includes a first support 10 and a second support 11. The combustion chamber outlet is sleeved and fixedly connected to one end of the first support 10, and the other end of the first support 10 is sleeved and fixedly connected to one end of the second support 11. At the same time, an air film groove 3 is formed around the connection between the first support 10 and the second support 11, and a vent hole 4 is also provided on the surface of the second support 11. This allows the cooling airflow to focus on cooling the connections between the various components at the combustion chamber outlet, reducing the overall temperature difference of the flame tube.

[0024] Furthermore, the depth of the film groove 3 is more than five times the diameter of the vent hole 4. The vent hole 4 is positioned close to the bottom of the film groove 3. The inclination angle between the depth direction of the film groove 3 and the central axis of the flame tube 1 is greater than zero. The flame tube 1 is generally in the shape of an American football, with small ends and a large center.

Claims

1. An aircraft engine combustion device, characterized in that: The invention comprises a flame tube (1), one end of the flame tube (1) serves as a combustion chamber inlet, and the other end of the flame tube (1) serves as a combustion chamber outlet. The flame tube (1) comprises a plurality of unit barrel sections (2), the head and tail ends of two adjacent unit barrel sections (2) are fitted together and fixed together, and an annular air film groove (3) is formed around the connection of the two adjacent unit barrel sections (2). The surface of the unit barrel section (2) is also provided with an air vent (4), and the air vent (4) is connected to the air film groove (3).

2. The aircraft engine combustion device according to claim 1, characterized in that: The aircraft engine combustion device also includes an end face ring (5), which is fixedly connected to the inlet of the combustion chamber. The end face ring (5) is also fixedly connected to one side of the reinforcement ring (6), and the other side of the reinforcement ring (6) and one of the unit cylinder sections (2) are surrounded by the air film groove (3).

3. The aircraft engine combustion device according to claim 2, characterized in that: The aircraft engine combustion device further comprises a fairing (7), which is fixedly connected to one of the unit barrel sections (2), and the fairing (7) covers the end face ring (5).

4. An aircraft engine combustion device according to claim 2 or 3, characterized in that: The end face ring (5) is also fixedly connected to the positioning ring (8).

5. The aircraft engine combustion device according to claim 2, characterized in that: The fairing (7) is also fixedly connected to the support (9).

6. The aircraft engine combustion device according to claim 1, characterized in that: The aircraft engine combustion device also includes a first support (10) and a second support (11), the combustion chamber outlet is sleeved and fixedly connected to one end of the first support (10), the other end of the first support (10) and one end of the second support (11) are sleeved and fixedly connected together, and at the same time, the connection between the first support (10) and the second support (11) also surrounds the air film groove (3), and the air vent (4) is also arranged on the surface of the second support (11).

7. An aircraft engine combustion device according to claim 1 or 6, characterized in that: The depth of the air film groove (3) is more than 5 times the diameter of the vent hole (4).

8. The aircraft engine combustion device according to claim 7, characterized in that: The vent hole (4) is arranged at a position close to the bottom of the air film groove (3).

9. The aircraft engine combustion device according to claim 1, characterized in that: The inclination angle between the depth direction of the air film groove (3) and the central axis of the flame tube (1) is greater than zero.

10. An aircraft engine combustion device according to claim 1 or 9, characterized in that: The flame tube (1) is in the shape of a rugby ball with small ends and a large middle.

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