Fuel nozzle shell structure design method based on additive manufacturing

Abstract

The invention provides a fuel nozzle shell structure design method based on additive manufacturing, and belongs to the technical field of aero-engines, and the fuel nozzle shell structure design method comprises the steps that the minimum drift diameter of a fuel flow path is calculated according to fuel flow, pressure loss and maximum pressure limitation; the material of the nozzle shell and the minimum wall thickness of the shell are determined according to the working temperature, pressure and strength requirements; determining the shortest path of a fuel oil flow path according to the head position of the fuel oil nozzle and the mounting position constraint of the fuel oil nozzle outside the combustion chamber casing; a heat insulation cooling structure of the nozzle shell is determined according to the fuel oil coking temperature limitation on the inner wall face of the fuel oil flow path; a nozzle shell matching structure and an oil inlet structure are determined according to the working environment; checking whether design requirements are met or not, and performing iterative calculation until the design requirements are met. According to the scheme, the structural design of the additive manufacturing fuel nozzle shell can be guided, a fuel nozzle design system is perfected, and application of the additive manufacturing technology to aero-engines is promoted.

Description

Technical Field

[0001] The present application relates to the field of aero-engine technology, and in particular to a fuel nozzle housing structure design method based on additive manufacturing. Background Art

[0002] Additive manufacturing, one of the most advanced technologies in modern manufacturing, has gradually penetrated the aerospace engine sector. However, due to its relatively short application history, the industry currently lacks design methods for structural components such as fuel nozzle housings. Conventional manufacturing processes are often used for structural design, and later, proven conventional structures are converted to additive manufacturing. This approach fails to fully leverage the advantages of additive manufacturing's integrated structural design and ability to form complex internal cavities, nor does it leverage the rapid prototyping and shortened development cycles of additive manufacturing. Summary of the Invention

[0003] In view of this, an embodiment of the present application provides a fuel nozzle housing structural design method based on additive manufacturing, guides the structural design of the additively manufactured fuel nozzle housing, improves the fuel nozzle design system, and promotes the application of additive manufacturing technology in aircraft engines.

[0004] An embodiment of the present application provides a fuel nozzle housing structure design method based on additive manufacturing, the method comprising:

[0005] Step 1: Calculate the minimum diameter of the fuel flow path based on the fuel flow rate, pressure loss, and maximum pressure limit;

[0006] Step 2: Determine the nozzle housing material and minimum housing wall thickness based on operating temperature, pressure, and strength requirements;

[0007] Step 3: Determine the shortest fuel flow path based on the fuel nozzle head position and the fuel nozzle installation position constraints outside the combustion chamber casing;

[0008] Step 4: Determine the heat insulation cooling structure of the nozzle housing according to the fuel coking temperature limit on the inner wall surface of the fuel flow path;

[0009] Step 5: Determine the nozzle housing matching structure and oil inlet structure according to the working environment;

[0010] Step 6: Verify whether the fuel nozzle housing structure determined in steps 1 to 5 meets the design requirements;

[0011] Step 7: Iterate the calculation until the design requirements are met.

[0012] According to a specific implementation of the embodiment of the present application, the calculation of the minimum diameter of the fuel flow path based on the fuel flow rate, pressure loss, and maximum pressure limit includes:

[0013] Assume that the fuel flow rate under one engine operating condition is Qf, the nozzle outlet pressure corresponding to this condition is Po, the maximum pressure limit is the maximum fuel pressure Pgmax provided by the engine fuel supply system, and the first safety factor is α. The calculation formula for the fuel flow path diameter D under this operating condition is: D ∝ SQRT (Qf / SQRT (α * Pgmax - Po));

[0014] Calculate the fuel flow path diameter under different working conditions and obtain the maximum fuel flow path diameter under all working conditions;

[0015] The maximum fuel flow path diameter under all working conditions is taken as the minimum fuel flow path diameter Dmin.

[0016] According to a specific implementation of the embodiment of the present application, determining the minimum wall thickness of the shell includes:

[0017] Assume that the tensile strength of the selected nozzle housing material at the maximum operating temperature is σ, the additive manufacturing strength reduction coefficient is β1, the second safety factor is β2, the fuel pressure in the fuel nozzle is Pf, and the cavity pressure at the location of the fuel nozzle is Pa. The calculation formula for the nozzle housing wall thickness δ is: δ ∝ (Pf - Pa) * Dmin / (σ * β1 * β2);

[0018] Calculate the shell wall thickness under different working conditions and obtain the maximum shell wall thickness under all working conditions;

[0019] The maximum shell wall thickness under all working conditions is used as the minimum shell wall thickness δmin.

[0020] According to a specific implementation of an embodiment of the present application, determining the shortest fuel flow path based on the fuel nozzle head position and the fuel nozzle installation position constraint outside the combustion chamber casing includes:

[0021] Set the center of the fuel nozzle installation position on the combustion chamber casing as the first center, and the center of the fuel nozzle housing head as the second center. Connect the first and second centers with a straight line. Wrap a cylinder with a diameter of (Dmin+2*δmin+2*γ) around the straight line. γ is the safety gap between the fuel nozzle body and other components. If the cylinder does not interfere with the components of the flame tube, then the straight line is the shortest path.

[0022] If the cylinder interferes with the components of the flame tube, the contour line of the inner wall of the combustion chamber casing is offset toward the flame tube by a distance of (Dmin / 2+δmin+γ) to form a first limiting line, and a perpendicular line to the first limiting line is drawn from the first center to form the foot of the perpendicular;

[0023] A second restriction line is formed by offsetting the outer wall contour line of the flame tube toward the combustion chamber casing by a distance of (Dmin / 2+δmin+γ), a first tangent point is formed by drawing a tangent to the second restriction line from the foot of the perpendicular, an offset point is formed from the second center along the center line of the flame tube head toward the combustion chamber inlet, a second tangent point is formed by drawing a tangent to the second restriction line from the offset point, the first center, the foot of the perpendicular and the first tangent point are connected in sequence and smoothed with rounded corners to form a first path, the second center, the offset point and the second tangent point are connected in sequence and smoothed with rounded corners to form a second path, and the first path and the second path of the contour line between the first tangent point and the second tangent point on the second restriction line are used as the shortest path of the fuel flow path.

[0024] According to a specific implementation of the embodiment of the present application, the value range of γ is 1 to 5 mm.

[0025] According to a specific implementation of the embodiment of the present application, determining the heat insulation cooling structure of the nozzle housing according to the fuel coking temperature limit on the inner wall of the fuel flow path includes:

[0026] Design the thermal insulation cooling structure based on the fuel coking temperature limit Tfmax on the inner wall of the fuel flow path and the maximum cavity temperature Tamax at the location of the fuel nozzle;

[0027] Through the heat insulation cooling structure, the actual temperature of the inner wall of the fuel flow path under all working conditions is Tf<Tfmax*ε, where ε is the wall temperature margin.

[0028] According to a specific implementation of an embodiment of the present application, the matching structure is configured as a flange edge mounting structure.

[0029] According to a specific implementation of the embodiment of the present application, the oil inlet structure is configured as a spherical-cone or cone-cone sealing structure.

[0030] According to a specific implementation of the embodiment of the present application, the nozzle housing material is set to GH3030, GH3536 or GH3625.

[0031] Beneficial effects:

[0032] The fuel nozzle housing structure design method based on additive manufacturing in the embodiment of the present application can guide the structural design of the additively manufactured fuel nozzle housing by determining the minimum diameter, selecting materials and determining the minimum wall thickness, determining the shortest path, cooling structure design and matching structure and oil inlet structure design, thereby improving the fuel nozzle design system and promoting the application of additive manufacturing technology in aircraft engines. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0034] Figure 1 Flowchart of a fuel nozzle housing structure design method based on additive manufacturing according to an embodiment of the present invention;

[0035] Figure 2 A schematic structural diagram of a main combustion chamber of an aircraft engine according to an embodiment of the present invention;

[0036] Figure 3 A schematic diagram of determining the shortest fuel flow path according to an embodiment of the present invention;

[0037] Figure 4 The main pipe structure is formed by wrapping the pipe according to the shortest path, the minimum diameter of the fuel flow path, and the minimum wall thickness of the shell according to one embodiment of the present invention;

[0038] Figure 5 Schematic diagram of adding a heat insulation cooling structure according to an embodiment of the present invention.

[0039] In the figure: 101, combustion chamber casing; 102, flame tube; 103, nozzle head; 201, first restriction line; 202, first center; 203, vertical foot; 204, second restriction line; 205, first tangent point; 206, second center; 207, offset point; 208, second tangent point; 301, pipeline main structure; 401, air insulation structure; 402, matching structure; 403, oil inlet structure. DETAILED DESCRIPTION

[0040] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0041] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the features in the following embodiments and embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of this application.

[0042] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on this application, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement an apparatus and / or practice a method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this apparatus and / or practice this method.

[0043] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. The illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0044] Additionally, in the following description, specific details are provided to provide a thorough understanding of the examples. However, one skilled in the art will appreciate that the aspects described can be practiced without these specific details.

[0045] The present application embodiment provides a fuel nozzle shell structure design method based on additive manufacturing, which is described below with reference to Figures 1 to 5 Provide a detailed description.

[0046] Reference Figure 1 This embodiment provides a fuel nozzle housing structure design method based on additive manufacturing, the method comprising the following steps:

[0047] Step 1: Calculate the minimum diameter of the fuel flow path based on the fuel flow rate, pressure loss, and maximum pressure limit;

[0048] Step 2: Determine the nozzle housing material and minimum housing wall thickness based on operating temperature, pressure, and strength requirements;

[0049] Step 3: Determine the shortest fuel flow path based on the position of the fuel nozzle head 103 and the fuel nozzle installation position constraints outside the combustion chamber casing 101;

[0050] Step 4: Determine the heat insulation cooling structure of the nozzle housing according to the fuel coking temperature limit on the inner wall surface of the fuel flow path;

[0051] Step 5: Determine the nozzle housing matching structure and oil inlet structure according to the working environment;

[0052] Step 6: Verify whether the fuel nozzle housing structure determined in steps 1 to 5 meets the design requirements;

[0053] Step 7: Iterate the calculation until the design requirements are met.

[0054] During specific implementation, it is necessary to calculate whether the fuel nozzle shell of the preliminary design meets the requirements of fuel flow, pressure loss, cooling, strength, weight and minimal impact on the aerodynamic flow field in the main combustion chamber. If the requirements are not met, steps 1 to 6 need to be repeated until the requirements are met.

[0055] Furthermore, the calculation of the minimum diameter of the fuel flow path according to the fuel flow rate, pressure loss and maximum pressure limit includes:

[0056] Assume that the fuel flow rate under one engine operating condition is Qf, the corresponding nozzle outlet pressure is Po, and the maximum pressure limit is the maximum fuel pressure Pgmax provided by the engine fuel supply system. Considering the pressure loss along the pipeline and a certain operating margin, the first safety factor is selected as α. The calculation formula for the fuel flow path diameter D under this operating condition is: D ∝ SQRT (Qf / SQRT (α * Pgmax - Po));

[0057] Calculate the fuel flow path diameter under different working conditions and obtain the maximum fuel flow path diameter under all working conditions;

[0058] The maximum fuel flow path diameter under all working conditions is taken as the minimum fuel flow path diameter Dmin.

[0059] According to a specific implementation of the embodiment of the present application, determining the minimum wall thickness of the shell includes:

[0060] Assume that the tensile strength of the selected nozzle housing material at the maximum operating temperature is σ, the additive manufacturing strength reduction coefficient is β1, the second safety factor is β2, the fuel pressure in the fuel nozzle is Pf, and the cavity pressure at the location of the fuel nozzle is Pa. The calculation formula for the nozzle housing wall thickness δ is: δ ∝ (Pf - Pa) * Dmin / (σ * β1 * β2);

[0061] Calculate the shell wall thickness under different working conditions and obtain the maximum shell wall thickness under all working conditions;

[0062] The maximum shell wall thickness under all working conditions is used as the minimum shell wall thickness δmin.

[0063] Furthermore, the shortest fuel flow path is determined based on the position of the fuel nozzle head 103 and the fuel nozzle installation position constraint outside the combustion chamber casing 101, including:

[0064] The center of the fuel nozzle installation position on the combustion chamber casing 101 is set as the first center 202, and the center of the fuel nozzle housing head is set as the second center 206. The first center 202 and the second center 206 are connected by a straight line. A cylinder with a diameter of (Dmin+2*δmin+2*γ) is wrapped around the straight line as the center. γ is the safety gap between the fuel nozzle body and other components. If the cylinder does not interfere with the components of the flame tube 102, then the straight line is the shortest path.

[0065] If the cylinder interferes with components of the flame tube 102, the inner wall contour line of the combustion chamber casing 101 is offset toward the flame tube 102 by a distance of (Dmin / 2+δmin+γ) to form a first restriction line 201, and a perpendicular line 203 is drawn from the first center 202 to the first restriction line 201;

[0066] A second restriction line 204 is formed by offsetting the outer wall contour line of the flame tube 102 toward the combustion chamber casing 101 by a distance of (Dmin / 2+δmin+γ), a first tangent point 205 is formed by drawing a tangent to the second restriction line 204 from the foot of the perpendicular 203, an offset point 207 is formed by offsetting the second center 206 along the center line of the head of the flame tube 102 toward the combustion chamber inlet by (Dmin / 2+δmin+γ), a second tangent point 208 is formed by drawing a tangent to the second restriction line 204 from the offset point 207, the first center 202, the foot of the perpendicular 203 and the first tangent point 205 are connected in sequence and smoothed with rounded corners to form a first path, the second center 206, the offset point 207 and the second tangent point 208 are connected in sequence and smoothed with rounded corners to form a second path, and the first path and the second path of the contour lines between the first tangent point 205 and the second tangent point 208 on the second restriction line 204 are used as the shortest paths of the fuel flow path.

[0067] Furthermore, the value range of γ is 1 to 5 mm.

[0068] Furthermore, the heat insulation cooling structure of the nozzle housing is determined according to the fuel coking temperature limit on the inner wall surface of the fuel flow path, including:

[0069] Design the thermal insulation cooling structure based on the fuel coking temperature limit Tfmax on the inner wall of the fuel flow path and the maximum cavity temperature Tamax at the location of the fuel nozzle;

[0070] Through the heat insulation cooling structure, the actual temperature of the inner wall of the fuel flow path under all working conditions is Tf<Tfmax*ε, where ε is the wall temperature margin.

[0071] In specific implementation, commonly used insulation measures include thermal insulation coatings, thermal insulation fibers, thermal insulation air, etc.

[0072] Furthermore, the cavity temperature and pressure design of the fuel nozzle location, combined with the matching structure and oil inlet structure of the combustion chamber casing 101, ensures accurate positioning, reliable installation, and effective sealing. The matching structure is configured as a flange-mounted structure. The oil inlet structure is configured as a spherical-cone or cone-cone sealing structure.

[0073] Furthermore, the corresponding material is selected based on the maximum cavity temperature at the location of the fuel nozzle under all working conditions. For advanced high-temperature-rise aircraft engines, the cavity temperature of the environment is higher than 500°C. The selected material is generally a high-temperature alloy with a relatively mature additive manufacturing process, which can be set to GH3030, GH3536 or GH3625.

[0074] The following is a detailed description using a specific implementation example. When implementing the structure of the main combustion chamber of the aircraft engine, refer to Figure 2 , including a combustion chamber casing 101, a flame tube 102 and a nozzle head 103.

[0075] Based on the fuel flow rate Qf under a specific engine operating condition, the nozzle outlet pressure Po under that condition, the maximum fuel pressure Pgmax that the engine's fuel supply system can provide, and the safety factor α, the fuel flow path diameter is calculated as: D∝SQRT(Qf / SQRT(α*Pgmax-Po)). By calculating the flow path diameter under different operating conditions, the maximum flow path diameter required under all operating conditions is determined, which is the initial minimum flow path diameter Dmin during structural design. In this example, the safety factor α is 0.8, resulting in a final Dmin of 4.4 mm.

[0076] GH3625 was selected as the material based on the maximum cavity temperature of 600°C at the fuel nozzle location under all operating conditions. Based on the tensile strength σ of GH3625 at maximum operating temperature, taking into account certain strength reductions due to additive manufacturing and a safety factor β, the fuel pressure Pf in the fuel nozzle, and the cavity pressure Pa at the location, the required nozzle shell wall thickness for each operating condition was calculated: δ∝(Pf-Pa)*Dmin / (σ*β), where β=β1*β2. By calculating the shell wall thickness under different operating conditions, the maximum required shell wall thickness under all operating conditions was determined, which is the initial minimum wall thickness δmin during structural design. In this example, the safety factor β is 0.5, resulting in a final calculated δmin of 1mm.

[0077] Reference Figure 3The inner wall contour line of the combustion chamber casing 101 is offset by a distance of (2.2+1+3) mm toward the flame tube 102 to form a first restriction line 201. A perpendicular line 203 is drawn from the first center 202 to the first restriction line 201. A second restriction line 204 is offset by a distance of (2.2+1+3) mm from the outer wall contour line of the flame tube 102 toward the combustion chamber casing 101. A tangent line 208 is drawn from the perpendicular foot 203 to form a second tangent point 208. From the second center 206, a line is drawn along the center line of the flame tube 102 head toward the combustion chamber casing 101. The chamber inlet direction is offset by (2.2+1+3) mm to form an offset point 207, and a tangent line of the second restriction line 204 is drawn from the offset point 207 to form a second tangent point 208. The first center 202, the perpendicular foot 203 and the first tangent point 205 are connected in sequence and smoothed with rounded corners to form a first path. The second center 206, the offset point 207 and the second tangent point 208 are connected in sequence and smoothed with rounded corners to form a second path. Then, the contour lines of the first path and the second path between the first tangent point 205 and the second tangent point 208 on the second restriction line 204 are the shortest paths.

[0078] Reference Figure 4 The main structure of the pipeline is formed by wrapping it according to the shortest path, the minimum diameter of the fuel flow path and the minimum wall thickness of the shell.

[0079] Reference Figure 5 Based on the fuel coking temperature limit Tfmax on the inner wall of the fuel flow path and the maximum cavity temperature Tamax (600°C) at the fuel nozzle location, the air insulation structure is designed to ensure that the actual fuel flow path inner wall temperature Tf < Tfmax * ε under all operating conditions, where ε is the wall temperature margin, set at 0.8 in this example. The matching structure with the combustion chamber casing 101 and the oil inlet structure are then designed based on the cavity temperature and pressure at the fuel nozzle location to ensure accurate positioning, reliable installation, and effective sealing.

[0080] The embodiments provided by the present invention can guide the structural design of additively manufactured fuel nozzle housings by determining the minimum diameter, selecting materials, determining the minimum wall thickness, determining the shortest path, designing the cooling structure, the matching structure, and the oil inlet structure, thereby improving the fuel nozzle design system and promoting the application of additive manufacturing technology in aircraft engines.

[0081] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A fuel nozzle housing structure design method based on additive manufacturing, characterized in that: The method comprises: Step 1: Calculate the minimum diameter of the fuel flow path based on the fuel flow rate, pressure loss, and maximum pressure limit; Step 2: Determine the nozzle housing material and minimum housing wall thickness based on operating temperature, pressure, and strength requirements; Step 3: Determine the shortest fuel flow path based on the fuel nozzle head position and the fuel nozzle installation position constraints outside the combustion chamber casing; Step 4: Determine the heat insulation cooling structure of the nozzle housing according to the fuel coking temperature limit on the inner wall surface of the fuel flow path; Step 5: Determine the nozzle housing matching structure and oil inlet structure according to the working environment; Step 6: Verify whether the fuel nozzle housing structure determined in steps 1 to 5 meets the design requirements; Step 7: Iterate the calculation until the design requirements are met.

2. The fuel nozzle housing structure design method based on additive manufacturing according to claim 1, characterized in that: Calculating the minimum diameter of the fuel flow path based on the fuel flow rate, pressure loss, and maximum pressure limit includes: Assume that the fuel flow rate under one engine operating condition is Qf, the nozzle outlet pressure corresponding to this condition is Po, the maximum pressure limit is the maximum fuel pressure Pgmax provided by the engine fuel supply system, and the first safety factor is α. The calculation formula for the fuel flow path diameter D under this operating condition is: D ∝ SQRT (Qf / SQRT (α * Pgmax - Po)); Calculate the fuel flow path diameter under different working conditions and obtain the maximum fuel flow path diameter under all working conditions; The maximum fuel flow path diameter under all working conditions is taken as the minimum fuel flow path diameter Dmin.

3. The fuel nozzle housing structure design method based on additive manufacturing according to claim 2, characterized in that: Determination of the minimum wall thickness of the shell includes: Assume that the tensile strength of the selected nozzle housing material at the maximum operating temperature is σ, the additive manufacturing strength reduction coefficient is β1, the second safety factor is β2, the fuel pressure in the fuel nozzle is Pf, and the cavity pressure at the location of the fuel nozzle is Pa. The calculation formula for the nozzle housing wall thickness δ is: δ ∝ (Pf - Pa) * Dmin / (σ * β1 * β2); Calculate the shell wall thickness under different working conditions and obtain the maximum shell wall thickness under all working conditions; The maximum shell wall thickness under all working conditions is used as the minimum shell wall thickness δmin.

4. The fuel nozzle housing structure design method based on additive manufacturing according to claim 3, characterized in that: The determining of the shortest fuel flow path according to the fuel nozzle head position and the fuel nozzle installation position constraint outside the combustion chamber casing includes: Set the center of the fuel nozzle installation position on the combustion chamber casing as the first center, and the center of the fuel nozzle housing head as the second center. Connect the first and second centers with a straight line. Wrap a cylinder with a diameter of (Dmin+2*δmin+2*γ) around the straight line. γ is the safety gap between the fuel nozzle body and other components. If the cylinder does not interfere with the components of the flame tube, then the straight line is the shortest path. If the cylinder interferes with the components of the flame tube, the contour line of the inner wall of the combustion chamber casing is offset toward the flame tube by a distance of (Dmin / 2+δmin+γ) to form a first limiting line, and a perpendicular line to the first limiting line is drawn from the first center to form the foot of the perpendicular; A second restriction line is formed by offsetting the outer wall contour line of the flame tube toward the combustion chamber casing by a distance of (Dmin / 2+δmin+γ), a first tangent point is formed by drawing a tangent to the second restriction line from the foot of the perpendicular, an offset point is formed from the second center along the center line of the flame tube head toward the combustion chamber inlet, a second tangent point is formed by drawing a tangent to the second restriction line from the offset point, the first center, the foot of the perpendicular and the first tangent point are connected in sequence and smoothed with rounded corners to form a first path, the second center, the offset point and the second tangent point are connected in sequence and smoothed with rounded corners to form a second path, and the first path and the second path of the contour line between the first tangent point and the second tangent point on the second restriction line are used as the shortest path of the fuel flow path.

5. The fuel nozzle housing structure design method based on additive manufacturing according to claim 4, characterized in that: The value range of γ is 1 to 5 mm.

6. The fuel nozzle housing structure design method based on additive manufacturing according to claim 1, characterized in that: The heat insulation cooling structure of the nozzle housing is determined according to the fuel coking temperature limit on the inner wall surface of the fuel flow path, including: Design the thermal insulation cooling structure based on the fuel coking temperature limit Tfmax on the inner wall of the fuel flow path and the maximum cavity temperature Tamax at the location of the fuel nozzle; Through the heat insulation cooling structure, the actual temperature of the inner wall of the fuel flow path under all working conditions is Tf<Tfmax*ε, where ε is the wall temperature margin.

7. The fuel nozzle housing structure design method based on additive manufacturing according to claim 1, characterized in that: The matching structure is configured as a flange edge mounting structure.

8. The fuel nozzle housing structure design method based on additive manufacturing according to claim 1, characterized in that: The oil inlet structure is configured as a spherical-cone or cone-cone sealing structure.

9. The fuel nozzle housing structure design method based on additive manufacturing according to claim 1, characterized in that: The nozzle housing material is set to GH3030, GH3536 or GH3625.

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