Liquid fuel vaporization pressure stabilization device and aircraft engine with it

Abstract

This invention discloses a liquid fuel vaporization and pressure stabilization device and an aero-engine incorporating the same. The device comprises an exhaust casing with an exhaust channel, a vaporizer arranged axially on the outer periphery of the exhaust casing, a gas collecting cylinder connected to the outer wall of the vaporizer and extending axially along the exhaust casing, and a pressure detector connected to the engine fuel control system. The vaporizer has a fuel inlet, and the gas collecting cylinder has a gas collecting chamber. The vaporizer communicates with the gas collecting chamber. The vaporizer heats and vaporizes the incoming liquid fuel under the influence of high-temperature exhaust gas in the exhaust channel, forming gaseous fuel which is then discharged into the gas collecting chamber. A fuel outlet is also provided on the wall of the gas collecting chamber. The pressure detector is located within the gas collecting chamber to detect the pressure inside the chamber, thereby enabling the engine fuel control system to control the flow rate of liquid fuel entering the vaporizer and consequently regulate the pressure of the gaseous fuel within the gas collecting chamber. This invention allows the device to be used in aero-engines, further improving the combustion efficiency of liquid fuel in aero-engines.

Description

Technical Field

[0001] This invention relates to the technical field of aero engines and gas turbines, and in particular, to a liquid fuel vaporization and pressure stabilization device. Furthermore, this invention also relates to an aero engine including the aforementioned liquid fuel vaporization and pressure stabilization device. Background Technology

[0002] It is well known that gaseous fuels mix more evenly with air, burn more completely, and have higher combustion efficiency. Liquid fuels, on the other hand, require atomization to achieve a thorough mixture with air, and their combustion efficiency is greatly affected by atomization. To improve fuel storage efficiency, aircraft generally use liquid fuels that are easy to store and have high energy density for their engines. The nozzles of traditional fuel-powered aircraft engines have been designed to be very complex to improve the atomization effect of liquid fuels, but the benefits of atomization have reached a theoretical limit, restricting further improvements in the combustion efficiency of aircraft engines.

[0003] Currently, there are no engineering cases of using liquid fuel vaporizers in the fields of aero-engines, ground-based gas turbines, and marine gas turbines. The following is an introduction to commonly used liquid fuel vaporizer solutions in industry:

[0004] Patent 1: CN117889451A An alcohol-based liquid fuel vaporizer includes a housing. The bottom of the housing is equipped with a combustion heating structure that allows for uniform flame rate increase based on the amount of alcohol-based liquid fuel injected. The combustion heating structure includes a flame spreader with adjustable rotation speed. A spiral vaporization pipe connected to the housing is located at the upper end of the flame spreader, and a connecting pipe is located at the lower end of the vaporization pipe. A hydraulic pump connected to the connecting pipe is located at one end of the housing, and an inlet pipe is located at one end of the hydraulic pump. A pipe stretching structure that cooperates with the combustion heating structure is located at the upper end of the housing, and a cleaning structure that cooperates with the pipe stretching structure is also located at the upper end of the housing. This solution effectively solves the problem in existing technologies where the heating area of ​​the vaporization pipe is small, and the flame utilization rate cannot be adjusted according to the amount of alcohol-based fuel, leading to reduced vaporization efficiency.

[0005] Patent 2: CN202328230U Liquid Fuel Vaporizer, which consists of a vaporization device, a combustion device, a noise reduction device, a flame ring, a valve assembly, and a mounting frame. The vaporization device is placed above the combustion device and within the noise reduction device, with the combustion device partially or entirely housed within the noise reduction device. The vaporization device comprises a vaporization tube and a gas resistance structure, wherein the gas resistance is inserted into the vaporization tube and then wound into a spiral spring-shaped column or cone. The vaporization tube is a hollow metal tube or a non-metallic high-temperature resistant hollow tube. The noise reduction device is an annular columnar or conical structure, placed within the flame ring, surrounding the vaporization and combustion devices. This solution effectively solves the problem of complete vaporization of liquid fuels, resulting in complete combustion, low energy consumption, and energy savings of over 60%. It also effectively controls the temperature of the vaporization tube, solving the problem of carbon buildup.

[0006] However, the aforementioned liquid fuel vaporizer solutions commonly used in industry have the following shortcomings when applied to aero engines:

[0007] 1) Industrial liquid fuel vaporizers generally use the combustion of vaporized fuel to directly provide a heat source. However, due to weight and space limitations, aircraft engines cannot provide a separate combustion heat source for the vaporizer, which greatly limits its use in aircraft engines.

[0008] 2) Aero engines are generally horizontally arranged, which is different from the vertical structure of liquid fuel vaporizers commonly used in industry. Therefore, the existing method of automatically floating in a vertical spiral tube due to low gas density will not be applicable.

[0009] 3) The fuel control system of aircraft engines has requirements on the pressure of the fuel after vaporization. Existing industrial liquid fuel vaporizers do not have the function of boosting and stabilizing pressure, so they cannot be directly applied. Summary of the Invention

[0010] This invention provides a liquid fuel vaporization and pressure stabilization device and an aero-engine having the same, to solve the technical problem that existing liquid fuel vaporization devices cannot be directly used on aero-engines.

[0011] The technical solution adopted in this invention is as follows:

[0012] A liquid fuel vaporization and pressure stabilization device includes: an exhaust casing with an axially extending exhaust channel; a vaporizer extending axially from the exhaust casing and disposed on the outer circumferential surface of the exhaust casing; a gas collecting cylinder connected to the outer wall of the vaporizer and extending axially from the exhaust casing; and a pressure detector connected to an engine fuel control system. The vaporizer has a fuel inlet connected to an external fuel supply source for supplying liquid fuel. The gas collecting cylinder has a gas collecting chamber extending along its length. The vaporizer is connected to the gas collecting chamber. The vaporizer is used to vaporize the incoming liquid fuel under the action of high-temperature exhaust in the exhaust channel, forming gaseous fuel which is discharged into the gas collecting chamber. A fuel outlet penetrating the wall of the gas collecting chamber is also provided for supplying the gaseous fuel in the gas collecting chamber to the outside. The pressure detector is disposed in the gas collecting chamber and is used to detect the pressure in the gas collecting chamber, thereby enabling the engine fuel control system to control the flow rate of liquid fuel entering the vaporizer and thus control the pressure of the gaseous fuel in the gas collecting chamber.

[0013] Furthermore, the exhaust casing is cylindrical; the carburetor includes multiple sets of aeration ring tubes arranged sequentially along the axial direction of the exhaust casing. The aeration ring tubes are annular and clamped to the outer circumference of the exhaust casing, and the aeration ring tubes are hollow tubes that are connected circumferentially. The first set of aeration ring tubes arranged axially is provided with a fuel inlet, and each set of aeration ring tubes is connected to the gas collecting chamber, so that the aeration ring tubes can be sequentially fed with fuel through the gas collecting chamber along the axial direction.

[0014] Furthermore, the gas collecting cylinder is located directly above the installed and fixed exhaust casing, and gradually extends upward along the axial direction of the exhaust casing from the air inlet end to the air outlet end, thereby causing the gas collecting chamber to gradually extend upward along the axial direction of the exhaust casing; the top of each set of vaporization ring pipes extends upward to communicate with the upward extending bottom surface inside the gas collecting chamber, thereby allowing the liquid fuel in the gas collecting chamber to enter the vaporization ring pipes arranged along the axial direction in sequence.

[0015] Furthermore, the first set of gasification ring pipes located at the lowest position of the gas collecting chamber includes an annular ring pipe body and a vertically arranged vent pipe whose bottom end is connected to the highest position on the ring pipe body; a fuel inlet is provided at the lowest position on the ring pipe body; the top end of the vent pipe is connected to the bottom surface of the gas collecting chamber.

[0016] Furthermore, the remaining gasification rings, except for the first group of gasification rings, have the same structure, each including a ring-shaped ring body and a vertically arranged vent pipe and a liquid replenishment pipe, the bottom ends of which are respectively connected to the ring body. The top ends of the vent pipe and the liquid replenishment pipe are respectively connected to the bottom surface of the gas collecting chamber, and the position where the liquid replenishment pipe of the same group of ring bodies connects to the bottom surface of the gas collecting chamber is lower than the position where the vent pipe connects to the bottom surface of the gas collecting chamber, so that the liquid fuel in the gas collecting chamber is first replenished into the ring body through the top end of the liquid replenishment pipe; the vent pipe is used to allow the gaseous fuel formed by heating and gasification to enter the gas collecting chamber.

[0017] Furthermore, the venting tube is a vertical tube, with its bottom end connected to the top surface of the highest point on the ring tube body; the replenishment tube is "L" shaped, with its horizontal tube connected to the side wall surface of the highest point on the ring tube body, and its top end connected to the bottom surface of the gas collecting chamber.

[0018] Furthermore, the inner diameter of the vent tube is smaller than the inner diameter of the ring tube body; the inner diameter of the replenishment tube is smaller than the inner diameter of the vent tube.

[0019] Furthermore, the fuel outlet is located on the top surface of the upward end of the gas collecting chamber; the liquid fuel vaporization and pressure stabilization device also includes a defoaming mesh plate for defoaming the discharged gaseous fuel. The defoaming mesh plate is horizontally arranged in the gas collecting chamber to divide the gas collecting chamber into a gas collecting section and a defoaming section that are connected only through it, and the fuel outlet is connected to the defoaming section.

[0020] Furthermore, the liquid fuel vaporization and pressure stabilization device also includes a temperature detector for detecting the temperature of gaseous fuel. The temperature detector is located in the gas collection chamber and connected to the engine fuel control system. The fuel outlet is also connected to the engine fuel control system and the exhaust channel through pipes. The pipes are also equipped with a vent valve, which is connected to the engine fuel control system. When the pressure or temperature of the gaseous fuel in the gas collection chamber exceeds the system set value, the vent valve opens to allow the gaseous fuel to be discharged into the exhaust channel. The fuel supply source includes a liquid fuel tank, a fuel pipeline connected to the liquid fuel tank, and a fuel pump located in the fuel pipeline. The fuel pump is controlled by the engine fuel control system.

[0021] According to another aspect of the invention, an aircraft engine is also provided, having a liquid fuel vaporization and pressure stabilization device as described in any of the above.

[0022] The present invention has the following beneficial effects:

[0023] This invention, based on the principle of liquid vaporization, fully utilizes the exhaust heat source of aero-engines and considers the fuel inlet requirements of the aero-engine fuel control system, designing "a liquid fuel vaporization pressure stabilizing device." Compared with commonly used liquid fuel vaporization schemes in industry, this invention's device has the following advantages:

[0024] 1) In the device of the present invention, by directly fixing the vaporizer to the outer peripheral surface of the exhaust casing, the liquid fuel in the vaporizer is heated and vaporized by the high temperature exhaust gas passing through the exhaust channel in the exhaust casing, without the need for self-heating of the vaporized gaseous fuel, thereby greatly improving the vaporization efficiency of the liquid fuel and meeting the requirements for use in aero engines, and further improving the combustion efficiency of liquid fuel in aero engines.

[0025] 2) In the device of the present invention, both the vaporizer and the gas collection cylinder are arranged to extend along the axial direction of the exhaust casing, that is, they are integrated with the horizontally arranged aero-engine exhaust device. This greatly improves the overall performance of the aero-engine while optimizing the system structure design, and is more efficient than the traditional liquid fuel vaporization scheme that is independent in industry.

[0026] 3) In the device of the present invention, the pressure detector and the self-feedback design of the engine fuel regulation system stabilize the pressure of the gaseous fuel in the gas collection chamber and the pressure of the discharged gaseous fuel simultaneously meets the pressure stabilization function of the fuel inlet requirements of the engine fuel regulation system. However, the existing industrial liquid fuel vaporizers do not have the function of boosting and stabilizing pressure.

[0027] 4) Traditional aero engines or ground-based gas turbines use regenerative cycles to improve engine efficiency, which utilize the waste heat of exhaust gas to heat the air entering the combustion chamber. The solution of this invention utilizes the waste heat of exhaust gas to heat the fuel, which has the same effect as traditional regenerative cycles. At the same time, the gasification of fuel reduces the physical and chemical structure of traditional engine fuel and improves combustion efficiency. Its benefits are far greater than those of traditional regenerative cycles.

[0028] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0029] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0030] Figure 1 This is a schematic diagram of the spatial structure of a liquid fuel gasification and pressure stabilization device according to a preferred embodiment of the present invention;

[0031] Figure 2 yes Figure 1 A schematic diagram of the sectional front view structure;

[0032] Figure 3 yes Figure 2 A schematic diagram of the vertical cross-section;

[0033] Figure 4 yes Figure 2 A partial structural diagram;

[0034] Figure 5 This is a schematic diagram illustrating the working principle of a liquid fuel gasification and pressure stabilization device according to a preferred embodiment of the present invention.

[0035] Legend:

[0036] 1. Exhaust casing; 101. Exhaust flow channel; 11. Casing body; 12. Exhaust guide cone; 13. Guide cone support plate;

[0037] 2. Vaporizer; 201. Fuel inlet; 21. Vaporization ring pipe; 211. Ring pipe body; 212. Vent pipe; 213. Liquid replenishment pipe;

[0038] 3. Gas collecting cylinder; 301. Gas collecting chamber; 302. Fuel outlet;

[0039] 4. Defoaming mesh board. Detailed Implementation

[0040] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0041] Reference Figure 1 and Figure 2 A preferred embodiment of the present invention provides a liquid fuel vaporization and pressure stabilization device, comprising: an exhaust casing 1 having an exhaust channel 101 extending axially through it; a vaporizer 2 extending axially along the outer periphery of the exhaust casing 1; a gas collecting cylinder 3 connected to the outer wall of the vaporizer 2 and extending axially along the exhaust casing 1; and a pressure detector connected to an engine fuel control system. The vaporizer 2 has a fuel inlet 201 communicating with an external fuel supply source for supplying liquid fuel. The gas collecting cylinder 3 has a gas collecting chamber 301 extending along its length. The vaporizer 2 communicates with the gas collecting chamber 301. The vaporizer 2 is used to heat and vaporize the incoming liquid fuel under the action of high-temperature exhaust in the exhaust channel 101, forming gaseous fuel which is then discharged into the gas collecting chamber 301. A fuel outlet 302 penetrating the wall of the gas collecting chamber 301 is also provided to supply the gaseous fuel within the gas collecting chamber 301 to the outside. A pressure detector is installed in the gas collecting chamber 301 to detect the pressure inside the gas collecting chamber 301, thereby enabling the engine fuel control system to control the flow rate of liquid fuel entering the carburetor 2, and thus control the pressure of gaseous fuel inside the gas collecting chamber 301 accordingly.

[0042] During operation, the fuel supply source feeds liquid fuel into the carburetor 2 through the fuel inlet 201. Since the carburetor 2 is directly mounted on the outer circumferential surface of the exhaust casing 1, and the air inlet of the exhaust flow channel 101 within the exhaust casing 1 is directly connected to the high-temperature exhaust gas from the engine, the high-temperature exhaust gas exits from the tail end of the exhaust casing 1 after passing through the exhaust flow channel 101. Therefore, the liquid fuel in the carburetor 2 is heated and vaporized into gaseous fuel under the action of the high-temperature exhaust gas in the exhaust flow channel 101. This gaseous fuel is then discharged into the gas collecting chamber 301 through the outlet of the carburetor 2, which connects to the gas collecting chamber 301. 1. The gaseous fuel in the gas collecting chamber 301 is ultimately supplied to the engine through the fuel outlet 302. At the same time, the pressure detector monitors the pressure in the gas collecting chamber 301 in real time. When the pressure in the gas collecting chamber 301 is lower than the system set value, the engine fuel control system causes the fuel supply source to supply more liquid fuel into the vaporizer 2 for vaporization. When the pressure detector detects that the pressure in the gas collecting chamber 301 meets the system set value, the gaseous fuel stored in the gas collecting chamber 301 is then supplied to the engine through the fuel outlet 302, thereby achieving a stable pressure supply of gaseous fuel.

[0043] This invention, based on the principle of liquid vaporization, fully utilizes the exhaust heat source of aero-engines and considers the fuel inlet requirements of the aero-engine fuel control system, designing "a liquid fuel vaporization pressure stabilizing device." Compared with commonly used liquid fuel vaporization schemes in industry, this invention's device has the following advantages:

[0044] 1) In the device of the present invention, by directly fixing the vaporizer 2 to the outer peripheral surface of the exhaust casing 1, the liquid fuel in the vaporizer 2 is heated and vaporized by the high temperature exhaust gas passing through the exhaust flow channel 101 in the exhaust casing 1, without the need for self-heating of the vaporized gaseous fuel, thereby greatly improving the vaporization efficiency of the liquid fuel and meeting the requirements for use in aero engines, and further improving the combustion efficiency of liquid fuel in aero engines.

[0045] 2) In the device of the present invention, both the vaporizer 2 and the gas collecting cylinder 3 extend along the axial direction of the exhaust casing 1, that is, they are integrated with the horizontally arranged aero-engine exhaust device. This greatly improves the overall performance of the aero-engine while optimizing the system structure design. Compared with the independent traditional liquid fuel vaporization scheme in industry, it is more efficient.

[0046] 3) In the device of the present invention, through the self-feedback design of the pressure detector and the engine fuel regulation system, the pressure of the gaseous fuel in the gas collection chamber 301 is stabilized and the pressure of the discharged gaseous fuel simultaneously meets the pressure stabilization function of the fuel inlet requirements of the engine fuel regulation system. However, the existing industrial liquid fuel vaporizers do not have the function of boosting and stabilizing pressure.

[0047] 4) Traditional aero engines or ground-based gas turbines use regenerative cycles to improve engine efficiency, which utilize the waste heat of exhaust gas to heat the air entering the combustion chamber. The solution of this invention utilizes the waste heat of exhaust gas to heat the fuel, which has the same effect as traditional regenerative cycles. At the same time, the gasification of fuel reduces the physical and chemical structure of traditional engine fuel and improves combustion efficiency. Its benefits are far greater than those of traditional regenerative cycles.

[0048] Optionally, such as Figure 1 and Figure 2 As shown, the exhaust casing 1 includes a hollow cylindrical casing body 11, exhaust guide cones 12 arranged axially in the inner channel of the casing body 11, and multiple guide cone support plates 13 arranged circumferentially and connected between the casing body 11 and the exhaust guide cones 12. The gap between the casing body 11 and the exhaust guide cones 12 forms an exhaust flow channel 101. A vaporizer 2 is mounted on the outer circumference of the casing body 11.

[0049] Optionally, such as Figure 2As shown, the vaporizer 2 includes multiple sets of vaporization ring pipes 21 arranged sequentially along the axial direction of the exhaust casing 1. The vaporization ring pipes 21 are annular and are clamped onto the outer circumference of the exhaust casing 1, and are hollow pipes that are circumferentially connected. The first set of axially arranged vaporization ring pipes 21 is provided with a fuel inlet 201. Each set of vaporization ring pipes 21 is connected to the gas collecting chamber 301, so that fuel can be sequentially introduced into the vaporization ring pipes 21 along the axial direction through the gas collecting chamber 301. In this optional scheme, the gasification ring pipes 21 are not directly connected. At the beginning of operation, liquid fuel enters the first gasification ring pipe 21 through the fuel inlet 201 and is heated and vaporized. The resulting gaseous fuel then enters the connected gas collection chamber 301. When the pressure in the gas collection chamber 301 does not meet the pressure requirements at the fuel inlet of the engine fuel control system, liquid fuel continues to enter through the fuel inlet 201. After filling the first gasification ring pipe 21, it overflows into the gas collection chamber 301 and then enters the second gasification ring pipe 21 through the opening connecting the second gasification ring pipe 21 and the gas collection chamber 301 for heating and vaporization. When liquid fuel continues to enter through the fuel inlet 201, the liquid fuel will enter each gasification ring pipe 21 sequentially along the axial arrangement direction of the gasification ring pipe 21, thus realizing the working mode of "introducing oil sequentially through the gas collection chamber 301 along the axial arrangement direction of the gasification ring pipe 21". Since each set of vaporization ring pipes 21 is annular, and the pressure inside the gas collecting chamber 301 meets the requirements, it is possible that only the last set of vaporization ring pipes 21 is not filled with liquid fuel. Therefore, the circumferentially arranged vaporization ring pipes 21 and the exhaust casing 1 exchange heat evenly. On the one hand, this will not cause stress concentration and local cracks in the exhaust casing 1 due to uneven circumferential heat exchange. On the other hand, it will not cause the risk of local high-temperature carbonization of liquid fuel due to the vaporization ring pipes 21 not being filled circumferentially. The liquid fuel in the vaporization ring pipes 21 is heated evenly. In addition, multiple sets of vaporization ring pipes 21 are arranged sequentially along the axial direction and oil is introduced in sequence. If the rear section of the exhaust casing 1 deforms along the axial direction because there is no liquid fuel in the corresponding vaporization ring pipe 21, the exhaust casing 1 itself has an axial expansion and contraction deformation amount during design, so it is not affected by uneven axial heat exchange.

[0050] In this optional solution, such as Figure 2 As shown, the gas collecting cylinder 3 is located directly above the installed and fixed exhaust casing 1, and gradually extends upward along the axial direction of the exhaust casing 1 from the air inlet end to the air outlet end, thereby causing the gas collecting chamber 301 to gradually extend upward along the axial direction of the exhaust casing 1. The top of each set of vaporization ring pipes 21 extends upward to communicate with the upwardly extending bottom surface inside the gas collecting chamber 301, thereby allowing the liquid fuel in the gas collecting chamber 301 to sequentially enter the axially arranged vaporization ring pipes 21. Figure 2As shown, since the top of each set of vaporization ring pipes 21 extends vertically upward and then connects to the bottom surface of the gas collecting chamber 301, and the bottom surface of the gas collecting chamber 301 gradually rises along the axial direction, the connection position between each vaporization ring pipe 21 and the bottom surface of the gas collecting chamber 301 gradually increases along the axial direction, so that liquid fuel can enter each vaporization ring pipe 21 in sequence through the action of the gas collecting chamber 301.

[0051] In this optional solution, such as Figure 2 As shown, the first set of vaporization ring pipes 21, located at the lowest position of the gas collecting chamber 301, includes an annular ring pipe body 211 and a vertically arranged vent pipe 212 whose bottom end is connected to the highest point of the ring pipe body 211. A fuel inlet 201 is provided at the lowest point of the ring pipe body 211. The top end of the vent pipe 212 is connected to the bottom surface of the gas collecting chamber 301. During operation, liquid fuel supplied by the oil source first enters the first set of vaporization ring pipes 21 through the fuel inlet 201, and then sequentially enters the second set of vaporization ring pipes 21, the third set of vaporization ring pipes 21, and so on, through the action of the gas collecting chamber 301.

[0052] In this optional solution, such as Figure 2-4 As shown, except for the first group of gasification ring pipes 21, the remaining groups of gasification ring pipes 21 have the same structure, each including an annular ring pipe body 211, and a vertically arranged vent pipe 212 and a liquid replenishment pipe 213, the bottom ends of which are respectively connected to the ring pipe body 211. The top ends of the vent pipe 212 and the liquid replenishment pipe 213 are respectively connected to the bottom surface of the gas collecting chamber 301, and the position where the liquid replenishment pipe 213 of the same group of ring pipe body 211 connects to the bottom surface of the gas collecting chamber 301 is lower than the position where the vent pipe 212 connects to the bottom surface of the gas collecting chamber 301, so that the liquid fuel in the gas collecting chamber 301 is first replenished into the ring pipe body 211 through the top end of the liquid replenishment pipe 213. The vent pipe 212 is used to allow the gaseous fuel formed by heating and gasification to enter the gas collecting chamber 301. In this optional scheme, the vent pipe 212 is used to discharge the gaseous fuel generated by gasification in the gasification ring pipe 21; the liquid replenishment pipe 213 is used to replenish the liquid fuel that overflows into the gas collection chamber 301 from the previous set of gasification ring pipes 21 into the adjacent next set of gasification ring pipes 21; and the gas collection cylinder 3 is fixed at the top of the vent pipe 212 and the liquid replenishment pipe 213 arranged sequentially along the axial direction.

[0053] In specific embodiments of this optional solution, such as Figure 4 As shown, the vent pipe 212 is a vertical pipe, with its bottom end connected to the top surface of the highest point on the ring pipe body 211. The replenishment pipe 213 is L-shaped, with its horizontal pipe connected to the side wall of the highest point on the ring pipe body 211, and its vertical pipe top end connected to the bottom surface of the gas collecting chamber 301. Figure 2 and Figure 4As shown, in actual design, the gas collecting chamber 301 is raised at an angle of not less than 10° along the rear end of the engine axis, so that except for the first set of vaporization ring pipes 21, the liquid replenishment channel openings of the other vaporization ring pipes 21 on the bottom surface of the gas collecting chamber 301 are all lower than the gas channel openings, and the position of the liquid replenishment channel openings is higher as the vaporization ring pipes 21 move further back along the engine axis.

[0054] Preferably, the inner diameter of the vent pipe 212 is smaller than the inner diameter of the ring pipe body 211. This is to avoid the venting orifice being too large, causing a large number of bubbles in the ring pipe body 211 to pass through the vent pipe 212 simultaneously, or the bubbles being too large, causing excessively violent bursting and a large number of droplets splashing into the gas collecting chamber 301, exceeding the capacity of the defoaming mesh plate 4, and entering the fuel outlet 302. The inner diameter of the replenishment pipe 213 is smaller than the inner diameter of the vent pipe 212; because the density of liquid is much greater than that of gas, the volumetric flow rate of liquid is smaller for the same mass flow rate. Therefore, the replenishment channel in the replenishment pipe 213 must be smaller than the inner diameter of the vent pipe 212.

[0055] Preferably, such as Figure 2 As shown, the fuel outlet 302 is located on the top surface of the upward end of the gas collecting chamber 301. The liquid fuel vaporization and pressure stabilization device also includes a defoaming mesh plate 4 for defoaming the discharged gaseous fuel. The defoaming mesh plate 4 is horizontally arranged in the gas collecting chamber 301 to divide the gas collecting chamber 301 into a gas collecting section and a defoaming section that are connected only through it, and the fuel outlet 302 is connected to the defoaming section. In this preferred embodiment, a horizontally placed defoaming mesh plate 4 is provided in the gas collecting chamber 301 at a distance of 3 times the outlet aperture downward from the fuel outlet 302. The mesh size is approximately 1mm × 1mm, which is used to eliminate excessive bubbles discharged from the vaporization ring pipe 21 and prevent bubbles from accumulating at the fuel outlet 302, thus affecting the discharge gas and causing impurities.

[0056] Preferably, the liquid fuel vaporization and pressure stabilization device further includes a temperature detector for detecting the temperature of the gaseous fuel. The temperature detector is located in the gas collection chamber 301 and connected to the engine fuel control system. The fuel outlet 302 is also connected to the engine fuel control system and the exhaust channel 101 via pipes. A vent valve is also provided in the pipes, connected to the engine fuel control system. When the pressure or temperature of the gaseous fuel in the gas collection chamber 301 exceeds a system set value, the vent valve opens, allowing the gaseous fuel to be discharged into the exhaust channel 101. The fuel supply source includes a liquid fuel tank, a fuel pipeline connected to the liquid fuel tank, and a fuel pump located in the fuel pipeline. The fuel pump is controlled by the engine fuel control system.

[0057] The working principle of the device of the present invention is as follows: Figure 5As shown: The engine fuel regulator controls the fuel pump to draw liquid fuel from the liquid fuel tank and enters the first set of vaporization ring pipes 21 of the vaporizer 2 through the fuel inlet 201 of the device of this invention. The high-temperature gas in the exhaust channel 101 transfers heat to the liquid fuel in the first set of vaporization ring pipes 21 through the inner wall of the casing body 11. The liquid fuel is heated and vaporized to form gaseous fuel and enters the gas collection chamber 301 through the vent pipe 212. If the pressure detector in the gas collection chamber 301 detects that the pressure in the gas collection chamber 301 is insufficient, the engine fuel regulator controls the fuel pump to pump more liquid fuel into the fuel inlet 201. If the vaporization power of the first set of vaporization ring pipes 21 is insufficient, the liquid fuel will fill the first set of vaporization ring pipes 21 and enter the gas collection chamber 301 through the vent pipe 212. The fuel level in the gas collection chamber 301 first reaches the position of the lowest position. The liquid replenishment pipe 213 of the second set of vaporization ring pipes 21 flows into the second set of vaporization ring pipes 21 and continues to exchange heat with the high-temperature gas in the exhaust channel 101 for vaporization. The gaseous fuel in the second set of vaporization ring pipes 21 rises and enters the gas collecting chamber 301 through the vent pipe 212. Because the liquid replenishment pipe 213 enters from the front side of the vaporization ring pipe 21, and the gaseous fuel is discharged through the vent pipe 212 at the top of the vaporization ring pipe 21, it can be ensured that the liquid replenishment and gas discharge do not interfere with each other. If the pressure detector in the gas collecting chamber 301 detects that the pressure in the gas collecting chamber 301 is still insufficient, the liquid fills the second set of vaporization ring pipes 21 and continues to enter the third set of vaporization ring pipes 21 until the pressure of the gaseous fuel discharged from the fuel outlet 302 is higher than the set requirements of the engine fuel control system. Then, the engine fuel control system controls the supply to the aero engine as needed.

[0058] The large volume of the gas collection chamber 301 can store enough gaseous fuel for the engine to use, avoiding untimely response of the fuel pump when the engine status increases or decreases. In addition to pressure detectors, the gas collection chamber 301 is also equipped with temperature detectors. When the gaseous fuel pressure or temperature is too high and exceeds the set tolerance requirements of the engine fuel control system, the engine fuel control system regulates the vent valve to discharge the excess high-temperature and high-pressure gaseous fuel through the pipeline into the exhaust channel 101 for direct combustion, so as to avoid the adverse effects of excessive fuel pressure or temperature on the engine fuel control system.

[0059] Optionally, a preferred embodiment of the present invention also provides an aero-engine having a liquid fuel vaporization and pressure stabilization device as described above. Thus, the aero-engine of the present invention can heat and vaporize the liquid fuel in the vaporizer 2 through the high-temperature exhaust gas passing through the exhaust channel 101 in the exhaust casing 1, without needing to self-heat the vaporized gaseous fuel, thereby greatly improving the vaporization efficiency of the liquid fuel and meeting the requirements for use in aero-engines. Furthermore, both the vaporizer 2 and the gas collection cylinder 3 extend axially along the exhaust casing 1, i.e., they are integrated with the horizontally arranged aero-engine exhaust system, greatly improving the overall performance of the aero-engine while optimizing the system structure design. This is more efficient than traditional, independent liquid fuel vaporization schemes used in industry. Additionally, through the self-feedback design of the pressure detector and the engine fuel control system, the gaseous fuel in the gas collection chamber 301 is stabilized, and the pressure of the discharged gaseous fuel simultaneously meets the pressure stabilization function required by the fuel inlet of the engine fuel control system. Existing industrial liquid fuel vaporizers do not possess this pressure boosting and stabilization function.

[0060] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A liquid fuel gasification pressure stabilizing device characterized by comprising: The application relates to a liquid fuel gasification and pressure stabilizing device. The device comprises: an exhaust manifold (1) provided with an exhaust flow channel (101) extending through the exhaust manifold (1) in the axial direction, a vaporizer (2) arranged on the outer circumferential surface of the exhaust manifold (1) and extending along the axial direction of the exhaust manifold (1), a gas collecting cylinder (3) connected to the outer wall of the vaporizer (2) and extending along the axial direction of the exhaust manifold (1), and a pressure detector connected to an engine fuel control system. The vaporizer (2) is provided with a fuel inlet (201) communicated with an external fuel supply source for supplying liquid fuel, the gas collecting cylinder (3) is provided with a gas collecting cavity (301) extending along the length direction of the gas collecting cylinder (3), the vaporizer (2) is communicated with the gas collecting cavity (301), the vaporizer (2) is used for heating and gasifying the entering liquid fuel into gaseous fuel under the action of high-temperature exhaust gas in the exhaust flow channel (101) and discharging the gaseous fuel into the gas collecting cavity (301), and the wall surface of the gas collecting cavity (301) is provided with a fuel outlet (302) extending through the wall surface, so that the gaseous fuel in the gas collecting cavity (301) is supplied outwards. The pressure detector is arranged in the gas collecting cavity (301) and is used for detecting the pressure in the gas collecting cavity (301) and then making the engine fuel control system control the liquid fuel flow entering the vaporizer (2) correspondingly, so as to correspondingly control the pressure of the gaseous fuel in the gas collecting cavity (301). The exhaust manifold (1) is in a cylindrical shape; the vaporizer (2) comprises a plurality of groups of vaporizing ring pipes (21) arranged in sequence along the axial direction of the exhaust manifold (1), the vaporizing ring pipe (21) is in a ring shape, is clamped on the outer circle of the exhaust manifold (1), and is a hollow pipe communicated along the circumferential direction; the first group of vaporizing ring pipes (21) arranged in the axial direction is provided with the fuel inlet (201), and each group of vaporizing ring pipes (21) is respectively communicated with the gas collecting cavity (301), so that the vaporizing ring pipes (21) are sequentially supplied with liquid fuel along the axial arrangement direction through the gas collecting cavity (301). The gas collecting cylinder (3) is located above the fixed exhaust manifold (1) and extends upwardly along the axial direction of the exhaust manifold (1) from the air inlet end to the air outlet end of the exhaust manifold (1), so that the gas collecting cavity (301) extends upwardly along the axial direction of the exhaust manifold (1); the top of each group of vaporizing ring pipes (21) extends upwardly to be communicated with the bottom surface of the gas collecting cavity (301), so that the liquid fuel in the gas collecting cavity (301) sequentially enters the vaporizing ring pipes (21) arranged in the axial direction.

2. The liquid fuel gasification and pressure stabilizing device according to claim 1, wherein the first group of vaporizing ring pipes (21) located at the lowest position of the gas collecting cavity (301) comprises a ring-shaped ring pipe body (211) and a gas passage pipe (212) vertically arranged and communicated with the highest position of the ring pipe body (211); the lowest position of the ring pipe body (211) is provided with the fuel inlet (201); the top end of the gas passage pipe (212) is communicated with the bottom surface of the gas collecting cavity (301).

3. The liquid fuel gasification and pressure stabilizing device according to claim 1, wherein ​ The rest of the groups of gasification ring pipes (21) except the first group of gasification ring pipes (21) are identical in structure, each comprising a ring-shaped ring pipe body (211), and a gas vent pipe (212) and a liquid supplement pipe (213) vertically arranged and having bottom ends respectively communicated with the ring pipe body (211); The top ends of the gas vent pipe (212) and the liquid supplement pipe (213) are respectively communicated with the bottom surface of the gas collection cavity (301), and the position where the liquid supplement pipe (213) of the ring pipe body (211) of the same group is communicated with the bottom surface of the gas collection cavity (301) is lower than the position where the gas vent pipe (212) is communicated with the bottom surface of the gas collection cavity (301), so that the liquid fuel in the gas collection cavity (301) is first supplemented into the ring pipe body (211) through the top end of the liquid supplement pipe (213); The gas vent pipe (212) is used for the gaseous fuel formed by heating and gasification to enter the gas collection cavity (301).

4. The liquid fuel gasification pressure stabilizing device according to claim 3, wherein The gas vent pipe (212) is a vertical pipe, and the bottom end thereof is communicated with the top surface of the highest position of the ring pipe body (211); The liquid supplement pipe (213) is in an "L" shape, the horizontal pipe thereof is communicated with the side wall surface of the highest position of the ring pipe body (211), and the top end of the vertical pipe thereof is communicated with the bottom surface of the gas collection cavity (301).

5. The liquid fuel gasification pressure stabilizing device according to claim 3, wherein The inner diameter of the gas vent pipe (212) is smaller than the inner diameter of the ring pipe body (211); The inner diameter of the liquid supplement pipe (213) is smaller than the inner diameter of the gas vent pipe (212).

6. The liquid fuel gasification pressure stabilizing device according to claim 1, wherein The fuel outlet (302) is located on the top surface of the top end of the gas collection cavity (301); The liquid fuel gasification pressure stabilizing device further comprises a defoaming mesh plate (4) for defoaming the gaseous fuel discharged, the defoaming mesh plate (4) is horizontally arranged in the gas collection cavity (301) to divide the gas collection cavity (301) into a gas collection part and a defoaming part communicated only therewith, and the fuel outlet (302) is communicated with the defoaming part.

7. The liquid fuel gasification pressure stabilizing device according to claim 1, wherein The liquid fuel gasification pressure stabilizing device further comprises a temperature detector for detecting the temperature of the gaseous fuel, the temperature detector is arranged in the gas collection cavity (301) and connected with an engine fuel control system; The fuel outlet (302) is further connected with the engine fuel control system and an exhaust flow channel (101) through pipes respectively, and a gas release valve is arranged in the pipes, the gas release valve is connected with the engine fuel control system, so that when the pressure or temperature of the gaseous fuel in the gas collection cavity (301) exceeds the system set value, the gas release valve is opened to discharge the gaseous fuel into the exhaust flow channel (101); The oil supply source comprises a liquid oil tank, an oil delivery pipeline connected with the liquid oil tank, and a fuel pump arranged in the oil delivery pipeline, the fuel pump is controlled by the engine fuel control system.

8. An aeroengine characterised in that, The liquid fuel gasification pressure stabilizing device according to any one of claims 1-7.

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