Engine hot end casing and intelligent fuel control system

Abstract

The present application relates to the technical field of engine, and provides an engine hot end casing and fuel intelligent control system, the engine hot end casing comprises a casing body, a liquid fuel oil line manifold is integrally formed with the casing body and arranged on the outer side wall of the casing body, and a gaseous fuel oil line manifold is integrally formed with the casing body and arranged on the inner side wall of the casing body.The engine hot end casing provided by the present application is integrally designed with the fuel flow path integrated on the casing body, thereby avoiding the resonance problem of two components, and the safety of the engine is improved.Moreover, the high-temperature air can be fully utilized to flow through the compressor to heat the hot end casing and the wall pipe body, the internal fuel is heated, the temperature of the fuel in the pipe body is increased, the fuel properties, especially the viscosity, are reduced, the nozzle atomization performance is improved, and the engine starting envelope is improved.

Description

Technical Field

[0001] This invention relates to the field of engine technology, specifically to an engine hot-end casing and fuel intelligent control system. Background Technology

[0002] In a gas turbine engine, the combustion chamber mainly consists of components such as the hot-end casing, diffuser, flame tube, fuel nozzle, and fuel manifold. The combustion chamber casing, as the main load-bearing component, primarily transmits force and forms the aerodynamic flow path. The fuel manifold, as a crucial component of the engine's fuel supply system, primarily functions to evenly deliver fuel to the combustion chamber, providing power to the engine—essentially the engine's "blood vessels." With increasing carbon emission reduction requirements, various new fuels have emerged, including various sustainable aviation fuels (SAF) and hydrogen fuel, primarily in liquid and gaseous forms. In existing engines, the hot-end casing and fuel manifold are designed separately. The fuel manifold can be further divided into flexible and rigid structures. Flexible fuel hoses are mostly made of polytetrafluoroethylene (PTFE), which is resistant to acids, alkalis, and various organic solvents. However, their relatively large outer diameter makes them prone to excessive twisting when installed in engines with smaller combustion chamber diameters, affecting safety. Rigid fuel hoses are lightweight, primarily made of stainless steel or high-temperature alloys, with simpler material procurement and manufacturing processes, making them suitable for higher-power engines.

[0003] However, existing engines face the problem that new fuels become more viscous in low-temperature environments, leading to poor nozzle atomization and affecting the engine's operating envelope. Furthermore, there is a risk of resonance between the fuel main and the hot-end casing of the combustion chamber. When engine vibration is significant, this resonance could cause vibration cracks or even rupture in the fuel main, resulting in fuel leakage and compromising engine safety. Summary of the Invention

[0004] Therefore, this invention addresses the problem faced by existing engines where new fuels become more viscous in low-temperature environments, leading to poor nozzle atomization and affecting the engine's operating envelope. Furthermore, it addresses the risk of resonance between the fuel manifold and the hot-end combustion chamber casing. When engine vibration is significant, this resonance can cause vibration cracks or even rupture, resulting in fuel leakage and compromising engine safety. Therefore, this invention provides an intelligent control system for the engine's hot-end casing and fuel system.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0006] On one hand, the present invention provides an engine hot-end casing, comprising: a casing body; a liquid fuel oil line main pipe integrally formed with the casing body and disposed on the outer side wall of the casing body, one end of the liquid fuel oil line main pipe being connected to a liquid fuel source and the other end being connected to the combustion chamber of the engine; and a gaseous fuel oil line main pipe integrally formed with the casing body and disposed on the inner side wall of the casing body, one end of the gaseous fuel oil line main pipe being connected to a gaseous fuel source and the other end being connected to the combustion chamber of the engine.

[0007] Furthermore, the liquid fuel oil circuit main pipe includes a liquid fuel inlet nozzle, a liquid fuel inlet pipe, a first main pipe, and a first wall branch pipe connected in sequence; the liquid fuel inlet nozzle is disposed on the outer wall of the casing body and is connected to a liquid fuel source; the liquid fuel inlet pipe extends along the axial direction of the casing body and is disposed on the outer wall of the casing body; the first main pipe is wound around the outer wall of the casing body in the circumferential direction; the first wall branch pipe extends along the axial direction of the casing body and is disposed on the outer wall of the casing body and is connected to the combustion chamber of the engine.

[0008] Furthermore, the gaseous fuel oil circuit main pipe includes a gaseous fuel inlet nozzle, a gaseous fuel inlet pipe, a second main pipe, and a second wall-mounted branch pipe connected in sequence; the inlet of the gaseous fuel inlet nozzle is exposed outside the casing body, the outlet of the gaseous fuel inlet nozzle is located on the inner wall of the casing body, and the gaseous fuel inlet nozzle is connected to a gaseous fuel source; the gaseous fuel inlet pipe extends along the axial direction of the casing body and is disposed on the inner wall of the casing body; the second main pipe is wound around the inner wall of the casing body in the circumferential direction; the second wall-mounted branch pipe extends along the axial direction of the casing body and is disposed on the inner wall of the casing body, and the second wall-mounted branch pipe is connected to the combustion chamber of the engine.

[0009] Furthermore, the liquid fuel inlet pipe, the first main pipe, and the first wall branch pipe are all formed by a structure that protrudes outward from the outer side wall of the casing body and is hollow inside; the gas fuel inlet pipe, the second main pipe, and the second wall branch pipe are all formed by a structure that protrudes outward from the inner side wall of the casing body and is hollow inside.

[0010] Furthermore, the engine hot-side casing also includes an antifreeze inlet and an antifreeze external pipeline; the inlet of the antifreeze inlet is connected to an antifreeze source, and the outlet of the antifreeze inlet is connected to one end of the antifreeze external pipeline; the liquid fuel inlet pipe and the gaseous fuel inlet pipe are both connected to the other end of the antifreeze external pipeline; and / or, it also includes a catalyst inlet and a catalyst external pipeline; the inlet of the catalyst inlet is connected to a catalyst source, and the outlet of the catalyst inlet pipe is connected to one end of the catalyst external pipeline; the liquid fuel inlet pipe and the gaseous fuel inlet pipe are both connected to the other end of the catalyst external pipeline.

[0011] Furthermore, a plurality of first wall branch pipes are spaced apart along the circumferential direction of the casing body; a plurality of second wall branch pipes are spaced apart along the circumferential direction of the casing body; the first wall branch pipes and the second wall branch pipes are staggered along the circumferential direction of the casing body.

[0012] Furthermore, the engine hot-end casing also includes liquid fuel line branch pipes, gaseous fuel line branch pipes, and fuel injectors; a plurality of liquid fuel line branch pipes are provided on the head ring of the casing body, each liquid fuel line branch pipe corresponding to a first wall branch pipe, the outlet of the first wall branch pipe being connected to the inlet of the liquid fuel line branch pipe, and the outlet of the liquid fuel line branch pipe being connected to the fuel injector; a plurality of gaseous fuel line branch pipes are provided on the head ring of the casing body, each gaseous fuel line branch pipe corresponding to a second wall branch pipe, the outlet of the second wall branch pipe being connected to the inlet of the gaseous fuel line branch pipe, and the outlet of the gaseous fuel line branch pipe being connected to the fuel injector; the outlet of the fuel injector is connected to the combustion chamber of the engine.

[0013] Furthermore, the hot-end casing of the engine also includes a branch pipe connector and an outer nut; the outlet of the first wall branch pipe and the inlet of the liquid fuel oil circuit branch pipe are connected through the branch pipe connector and the outer nut; the outlet of the second wall branch pipe and the inlet of the gaseous fuel oil circuit branch pipe are connected through the branch pipe connector and the outer nut.

[0014] On the other hand, the present invention also provides a fuel intelligent control system, including the engine hot end casing as described in any one of the above.

[0015] Furthermore, the intelligent fuel control system also includes a liquid fuel tank, a gaseous fuel tank, a catalyst tank, an antifreeze tank, a control center, and a first pump body, a second pump body, a third pump body, a fourth pump body, a fuel temperature controller, a first control valve, a second control valve, a third control valve, a fourth control valve, a first temperature sensor, and a second temperature sensor connected to it via signals; the liquid fuel tank is connected to the inlet of the liquid fuel inlet; the gaseous fuel tank is connected to the inlet of the gaseous fuel inlet; the catalyst tank is connected to the inlet of the catalyst external connector; the antifreeze tank is connected to the inlet of the antifreeze external connector; the first pump body and the first control valve are both located between the liquid fuel tank and the liquid fuel inlet. The pipeline between the fuel injectors; the second pump body and the second control valve are both located on the pipeline between the gas fuel tank and the gas fuel inlet; the third pump body and the third control valve are both located on the pipeline between the catalyst tank and the catalyst external inlet; the fourth pump body and the fourth control valve are both located on the pipeline between the antifreeze tank and the antifreeze external inlet; the first temperature sensor is located on the pipeline between the liquid fuel line branch pipe and the fuel injector; the second temperature sensor is located on the pipeline between the gas fuel line branch pipe and the fuel injector; the fuel temperature controller is adapted to the liquid fuel tank and the gas fuel tank and is used to adjust the temperature of the fuel in the liquid fuel tank and the gas fuel tank.

[0016] The technical solution of this invention has the following advantages:

[0017] The engine hot-end casing provided by this invention integrates the fuel flow path into the casing body, which strengthens the hot-end casing, increases its load-bearing capacity, and fully utilizes the heat exchange through fuel flow within the casing wall, reducing the casing wall temperature and extending the casing's service life, thereby improving engine lifespan. Furthermore, the integrated design of the fuel flow path on the casing body avoids resonance issues between the two components, thus improving engine safety. Moreover, by reducing the number of fuel manifold components, the maximum outer diameter of the engine can be significantly reduced, expanding the engine's applicability across various scenarios, and reducing weight, thus improving the engine's thrust-to-weight ratio. In addition, the engine hot-end casing's liquid fuel manifold and gaseous fuel manifold provided by this invention employ a two-path, inner-outer-outer structure, meaning one fuel path is designed inside and one outside the hot-end casing. This further reduces the casing height, and the inner side can use gaseous fuel, making it more suitable for using dissimilar fuels. Gaseous fuel is unaffected by high temperatures and can operate normally inside the hot-end casing. Furthermore, for new fuels with increased viscosity at low temperatures, the engine can fully utilize the compressor to deliver high-temperature air when operating in low-temperature environments. This heats the hot-end casing and wall tubes, thereby heating the internal fuel. This increases the fuel temperature within the tubes, reducing fuel properties, especially viscosity, which improves nozzle atomization performance and enhances the engine's starting envelope. It also prevents tube icing, effectively ensuring the main fuel supply capacity, thus broadening the engine's ignition and starting envelope, expanding the aircraft's application scenarios, and improving flight safety. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the engine hot-end casing in an embodiment of the present invention;

[0020] Figure 2 This is a front view of the engine hot-end casing in an embodiment of the present invention;

[0021] Figure 3 for Figure 2 A cross-sectional view along the AA direction;

[0022] Figure 4 for Figure 2 A cross-sectional view along the BB direction;

[0023] Figure 5 for Figure 2A cross-sectional view along the CC direction;

[0024] Figure 6 for Figure 3 A cross-sectional view along the DD direction;

[0025] Figure 7 This is a schematic diagram of the intelligent fuel control system in an embodiment of the present invention.

[0026] Explanation of reference numerals in the attached figures:

[0027] 1. Casing body;

[0028] 2. Liquid fuel oil main pipe; 201. Liquid fuel inlet nozzle; 202. Liquid fuel inlet pipe; 203. First main pipe; 204. First wall-mounted branch pipe;

[0029] 3. Gas fuel oil main pipe; 301. Gas fuel inlet nozzle; 302. Gas fuel inlet pipe; 303. Second main pipe; 304. Second wall branch pipe;

[0030] 4. Flame tube; 5. Fuel nozzle; 6. Swirler; 7. Diffuser; 8. Outer nut; 9. Liquid fuel line branch pipe; 10. Gaseous fuel line branch pipe; 11. Inlet nozzle mounting seat; 12. Branch pipe connector; 13. Antifreeze external connector; 14. Antifreeze external pipeline; 15. Catalyst external connector; 16. Catalyst external pipeline; 17. Liquid fuel tank; 18. Gaseous fuel tank; 19. Catalyst tank; 20. Antifreeze tank; 21. First pump body; 22. Second pump body; 23. Third pump body; 24. Fourth pump body; 25. Fuel temperature controller; 26. Control center; 27. First control valve; 28. Second control valve; 29. ​​Third control valve; 30. Fourth control valve; 31. First temperature sensor; 32. Second temperature sensor. Detailed Implementation

[0031] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0033] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0034] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0035] like Figure 1 , Figure 2 , Figure 3 As shown, this embodiment provides an engine hot-end casing, including: a casing body 1; a liquid fuel oil manifold 2, integrally formed with the casing body 1 and disposed on the outer side wall of the casing body 1, one end of the liquid fuel oil manifold 2 being connected to a liquid fuel source and the other end being connected to the combustion chamber of the engine; and a gaseous fuel oil manifold 3, integrally formed with the casing body 1 and disposed on the inner side wall of the casing body 1, one end of the gaseous fuel oil manifold 3 being connected to a gaseous fuel source and the other end being connected to the combustion chamber of the engine.

[0036] The engine hot-end casing provided in this embodiment integrates the fuel flow path onto the casing body 1, which strengthens the hot-end casing, increases its load-bearing capacity, and fully utilizes the heat exchange through fuel flow within the casing wall, reducing the casing wall temperature and extending the casing's service life, thereby improving engine lifespan. Furthermore, the integrated design of the fuel flow path onto the casing body 1 avoids resonance issues between the two components, thus improving engine safety. Moreover, by reducing the fuel manifold assembly, the maximum outer diameter of the engine can be significantly reduced, expanding its applicability and reducing weight, thus improving the engine's thrust-to-weight ratio. In addition, the engine hot-end casing liquid fuel manifold 2 and gaseous fuel manifold 3 provided by this invention adopt a two-path inner and outer structure, meaning one fuel path is designed inside and one outside the hot-end casing. This further reduces the casing height, and the inner side can use gaseous fuel, making it more suitable for using dissimilar fuels. Gaseous fuel is unaffected by high temperatures and can operate normally inside the hot-end casing. Furthermore, for new fuels with increased viscosity at low temperatures, the engine can fully utilize the compressor to deliver high-temperature air when operating in low-temperature environments. This heats the hot-end casing and wall tubes, thereby heating the internal fuel. This increases the fuel temperature within the tubes, reducing fuel properties, especially viscosity, which improves nozzle atomization performance and enhances the engine's starting envelope. It also prevents tube icing, effectively ensuring the main fuel supply capacity, thus broadening the engine's ignition and starting envelope, expanding the aircraft's application scenarios, and improving flight safety.

[0037] like Figure 4As shown, the liquid fuel oil main pipe 2 includes a liquid fuel inlet 201, a liquid fuel inlet pipe 202, a first main pipe 203, and a first wall branch pipe 204 connected in sequence. For example, the liquid fuel inlet 201 can be mounted on the outer wall of the casing body 1 through the inlet fixing seat 11, and the liquid fuel inlet 201 is connected to the liquid fuel source. The liquid fuel inlet pipe 202 extends along the axial direction of the casing body 1 and is disposed on the outer wall of the casing body 1. The first main pipe 203 is arranged around the outer wall of the casing body 1 in the circumferential direction, for example, the first main pipe 203 can be arranged around the casing body 1 once. The first wall branch pipe 204 extends along the axial direction of the casing body 1 and is disposed on the outer wall of the casing body 1, and the first wall branch pipe 204 is connected to the combustion chamber of the engine. For example, multiple first wall-mounted branch pipes 204 can be spaced apart along the circumferential direction of the casing body 1, each first wall-mounted branch pipe 204 being connected to the first main pipe 203. For example, the engine hot-end casing also includes a liquid fuel line branch pipe 9 and a fuel nozzle 5; multiple liquid fuel line branch pipes 9 are provided on the head ring of the casing body 1, each liquid fuel line branch pipe 9 corresponding to one of the first wall-mounted branch pipes 204, the outlet of the first wall-mounted branch pipe 204 being connected to the inlet of the liquid fuel line branch pipe 9, and the outlet of the liquid fuel line branch pipe 9 being connected to the fuel nozzle 5. For example, the engine hot-end casing also includes a branch pipe connector 12 and an outer nut 8; the outlet of the first wall-mounted branch pipe 204 and the inlet of the liquid fuel line branch pipe 9 can be connected through the branch pipe connector 12 and the outer nut 8.

[0038] The liquid fuel inlet pipe 202, the first main pipe 203, and the first wall branch pipe 204 are all formed by a structure that protrudes outward from the outer wall of the casing body 1 and is hollow inside, with the hollow portion serving as a channel for liquid flow. For example, the cross-section of the channel of the protruding and hollow structure on the outer wall can be circular.

[0039] like Figure 5As shown, the gas fuel oil main pipe 3 includes a gas fuel inlet 301, a gas fuel inlet pipe 302, a second main pipe 303, and a second wall branch pipe 304 connected in sequence. For example, the gas fuel inlet 301 can be mounted on the casing body 1 through the inlet fixing seat 11. The inlet of the gas fuel inlet 301 is exposed outside the casing body 1, and the outlet of the gas fuel inlet 301 is located on the inner wall of the casing body 1 and is connected to the gas fuel inlet pipe 302. The gas fuel inlet 301 is connected to a gas fuel source; the gas fuel inlet pipe 302 extends along the axial direction of the casing body 1 and is disposed on the inner wall of the casing body 1; the second main pipe 303 is wound around the inner wall of the casing body 1 in the circumferential direction; the second wall branch pipe 304 extends along the axial direction of the casing body 1 and is disposed on the inner wall of the casing body 1, and the second wall branch pipe 304 is connected to the combustion chamber of the engine. For example, multiple second wall branch pipes 304 can be spaced apart along the circumferential direction of the casing body 1; moreover, the first wall branch pipe 204 and the second wall branch pipe 304 can be staggered along the circumferential direction of the casing body 1. For example, the head ring of the casing body 1 may be provided with multiple gas fuel oil passage branch pipes 10, each corresponding to a second wall-mounted branch pipe 304. The outlet of the second wall-mounted branch pipe 304 is connected to the inlet of the gas fuel oil passage branch pipe 10, and the outlet of the gas fuel oil passage branch pipe 10 is connected to the fuel nozzle 5. The outlet of the fuel nozzle 5 is connected to the combustion chamber of the engine. For example, the outlet of the second wall-mounted branch pipe 304 and the inlet of the gas fuel oil passage branch pipe 10 can be connected to the outer nut 8 via the branch pipe connector 12.

[0040] The gas fuel inlet pipe 302, the second main pipe 303, and the second wall branch pipe 304 are all formed by a structure that protrudes outward relative to the inner wall of the casing body 1 and is hollow inside, with the hollow portion serving as a channel for liquid flow. For example, the cross-section of the channel of the protruding and hollow structure on the inner wall can be circular.

[0041] like Figure 6 As shown, the engine hot-end casing also includes an antifreeze external inlet 13 and an antifreeze external pipeline 14. For example, the antifreeze external inlet 13 can be installed on the outer side wall of the casing body 1 via an external mounting bracket. The inlet of the antifreeze external inlet 13 is connected to the antifreeze source, and the outlet of the antifreeze external inlet 13 is connected to one end of the antifreeze external pipeline 14. The liquid fuel inlet pipe 202 and the gas fuel inlet pipe 302 are both connected to the other end of the antifreeze external pipeline 14.

[0042] And / or, the engine hot-end casing also includes a catalyst external inlet 15 and a catalyst external pipeline 16; for example, the catalyst external inlet 15 can be mounted on the outer side wall of the casing body 1 via an external mounting bracket, the inlet of the catalyst external inlet 15 is connected to the catalyst source, and the outlet of the catalyst external inlet 15 is connected to one end of the catalyst external pipeline 16; the liquid fuel inlet pipe 202 and the gas fuel inlet pipe 302 are both connected to the other end of the catalyst external pipeline 16.

[0043] The liquid fuel oil main 2 and gas fuel oil main 3 in the hot end casing of the engine can be multiple, not just one.

[0044] Similar to the hot-end casing in the prior art, the casing body 1 also has an inner casing, and a diffuser 7, a flame tube 4, a vortex generator 6 and other structures are provided inside the casing body 1. These are all existing technologies that can be obtained by those skilled in the art, and will not be described in detail here.

[0045] like Figure 7 As shown, another embodiment also provides a fuel intelligent control system, including the engine hot end casing as described in any one of the above embodiments.

[0046] The intelligent fuel control system includes a liquid fuel tank 17, a gaseous fuel tank 18, a catalyst tank 19, an antifreeze tank 20, a control center 26, and a first pump body 21, a second pump body 22, a third pump body 23, a fourth pump body 24, a fuel temperature controller 25, a first control valve 27, a second control valve 28, a third control valve 29, a fourth control valve 30, a first temperature sensor 31, and a second temperature sensor 32 connected to it. The liquid fuel tank 17 is connected to the inlet of the liquid fuel inlet 201; the gaseous fuel tank 18 is connected to the inlet of the gaseous fuel inlet 301; the catalyst tank 19 is connected to the inlet of the catalyst external connector 15; the antifreeze tank 20 is connected to the inlet of the antifreeze external connector 13; the first pump body 21 and the first control valve 27 are both located on the pipeline between the liquid fuel tank 17 and the liquid fuel inlet 201; the second pump body 22 and the second control valve 28 are both connected to the inlet of the catalyst external connector 13. The pipeline between the gas fuel tank 18 and the gas fuel inlet 301 is provided; the third pump body 23 and the third control valve 29 are both provided on the pipeline between the catalyst tank 19 and the catalyst external inlet 15; the fourth pump body 24 and the fourth control valve 30 are both provided on the pipeline between the antifreeze tank 20 and the antifreeze external inlet 13; the first temperature sensor 31 is provided on the pipeline between the liquid fuel line branch pipe 9 and the fuel nozzle 5, and is used to detect the temperature information of the liquid fuel entering the fuel nozzle 5 and feed it back to the control center 26; the second temperature sensor 32 is provided on the pipeline between the gas fuel line branch pipe 10 and the fuel nozzle 5, and is used to detect the temperature information of the gas fuel entering the fuel nozzle 5 and feed it back to the control center 26; the fuel temperature controller 25 is adapted to the liquid fuel tank 17 and the gas fuel tank 18 and is used to adjust the temperature of the fuel in the liquid fuel tank 17 and the gas fuel tank 18.

[0047] When using this example, we will use an aircraft engine as an illustration; other types of power plants, such as ground-based gas turbines, can be used as a reference.

[0048] Liquid fuels used in aircraft engines include aviation kerosene, SAF (sustainable aviation fuel), diesel, and other alternative fuels, while gaseous fuels include natural gas and hydrogen.

[0049] The working process of aero engines in normal, low-temperature, and high-temperature environments will be explained next.

[0050] Normal operating process: When the engine starts, the control center 26 issues a command. Upon receiving the command, the second pump body 22 begins pressurization. As the pressure increases, the second control valve 28 opens, and fuel (the first type of fuel) enters the hot-end casing from the gas fuel inlet 301, flows through the gas fuel inlet pipe 302 into the second main pipe 303, and then flows from the second main pipe 303 to multiple second wall branch pipes 304, branch pipe connectors 12, and finally to the gas fuel oil circuit branch pipe 10. It then flows to the fuel nozzle 5 and is finally injected into the flame tube 4 of the combustion chamber, participating in combustion and producing high-temperature gas to power the turbine, thus enabling normal engine operation and generating thrust or output shaft power. At this time, the thrust or power is relatively small.

[0051] As the demand for thrust and power increases, a second type of fuel needs to be supplied to the engine's main fuel circuit. The control center 26 issues a command, and the first pump body 21, upon receiving the command, begins pressurization. As the pressure increases, the first control valve 27 opens, and fuel (the second type of fuel) enters the hot-end casing from the liquid fuel inlet 201. The fuel flows through the liquid fuel inlet pipe 202, the first main pipe 203, the first wall branch pipe 204, and the branch pipe connector 12 into the liquid fuel circuit branch pipe 9, then into the fuel nozzle 5, and finally is injected into the flame tube 4 of the combustion chamber. The two fuels operate in two separate pipelines, and both are ultimately combusted within the flame tube 4, producing higher-temperature combustion gases. This enhances the turbine's work capacity, thereby increasing the engine's thrust or output shaft power to meet the demand.

[0052] Low-temperature environment operation process: In a low-temperature environment (less than -15℃), the operation process is similar to that in a normal environment. The difference is that when the first temperature sensor 31 and the second temperature sensor 32 monitor the fuel temperature in the liquid fuel oil line branch pipe 9 and the gas fuel oil line branch pipe 10 in real time, if the feedback indicates that the fuel temperature is too low, the control center 26 issues a command to the fuel temperature controller 25. After receiving the command, the fuel temperature controller 25 starts to work and heats the fuel in the liquid fuel tank 17 and the gas fuel tank 18, thereby increasing the fuel temperature in the fuel pipeline on the casing wall.

[0053] Furthermore, in extremely low temperatures, it is necessary to replenish antifreeze promptly to prevent fuel freezing. At this time, the control center 26 issues a command, and the fourth pump body 24 receives the command and begins to pressurize. As the pressure increases, the fourth control valve 30 opens, and antifreeze enters the hot end casing through the antifreeze external inlet 13 and the antifreeze external pipeline 14, realizing real-time addition of antifreeze in low-temperature environments.

[0054] Furthermore, for fuels that cannot be used normally in cryogenic environments, additional catalyst needs to be added. The control center 26 issues a command, and the third pump 23 receives the command and begins pressurization. As the pressure increases, the third control valve 29 opens, and the catalyst enters the hot-end casing through the catalyst external inlet 15 and the catalyst external pipeline 16, realizing real-time addition of catalyst in cryogenic environments. This ensures normal engine operation in extremely low temperature environments, widens the engine's operating envelope, and guarantees engine and flight safety. This setup allows for real-time controlled addition of catalyst, thereby increasing fuel applicability, improving engine applicability, and enabling the use of a wider range of fuels.

[0055] Operating in high-temperature environments: In high-temperature environments (above 150℃), contrary to low-temperature environments, when the first temperature sensor 31 and the second temperature sensor 32 monitor the fuel temperature in the liquid fuel line branch pipe 9 and the gas fuel line branch pipe 10 in real time, if the reported fuel temperature is too high, the control center 26 issues a command to the fuel temperature controller 25. Upon receiving the command, the fuel temperature controller 25 begins operation, cooling the fuel in the liquid fuel tank 17 and the gas fuel tank 18, and lowering the fuel temperature in the fuel lines on the casing wall. This prevents excessively high fuel temperatures from causing coking in the pipes and nozzle channels. This ensures stable operation of the aero-engine in high-temperature environments, expands the engine's operating range, and improves safety.

[0056] In summary, the intelligent fuel control system in this application enables the coordinated operation of multiple fuels, catalysts, antifreeze, etc., improving the engine's adaptability, expanding its application scope, and enhancing its safety and reliability. Furthermore, it eliminates the fuel distributor, sets up two fuel storage tanks, and adds a catalyst tank 19, an antifreeze tank 20, a control valve, a temperature sensor, a fuel temperature controller 25, etc., thereby broadening the operating envelope of the multi-fuel engine in complex environments and improving engine safety and service life.

[0057] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. An engine hot-end casing, characterized in that, include: Casing body (1); The liquid fuel oil line main pipe (2) is integrally formed with the casing body (1) and is disposed on the outer side wall of the casing body (1). One end of the liquid fuel oil line main pipe (2) is connected to the liquid fuel source, and the other end is connected to the combustion chamber of the engine. The gas fuel oil main pipe (3) is integrally formed with the casing body (1) and is disposed on the inner side wall of the casing body (1). One end of the gas fuel oil main pipe (3) is connected to the gas fuel source, and the other end is connected to the combustion chamber of the engine. The liquid fuel oil main (2) includes a liquid fuel inlet (201), a liquid fuel inlet pipe (202), a first main pipe (203), and a first wall branch pipe (204) connected in sequence. The liquid fuel inlet (201) is disposed on the outer side wall of the casing body (1), and the liquid fuel inlet (201) is connected to the liquid fuel source; The liquid fuel inlet pipe (202) extends along the axial direction of the casing body (1) and is disposed on the outer side wall of the casing body (1). The first main tube (203) is arranged around the outer side wall of the casing body (1) in the circumferential direction; The first wall branch pipe (204) extends along the axial direction of the casing body (1) and is disposed on the outer side wall of the casing body (1). The first wall branch pipe (204) is connected to the combustion chamber of the engine. The gas fuel oil main pipe (3) includes a gas fuel inlet (301), a gas fuel inlet pipe (302), a second main pipe (303), and a second wall branch pipe (304) connected in sequence. The inlet of the gas fuel inlet (301) is exposed outside the casing body (1), the outlet of the gas fuel inlet (301) is located on the inner wall of the casing body (1), and the gas fuel inlet (301) is connected to the gas fuel source. The gas fuel inlet pipe (302) extends along the axial direction of the casing body (1) and is disposed on the inner side wall of the casing body (1). The second main tube (303) is arranged around the inner wall of the casing body (1) in the circumferential direction; The second wall branch pipe (304) extends along the axial direction of the casing body (1) and is disposed on the inner side wall of the casing body (1). The second wall branch pipe (304) is connected to the combustion chamber of the engine.

2. The engine hot-end casing according to claim 1, characterized in that, The liquid fuel inlet pipe (202), the first main pipe (203) and the first wall branch pipe (204) are all formed by a structure that protrudes outward from the outer wall of the casing body (1) and is hollow inside; The gas fuel inlet pipe (302), the second main pipe (303), and the second wall branch pipe (304) are all formed by a structure that protrudes outward relative to the inner wall of the casing body (1) and is hollow inside.

3. The engine hot-end casing according to claim 1, characterized in that, It also includes an antifreeze external connector (13) and an antifreeze external pipeline (14). The inlet of the antifreeze external connector (13) is connected to the antifreeze source, and the outlet of the antifreeze external connector (13) is connected to one end of the antifreeze external pipeline (14). Both the liquid fuel inlet pipe (202) and the gas fuel inlet pipe (302) are connected to the other end of the antifreeze external pipe (14); And / or, also includes a catalyst external connector (15) and a catalyst external pipeline (16). The inlet of the catalyst external connector (15) is connected to the catalyst source, and the outlet of the catalyst external connector (15) is connected to one end of the catalyst external pipeline (16). Both the liquid fuel inlet pipe (202) and the gas fuel inlet pipe (302) are connected to the other end of the catalyst external pipe (16).

4. The engine hot-end casing according to claim 3, characterized in that, A plurality of first wall branch pipes (204) are provided at intervals along the circumferential direction of the casing body (1). A plurality of second wall branch pipes (304) are provided at intervals along the circumferential direction of the casing body (1). The first wall branch (204) and the second wall branch (304) are staggered along the circumferential direction of the casing body (1).

5. The engine hot-end casing according to claim 4, characterized in that, It also includes a liquid fuel line branch pipe (9), a gas fuel line branch pipe (10), and a fuel nozzle (5); The head ring of the casing body (1) is provided with a plurality of liquid fuel oil line branch pipes (9), and the liquid fuel oil line branch pipes (9) are provided in a one-to-one correspondence with the first wall branch pipe (204). The outlet of the first wall branch pipe (204) is connected to the inlet of the liquid fuel oil line branch pipe (9), and the outlet of the liquid fuel oil line branch pipe (9) is connected to the fuel nozzle (5). The head ring of the casing body (1) is provided with a plurality of gas fuel oil line branch pipes (10), the gas fuel oil line branch pipes (10) are provided in a one-to-one correspondence with the second wall branch pipes (304), the outlet of the second wall branch pipes (304) is connected to the inlet of the gas fuel oil line branch pipes (10), and the outlet of the gas fuel oil line branch pipes (10) is connected to the fuel nozzle (5). The outlet of the fuel nozzle (5) is connected to the combustion chamber of the engine.

6. The engine hot-end casing according to claim 5, characterized in that, It also includes a branch pipe connector (12) and an outer nut (8); The outlet of the first wall branch pipe (204) is connected to the inlet of the liquid fuel oil circuit branch pipe (9) through the branch pipe connector (12) and the outer nut (8); The outlet of the second wall branch pipe (304) is connected to the inlet of the gas fuel oil circuit branch pipe (10) through the branch pipe connector (12) and the outer nut (8).

7. A fuel intelligent control system, characterized in that, Includes the engine hot-end casing as described in claim 6.

8. The intelligent fuel control system according to claim 7, characterized in that, It also includes a liquid fuel tank (17), a gas fuel tank (18), a catalyst tank (19), an antifreeze tank (20), a control center (26), and a first pump body (21), a second pump body (22), a third pump body (23), a fourth pump body (24), a fuel temperature controller (25), a first control valve (27), a second control valve (28), a third control valve (29), a fourth control valve (30), a first temperature sensor (31), and a second temperature sensor (32); The liquid fuel tank (17) is connected to the inlet of the liquid fuel inlet (201); The gas fuel tank (18) is connected to the inlet of the gas fuel inlet (301); The catalyst box (19) is connected to the inlet of the catalyst external inlet (15); The antifreeze tank (20) is connected to the inlet of the antifreeze external connector (13); The first pump body (21) and the first control valve (27) are both installed on the pipeline between the liquid fuel tank (17) and the liquid fuel inlet (201); The second pump body (22) and the second control valve (28) are both installed on the pipeline between the gas fuel tank (18) and the gas fuel inlet (301); The third pump body (23) and the third control valve (29) are both installed on the pipeline between the catalyst tank (19) and the catalyst external inlet (15); The fourth pump body (24) and the fourth control valve (30) are both installed on the pipeline between the antifreeze tank (20) and the antifreeze external connector (13); The first temperature sensor (31) is installed on the pipeline between the liquid fuel oil line branch pipe (9) and the fuel nozzle (5); The second temperature sensor (32) is installed on the pipeline between the gas fuel oil branch pipe (10) and the fuel nozzle (5); The fuel temperature controller (25) is adapted to the liquid fuel tank (17) and the gas fuel tank (18) and is used to regulate the temperature of the fuel in the liquid fuel tank (17) and the gas fuel tank (18).

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