Dual-fuel combustion chamber and aero-engine

Abstract

The invention relates to the technical field of aerospace, and provides a dual-fuel combustion chamber and an aero-engine, the dual-fuel combustion chamber comprises a first-stage cyclone and a second-stage cyclone, and the first-stage cyclone is provided with a first-stage cyclone channel penetrating in the first direction; the second-stage cyclone is connected to the outer periphery of the first-stage cyclone in the first direction, the second-stage cyclone and the first-stage cyclone jointly define a second-stage cyclone channel, the second-stage cyclone is provided with a gas collecting groove and a spraying hole, the spraying hole is communicated with the gas collecting groove and the second-stage cyclone channel, and the spraying hole is communicated with the second-stage cyclone channel in the vertical direction of the first direction. The spraying hole is formed in one side, facing the primary cyclone, of the secondary cyclone; and in the first direction, the spraying holes are formed in the throat part of the second-stage rotational flow channel. According to the dual-fuel combustion chamber and the aero-engine, the problems of spontaneous combustion and tempering of hydrogen combustion can be avoided, and the combustion safety is improved.

Description

Technical Field

[0001] This application relates to the field of aerospace technology, specifically to a dual-fuel combustor and an aero-engine. Background Technology

[0002] In the field of aerospace technology, a dual-fuel combustion technology using aviation kerosene and hydrogen exists to reduce carbon emissions. However, due to the significant differences in the physicochemical properties of hydrogen and kerosene, it is difficult to achieve coordinated control during combustion. This leads to phenomena such as spontaneous combustion and backfire in hydrogen combustion, making it difficult to guarantee combustion safety. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a dual-fuel combustion chamber that can effectively alleviate the problems of spontaneous combustion and backfire in hydrogen combustion, and improve combustion safety.

[0004] This application also proposes an aircraft engine having the aforementioned dual-fuel combustion chamber.

[0005] The dual-fuel combustion chamber according to an embodiment of this application includes a primary cyclone separator and a secondary cyclone separator; A first-stage hydrocyclone is provided with a first-stage cyclone channel that runs through the first direction; The secondary cyclone is connected to the outer periphery of the primary cyclone in the first direction, and the secondary cyclone and the primary cyclone together define the secondary cyclone channel. The secondary cyclone is provided with a gas collecting groove and a nozzle. The nozzle connects the gas collecting groove and the secondary cyclone channel. In the vertical direction of the first direction, the nozzle is located on the side of the secondary cyclone facing the primary cyclone. In particular, along the first direction, the nozzles are arranged at the throat of the secondary vortex channel.

[0006] The dual-fuel combustion chamber according to the embodiments of this application has at least the following beneficial effects: The primary swirl channel is used to inject aviation kerosene. At the end of the primary swirl channel, the air in the primary swirl channel mixes with the air in the secondary swirl channel, shearing the aviation kerosene into droplets, which then enter the combustion chamber for combustion. The gas collecting groove is used to inject hydrogen to stabilize the hydrogen pressure. The hydrogen is injected into the secondary swirl channel through a nozzle. In this application, the nozzle is located at the throat of the secondary swirl channel, where a greater air velocity facilitates rapid mixing of hydrogen and air. This results in uniform combustion of hydrogen downstream of the secondary swirl channel, avoiding spontaneous combustion and backfire problems, and improving combustion safety.

[0007] According to some embodiments of this application, along a first direction, the secondary vortex channel includes a first contraction section and a first expansion section connected in sequence, and a throat is provided at the connection between the first contraction section and the first expansion section.

[0008] According to some embodiments of this application, the secondary cyclone separator has a protruding structure at its throat, the protruding structure has a nozzle, and the protruding structure protrudes outward toward the side where the primary cyclone separator is located along the radial direction of the first direction. And / or, vertically along the first direction, the first-stage cyclone is recessed at the throat on the side opposite to the second-stage cyclone.

[0009] According to some embodiments of this application, the gas collection groove is arranged to extend along a first direction.

[0010] According to some embodiments of this application, along a first direction, the gas collecting groove includes a gas collecting section and a diffuser section connected in sequence, the cross-sectional area of ​​the diffuser section is larger than the cross-sectional area of ​​the gas collecting section, and the nozzle is connected to the diffuser section.

[0011] According to some embodiments of this application, the cross-sectional area of ​​the secondary swirl channel is larger than that of the primary swirl channel.

[0012] According to some embodiments of this application, a primary hydrocyclone includes a hydrocyclone body and a plurality of first hydrocyclone blades. The hydrocyclone body is provided with a primary hydrocyclone channel surrounding a first direction. Each first hydrocyclone blade is connected at intervals to the outer periphery of the hydrocyclone body, and the inner peripheral wall of the secondary hydrocyclone is connected to the end of each first hydrocyclone blade away from the hydrocyclone body.

[0013] According to some embodiments of this application, along a first direction, the primary vortex channel includes a second contraction section and a second expansion section connected in sequence, wherein the cross-sectional area of ​​the second contraction section gradually decreases and the cross-sectional area of ​​the second expansion section gradually increases.

[0014] According to some embodiments of this application, a centrifugal nozzle is also included, which is connected to a first-stage cyclone separator and is arranged at the inlet end of the first-stage cyclone channel along a first direction.

[0015] The aircraft engine according to the embodiments of this application includes the dual-fuel combustion chamber of any of the above embodiments.

[0016] The aircraft engine according to the embodiments of this application has at least the following beneficial effects: by using the above-mentioned dual-fuel combustion chamber to burn fuel, the fuel and air can be mixed more evenly, thereby reducing the combustion temperature, effectively avoiding spontaneous combustion and backfire problems, and effectively suppressing the generation of nitrogen oxides. Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The present application will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic diagram of the structure of the dual-fuel combustion chamber head according to an embodiment of this application; Figure 2 This is a cross-sectional view of the secondary cyclone separator according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the first-stage cyclone separator according to an embodiment of this application; Figure 4 This is a cross-sectional view of the first-stage cyclone separator according to an embodiment of this application; Figure 5 This is a cross-sectional view of the head of the dual-fuel combustion chamber according to an embodiment of this application; Figure 6 This is a cross-sectional view of the secondary cyclone separator according to an embodiment of this application from another perspective; Figure 7 This is a schematic diagram of the centrifugal nozzle in an embodiment of this application; Figure 8 This is a cross-sectional view of the centrifugal nozzle in an embodiment of this application; Figure 9 This is a schematic diagram of the dual-fuel combustion chamber according to an embodiment of this application.

[0018] Reference numerals: First-stage cyclone separator 110, first-stage cyclone channel 111, second contraction section 1111, second expansion section 1112, cyclone body 112, first cyclone blade 113, second cyclone blade 114; Secondary cyclone separator 210, secondary cyclone channel 211, first contraction section 2111, first expansion section 2112, throat 2113, gas collection groove 212, gas collection section 2121, diffuser section 2122, nozzle 213, protruding structure 214; Centrifugal nozzle 310. Detailed Implementation

[0019] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0020] In the description of this application, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and 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 this application.

[0021] In the description of this application, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0022] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0023] In the description of this application, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0024] The embodiments of this application are described below with reference to the accompanying drawings: refer to Figures 1 to 3 According to an embodiment of this application, a dual-fuel combustion chamber includes a primary swirler 110 and a secondary swirler 210. The primary swirler 110 is provided with a primary swirling channel 111 extending along a first direction. The secondary swirler 210 is connected to the outer periphery of the primary swirler 110 around the first direction, and the secondary swirler 210 and the primary swirler 110 together define the secondary swirling channel 211. The secondary swirler 210 is provided with a gas collecting groove 212 and a nozzle 213. The nozzle 213 connects the gas collecting groove 212 and the secondary swirling channel 211. In the vertical direction of the first direction, the nozzle 213 is located on the side of the secondary swirler 210 facing the primary swirler 110. In the first direction, the nozzle 213 is arranged at the throat 2113 of the secondary swirling channel 211. Therefore, the throat 2113 of the secondary swirl channel 211 can generate gas with a higher velocity, so that the hydrogen can be mixed with the air more quickly after being ejected, forming a more uniform mixer, which is beneficial to avoid spontaneous combustion and backfire problems and improve combustion safety.

[0025] Specifically, along the first direction, the two ends of the primary swirl channel 111 are an inlet end and an outlet end, respectively. The inlet end is used to receive aviation kerosene, and the outlet end faces the interior of the combustion chamber. Around the first direction, a secondary swirl converter 210 is connected to the outer periphery of the primary swirl converter 110, forming an annular gap between the secondary swirl converter 210 and the primary swirl converter 110. This gap constitutes the secondary swirl channel 211. The inlet end of the secondary swirl channel 211 is located on the side closer to the inlet end of the primary swirl channel 111 and is used to introduce air. The outlet end of the secondary swirl channel 211 communicates with the interior of the combustion chamber, and the secondary swirl channel 211 includes a throat 2113 with a smaller cross-sectional area than other locations.

[0026] The gas collecting groove 212 is an annular groove formed around the circumference of the secondary cyclone separator 210. The gas collecting groove 212 is connected to an external hydrogen supply device via a pipe. The secondary cyclone separator 210 is also provided with multiple nozzles 213. Around the first direction, each nozzle 213 is evenly distributed around the circumference of the secondary cyclone separator 210, and vertically along the first direction, each nozzle 213 is located on the side of the secondary cyclone separator 210 facing the primary cyclone separator 110. One end of each nozzle 213 is connected to the gas collecting groove 212, and the other end penetrates the inner circumferential wall of the secondary cyclone separator 210 facing the primary cyclone separator 110, connecting to the secondary cyclone channel 211. The outlet end of the nozzle 213 is arranged directly opposite the throat 2113 of the secondary cyclone channel 211.

[0027] The working process of the dual-fuel combustion chamber is as follows: Aviation kerosene enters the primary swirl channel 111 through the inlet end of the primary swirl channel 111 and flows towards the outlet end along the first direction, mixed with air. At the same time, air enters the secondary swirl channel 211 through the inlet end of the secondary swirl channel 211 and flows towards the throat 2113 and the outlet end along the first direction. When aviation kerosene is sprayed out from the outlet end of the primary swirl channel 111, it comes into contact with the air flowing in the secondary swirl channel 211. Thus, the aviation kerosene is sheared into fine droplets by mixing with the air in the primary swirl channel 111 and the secondary swirl channel 211. These droplets enter the combustion chamber with the airflow.

[0028] Hydrogen enters the gas collection tank 212 through a pipe. After a stable pressure is formed in the gas collection tank 212, it is simultaneously injected into the secondary swirl channel 211 through multiple nozzles 213. Since the outlet end of the nozzle 213 is located at the throat 2113 of the secondary swirl channel 211, and the throat 2113 has a larger air velocity due to its smaller cross-sectional area, the high-speed airflow can quickly entrain and mix the injected hydrogen, so that the hydrogen and air are mixed in the throat 2113 and downstream area to form a uniform combustible mixture. This mixture enters the combustion chamber for combustion with the airflow.

[0029] Therefore, this application positions the nozzle 213 at the throat 2113 of the secondary swirl channel 211, allowing the hydrogen to come into contact with the high-speed air in the throat 2113 after it is ejected. The strong shearing effect of the high-speed airflow enables the rapid mixing of hydrogen and air, thereby forming a uniformly concentrated mixture downstream of the secondary swirl channel 211. This reduces the risk of hydrogen spontaneous combustion. At the same time, because the air velocity in the throat 2113 and downstream is high, and the hydrogen and air are fully mixed, the flow velocity of the mixture can be maintained at a high level. This velocity is greater than the flame propagation velocity of hydrogen, preventing the flame from propagating backward to the nozzle 213 and the gas collection groove 212 area, which helps to prevent backfire.

[0030] It should be noted that the cross-sectional areas of the primary vortex channel 111 and the secondary vortex channel 211 in this application should be understood as the areas obtained by cross-sectioning with a plane perpendicular to the first direction.

[0031] refer to Figure 1 In some embodiments, along the first direction, the secondary swirl channel 211 includes a first contraction section 2111 and a first expansion section 2112 connected in sequence, and a throat 2113 is provided at the connection between the first contraction section 2111 and the first expansion section 2112. This is beneficial to improving the airflow velocity distribution and flow stability within the secondary swirl channel 211, and facilitates the mixing of hydrogen and air.

[0032] Specifically, along the first direction, the first contraction section 2111 is the portion of the secondary vortex channel 211 near the inlet end. The cross-sectional area of ​​the first contraction section 2111 gradually decreases along the first direction (from the inlet end to the outlet end), forming an inwardly contracting channel structure. The first expansion section 2112 is the portion of the secondary vortex channel 211 near the outlet end. The cross-sectional area of ​​the first expansion section 2112 gradually increases along the first direction, forming an outwardly expanding channel structure. The first contraction section 2111 and the first expansion section 2112 are connected, and at the connection point, a region with the smallest cross-sectional area of ​​the secondary vortex channel 211 is formed; this region is the throat 2113.

[0033] The outer peripheral wall of the first-stage cyclone separator 110 and the inner peripheral wall of the second-stage cyclone separator 210 together form a first contraction section 2111 and a first expansion section 2112. The inner wall surface of the first contraction section 2111 can adopt a smoothly transitioning arc-shaped surface to guide the air to gradually accelerate during the flow. The inner wall surface of the first expansion section 2112 also adopts a smoothly transitioning arc-shaped surface, so that the air can diffuse smoothly after passing through the throat 2113. The inner wall surfaces of the first contraction section 2111 and the first expansion section 2112 are tangentially connected at the throat 2113 to ensure that the air flow process in the second-stage cyclone channel 211 is continuous and without obvious turbulence disturbance.

[0034] During operation, air enters the first contraction section 2111 from the inlet end of the second swirl channel. As the cross-sectional area of ​​the first contraction section 2111 gradually decreases, the air velocity gradually increases along the first direction, reaching its maximum velocity at the throat 2113. Subsequently, the air enters the first expansion section 2112, where the air velocity remains at a high level while gradually stabilizing. Thus, the air velocity in the first contraction section 2111 can be steadily increased through the gradual reduction of the channel cross-section, achieving a higher airflow velocity at the throat 2113. Furthermore, the higher airflow velocity at the throat 2113 allows for more effective mixing of hydrogen ejected from the nozzle 213, resulting in a more uniform mixture of hydrogen and air, thus reducing the risk of spontaneous combustion caused by localized hydrogen accumulation. It can also keep the air in a stable flow state throughout the secondary swirl channel 211, avoid local airflow stagnation or backflow, and ensure that the mixture always flows into the combustion chamber at a speed higher than the hydrogen flame propagation speed, preventing the flame from propagating in reverse, thereby improving the safety and stability of the dual-fuel combustion chamber operation.

[0035] refer to Figures 2 to 5 In some embodiments, the secondary cyclone separator 210 has a protruding structure 214 at its throat 2113, the protruding structure 214 having nozzles 213. Radially along the first direction, the protruding structure 214 protrudes outward toward the side where the primary cyclone separator 110 is located, and / or, vertically along the first direction, the primary cyclone separator 110 is recessed at its throat 2113 toward the side opposite to the secondary cyclone separator 210. This is beneficial for further improving the mixing efficiency and uniformity of hydrogen and air.

[0036] Specifically, the protruding structure 214 is a block-shaped structure distributed circumferentially along the secondary cyclone separator 210. The protruding structure 214 extends from the secondary cyclone separator 210 toward the inner wall of the primary cyclone separator 110 toward the outer peripheral wall of the primary cyclone separator 110. A gap is maintained between the protruding end of the protruding structure 214 and the outer peripheral wall of the primary cyclone separator 110, and this gap is part of the second cyclone channel. A nozzle 213 is provided on the protruding structure 214. The nozzle 213 penetrates the protruding structure 214 vertically along the first direction. One end of the nozzle 213 is connected to the gas collection groove 212 inside the secondary cyclone separator 210, and the other end is connected to the second cyclone channel. The axis of the nozzle 213 forms a certain angle with the air flow direction in the second cyclone channel, so that hydrogen gas can enter the mainstream air more directly after being ejected from the nozzle 213. Thus, hydrogen enters the nozzle 213 from the gas collecting groove 212, and after being ejected from the nozzle 213, it directly enters the high-speed airflow in the throat 2113. Since the protruding structure 214 protrudes outward toward the first-stage swirler 110, it can form the throat 2113 of the second-stage swirling channel 211. On the other hand, the outlet end of the nozzle 213 is closer to the central area of ​​the second swirling channel, which is one of the areas with the highest airflow velocity, making it easier to mix with hydrogen more quickly. Moreover, after the hydrogen is ejected, it is surrounded by the high-speed airflow, and the airflow exerts a continuous thrust on the hydrogen, causing the hydrogen to always flow into the combustion chamber, which helps to prevent the flame from propagating backward to the nozzle 213 and further prevents backfire.

[0037] refer to Figures 2 to 5 And / or, the first-stage cyclone separator 110 has a recess in the throat 2113 facing away from the second-stage cyclone separator 210. This recess is an arc-shaped groove formed by the inward indentation of the outer peripheral wall of the first-stage cyclone separator 110 at the corresponding position in the throat 2113. The recesses are continuously distributed along the circumference of the first-stage cyclone separator 110, forming a ring structure. The inner wall surface of the recess adopts a smoothly transitioned curved surface design, which is connected to other parts of the outer peripheral wall of the first-stage cyclone separator 110 through an arc surface, ensuring that the air can smoothly transition when flowing through this area and avoiding airflow disturbance caused by abrupt structural changes. The depth of the depression is limited to not affecting the structural strength of the primary hydrocyclone 110 and the normal oil transport function of the primary hydrocyclone channel 111. The direction of the depression is opposite to the outward convex direction of the protrusion structure 214 on the secondary hydrocyclone 210. That is, the depression makes the primary hydrocyclone 110 further away from the secondary hydrocyclone 210 at the throat 2113, while the protrusion structure 214 makes the secondary hydrocyclone 210 closer to the primary hydrocyclone 110 at the throat 2113. The two work together to form the spatial shape of the throat 2113.

[0038] At the same time, the concave structure causes the air to form a local circulation in the throat 2113. This circulation can enhance the contact frequency and contact area between the air and the hydrogen gas ejected from the nozzle 213, accelerate the mixing speed of the two, and make the hydrogen gas more evenly dispersed in the air. This helps to avoid excessive local concentration of hydrogen gas, which could lead to spontaneous combustion, thereby improving the safety of combustion.

[0039] When air flows through the throat 2113, the space on the side of the throat 2113 closest to the first-stage cyclone separator 110 is relatively enlarged due to the concave structure of the first-stage cyclone separator 110, allowing the air to form a smoother flow path in this region. Simultaneously, the concave structure guides the air to split into the concave region as it flows through the throat 2113, enhancing the turbulence of the air in the throat 2113. This is beneficial for increasing the contact frequency and contact area between the air and the hydrogen ejected from the nozzle 213, accelerating the mixing speed of the two.

[0040] It should be noted that when the secondary cyclone separator 210 is provided with a protrusion structure 214, the recess of the primary cyclone separator 110 and the protrusion of the secondary cyclone separator 210 are arranged opposite each other in the radial direction, and the gap between them constitutes the minimum cross-sectional area of ​​the throat 2113. When the secondary cyclone separator 210 is not provided with a protrusion structure 214, the recess of the primary cyclone separator 110 and the inner wall of the secondary cyclone separator 210 together enclose and form the throat 2113.

[0041] refer to Figure 5 and Figure 6 In some embodiments, the gas collecting groove 212 extends along the first direction, so that the hydrogen injection direction and the injection direction have an angle, so as to cut more directly into the mainstream air of the second swirling channel. The high-speed air can form a stronger shearing effect on the hydrogen after it turns, further accelerating the mixing process of the two.

[0042] Specifically, the gas collecting groove 212 is an elongated groove inside the secondary cyclone separator 210. The extension direction of the gas collecting groove 212 is parallel to the first direction, that is, the gas collecting groove 212 extends from the side near the inlet end of the secondary cyclone separator 210 to the side near the outlet end. At the same time, the gas collecting groove 212 is distributed in a ring along the circumference of the secondary cyclone separator 210, so that hydrogen can be evenly distributed in the circumference within the gas collecting groove 212. Vertically along the first direction, the nozzle 213 is located on the side of the secondary cyclone separator 210 facing the primary cyclone separator 110. The gas collecting groove 212 extends along the first direction, such that the jet direction of the nozzle 213 is not consistent with the extension direction of the gas collecting groove 212. For example, the axis of the gas collecting groove 212 can be perpendicular to the axis of the nozzle 213. Thus, the flow direction of hydrogen when it is ejected from the gas collecting groove 212 is perpendicular to the extension direction of the hydrogen in the gas collecting groove 212. Furthermore, when the hydrogen enters the gas collecting groove 212 through the inlet, it diffuses along the first direction to form a stable pressure field. Then, the flow direction is changed at the nozzle 213, and it is injected into the second cyclone channel in a direction perpendicular to the extension direction of the gas collecting groove 212. After mixing with high-speed air, it participates in combustion. Its momentum direction is perpendicular to the extension direction in the gas collecting groove 212, which can more directly cut into the mainstream air of the second cyclone channel, which is convenient for air shear mixing.

[0043] refer to Figure 5 and Figure 6 In some embodiments, along the first direction, the gas collecting groove 212 includes a gas collecting section 2121 and a diffuser section 2122 connected in sequence. The cross-sectional area of ​​the diffuser section 2122 is larger than that of the gas collecting section 2121, and the nozzle 213 is connected to the diffuser section 2122. This helps to balance the pressure differences between different nozzles 213, ensuring a more uniform hydrogen flow rate from each nozzle 213, thereby avoiding excessively high local hydrogen concentrations in the second swirl channel and reducing the risk of spontaneous combustion.

[0044] Specifically, the gas collecting section 2121 is the portion of the gas collecting groove 212 near the air inlet, extending along the first direction, and its cross-sectional area remains constant to ensure that hydrogen can flow smoothly within the gas collecting section 2121 and reduce flow resistance. One end of the gas collecting section 2121 is connected to the air inlet to receive hydrogen from an external hydrogen supply device, and the other end is connected to the diffuser section 2122.

[0045] The diffuser section 2122 is the portion of the gas collecting groove 212 away from the air inlet, also extending along the first direction. Its cross-sectional area gradually increases from the end connected to the gas collecting section 2121 to the other end. This increase in cross-sectional area is achieved by the outward inclination of the inner and outer walls of the diffuser section 2122, for example, in conjunction with the protruding structure 214, forming a V-shaped diffuser section 2122. Correspondingly, the cross-section of the protruding structure 214 is V-shaped. The end of the diffuser section 2122 away from the gas collecting section 2121 is a closed structure. The nozzle 213 penetrates the inner wall of the diffuser section 2122 vertically along the first direction, allowing hydrogen gas to be directly injected from the diffuser section 2122 into the second swirling channel, thus enabling the hydrogen gas to fully diffuse within the diffuser section 2122 before being ejected.

[0046] Hydrogen gas enters the gas collecting section 2121 through the inlet, flows along the first direction within the gas collecting section 2121, and forms a stable airflow. It then enters the diffuser section 2122. Due to the gradually increasing cross-sectional area of ​​the diffuser section 2122, the flow velocity of the hydrogen gas decreases, and the pressure is further stabilized and balanced. Afterward, it is injected into the second swirl channel through the nozzle 213, where it mixes with air and combusts. Thus, hydrogen gas can first form a stable flow in the gas collecting section 2121. After entering the diffuser section 2122, the increased cross-sectional area reduces the flow velocity and balances the pressure. This helps reduce pressure differences between different nozzles 213, ensuring more uniform hydrogen flow and pressure from each nozzle 213, thereby avoiding excessively high local hydrogen concentrations in the second swirl channel and reducing the risk of spontaneous combustion.

[0047] refer to Figure 1 In some embodiments, the cross-sectional area of ​​the secondary swirl channel 211 is larger than that of the primary swirl channel 111. This allows the secondary swirl channel 211 to hold more air, enabling the hydrogen to mix thoroughly with a large amount of air after injection, thereby reducing the equivalence ratio of the hydrogen flame, resulting in more complete hydrogen combustion and a lower combustion temperature, which is beneficial for suppressing the formation of nitrogen oxides.

[0048] Specifically, hydrogen gas is injected from the gas collecting tank 212 into the secondary swirl channel 211 through the nozzle 213. Because the secondary swirl channel 211 has a large cross-sectional area, it can accommodate more air. The air forms a sufficient and stable airflow field within the secondary swirl channel 211. After the hydrogen gas is injected, it rapidly mixes with the large amount of air in the secondary swirl channel 211, forming a hydrogen-air mixture. This reduces the equivalence ratio of the hydrogen flame (the ratio of fuel to air), resulting in a more abundant supply of air relative to fuel, more complete hydrogen combustion, and a lower combustion temperature. This effectively suppresses the formation of nitrogen oxides.

[0049] It should be noted that nitrogen oxides are mainly generated by the reaction of nitrogen and oxygen in the air under high-temperature, oxygen-rich conditions. Lower combustion temperatures slow down this reaction process, thereby reducing nitrogen oxide emissions. Simultaneously, the uniform mixing of hydrogen with sufficient air prevents the formation of localized combustion-rich zones, reducing nitrogen oxide spikes caused by localized high temperatures and further enhancing the suppression of nitrogen oxide formation.

[0050] refer to Figures 1 to 4 In some embodiments, the primary cyclone separator 110 includes a cyclone body 112 and a plurality of first cyclone blades 113. The cyclone body 112 is provided with a primary cyclone channel 111 surrounding a first direction. Each first cyclone blade 113 is spaced apart and connected to the outer periphery of the cyclone body 112, and the inner peripheral wall of the secondary cyclone separator 210 is connected to the end of each first cyclone blade 113 facing away from the cyclone body 112. The first cyclone blades 113 serve to connect the primary cyclone separator 110 and the secondary cyclone separator 210, and also guide the air in the secondary cyclone channel 211 to rotate, increasing the contact area and relative velocity between the air and the fuel. This facilitates the atomization of aviation kerosene and the mixing of hydrogen, making the mixing of the two fuels with the air more uniform, thereby improving combustion efficiency.

[0051] Specifically, the swirl body 112 is a cylindrical structure with a primary swirl channel 111 running through its center along the first direction for transporting aviation kerosene. The outer periphery of the swirl body 112 is a cylindrical side surface, which serves as the connection base for the first swirl blades 113. Multiple first swirl blades 113 are distributed at intervals around the first direction, with one end of each first swirl blade 113 fixedly connected to the outer periphery of the swirl body 112. The first swirl blades 113 are flat plate structures, with their extension direction forming an angle with the first direction, thus tilting the first swirl blades 113 to guide the airflow to generate rotational motion. The spacing between each first swirl blade 113 is equal to ensure that the airflow is subjected to uniform force during flow.

[0052] The secondary cyclone separator 210 has an annular structure. The inner circumferential wall of the secondary cyclone separator 210 is fixedly connected to the end of each first cyclone blade 113 facing away from the cyclone body 112. The connection points of each first cyclone blade 113 and the inner circumferential wall of the secondary cyclone separator 210 are on the same circumference, ensuring a stable relative position between the secondary cyclone separator 210 and the primary cyclone separator 110, together forming the secondary cyclone channel 211. Therefore, when air enters the secondary cyclone channel 211, it flows through the gaps between the multiple first cyclone blades 113. Because the first cyclone blades 113 are inclined, the air is guided by them as it flows through them, generating a rotational motion around a first direction, forming a rotating airflow. This rotating airflow promotes mixing with the hydrogen injected from the nozzle 213 and enhances the shearing action between the air and the aviation kerosene injected from the primary cyclone channel 111.

[0053] refer to Figures 1 to 4 In some embodiments, along the first direction, the primary swirl channel 111 includes a second contraction section 1111 and a second expansion section 1112 connected in sequence, and the cross-sectional area of ​​the second contraction section 1111 gradually decreases while the cross-sectional area of ​​the second expansion section 1112 gradually increases, which is beneficial to improving the mixing uniformity of aviation kerosene and air, thereby improving combustion efficiency.

[0054] Specifically, the first-stage cyclone separator 110 may also be provided with a venturi structure. For example, the second contraction section 1111 corresponds to the side of the first-stage cyclone channel 111 near the inlet end. Its cross-sectional area gradually decreases along the first direction (from the inlet end to the outlet end), and its inner wall surface is a continuous arc-shaped surface, forming an inwardly contracting channel structure, corresponding to the contraction section of the venturi tube, which can guide aviation kerosene and air to gradually accelerate during the flow. The second expansion section 1112 corresponds to the side of the first-stage cyclone channel 111 near the outlet end. Its cross-sectional area gradually increases along the first direction, and its inner wall surface is also a smooth arc-shaped surface, forming an outwardly expanding channel structure, corresponding to the expansion section of the venturi tube, so that aviation kerosene and air can smoothly diffuse out after being accelerated by contraction.

[0055] Therefore, aviation kerosene can increase its flow rate by reducing its cross-sectional area in the second contraction section 1111, and obtain a higher injection speed at the connection between the second contraction section 1111 and the second expansion section 1112. This helps to break the aviation kerosene into smaller droplets, enhances the atomization effect, and thus improves the mixing uniformity of aviation kerosene and air, which is beneficial to improving combustion efficiency.

[0056] refer to Figures 5 to 9In some embodiments, a centrifugal nozzle 310 is also included. The centrifugal nozzle 310 is connected to the primary cyclone separator 110 and is arranged at the inlet end of the primary cyclone channel 111 along a first direction. This allows the aviation kerosene to be pre-treated by the centrifugal nozzle 310 before entering the primary cyclone channel 111, which helps to form a more stable flow field within the primary cyclone channel 111 and enhances the atomization effect during subsequent spraying.

[0057] Specifically, the centrifugal nozzle 310 is a cylindrical structure with one open end facing the inlet of the primary vortex channel 111, and the other end is provided with an interface for connecting to an external aviation kerosene supply pipeline. The interior of the centrifugal nozzle 310 may be provided with a flow guiding structure to generate rotational motion in the incoming aviation kerosene.

[0058] The centrifugal nozzle 310 has an annular structure, with its central through hole coaxially aligned with the inlet end of the primary swirling channel 111, forming a flow path for aviation kerosene. The outer peripheral wall of the centrifugal nozzle 310 is connected to the primary swirling device 110 via multiple second swirling blades 114. The second swirling blades 114 are spaced apart around the first direction. One end of each second swirling blade 114 is fixed to the outer peripheral wall of the centrifugal nozzle 310, and the other end is fixed to the end face of the primary swirling device 110. An independent air channel is formed between adjacent second swirling blades 114 to separate the air entering the periphery of the primary swirling channel 111.

[0059] When aviation kerosene enters the central through-hole of the centrifugal nozzle 310, it rotates and flows along the inner wall of the through-hole under centrifugal force, and then enters the primary swirl channel 111. Simultaneously, air flows in from the gap between the centrifugal nozzle 310 and the primary swirl channel 110, and is separated into multiple airflow streams by multiple second swirl blades 114. On one hand, the second swirl blades 114 can divide the incoming air into multiple independent airflow streams, helping to maintain the stability of airflow velocity and pressure, providing a uniform airflow basis for subsequent mixing with fuel. On the other hand, the centrifugal nozzle 310, by centrifugally rotating the aviation kerosene, creates a stable rotating flow field before the aviation kerosene enters the primary swirl channel 111. Combined with the contraction and expansion structure of the primary swirl channel 111, this enhances the atomization effect of the aviation kerosene during spraying.

[0060] refer to Figures 1 to 9 The aircraft engine according to the embodiments of this application includes the dual-fuel combustor of any of the above embodiments. By using the dual-fuel combustor to burn fuel, the fuel and air can be mixed more evenly, thereby reducing the combustion temperature, effectively avoiding spontaneous combustion and backfire problems, and effectively suppressing the generation of nitrogen oxides. Specifically, the engine includes a low-pressure gas engine, a high-pressure gas engine, a dual-fuel combustion chamber, a high-pressure turbine, and a low-pressure turbine. These components are arranged sequentially along the engine's axial direction and connected as a single unit via a casing. The outlet of the low-pressure gas engine is connected to the inlet of the high-pressure gas engine via a pipe, forming a closed airflow channel that allows air to enter the high-pressure gas engine. The outlet of the high-pressure gas engine is connected to the inlet of the dual-fuel combustion chamber via a diffuser. The diffuser reduces and diffuses the high-pressure air discharged from the high-pressure gas engine before sending it into the dual-fuel combustion chamber.

[0061] When an aircraft engine is working, air first enters the low-pressure gas engine, is compressed by the low-pressure gas engine, and then enters the high-pressure gas engine for further compression to form high-pressure air. The high-pressure air is decelerated and diffused by the diffuser before entering the dual-fuel combustion chamber, where it mixes and burns with aviation kerosene and hydrogen to form high-temperature and high-pressure gas. The high-temperature and high-pressure gas first enters the high-pressure turbine, which drives the high-pressure turbine to rotate. The high-pressure turbine drives the high-pressure gas engine to operate. Subsequently, the gas enters the low-pressure turbine, which drives the low-pressure turbine to rotate. The low-pressure turbine drives the low-pressure gas engine to operate.

[0062] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application. Furthermore, unless otherwise specified, the embodiments and features described in the embodiments of this application can be combined with each other.

Claims

1. A dual-fuel combustion chamber, characterized in that, include: A first-stage hydrocyclone is provided with a first-stage cyclone channel that runs through the first direction; A secondary cyclone separator is connected to the outer periphery of the primary cyclone separator in the first direction, and the secondary cyclone separator and the primary cyclone separator together define a secondary cyclone channel. The secondary cyclone separator is provided with a gas collecting groove and a nozzle. The nozzle connects the gas collecting groove and the secondary cyclone channel. In the vertical direction of the first direction, the nozzle is located on the side of the secondary cyclone separator facing the primary cyclone separator. Wherein, along the first direction, the nozzle is arranged at the throat of the secondary vortex channel.

2. The dual-fuel combustion chamber according to claim 1, characterized in that, Along the first direction, the secondary vortex channel includes a first contraction section and a first expansion section connected in sequence, and the throat is provided at the connection between the first contraction section and the first expansion section.

3. The dual-fuel combustion chamber according to claim 2, characterized in that, The secondary cyclone separator has a protruding structure at its throat, and the protruding structure has the nozzle. Along the radial direction of the first direction, the protruding structure protrudes outward toward the side where the primary cyclone separator is located. And / or, along the vertical direction of the first direction, the first-stage cyclone separator is recessed at the throat on the side opposite to the second-stage cyclone separator.

4. The dual-fuel combustion chamber according to claim 1, characterized in that, The gas collection groove extends along the first direction.

5. The dual-fuel combustion chamber according to claim 4, characterized in that, Along the first direction, the gas collection groove includes a gas collection section and a diffuser section connected in sequence, the cross-sectional area of ​​the diffuser section is larger than the cross-sectional area of ​​the gas collection section, and the nozzle is connected to the diffuser section.

6. The dual-fuel combustion chamber according to claim 1, characterized in that, The cross-sectional area of ​​the secondary vortex channel is larger than that of the primary vortex channel.

7. The dual-fuel combustion chamber according to claim 1, characterized in that, The first-stage hydrocyclone includes a hydrocyclone body and a plurality of first hydrocyclone blades. The hydrocyclone body is provided with the first-stage hydrocyclone channel, which surrounds the first direction. Each first hydrocyclone blade is connected at intervals to the outer periphery of the hydrocyclone body, and the inner peripheral wall of the second-stage hydrocyclone is connected to the end of each first hydrocyclone blade that is away from the hydrocyclone body.

8. The dual-fuel combustion chamber according to claim 1, characterized in that, Along the first direction, the primary vortex channel includes a second contraction section and a second expansion section connected in sequence, wherein the cross-sectional area of ​​the second contraction section gradually decreases and the cross-sectional area of ​​the second expansion section gradually increases.

9. The dual-fuel combustion chamber according to claim 1, characterized in that, It also includes a centrifugal nozzle, which is connected to the first-stage cyclone separator and is arranged at the inlet end of the first-stage cyclone channel along the first direction.

10. An aircraft engine, characterized in that, include: The dual-fuel combustion chamber according to any one of claims 1 to 9.

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