Self-adaptive integrated supporting plate stable in oil injection and afterburner

Abstract

According to the self-adaptive integrated support plate with stable oil injection, the hydraulic actuating mechanism is arranged in the support plate main body, and on-duty and / or filled fuel oil is used as a power source for driving the hydraulic actuating mechanism, so that cooperative control of oil injection and flame stability is integrally realized; opening and closing of the trailing edge wing plate can be adjusted in a self-adaptive mode according to the opening state of stress application; in the stress application state, the trailing edge wing plate is automatically switched into a bluff body state, and it is guaranteed that combustion organizations are efficient and stable; and in a non-stress-application state, a streamline structure is automatically switched, so that the flow loss is effectively reduced, and the engine thrust is ensured. And the built-in hydraulic actuating mechanisms driven by fuel oil greatly simplify the weight and complexity of a transmission structure, so that the hydraulic actuating mechanisms are conditionally arranged in all the integrated supporting plates in the circumferential direction of the afterburner, and the cooperative improvement of the adjusting precision and reliability of the trailing edge wing plate and the system weight is achieved. The invention further provides afterburner with the integrated supporting plate.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine technology, specifically relating to an integrated support plate for fuel injection stability and an afterburner having the integrated support plate. Background Technology

[0002] The afterburner is a crucial short-term thrust-boosting device for aero-engines. With the improvement of engine performance, integrating component functions, reducing the number of parts, and minimizing flow resistance losses have become primary goals in afterburner design. Integrated support plates, which integrate the fuel injection system, flame stabilizer, and turbine rear support plate, are currently a key research focus in advanced afterburner design. Integrated support plates are often installed in the high-speed upstream region of the diffuser in the afterburner. Given that flow losses are related to the square of the incoming flow velocity, the blunt body characteristics of the integrated support plate will lead to significant flow loss problems under non-afterburning conditions. Every 1% increase in flow loss in the afterburner leads to a 0.5%-1.0% decrease in engine thrust. Therefore, in non-afterburning conditions, the integrated support plate significantly impacts engine thrust.

[0003] To address this issue, Chinese patent CN201510107119.3, "Multifunctional Modal Adjustable Flame Stabilizer," proposes a concept with an adjustable trailing edge wing expansion angle. This alters the working mode of the integrated support plate by opening and closing the trailing edge wing: in the non-afterburning state, retracting the trailing edge wing reduces the frontal area of ​​the integrated support plate, minimizing flow losses; while in the afterburning state, opening the trailing edge wing creates a stable low-speed recirculation zone downstream of the integrated support plate, achieving flame stabilization. However, this patented technology suffers from severe fuel coking. Therefore, Chinese patent CN202311337027.5, "An Adjustable Flame Stabilizer with Wings and Afterburning Chamber," constructs the integrated support plate as a hollow shell structure. This avoids structural deformation caused by thermal expansion in existing technologies and allows for the arrangement of multiple fuel injection rods within the shell structure's internal space. The shell structure insulates against heat, and the ample internal space facilitates the circulation of cooling air.

[0004] Furthermore, the integrated support plate in the aforementioned prior art typically uses an external actuator to provide driving force, which drives the multi-link inside the support plate to achieve the opening and closing control of the trailing edge wing. However, such a driving method has technical problems that make it difficult to balance the adjustment accuracy and reliability of the trailing edge wing with the system weight. Summary of the Invention

[0005] In view of this, the present invention provides an integrated support plate for fuel injection stability and an afterburner with the integrated support plate. A hydraulic actuation mechanism is set inside the main body of the support plate, and the power source for driving the hydraulic actuation mechanism is used for the standby and / or filling of fuel. This achieves integrated coordinated control of fuel injection and flame stability. At the same time, it can adaptively adjust the opening and closing of the trailing edge vane according to the afterburner's on / off state: it automatically switches to a blunt body shape in the afterburner state to ensure efficient and stable combustion; and it automatically switches to a streamlined configuration in the non-afterburner state to effectively reduce flow losses and ensure engine thrust. Furthermore, the built-in, fuel-driven hydraulic actuation mechanism greatly simplifies the weight and complexity of the transmission structure, allowing the present invention to arrange a hydraulic actuation mechanism in each integrated support plate in the circumferential direction of the afterburner, thereby achieving a synergistic improvement in the adjustment accuracy and reliability of the trailing edge vane and the system weight.

[0006] In a first aspect of the invention, an integrated support plate for fuel injection stability and adaptation is provided, comprising:

[0007] The main body of the support plate has a hollow structure, including a leading edge chamber, a trailing edge chamber, and a concave cavity located between the leading edge chamber and the trailing edge chamber. The outer wall of the leading edge chamber is provided with a duty oil injection hole, and the side wall of the trailing edge chamber is provided with a filling oil injection hole. The concave cavity shrinks inward along the longitudinal direction and is provided with a porous baffle inside to isolate the leading edge chamber and the trailing edge chamber.

[0008] The duty fuel injector introduces duty fuel from the outside of the support plate body and injects it into the inside of the leading edge chamber;

[0009] A filling injection rod introduces filling fuel from outside the main body of the support plate and injects it through the filling injection hole to the outside of the tail edge chamber;

[0010] A cooling air pipe introduces cooling air from the outside of the support plate body into the interior of the tail edge chamber, and has multiple air outlets on it;

[0011] Two trailing edge winglets, their front ends angle-adjustable, are connected to the tail end of the trailing edge chamber, and their rear ends extend rearward toward the support plate body; and

[0012] The hydraulic actuation mechanism is located inside the main body of the support plate and is connected to the trailing edge wing plate. It inputs the pressure of the filling fuel and / or the duty fuel and outputs actuation power to the trailing edge wing plate to adjust the angle of the trailing edge wing plate.

[0013] Preferably, the hydraulic actuation mechanism includes:

[0014] A hydraulic actuator includes a hydraulic cylinder and a hydraulic piston rod reciprocally disposed within the hydraulic cylinder. The hydraulic cylinder receives the filling fuel and / or the standby fuel via a hydraulic supply rod to drive the hydraulic piston rod to move axially rearward.

[0015] The push rod, with its two ends hinged to the hydraulic piston rod and the trailing edge wing respectively, is used to convert the axial rearward driving force of the hydraulic piston rod into the rotational power of the trailing edge wing.

[0016] Preferably, the hydraulic actuation mechanism further includes:

[0017] A return spring, located inside the rodless chamber and / or rod chamber of the hydraulic cylinder, is used to provide a return force to drive the hydraulic piston rod to move forward axially, thereby closing the trailing edge wing.

[0018] Preferably, the hydraulic actuator is disposed in the leading edge chamber, the rodless chamber of the hydraulic cylinder receives the duty fuel through the hydraulic oil supply rod, and the hydraulic piston rod extends axially backward from the hydraulic cylinder and is connected to the push rod.

[0019] Preferably, the duty injection rod is connected to the rod chamber of the hydraulic cylinder through an internal connecting pipe, and the connection position between the internal connecting pipe and the rod chamber is located on the axial front side of the rear dead center of the hydraulic piston rod.

[0020] Preferably, the hydraulic actuator is disposed in the leading edge chamber, the hydraulic piston rod extends forward axially from the front end of the hydraulic cylinder, extends backward through a turning pipe and connects to the push rod, and the rod chamber of the hydraulic cylinder receives the duty fuel through the hydraulic oil supply rod.

[0021] Preferably, the duty injection rod, the filling injection rod, and the hydraulic supply rod are connected to a hydraulic control system external to the support plate body, and the hydraulic control system includes:

[0022] The hydraulic pump has its inlet connected to the oil tank and its outlet forming the main pressure oil circuit.

[0023] The first pressure control oil circuit is connected to the main pressure oil circuit and is used to provide one-way pressure oil to the duty injection rod. A first sequence valve and a delay valve are provided in its passage. The set pressure of the first sequence valve is higher than the initial working pressure of the hydraulic control system.

[0024] The second pressure control oil circuit is connected to the main pressure oil circuit and is used to supply bidirectional pressure oil to the hydraulic supply rod. A second sequence valve and a reversing valve are provided in its passage. The set pressure of the second sequence valve is lower than the set pressure of the first sequence valve, so that when the system is started, the pressure oil is preferentially supplied to the second pressure control oil circuit through the second sequence valve.

[0025] A third pressure control oil circuit, connected to the main pressure oil circuit, is used to supply one-way pressure oil to the filling injection rod, and a selection valve is provided in its passage; and

[0026] An interlock control unit is disposed between the first pressure control oil circuit and the third pressure control oil circuit. The interlock control unit is configured to allow the selector valve to control the opening and closing of the third pressure control oil circuit only after the first pressure control oil circuit has established pressure and opened.

[0027] Preferably, the interlock control unit includes a hydraulic control valve, the control port of which is connected to the working oil circuit downstream of the delay valve via the first pressure control oil circuit, and the main oil port of which is connected in series in the inlet or control oil circuit of the selector valve.

[0028] Preferably, the integrated support plate for fuel injection stability and self-adaptation further includes a fuel damping ring disposed at the gap between the hydraulic cylinder and the hydraulic piston rod, and the exhaust direction of at least a portion of the exhaust port of the cooling air pipe is directly opposite the region of the hydraulic piston rod located in the tail edge chamber.

[0029] In a second aspect of the invention, an afterburner is provided, comprising an integrated fuel injection stabilization adaptive support plate as described in any of the preceding claims.

[0030] Based on the above technical solution, the integrated support plate for fuel injection stability and self-adaptation provided by this invention adopts adaptive hydraulic adjustment technology. Under afterburner conditions, the hydraulic supply rod starts supplying oil, pushing the hydraulic piston rod to open the trailing edge vane, making the support plate a blunt structure, ensuring efficient and stable combustion. When the condition changes to non-afterburner conditions, the hydraulic supply rod stops supplying oil, the trailing edge vane loses its supporting force, and autonomously closes under the aerodynamic force of the high-speed combustion gas, making the support plate switch to a streamlined shape, effectively reducing the flow loss of combustion gas. At the same time, since the hydraulic actuation mechanism is built into the support plate and aviation kerosene is used as the hydraulic medium, this invention can simultaneously realize the functions of driving the piston and combustion organization. It can also use external low-temperature air as a cooling medium to solve the problem of fuel coking, while reducing the risk of thermal deformation at the connection of the adjustment components, ensuring the stable operation of the adjustment device. Attached Figure Description

[0031] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application, but do not constitute a limitation on the technical solutions of this application.

[0032] Figure 1 A three-dimensional structural diagram of the integrated support plate for fuel injection stability and self-adaptation provided by the present invention;

[0033] Figure 2 A cross-sectional three-dimensional structural diagram of the integrated support plate for fuel injection stability and self-adaptation provided by the present invention.

[0034] Figure 3 A longitudinal sectional three-dimensional structural schematic diagram of the first embodiment of the integrated support plate for fuel injection stability and adaptive function provided by the present invention;

[0035] Figure 4 A longitudinal sectional three-dimensional structural schematic diagram of a second embodiment of the integrated support plate for fuel injection stability and adaptive function provided by the present invention;

[0036] Figure 5 A longitudinal sectional three-dimensional structural diagram of the third embodiment of the integrated support plate for fuel injection stability and self-adaptation provided by the present invention;

[0037] Figure 6 Velocity cloud and streamline diagram of the integrated support plate for fuel injection stability and adaptive design provided by the present invention in longitudinal section;

[0038] Figure label:

[0039] 1-Main body of support plate, 2-Tail edge wing plate, 3-Hydraulic actuation mechanism, 4-Leading edge chamber, 5-Concave cavity, 51-Perforated baffle, 6-Tail edge chamber, 7-Stationary oil injection hole, 8-Filling oil injection hole, 9-Tail edge baffle, 10-Stationary oil injection rod, 11-Hydraulic oil supply rod, 12-Filling oil injection rod, 13-Cooling air pipe, 14-Hydraulic actuation cylinder, 15-Push rod, 16-Hydraulic piston rod, 17-Hydraulic cylinder, 18-Reset spring, 19-Side wall hole of leading edge chamber, 20-Side wall hole of tail edge chamber, 21-Turn pipe, 22-Internal connecting pipe. Detailed Implementation

[0040] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are not intended to limit the invention or its application or use in any way. The invention can be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the invention clear and complete, and to fully express the scope of the invention to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps set forth in these embodiments should be interpreted as merely exemplary and not as limiting.

[0041] Existing integrated support plates typically use external actuators to provide driving force, which drives multiple links inside the support plate to control the opening and closing of the trailing edge wing. However, this driving method presents a technical challenge: balancing the adjustment accuracy and reliability of the trailing edge wing with system weight is difficult. On the one hand, to reduce system weight, multiple integrated support plates in the afterburner ring often use fewer external actuators. For example, 12 integrated support plates on the entire ring can be driven by 3 sets of actuators. Obviously, the more actuators there are, the higher the synchronization and accuracy of the trailing edge wing opening and closing degree with the afterburner fuel injection rhythm. However, this inevitably increases the system weight, which is detrimental. On the one hand, it improves the overall performance of aero-engines, such as thrust-to-weight ratio; on the other hand, as a transmission mechanism between the external actuator and the trailing edge wing, the multi-link mechanism is responsible for adapting the transmission ratio and adjusting the transmission direction from the external actuator to the trailing edge wing. This results in the high structural complexity of the multi-link mechanism and insufficient system reliability. Moreover, the multi-link mechanism often has high efficiency only in a few transmission positions. For example, the transmission efficiency of the trailing edge wing is low when it moves from the closed position to the open position. In addition, it is necessary to overcome the higher flow resistance when the aero-engine enters the afterburner state. Therefore, problems such as the trailing edge wing not being able to open, insufficient opening angle, or slow opening response are likely to occur.

[0042] In response to this, such as Figure 1-6 As shown, in a first aspect of the present invention, an integrated support plate with adaptive fuel injection stability is provided. This integrated support plate has a support plate body 1 with a cavity structure as its core, and is equipped with a standby fuel injection rod 10 and a filling fuel injection rod 12 for supplying fuel to the support plate body 1, as well as a cooling air pipe 13 for supplying air to the support plate body 1. Two trailing edge vanes 2 are provided at the rear of the support plate body 1. Their angle can be adjusted by a fuel-driven hydraulic actuation mechanism 3 located inside the support plate body 1, thereby controlling the opening and closing degree of the trailing edge vanes 2 and realizing the multi-modal adaptive characteristics of the integrated support plate according to the afterburner conditions.

[0043] Specifically, such as Figure 1-4As shown, the support plate body 1 has a hollow structure, including a leading edge chamber 4, a trailing edge chamber 6, and a recessed cavity 5 located between the leading edge chamber 4 and the trailing edge chamber 6. The recessed cavity 5 contracts inward along the longitudinal direction, thereby forming a recessed reflux zone between the leading edge chamber 4 and the trailing edge chamber 6. Based on this structure, cooling air pipe 13 introduces external cooling air from the outside of the support plate body 1. This cooling air is discharged into the interior of the trailing edge chamber 6 through multiple air outlets on the cooling air pipe 13. After filling the trailing edge chamber 6, it passes through the porous baffle 5 and enters the leading edge chamber 4, which can effectively cool the support plate body 1 and solve the problem of fuel coking. Meanwhile, the shift injector 10 extends into the leading edge chamber 4 through the side wall hole 19 of the leading edge chamber, introducing shift fuel from the outside of the support plate body 1 and injecting it into the interior of the leading edge chamber 4. The fuel mixes and atomizes with the heated cooling air passing through the porous baffle 51 inside the leading edge chamber 4, and is sprayed out from the shift injector hole 7 opened on the outer wall of the leading edge chamber 4. During the flow, it is at least partially drawn into the interior of the concave cavity 5, forming a stable, low-speed shift ignition source. In this invention, by setting the porous baffle 5 to isolate the leading edge chamber 4 and the trailing edge chamber 6, and cooperating with the intake pressure of the cooling air, it can ensure that the cooling air flows forward through the porous baffle 5 while preventing the fuel from flowing backward into the trailing edge chamber 6 and causing adverse effects.

[0044] Considering the need for adjusting the booster load, the filling fuel injector 12 of this invention introduces filling fuel from the outside of the support plate body 1 through the side wall hole 20 of the trailing edge chamber, and sprays it to the outside of the trailing edge chamber 6 through the filling fuel injection hole 8 opened on the spanwise side wall of the trailing edge chamber 6. Preferably, as Figure 3 As shown, the injection hole of the filling injection rod 12 is directly aligned with the filling injection hole 8 on the wall of the trailing edge chamber 6 to form a direct injection, which can optimize the lateral jet depth of the filling fuel and prevent fuel from entering the trailing edge chamber 6.

[0045] To achieve the adaptive function of the integrated support plate, this invention provides two trailing edge vanes 2 with adjustable front end angles at the rear end of the trailing edge chamber 6. The rear end of the trailing edge vanes 2 extends behind the support plate body 1 and can change the fluid configuration of the integrated support plate by adjusting the angle to adapt to different afterburner conditions. The control of the trailing edge vanes 2 is achieved by a hydraulic actuation mechanism 3 located inside the support plate body 1. The hydraulic actuation mechanism 3 is connected to the trailing edge vanes 2, inputting the pressure of the filling fuel and / or the standby fuel, and outputting actuation force to the trailing edge vanes 2 to adjust the angle of the trailing edge vanes 2. In non-afterburner conditions, the fuel injection stability adaptive integrated support plate of this invention is in its initial state, the trailing edge vanes 2 remain closed, and the overall configuration of the integrated support plate is streamlined, which can effectively reduce airflow loss and ensure engine thrust. When the operating condition is switched to afterburner conditions, the standby fuel injector 10 and the hydraulic actuation mechanism 3 supply fuel synchronously, effectively organizing combustion while pushing the trailing edge vanes 2 to open, forming a recirculation zone behind the integrated support plate for stable combustion. Meanwhile, the filling injection rod 12 can autonomously adjust the fuel supply to correspond to low afterburner, partial afterburner, and full afterburner states. When the operating condition switches to non-afterburner mode, the duty injection rod 10 and the hydraulic actuation mechanism 3 stop supplying fuel, the trailing edge vane 2 loses support, and autonomously closes under the aerodynamic force of the high-speed combustion gas, pushing the hydraulic actuation mechanism 3 back to its initial state.

[0046] The hydraulic actuation mechanism 3 of the present invention can input the pressure of filling fuel and / or standby fuel, typically having three states: when only the pressure of standby fuel is input, the trailing edge wing 2 will be synchronized with the supply of standby fuel, that is, when the aero-engine enters afterburner mode, the trailing edge wing 2 opens outward to form a low-speed recirculation zone downstream of the support plate body 1; when only the pressure of filling fuel is input, the trailing edge wing 2 will be synchronized with the supply of filling fuel, in which case when the aero-engine enters afterburner mode, with the supply of standby fuel, the trailing edge wing 2 does not open, and the integrated support plate continues to operate normally. Continuing to achieve flame stabilization through its concave cavity, when the afterburner pressure increases, the fuel filling begins to be supplied, and the trailing edge wing 2 opens accordingly, achieving stable combustion under a higher fuel-air ratio. When the pressure of the fuel filling and the standby fuel are input in coordination, the opening angle of the trailing edge wing 2 can gradually expand as the total fuel pressure increases. For example, when the afterburner is activated, only the standby fuel is available, and the opening angle of the trailing edge wing 2 is relatively small. However, when the afterburner pressure increases, the fuel filling begins to be supplied, and the trailing edge wing 2 further increases its opening angle, achieving timely response to the afterburner pressure.

[0047] Because the hydraulic actuation mechanism 3 is built into the main support plate 1 and uses aviation kerosene as the hydraulic medium, this invention can simultaneously drive the trailing edge wing plate 2 and perform combustion organization functions. It can also use external cryogenic air as the cooling medium to solve the fuel coking problem, while reducing the risk of thermal deformation at the connection points of the adjustment components and ensuring stable operation of the adjustment device. Furthermore, the built-in, fuel-driven hydraulic actuation mechanism greatly simplifies the weight and complexity of the transmission structure, allowing the invention to arrange hydraulic actuation mechanisms in each integrated support plate in the circumferential direction of the afterburner, thereby achieving a synergistic improvement in the adjustment accuracy, reliability, and system weight of the trailing edge wing plate.

[0048] like Figure 2-5 As shown, preferably, the hydraulic actuation mechanism 3 includes a hydraulic actuation cylinder 14 and a push rod 15. The hydraulic actuation cylinder 14 includes a hydraulic cylinder 17 and a hydraulic piston rod 16 reciprocally disposed within the hydraulic cylinder 17. The hydraulic cylinder 17 receives fuel and / or standby fuel via a hydraulic oil supply rod 11 to drive the hydraulic piston rod 16 to move axially backward, thereby pushing the push rod 15 hinged to the hydraulic piston rod 16. The hinged connection between the push rod 15 and the trailing edge wing 2 converts the axially backward driving force of the hydraulic piston rod 16 into the rotational power of the trailing edge wing 2. Based on this, the hydraulic piston rod 16 is configured such that when it moves axially to the front dead center, the hydraulic actuation mechanism 3 drives the trailing edge wing 2 to close, and when it moves axially to the rear dead center, the hydraulic actuation mechanism 3 drives the trailing edge wing 2 to open.

[0049] In a preferred embodiment, the hydraulic actuator 14 is placed axially inside the leading edge chamber and uses aviation kerosene as the hydraulic medium. The plug portion of the hydraulic piston rod 16 is located inside the hydraulic cylinder 17, while the rod portion extends rearward, passing through the perforated baffle 5 and hinged to the push rod 15. Furthermore, the support plate body 1 is provided with a baffle 9 at the tail of the trailing edge chamber 6. This baffle 9 separates the trailing edge wing plate 2 and the trailing edge chamber 6 and has a gap for the push rod 15 to extend out. This effectively isolates the downstream backflow area of ​​the integrated support plate from the support plate body 1 while ensuring the normal operation of the hydraulic actuator 3, thus preventing the high temperature generated by combustion from adversely affecting the internal structure of the support plate body 1 and the fuel.

[0050] Preferably, in order to make the closing process of the trailing edge wing 2 faster and more reliable, the hydraulic actuation mechanism 3 also includes a return spring 18. The return spring 18 is located inside the rodless chamber and / or rod chamber of the hydraulic cylinder 17. The return spring 18 can be in a compressed state or a stretched state to provide a restoring force to drive the hydraulic piston rod 16 to move forward axially. It can provide a restoring force to the trailing edge wing 2 together with the high-speed incoming flow to close it.

[0051] like Figure 2-3As shown, preferably, the hydraulic actuator 14 is disposed in the leading edge chamber 4, the rodless chamber of the hydraulic cylinder 17 receives standby fuel through the hydraulic oil supply rod 11, and the hydraulic piston rod 16 extends axially backward from the hydraulic cylinder 17 and is connected to the push rod 15. In this embodiment, the hydraulic actuator 3 has a simpler structure, lighter weight, and occupies less space inside the support plate, which helps to reduce the overall weight of the afterburner.

[0052] like Figure 4 As shown, in a preferred embodiment, the duty injection rod 10 is connected to the rod chamber of the hydraulic cylinder 17 through an inner connecting pipe 22, and the connection position between the inner connecting pipe 22 and the rod chamber is located on the axial front side of the rear dead center of the hydraulic piston rod 16. In this embodiment, the shift injector 10 no longer extends outside the support plate body 1, but is integrated with the hydraulic cylinder 17. It receives shift fuel from the hydraulic fuel supply rod 11 and flows through the hydraulic cylinder 17 to the shift injector 10. In this implementation, the inner connecting pipe 22 can have a U-shaped pipe structure, which simplifies the fuel system. The side wall of the support plate body 1 no longer needs to have a corresponding hole 19 in the leading edge chamber of the support plate injector 10, which simplifies the processing. More importantly, by setting the connection position between the inner connecting pipe 22 and the rod chamber at the bottom of the hydraulic cylinder 17, the fuel will only enter the inner connecting pipe 22 and then the shift injector 10 for shift injection after the hydraulic piston rod 16 moves to the rear dead center. The advantage of this implementation is that it forms sequential control. Combustion will only begin after the trailing edge wing 2 is fully opened. No additional sensors and controllers are needed. The mechanical interlocking structure forces the sequential order between the deployment of the trailing edge wing and the shift fuel supply, fundamentally avoiding unstable combustion.

[0053] like Figure 5 As shown, preferably, the hydraulic actuator 14 is disposed within the leading edge chamber 4. The hydraulic piston rod 16 extends axially forward from the front end of the hydraulic cylinder 17, extends rearward through the turning pipe 21, and connects to the push rod 15. The rod chamber of the hydraulic cylinder 17 receives standby fuel through the hydraulic fuel supply rod 11. The turning pipe 21 has a U-shaped satellite rod configuration, extending from the front end of the hydraulic cylinder 17 and extending rearward after a U-shaped turn. This configuration of the rod is located within the fuel chamber, occupying part of the chamber space. The time for the fuel to fill the fuel chamber is shortened, and the shape switching of the trailing edge wing will be more rapid, which can significantly reduce the afterburner ignition delay and improve the transient thrust response performance of the engine.

[0054] Preferably, the duty injection rod 10, the filling injection rod 12, and the hydraulic supply rod 11 are connected to a hydraulic control system outside the support plate body 1. The hydraulic control system includes: a hydraulic pump, the inlet of which is connected to an oil tank, and the outlet forming a main pressure oil circuit; a first pressure control oil circuit, connected to the main pressure oil circuit, for providing unidirectional pressure oil to the duty injection rod 10, and a first sequence valve and a delay valve are provided in its passage, the set pressure of the first sequence valve being higher than the initial working pressure of the hydraulic control system; and a second pressure control oil circuit, connected to the main pressure oil circuit, for providing bidirectional pressure oil to the hydraulic supply rod 11, and a second pressure control oil circuit, connected to the main pressure oil circuit, for providing bidirectional pressure oil to the hydraulic supply rod 11. The system includes a second sequence valve and a reversing valve. The set pressure of the second sequence valve is lower than that of the first sequence valve, so that when the system starts, the pressurized oil is preferentially supplied to the second pressure control oil circuit through the second sequence valve. A third pressure control oil circuit is connected to the main pressure oil circuit and is used to supply unidirectional pressurized oil to the filling injection rod 12. A selection valve is provided in its passage. An interlock control unit is located between the first pressure control oil circuit and the third pressure control oil circuit. The interlock control unit is configured to allow the selection valve to control the opening and closing of the third pressure control oil circuit only after the first pressure control oil circuit has built up pressure and opened.

[0055] In a preferred embodiment, a preheating device can be added to the hydraulic control system to preheat the fuel using the high-temperature lubricating oil of the lubricating oil system, controlling its temperature within an appropriate range and increasing the viscosity of the fuel, thereby improving the fuel leakage problem; an emergency pressure relief valve can be added to the hydraulic cylinder. When abnormal injection or vane action sequence is detected, the emergency pressure relief valve can quickly relieve pressure, and the return spring and pneumatic auxiliary force work together to make the vane close quickly, while cutting off the fuel supply circuit to prevent unstable combustion from intensifying.

[0056] This invention designs a hydraulic control system that enables the shift injector 10, the filling injector 12, and the hydraulic fuel supply 11 to be linked with the engine's external fuel adjustment system. During boost start-up, the control system sends a signal to synchronously open the corresponding control valves, ensuring that the hydraulic fuel supply pressure matches the combustion fuel supply pressure and avoiding operation delays caused by insufficient viscosity. The hydraulic system adopts a hierarchical control logic: after the system starts, the pressurized oil is first supplied to the hydraulic oil supply rod 11 unconditionally and preferentially through the sequence valve with the lowest set pressure, driving its hydraulic actuator 14 to push the tail edge wing plate 2 to open; when the system pressure continues to rise to the set value of the first sequence valve, the oil flow enters the adjustable delay valve, and after a preset delay, it automatically supplies oil to the duty oil injection rod 10 in one direction to realize duty oil injection; only when the duty oil injection rod 10 has been supplied with oil and pressure has been established, the manual or electric control selection valve of the filling oil injection rod 12 can be activated by unlocking the hydraulic control interlock valve, and can realize conditional one-way oil supply to the filling oil injection rod 12 according to the needs of the power-up working condition, at which time the flow rate of filling oil injection is controllable; when the duty oil injection rod 10 and the filling oil injection rod 12 stop supplying oil and the hydraulic oil supply rod 11 reversing valve is reset to the neutral position, the system pressure drops, the oil of the hydraulic oil supply rod 11 can return to the oil tank through the neutral position channel of the reversing valve, and the tail edge wing plate 2 closes again.

[0057] As can be seen, to address potential issues such as insufficient actuation power, insufficient fuel viscosity, and hydraulic system reliability, this solution proposes a composite hydraulic solution linked to an external hydraulic circuit. This involves linking the hydraulic circuit of the integrated support plate with the external fuel regulation system of the engine. During acceleration start-up, the hydraulic control system sends signals to open the corresponding control valves in a predetermined sequence, ensuring that the hydraulic fuel supply pressure matches the combustion fuel supply pressure and preventing actuation lag caused by insufficient viscosity.

[0058] In a preferred embodiment, the present invention may further include a cylindrical pneumatic chamber at the front end of the hydraulic cylinder 17. The external shape and internal structure of this cylindrical starting chamber are similar to those of the hydraulic cylinder 17. A piston partition is added to divide the cylindrical pneumatic chamber into left and right sides. A small air intake pipe is provided at the front end of the cylindrical pneumatic chamber, with one end extending forward and penetrating the front edge wall of the integrated support plate, and the other end connecting to the left pneumatic chamber to establish an air intake passage, introducing high-pressure gas from the front edge of the integrated support plate. An air intake control valve is provided in the air intake passage, and a pressure relief control valve is provided inside the left chamber. Thus, by having the hydraulic piston rod 16 pass through the hydraulic cylinder 17 and extend forward into the interior of the cylindrical pneumatic chamber, and by ensuring that the movable length of the piston partition inside the cylindrical pneumatic chamber is consistent with the movable length of the hydraulic piston rod 16 inside the hydraulic cylinder 17, when the applied force is activated, the bleed air control valve begins to bleed air, directly assisting the piston rod in actuation by utilizing the naturally generated gas pressure difference; while when the applied force is not activated, the bleed air control valve is closed to end the bleed air, and the pressure relief control valve is opened to relieve pressure, thus eliminating the auxiliary pneumatic force.

[0059] The above hydraulic and pneumatic control solutions can also be combined and integrated to form a composite hydraulic solution strategy that integrates built-in bleed air for power enhancement and linkage with external oil circuits, further improving the reliability of the system and solving the problem of insufficient viscosity when fuel is used as the medium in the hydraulic system.

[0060] Preferably, the interlocking control unit includes a hydraulic control valve, the control port of which is connected to the working oil circuit downstream of the delay valve in the first pressure control oil circuit, and the main port of which is connected in series in the oil inlet or control oil circuit of the selector valve.

[0061] Preferably, the integrated support plate for fuel injection stability and adaptation also includes a fuel damping ring disposed at the gap between the hydraulic cylinder 17 and the hydraulic piston rod 16. This fuel damping ring is an annular structure sleeved on the hydraulic piston rod 16 and tightly fitted against the inner wall of the hydraulic cylinder 17, typically made of wear-resistant, oil-resistant elastic material or metal. The fuel damping ring is installed at the mating gap between the hydraulic cylinder and the piston rod, with an extremely small annular gap, and its inner wall may be designed with tiny throttling grooves or damping holes. Thus, the damping ring can limit fuel leakage flow, stabilize chamber pressure, and suppress pressure pulsation through a throttling effect. Furthermore, at least a portion of the outlet holes of the cooling air pipe 13 are oriented towards the area of ​​the hydraulic piston rod 16 located within the tail edge chamber 6, utilizing external cooling airflow to actively cool the hydraulic rod with a film cooling system. This further addresses the sealing performance and high-temperature coking risk of low-viscosity fuel, achieving coordinated control of the hydraulic, combustion, and cooling systems. While ensuring adaptive adjustment functionality, it also improves the system's operational reliability over a wide envelope range.

[0062] In a second aspect of the invention, an afterburner is provided, comprising an integrated fuel injection stabilization adaptive support plate as described above.

[0063] In summary, this invention provides an adaptive fuel injection / stabilization integrated support plate technology for afterburners. Employing adaptive hydraulic adjustment technology, under afterburner conditions, the hydraulic fuel supply rod begins supplying fuel, pushing the hydraulic piston rod axially towards the rear of the main body. This, in turn, opens the trailing edge wing via a push rod, transforming the support plate into a blunt structure, ensuring efficient and stable combustion. When switching to non-afterburner conditions, the hydraulic fuel supply rod stops supplying fuel, and the trailing edge wing loses its support. Under the aerodynamic force of the high-speed combustion gas and the elastic force of the return spring, it autonomously closes, transforming the configuration into a streamlined shape. This effectively reduces gas flow losses and ensures engine thrust. Furthermore, by using aviation kerosene as the hydraulic medium, the functions of driving the piston and combustion can be simultaneously achieved. In addition, this invention uses low-temperature air from the bypass duct as the cooling medium, which solves the problem of fuel coking and reduces the risk of thermal deformation at the connection points of the adjustment components, ensuring stable operation of the adjustment device.

[0064] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An integrated support plate for stable and adaptive oil injection, characterized in that, include: The main body of the support plate (1) has a hollow structure, including a leading edge chamber (4), a trailing edge chamber (6) and a concave cavity (5) located between the leading edge chamber (4) and the trailing edge chamber (6). The leading edge chamber (4) has a duty oil injection hole (7) on its outer wall in the longitudinal direction, and the trailing edge chamber (6) has a filling oil injection hole (8) on its side wall in the longitudinal direction. The concave cavity (5) shrinks inward along the longitudinal direction and has a porous baffle (51) inside to isolate the leading edge chamber (4) and the trailing edge chamber (6). The duty fuel injector (10) introduces duty fuel from the outside of the support plate body (1) and injects it into the inside of the leading edge chamber (4); The filling injection rod (12) introduces filling fuel from the outside of the support plate body (1) and sprays it to the outside of the tail edge chamber (6) through the filling injection hole (8); Cooling air pipe (13) introduces cooling air from the outside of the support plate body (1) into the interior of the tail edge chamber (6), and has multiple air outlets on it; Two trailing edge winglets (2), whose front ends are adjustablely connected to the tail end of the trailing edge chamber (6), and whose rear ends extend behind the support plate body (1); and The hydraulic actuation mechanism (3) is located inside the main body of the support plate (1) and is connected to the trailing edge wing plate (2) in a transmission manner. It inputs the pressure of the filling fuel and / or the duty fuel and outputs the actuation power to the trailing edge wing plate (2) to adjust the angle of the trailing edge wing plate (2).

2. The integrated support plate for fuel injection stability and self-adaptation according to claim 1, characterized in that, The hydraulic actuation mechanism (3) includes: A hydraulic actuator (14) includes a hydraulic cylinder (17) and a hydraulic piston rod (16) reciprocally disposed within the hydraulic cylinder (17). The hydraulic cylinder (17) receives the filling fuel and / or the standby fuel via a hydraulic supply rod (11) to drive the hydraulic piston rod (16) to move axially rearward. The push rod (15) is hinged at both ends to the hydraulic piston rod (16) and the trailing edge wing plate (2), respectively, and is used to convert the axial rearward driving force of the hydraulic piston rod (16) into the rotational power of the trailing edge wing plate (2).

3. The integrated support plate for fuel injection stability and self-adaptation according to claim 2, characterized in that, The hydraulic actuation mechanism (3) further includes: A return spring (18), located inside the rodless chamber and / or rod chamber of the hydraulic cylinder (17), is used to provide a return force to drive the hydraulic piston rod (16) to move forward axially, thereby closing the trailing edge wing (2).

4. The integrated support plate for fuel injection stability and self-adaptation according to claim 2 or 3, characterized in that, The hydraulic actuator (14) is located in the leading edge chamber (4). The rodless chamber of the hydraulic cylinder (17) receives the duty fuel through the hydraulic oil supply rod (11). The hydraulic piston rod (16) extends axially backward from the hydraulic cylinder (17) and is connected to the push rod (15).

5. The integrated support plate for fuel injection stability and self-adaptation according to claim 4, characterized in that, The duty oil injection rod (10) is connected to the rod chamber of the hydraulic cylinder (17) through an inner connecting pipe (22), and the connection position between the inner connecting pipe (22) and the rod chamber is located on the axial front side of the rear dead point of the hydraulic piston rod (16).

6. The integrated support plate for fuel injection stability and self-adaptation according to claim 2 or 3, characterized in that, The hydraulic actuator (14) is located in the leading edge chamber (4). The hydraulic piston rod (16) extends forward axially from the front end of the hydraulic cylinder (17), extends backward through the turning pipe (21) and connects with the push rod (15). The rod chamber of the hydraulic cylinder (17) receives the duty fuel through the hydraulic oil supply rod (11).

7. The integrated support plate for fuel injection stability and self-adaptation according to claim 2 or 3, characterized in that, The duty injection rod (10), the filling injection rod (12), and the hydraulic supply rod (11) are connected to a hydraulic control system outside the support plate body (1). The hydraulic control system includes: The hydraulic pump has its inlet connected to the oil tank and its outlet forming the main pressure oil circuit. The first pressure control oil circuit is connected to the main pressure oil circuit and is used to provide one-way pressure oil to the duty injection rod (10). A first sequence valve and a delay valve are provided in its passage. The set pressure of the first sequence valve is higher than the initial working pressure of the hydraulic control system. The second pressure control oil circuit is connected to the main pressure oil circuit and is used to provide bidirectional pressure oil to the hydraulic oil supply rod (11). A second sequence valve and a reversing valve are provided in its passage. The set pressure of the second sequence valve is lower than the set pressure of the first sequence valve, so that when the system is started, the pressure oil is preferentially supplied to the second pressure control oil circuit through the second sequence valve. The third pressure control oil circuit, connected to the main pressure oil circuit, is used to supply one-way pressure oil to the filling injection rod (12), and a selection valve is provided in its passage; and An interlock control unit is disposed between the first pressure control oil circuit and the third pressure control oil circuit. The interlock control unit is configured to allow the selector valve to control the opening and closing of the third pressure control oil circuit only after the first pressure control oil circuit has established pressure and opened.

8. The integrated support plate for fuel injection stability and self-adaptation according to claim 7, characterized in that, The interlock control unit includes a hydraulic control valve, the control port of which is connected to the working oil circuit downstream of the delay valve via the first pressure control oil circuit, and the main oil port of which is connected in series in the inlet or control oil circuit of the selector valve.

9. The integrated support plate for fuel injection stability and self-adaptation according to claim 2 or 3, characterized in that, It also includes a fuel damping ring disposed at the gap between the hydraulic cylinder (17) and the hydraulic piston rod (16), and at least a portion of the air outlet of the cooling air pipe (13) is directed to the area of ​​the hydraulic piston rod (16) located within the tail edge chamber (6).

10. An afterburner, characterized in that, Including the integrated fuel injection stability adaptive support plate as described in any one of claims 1-9.

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