Engine hot end casing and aero-engine with same

Abstract

The invention relates to the technical field of engine fuel control, and discloses an engine hot end casing and an aero-engine with the same. The engine hot end casing comprises a casing body, a main oil way wall face branch pipe and an auxiliary oil way wall face branch pipe are formed in the side wall of the casing body, and the main oil way wall face branch pipe and the auxiliary oil way wall face branch pipe are arranged in the circumferential direction of the casing body at intervals; the fuel nozzle is formed in the casing body, and the output end of the main oil way wall surface branch pipe and the output end of the auxiliary oil way wall surface branch pipe face the outlet end of the fuel nozzle; the fuel pipeline is formed in the side wall of the casing body, the fuel pipeline comprises an outer-layer main oil way and an inner-layer auxiliary oil way which are sleeved inside and outside, the outer-layer main oil way is communicated with the main oil way wall surface branch pipe, and the inner-layer auxiliary oil way is communicated with the auxiliary oil way wall surface branch pipe. The outer-layer main oil way and the inner-layer auxiliary oil way are sleeved inside and outside, so that the fuel of the main oil way can cool the fuel of the central auxiliary oil way, and the problem that the fuel of the central auxiliary oil way is too high in temperature to cause coking to block a pipeline and a nozzle is solved.

Description

Technical Field

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

[0002] Gas turbine engines, including aircraft engines and ground-based gas turbines, are core power units in modern aviation, energy, and other fields. They compress air through a compressor, mix it with fuel in the combustion chamber, and burn the resulting high-temperature, high-pressure gas to drive a turbine, thereby generating thrust or shaft power. The combustion chamber of a gas turbine engine typically consists of components such as a hot-end casing, diffuser, flame tube, fuel nozzle, and fuel manifold. Among these, the hot-end casing, as the main load-bearing component, not only transmits loads but also forms the passageway for the two streams of high-temperature, high-pressure air at the compressor outlet.

[0003] In the combustion chamber structure, the fuel manifold is responsible for delivering fuel from the fuel tank and distributing it evenly to each fuel injector. In existing technology, the fuel manifold is installed independently of the hot-end casing, and its wall is a single layer, directly exposed to the ambient temperature of the engine compartment. This makes the fuel temperature inside the manifold highly susceptible to external environmental influences. Furthermore, under conditions of high engine vibration, there is a risk of resonance between the fuel manifold and the hot-end casing. In severe vibration conditions, this could lead to fatigue cracks or even rupture of the fuel line, causing fuel leaks and affecting engine safety. Summary of the Invention

[0004] In view of this, the present invention provides an engine hot end casing and an aero-engine having the same, to solve the problem in the prior art that resonance between the fuel manifold and the hot end casing occurs when the aero-engine vibrates excessively, causing damage to the fuel manifold.

[0005] In a first aspect, the present invention provides an engine hot-end casing, comprising: The casing body serves as the external load-bearing structure for the engine combustion chamber. The side wall of the casing body is formed with a main oil passage wall branch pipe and an auxiliary oil passage wall branch pipe, which are arranged at intervals along the circumference of the casing body. A fuel nozzle is formed inside the casing body, and the output ends of the main fuel line wall branch pipe and the auxiliary fuel line wall branch pipe are both arranged facing the outlet end of the fuel nozzle. The fuel line is formed inside the side wall of the casing body. The fuel line includes an outer main oil line and an inner auxiliary oil line, which are separated by an outer jacket. The outer main oil line is connected to the wall branch pipe of the main oil line, and the inner auxiliary oil line is connected to the wall branch pipe of the auxiliary oil line.

[0006] The hot-end casing of an engine is used in aero-engines. During engine operation, fuel is delivered through fuel lines formed within the sidewalls of the casing body. These fuel lines employ an inner-outer jacket structure, with the outer main fuel line enclosing the inner auxiliary fuel line. Fuel delivered to the casing body flows into both the outer main fuel line and the inner auxiliary fuel line, and is then guided to the fuel nozzles for ejection via connecting branch pipes on the main and auxiliary fuel line walls. By integrating the fuel lines, main and auxiliary fuel line wall branches, and the casing body into a single unit, a high degree of integration of the engine's hot-end components is achieved. This effectively avoids the resonance risk caused by vibration between the separate fuel manifold and the casing, improving the engine's operational safety and structural reliability. Furthermore, the outer main oil circuit and the inner auxiliary oil circuit adopt a two-way nested structure. The nesting of the two forms an integrated structure of fuel pipeline and casing body. As the aero engine runs, the temperature of the casing body gradually increases. The nested structure of the outer main oil circuit and the inner auxiliary oil circuit can achieve the cooling of the fuel in the main oil circuit in the outer main oil circuit to the fuel in the central auxiliary oil circuit in the inner auxiliary oil circuit. This prevents the fuel in the central auxiliary oil circuit from coking and clogging the pipeline and nozzle due to excessive temperature when the casing body is running at high temperature.

[0007] In one optional embodiment, it also includes a main oil passage inlet pipe, one end of which is connected to the outer main oil passage, and the other end is provided with a main oil passage inlet nozzle. The main oil passage inlet nozzle extends to the outside of the casing body. Fuel enters the main oil passage inlet pipe through the main oil passage inlet nozzle extending to the outside of the casing body, and then flows into the outer main oil passage. And / or, it also includes a secondary oil passage inlet pipe, one end of which is connected to the inner secondary oil passage, and the other end is provided with a secondary oil passage inlet nozzle. The secondary oil passage inlet nozzle extends to the outside of the casing body. Fuel enters the secondary oil passage inlet pipe through the secondary oil passage inlet nozzle extending to the outside of the casing body, and then flows into the inner secondary oil passage.

[0008] By setting exposed main fuel inlet and auxiliary fuel inlet, a connection interface is provided for the engine's external fuel supply system, ensuring the integrity and sealing of the fuel delivery path, while maintaining the compactness and high reliability of the integrated structure of the engine casing and fuel lines.

[0009] In one optional embodiment, a main external connector is connected to the main oil inlet pipe, and a main additive nozzle is installed on the main external connector, the main additive nozzle extending to the casing body. And / or, the auxiliary oil inlet pipe is connected to an auxiliary external pipe, the auxiliary external pipe is equipped with an auxiliary additive nozzle, and the auxiliary additive nozzle extends to the casing body.

[0010] By integrating the main and auxiliary additive connectors, as well as the main and auxiliary external pipes, into the fuel inlet pipeline, a built-in additive delivery channel is constructed, enabling the on-demand injection of additives such as catalysts and antifreeze into the fuel, thereby improving the engine's adaptability to various fuels and complex environments.

[0011] In one optional embodiment, multiple sets of the main oil circuit wall branch pipe and the auxiliary oil circuit wall branch pipe are arranged at intervals along the circumference of the casing body, and the fuel line extends along the circumference of the casing body.

[0012] During engine operation, fuel lines extending circumferentially along the engine casing distribute fuel to multiple sets of main fuel line wall branches and auxiliary fuel line wall branches arranged at intervals along the circumference of the engine casing. Each set of main and auxiliary fuel line wall branches receives fuel from the outer main fuel line and the inner auxiliary fuel line, respectively, and delivers the fuel to the corresponding fuel injectors. Through the circumferentially extending fuel lines and the multiple sets of spaced main and auxiliary fuel line wall branches, uniform fuel distribution is achieved circumferentially within the combustion chamber, ensuring consistent fuel supply to all areas of the engine, thereby promoting flame stability and uniform temperature distribution within the combustion chamber.

[0013] In one optional embodiment, multiple sets of fuel nozzles are arranged at intervals along the circumference of the casing body, with one set of main fuel line wall branch pipes and one set of auxiliary fuel line wall branch pipes corresponding to one set of fuel nozzles.

[0014] During engine operation, each set of main fuel line wall branch pipes delivers fuel from the outer main fuel line to a corresponding set of fuel injectors, while each set of auxiliary fuel line wall branch pipes delivers fuel from the inner auxiliary fuel line to the same set of fuel injectors. Each set of fuel injectors receives fuel from both the corresponding main and auxiliary fuel line wall branch pipes and then injects it. By employing a one-to-one arrangement of multiple sets of fuel injectors and multiple sets of fuel line wall branch pipes, the fuel supply to each injector is independently controllable, which is beneficial for achieving graded and zoned combustion organization of the engine at different power levels and optimizing combustion efficiency.

[0015] In one optional embodiment, a support member is provided between the outer main oil passage and the inner auxiliary oil passage, and multiple support members are provided at intervals along the circumference of the outer main oil passage.

[0016] During engine operation, multiple support components form multi-point supports between the outer main fuel line and the inner auxiliary fuel line, maintaining their concentric arrangement. When the engine vibrates, these support components share the vibration load, preventing relative displacement or deformation between the outer main and inner auxiliary fuel lines. This enhances the structural rigidity and vibration resistance of the concentrically arranged outer main and inner auxiliary fuel lines. In the high-vibration environment of aero-engines, these support components effectively suppress relative movement between the inner and outer fuel lines, preventing wear, fatigue cracks, and even breakage caused by vibration, thus improving the structural integrity and reliability of the fuel piping system. Simultaneously, the support components ensure that the outer main fuel line and inner auxiliary fuel line maintain precise concentricity, guaranteeing continuous cooling of the fuel in the inner auxiliary fuel line by the fuel in the main fuel line and preventing uneven cooling and localized overheating and coking problems caused by concentricity deviations.

[0017] In an optional embodiment, a temperature sensor is further included, which is disposed in the outer main oil passage and / or the inner auxiliary oil passage, for detecting the fuel temperature in the outer main oil passage and / or the inner auxiliary oil passage and outputting a temperature detection signal.

[0018] The temperature signal is transmitted to the engine control center. Based on the feedback signal from the temperature sensor, the engine control center can promptly grasp the actual temperature state of the fuel in the pipeline and determine whether it is necessary to activate the fuel thermostat for heating or cooling, or whether it is necessary to inject antifreeze, catalysts, or other additives. This enables the engine to respond quickly to sudden changes in ambient temperature, preventing fuel from coking due to excessively high temperatures or freezing due to excessively low temperatures, and ensuring reliable starting and stable operation of the engine in extreme environments.

[0019] In one optional embodiment, the casing body includes an inner casing and an outer casing disposed inside and outside the casing, the inner casing and the outer casing enclosing each other to form an installation space, and the fuel nozzle is fixedly installed in the installation space.

[0020] The double-layer casing structure can block the direct heat radiation of the high-temperature gas inside the combustion chamber to the fuel nozzle, reduce the operating temperature of the fuel nozzle, and reduce the risk of fuel coking inside the nozzle.

[0021] In one optional embodiment, it further includes a main oil circuit branch pipe and an auxiliary oil circuit branch pipe, the fuel nozzle is arranged along the axial direction of the casing body, and both the main oil circuit branch pipe and the auxiliary oil circuit branch pipe are fixedly installed on the casing body; One end of the main oil circuit branch pipe is connected to the main oil circuit wall branch pipe, and the other end is arranged towards the outlet end of the fuel nozzle; one end of the auxiliary oil circuit branch pipe is connected to the auxiliary oil circuit wall branch pipe, and the other end is arranged towards the outlet end of the fuel nozzle.

[0022] Fuel in the main fuel line wall branch pipe flows into the main fuel line branch pipe and is then transported to the outlet end of the fuel nozzle via the main fuel line branch pipe; fuel in the auxiliary fuel line wall branch pipe flows into the auxiliary fuel line branch pipe and is then transported to the outlet end of the fuel nozzle via the auxiliary fuel line branch pipe.

[0023] The design of the main fuel line branch pipe and the auxiliary fuel line branch pipe being fixedly mounted on the casing body establishes a reliable connection channel between the main fuel line wall branch pipe, the auxiliary fuel line wall branch pipe and the fuel nozzle. As independent transfer pipe sections, the main fuel line branch pipe and the auxiliary fuel line branch pipe can accommodate interface position deviations caused by manufacturing tolerances or thermal expansion, facilitating adjustment and alignment of the fuel nozzle during assembly.

[0024] Secondly, the present invention also provides an aircraft engine, including the engine hot-end casing described in the present invention.

[0025] Since aircraft engines include the engine hot-end casing, which has the same effect as the engine hot-end casing, it will not be elaborated here. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a front view of the engine hot-end casing provided in an embodiment of the present invention.

[0028] Figure 2 This is a perspective view of the engine hot-end casing provided in an embodiment of the present invention.

[0029] Figure 3 for Figure 1 Cross-sectional view along the AA direction.

[0030] Figure 4 for Figure 1 Cross-sectional view in the BB direction.

[0031] Figure 5 for Figure 1 Cross-sectional view in the CC direction.

[0032] Figure 6 for Figure 1 Cross-sectional view in the DD direction.

[0033] Figure 7 for Figure 3 Cross-sectional view in the EE direction.

[0034] Figure 8 for Figure 6 A magnified view of a section at point F.

[0035] Figure 9 This is a schematic diagram of the structure of a fuel control system provided in an embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures: 1. Outer casing; 101. Support component; 102. Fuel line; 10201. Main fuel line inlet; 10202. Main fuel line mounting bracket; 10203. Main fuel line inlet pipe; 10204. Outer main fuel line; 10205. Main fuel line wall branch pipe; 10206. Main external connection pipe; 10207. Main additive connector; 10208. Auxiliary fuel line inlet; 10209. Auxiliary fuel line mounting bracket; 10210. Auxiliary fuel line inlet pipe; 10211. Inner auxiliary fuel line; 10212. Auxiliary fuel line wall branch pipe; 10213. Auxiliary external connection pipe; 10214. Auxiliary additive connector 103. Engine casing head ring; 2. Diffuser; 3. Flame tube; 4. Swirler; 5. Fuel injector; 6. Inner casing; 7. Outer nut; 8. Auxiliary fuel line branch pipe; 9. Main fuel line branch pipe; 10. Fuel tank; 11. Catalyst tank; 12. Antifreeze tank; 13. Master pressure pump; 1301. First pressure pump; 1302. Second pressure pump; 1303. Third pressure pump; 14. Fuel temperature controller; 15. Fuel distributor; 16. Catalyst control valve; 17. Antifreeze control valve; 18. Engine control center; 19. Main circuit temperature sensor; 20. Auxiliary circuit temperature sensor. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] The following is combined with Figures 1 to 9 The following describes embodiments of the present invention.

[0039] According to an embodiment of the present invention, in one aspect, an engine hot-end casing is provided, including a casing body, a fuel nozzle 5, and a fuel line 102.

[0040] The casing body forms the external load-bearing structure of the engine combustion chamber. A main fuel line wall branch pipe 10205 and an auxiliary fuel line wall branch pipe 10212 are integrally formed inside the side wall of the casing body. The main fuel line wall branch pipe 10205 and the auxiliary fuel line wall branch pipe 10212 are arranged at intervals along the circumferential direction of the casing body. The fuel nozzle 5 is installed inside the casing body. The output ends of both the main fuel line wall branch pipe 10205 and the auxiliary fuel line wall branch pipe 10212 are arranged facing the outlet end of the fuel nozzle 5 to ensure that fuel can be smoothly delivered to the fuel nozzle 5.

[0041] Fuel lines 102 are formed inside the side wall of the casing body. Fuel lines 102 include an outer main oil passage 10204 and an inner auxiliary oil passage 10211, which are separated by an outer shell. The outer main oil passage 10204 is wrapped around the outer side of the inner auxiliary oil passage 10211. The outer main oil passage 10204 is connected to the main oil passage wall branch pipe 10205, and the inner auxiliary oil passage 10211 is connected to the auxiliary oil passage wall branch pipe 10212.

[0042] The engine hot-end casing is used in aero engines. During the operation of the aero engine, fuel is transported through fuel lines 102 formed in the side wall of the casing body. The fuel lines 102 adopt an inner and outer casing structure, with the outer main fuel line 10204 enclosing the inner auxiliary fuel line 10211. Specifically, the fuel transported to the casing body flows into the outer main fuel line 10204 and the inner auxiliary fuel line 10211 respectively. The fuel in the outer main fuel line 10204 is transported through the main fuel line wall branch pipe 10205 connected to it, and the fuel in the inner auxiliary fuel line 10211 is transported through the auxiliary fuel line wall branch pipe 10212 connected to it. Finally, the fuel in the outer main fuel line 10204 and the fuel in the inner auxiliary fuel line 10211 are both guided to the outlet end of the fuel nozzle 5 and sprayed into the combustion chamber through the fuel nozzle 5 to participate in combustion.

[0043] By using an integrated molding process to manufacture the fuel line 102, the main oil line wall branch pipe 10205, and the auxiliary oil line wall branch pipe 10212 with the casing body, the hot-end components of the engine are integrated. This avoids the risk of resonance between the traditional separate fuel main pipe and the casing body caused by engine vibration, and improves the engine's operational safety and structural reliability. Furthermore, the outer main oil passage 10204 and the inner auxiliary oil passage 10211 adopt a two-way nested structure. The outer main oil passage 10204 and the inner auxiliary oil passage 10211 are nested to form the fuel pipeline 102. The fuel pipeline 102 and the casing body are an integrated structure. As the operating time of the aero engine increases, the temperature of the casing body gradually rises. Due to the special nested structure of the outer main oil passage 10204 and the inner auxiliary oil passage 10211, the fuel in the main oil passage of the outer main oil passage 10204 can continuously cool the fuel in the central auxiliary oil passage of the inner auxiliary oil passage 10211. This prevents the fuel in the central auxiliary oil passage from coking due to excessive temperature when the casing body is running at high temperature, thereby avoiding the problem of clogging the pipeline and the fuel nozzle 5 nozzle.

[0044] In one embodiment, the system further includes a main oil inlet pipe 10203, one end of which is connected to the outer main oil passage 10204, and the other end is provided with a main oil inlet nozzle 10201, which extends to the outside of the casing body. Fuel from the engine's external fuel supply system enters the main oil inlet pipe 10203 through the main oil inlet nozzle 10201 extending to the outside of the casing body, and then flows along the main oil inlet pipe 10203 and into the outer main oil passage 10204.

[0045] It also includes a secondary oil inlet pipe 10210, one end of which is connected to the inner secondary oil passage 10211, and the other end is provided with a secondary oil inlet nozzle 10208, which extends to the outside of the casing body. Fuel from the engine's external fuel supply system enters the secondary oil inlet pipe 10210 through the secondary oil inlet nozzle 10208 extending to the outside of the casing body, and then flows along the secondary oil inlet pipe 10210 and enters the inner secondary oil passage 10211.

[0046] The main oil inlet pipe 10203 and the auxiliary oil inlet pipe 10210 are both formed inside the outer wall of the casing body. During the actual assembly of the aero-engine, the main fuel inlet 10201 can be fixedly installed on the outer wall of the casing body via the main fuel inlet mounting bracket 10202. The main fuel inlet mounting bracket 10202 and the casing body can be integrally formed or fixed by welding or bolt connection. The main fuel inlet 10201 can be connected to the external liquid fuel tank 10 via the main fuel supply pipeline. The main fuel supply pipeline can adopt a flexible hose or a rigid pipe structure. The main fuel inlet 10201 and the main fuel supply pipeline can be connected by threaded connection or flange connection to ensure sealing. The auxiliary fuel inlet 10208 can be fixedly installed on the outer wall of the casing body via the auxiliary fuel inlet mounting bracket 10209. The connection method between the auxiliary fuel inlet 10208 mounting bracket and the casing body is the same as that between the main fuel inlet 10201 mounting bracket and the external fuel supply system. The connection method between the auxiliary fuel inlet 10208 and the external fuel supply system is also similar to that between the main fuel inlet 10201 and the auxiliary fuel inlet 10208.

[0047] By extending the main oil inlet 10201 and the auxiliary oil inlet 10208 to the outside of the casing body, a direct connection interface is provided for the external fuel supply system of the engine, ensuring the integrity of the fuel delivery path. At the same time, a sealing ring can be set between the main oil inlet 10201 and the casing body to achieve a leak-proof seal, maintaining the compactness and high reliability of the integrated structure of the casing body and the fuel line 102.

[0048] As an alternative implementation, the main oil inlet 10201 and the auxiliary oil inlet 10208 can be integrated on the same mounting base, thereby reducing the number of openings on the casing body and improving structural strength.

[0049] In one embodiment, a main external connector 10206 is connected to the main oil inlet pipe 10203, and a main additive connector 10207 is installed on the main external connector 10206, extending to the outside of the casing. A secondary external connector 10213 is connected to the secondary oil inlet pipe 10210, and a secondary additive connector 10214 is installed on the secondary external connector 10213, extending to the outside of the casing.

[0050] The main external connector 10206 and the auxiliary external connector 10213 are both formed inside the outer wall of the casing body. The main external connector 10206 is connected to the main oil inlet pipe 10203. The connection position between the main external connector 10206 and the main oil inlet pipe 10203 can be set in the middle section of the main oil inlet pipe 10203 or near the main oil inlet nozzle 10201. The main additive connector 10207 can be fixedly installed on the main external connector 10206 by threaded connection. A main additive external fixing seat is provided between the main additive connector 10207 and the main external connector 10206 to strengthen the connection strength. The inlet end of the main additive connector 10207 extends to the outside of the casing body to facilitate connection with the external additive supply system. The connection method between the auxiliary external connector 10213 and the auxiliary oil inlet pipe 10210 is the same as that between the main external connector 10206 and the installation method and structure of the auxiliary additive connector 10214 are also the same as those of the main additive connector 10207.

[0051] In practical applications, the main external connector 10206 and the auxiliary external connector 10213 can be designed as branch pipe structures with a diameter smaller than that of the oil inlet pipe. The flow direction of the additive within the main external connector 10206 and the auxiliary external connector 10213 can be perpendicular to or at a certain angle to the flow direction of the fuel within the oil inlet pipe. After the additive is injected through the main additive connector 10207 and the auxiliary additive connector 10214, it mixes with the fuel within the main oil inlet pipe 10203 and the auxiliary oil inlet pipe 10210. The mixing ratio can be adjusted by controlling the additive injection pressure and flow rate. By integrating the main additive connector 10207 and the auxiliary additive connector 10214, as well as the main external connector 10206 and the auxiliary external connector 10213 on the oil inlet pipe, a built-in additive delivery channel is constructed, enabling the on-demand injection of additives such as catalysts and antifreeze into the fuel, thereby improving the engine's adaptability to various fuels and complex environments.

[0052] In one embodiment, multiple sets of main oil circuit wall branch pipes 10205 and auxiliary oil circuit wall branch pipes 10212 are arranged at intervals along the circumference of the casing body, and the fuel line 102 extends along the circumference of the casing body. The number of main oil circuit wall branch pipes 10205 and auxiliary oil circuit wall branch pipes 10212 can be determined according to the number of fuel nozzles 5. For an annular combustion chamber with 12 fuel nozzles 5, 12 sets of main oil circuit wall branch pipes 10205 and 12 sets of auxiliary oil circuit wall branch pipes 10212 can be provided. The circumferential deflection angle between each two adjacent sets of main oil circuit wall branch pipes 10205 is 30 degrees, and the circumferential deflection angle between each two adjacent sets of auxiliary oil circuit wall branch pipes 10212 is also 30 degrees. The main oil circuit wall branch pipe 10205 and the auxiliary oil circuit wall branch pipe 10212 can be arranged alternately in the circumferential direction, that is, a set of main oil circuit wall branch pipes 10205 is followed by a set of auxiliary oil circuit wall branch pipes 10212 at a certain angle. The fuel line 102 is arranged around the circumference of the casing body. The cross-sectional shape of the fuel line 102 can be circular, elliptical or racetrack-shaped. The outer wall surface of the fuel line 102 and the inner surface of the side wall of the casing body can be integrally formed with the same material, or they can be joined by welding or diffusion connection of dissimilar materials.

[0053] During engine operation, the fuel line 102 extending circumferentially along the casing body distributes fuel to multiple sets of main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212 arranged at intervals along the circumference of the casing body. Each set of main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212 receives fuel from the outer main fuel line 10204 and the inner auxiliary fuel line 10211, respectively, and delivers the fuel to the corresponding fuel nozzle 5. Through the circumferentially extending fuel line 102 and the multiple sets of spaced main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212, uniform fuel distribution is achieved in the circumference of the combustion chamber, ensuring consistent fuel supply to all areas of the engine, thereby promoting flame stability and uniform temperature distribution within the combustion chamber.

[0054] In one embodiment, multiple sets of fuel nozzles 5 are arranged at circumferential intervals along the casing body. One set of main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212 are arranged corresponding to one set of fuel nozzles 5. The number of fuel nozzles 5 usually corresponds to the number of flame tubes 3 at the combustion chamber head. For an annular combustion chamber with 12 flame tubes 3, 12 sets of fuel nozzles 5 can be provided, and the number of main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212 is also set to 12 sets accordingly. Each set includes one main fuel line wall branch pipe 10205 and one auxiliary fuel line wall branch pipe 10212.

[0055] During engine operation, each set of main fuel line wall branch pipes 10205 delivers fuel from the outer main fuel line 10204 to a corresponding set of fuel nozzles 5, and each set of auxiliary fuel line wall branch pipes 10212 delivers fuel from the inner auxiliary fuel line 10211 to the same set of fuel nozzles 5. Each set of fuel nozzles 5 receives fuel from both the corresponding main fuel line wall branch pipes 10205 and auxiliary fuel line wall branch pipes 10212 before injection. By employing a one-to-one arrangement of multiple sets of fuel nozzles 5 and multiple sets of fuel line wall branch pipes, the fuel supply to each nozzle is independently controllable, which is beneficial for achieving graded and zoned combustion organization of the engine at different power levels and optimizing combustion efficiency.

[0056] Furthermore, it also includes a main oil circuit branch pipe 9 and an auxiliary oil circuit branch pipe 8. The fuel nozzle 5 is arranged along the axial direction of the casing body. Both the main oil circuit branch pipe 9 and the auxiliary oil circuit branch pipe 8 are fixedly installed on the casing body. One end of the main oil circuit branch pipe 9 is connected to the main oil circuit wall branch pipe 10205, and the other end is arranged towards the outlet end of the fuel nozzle 5. One end of the auxiliary oil circuit branch pipe 8 is connected to the auxiliary oil circuit wall branch pipe 10212, and the other end is arranged towards the outlet end of the fuel nozzle 5.

[0057] The lengths of the main fuel line branch pipe 9 and the auxiliary fuel line branch pipe 8 are determined according to the installation position of the fuel nozzle 5. The main fuel line branch pipe 9 and the auxiliary fuel line branch pipe 8 can be directly fixed to the casing head ring 103 plate at the end of the casing body by welding, or indirectly fixed to the casing body by clamps or brackets. The main fuel line branch pipe 9 and the main fuel line wall branch pipe 10205 are sealed together by a branch pipe connector and an outer nut 7. The auxiliary fuel line branch pipe 8 and the auxiliary fuel line wall branch pipe 10212 are connected in the same way.

[0058] During engine operation, fuel in the main fuel line wall branch pipe 10205 flows into the main fuel line branch pipe 9 and is then transported to the outlet end of the fuel injector 5. Fuel in the auxiliary fuel line wall branch pipe 10212 flows into the auxiliary fuel line branch pipe 8 and is then transported to the outlet end of the fuel injector 5. The main fuel line branch pipe 9 and the auxiliary fuel line branch pipe 8, as independent connecting pipe sections, can accommodate interface position deviations caused by manufacturing tolerances or thermal expansion, facilitating alignment of the fuel injector 5 during assembly.

[0059] In one embodiment, a support member 101 is provided between the outer main oil passage 10204 and the inner auxiliary oil passage 10211. Multiple support members 101 are provided at intervals along the circumference of the outer main oil passage 10204, and multiple sets of support members 101 are provided at intervals along the axial direction of the outer main oil passage 10204, i.e., the circumference of the casing body.

[0060] The support member 101 is made of the same material as the casing body and can be a cylindrical rod, a square rod, or a ring-shaped frame structure. One end of the support member 101 is welded and fixed to the inner wall of the outer main oil passage 10204, and the other end is welded and fixed to the outer wall of the inner auxiliary oil passage 10211. The number of support members 101 arranged circumferentially along the cross-section of the outer main oil passage 10204 can be determined according to the inner diameter of the pipeline and the vibration environment. The spacing between the support members 101 should be evenly distributed to ensure uniform stress. Reinforcing ribs can also be provided between adjacent support members 101 to improve rigidity.

[0061] During engine operation, multiple support components 101 provide multi-point support between the outer main oil passage 10204 and the inner auxiliary oil passage 10211, maintaining their concentric arrangement. When the engine vibrates, the multiple support components 101 share the vibration load, preventing relative displacement or deformation between the outer main oil passage 10204 and the inner auxiliary oil passage 10211. This enhances the structural stiffness and vibration resistance of the concentrically arranged outer main oil passage 10204 and inner auxiliary oil passage 10211. In the high-vibration environment of aero-engines, the multiple support components 101 effectively suppress relative movement between the inner and outer oil passages, preventing pipe wear, fatigue cracks, and even fractures caused by vibration, thus improving the structural integrity and reliability of the fuel pipeline 102 system. Meanwhile, the support component 101 ensures that the outer main oil passage 10204 and the inner auxiliary oil passage 10211 always maintain a precise concentric position, ensuring the continuous cooling effect of the fuel in the main oil passage on the fuel in the inner auxiliary oil passage 10211, and avoiding uneven cooling and local overheating and coking problems caused by concentricity deviation.

[0062] In one embodiment, a temperature sensor is also included, disposed within the outer main oil passage 10204 and / or the inner auxiliary oil passage 10211, for detecting the fuel temperature within the outer main oil passage 10204 and the inner auxiliary oil passage 10211 and outputting a temperature detection signal. The temperature sensor includes a main oil passage temperature sensor 19 and an auxiliary oil passage temperature sensor 20. The temperature sensor can be in the form of a thermocouple or a resistance temperature detector (RTD). The probe portion of the main oil passage temperature sensor 19 is embedded in the wall of the outer main oil passage 10204, directly contacting the fuel in the main oil passage. The probe portion of the auxiliary oil passage temperature sensor 20 is installed in the wall of the inner auxiliary oil passage 10211, directly contacting the fuel in the auxiliary oil passage. The signal lines of the temperature sensors are led out to the engine control center 18 outside the engine casing through a pre-reserved wiring harness channel on the casing body.

[0063] Multiple temperature sensors can be installed along the axial direction of the outer main oil passage 10204 or the inner auxiliary oil passage 10211 to achieve comprehensive monitoring of the temperature of the entire oil system. The installation location of the temperature sensors should avoid being placed in flow dead zones or eddy current zones to ensure measurement accuracy. The temperature signal is transmitted to the engine control center 18. Based on the feedback signal from the temperature sensors, the engine control center 18 can promptly grasp the actual temperature state of the fuel in the pipeline, determine whether it is necessary to activate the fuel temperature controller 14 for heating or cooling, or whether it is necessary to inject antifreeze, catalysts, or other additives. This enables the engine to respond quickly to sudden changes in ambient temperature, preventing fuel from coking due to excessively high temperatures or freezing due to excessively low temperatures, ensuring reliable starting and stable operation of the engine in extreme environments.

[0064] In this embodiment, the casing body includes an inner casing 6 and an outer casing 1, which are separated by an inner casing 6 and an outer casing 1, respectively. The inner casing 6 and the outer casing 1 enclose an installation space, within which the fuel nozzle 5 is fixedly installed. The inner casing 6 and the outer casing 1 are fixed together by a casing head ring 103 plate, and the outlet end of the fuel nozzle 5 passes through the casing head ring 103 plate. This double-layer casing structure can block the direct heat radiation of the high-temperature combustion gas inside the combustion chamber to the fuel nozzle 5, reducing the operating temperature of the fuel nozzle 5 and decreasing the risk of fuel coking inside the nozzle.

[0065] This application provides an engine hot-end casing with fuel lines, suitable for use with multiple fuels and in multiple environments. The fuel line 102 structure is integrated into the wall of the engine hot-end casing, and a fuel intelligent control system is designed in conjunction with it. This embodiment provides a fuel control system during the operation of the engine hot-end casing. The control system retains the fuel distributor 15 in existing technical solutions, and adds a catalyst tank 11, an antifreeze tank 12, control valves, temperature sensors, a fuel temperature controller 14, etc., to broaden the operating envelope of the new fuel engine in complex environments, improving engine safety and service life. It mainly includes: a fuel tank 10, a catalyst tank 11, an antifreeze tank 12, a master pressure pump group composed of a first pressure pump 1301, a second pressure pump 1302, and a third pressure pump 1303, a fuel temperature controller 14, a fuel distributor 15, a catalyst control valve 16, an antifreeze control valve 17, an engine control center 18, a main circuit temperature sensor 19, and a secondary circuit temperature sensor 20.

[0066] Using aircraft engines as an example, other types of power plants such as ground-based gas turbines can be used as a reference.

[0067] The aircraft engine operates under normal environmental conditions, in low-temperature environments, and in high-temperature environments. The fuels used by the engine include aviation kerosene, sustainable aviation fuel (SAF), diesel, and other alternative fuels. See the fuel control system section for details. Figure 8 As shown. The fuel control method is as follows: Normal operating process of an aero-engine: In a normal environment of -15℃ to 150℃, the engine control center 18 issues commands to control the pressure master pump 13, increasing the pressure of the first pressure pump 1301. Fuel is supplied from the fuel tank 10 to the fuel distributor 15. As the pressure of the first pressure pump 1301 increases, the fuel distributor 15 initially supplies fuel only to the auxiliary fuel line. Fuel enters the hot end casing of the fuel line 102 from the auxiliary fuel line inlet nozzle 10208, flows through the auxiliary fuel line inlet pipe 10210 into the inner auxiliary fuel line 10211, and then flows from the inner auxiliary fuel line 10211 to multiple auxiliary fuel line wall branch pipes 10212, auxiliary fuel line branch pipe 8 connectors, and then to the auxiliary fuel line branch pipe 8, flowing to the fuel nozzle 5. Finally, the fuel nozzle 5 sprays the fuel into the flame tube 3, participates in combustion, produces high-temperature gas, and performs work on the turbine, thereby achieving normal engine operation and generating thrust or output shaft power, etc.

[0068] As engine power continues to increase, the engine control center 18 issues a command to further increase the pressure of the first pressure pump 1301. The main and auxiliary fuel lines of the fuel distributor 15 open simultaneously, and fuel supply changes from only the auxiliary line to both the main and auxiliary lines. At this point, fuel is supplied from both lines simultaneously. Fuel enters the hot-end casing with fuel lines from the main line inlet 10201 and the auxiliary line inlet 10208. Fuel from the main line flows through the main line inlet pipe 10203, the outer main line 10204, the main line wall branch pipe 10205, and the main line branch pipe 9 connector, entering the main line branch pipe 9, and then into the fuel injector 5, finally being injected into the combustion chamber. The auxiliary line fuel flow process is the same as described above.

[0069] At this time, the temperature of the engine casing wall at the hot end rises. Due to the low fuel flow in the auxiliary oil circuit, when the inner auxiliary oil circuit 10211 and the outer main oil circuit 10204 are designed concentrically, the fuel in the main oil circuit can cool the fuel in the central auxiliary oil circuit, preventing coking and blockage of pipelines and nozzles due to excessive temperature.

[0070] Furthermore, the main and auxiliary oil lines are monitored by the main line temperature sensor 19 and the auxiliary line temperature sensor 20. When the temperature is too high or too low, the engine control center 18 issues a control command in real time to start the fuel temperature controller 14 to cool and heat the fuel in the fuel tank 10 in real time, ensuring that the engine can operate normally in extreme environments, expanding the engine's operating envelope, and ensuring engine safety and flight safety.

[0071] Operating Process of Aero Engine in Low-Temperature Environments: In environments below -15°C, the operating process is similar to that in conventional environments. The difference lies in the following: When the main fuel temperature sensor 19 and the auxiliary fuel temperature sensor 20 monitor the fuel temperature in the main and auxiliary fuel lines in real time, if the reported fuel temperature is too low, the engine control center 18 issues a command, and the fuel temperature controller 14 issues a working command. Upon receiving the command, the fuel temperature controller 14 begins to operate, heating the fuel in the fuel tank 10 and raising the fuel temperature in the fuel lines on the casing wall. Furthermore, for extremely low temperatures, antifreeze needs to be replenished promptly to prevent fuel freezing. At this time, the engine control center 18 issues a command, and the third pressure pump 1303 receives the command and begins pressurizing. As the pressure increases, the antifreeze control valve 17 opens, and antifreeze enters the hot-end casing with fuel lines through the main additive connector 10207 and the auxiliary additive connector 10214, achieving real-time antifreeze replenishment in low-temperature environments. For fuels that cannot be used normally in low-temperature environments, additional catalyst needs to be added. The engine control center 18 issues a command, and the second pressure pump 1302 receives the command and begins pressurization. As the pressure increases, the catalyst control valve 16 opens, and the catalyst enters the hot-end casing with fuel lines through the main additive inlet 10207 and the auxiliary additive inlet 10214, realizing the real-time addition of antifreeze in low-temperature environments. This ensures the engine can operate normally in extremely low-temperature environments, widens the engine's operating envelope, and guarantees engine safety and flight safety.

[0072] Operating process of aero-engine in high-temperature environment: In a high-temperature environment greater than 150℃, in contrast to the low-temperature environment, when the main road temperature sensor 19 and the auxiliary road temperature sensor 20 monitor the fuel temperature in the main and auxiliary fuel lines in real time, if the feedback indicates that the fuel temperature is too high, the engine control center issues a command to the fuel temperature controller 14. After receiving the command, the fuel temperature controller 14 starts to work, cooling the fuel in the fuel tank 10 and reducing the fuel temperature in the fuel lines on the casing wall, thereby preventing the fuel temperature from being too high, which could lead to coking in the pipes and nozzle flow channels.

[0073] The engine hot-end casing provided in this application, when used with new fuels that have increased viscosity at low temperatures, allows the engine to fully utilize the high-temperature airflow from the compressor to heat the hot-end casing and wall tubes when the engine is operating in a low-temperature environment. This heats the internal fuel, thereby increasing the fuel temperature inside the tubes and reducing the fuel's physical properties, especially its viscosity. This is beneficial for improving the nozzle atomization performance and enhancing the engine's starting envelope.

[0074] In low-temperature environments, conventional manifold structures are prone to icing inside the pipes, leading to reduced flow capacity and affecting engine ignition capability. This invention, through its integrated design with the hot-end casing, effectively avoids the pipe icing problem, ensuring the manifold's flow and fuel supply capacity. This broadens the engine's ignition and starting envelope, expands the aircraft's application scenarios, and improves flight safety.

[0075] The engine hot end casing is designed with an outer main oil passage 10204 and an inner auxiliary oil passage 10211 in a concentric manner. The outer main oil passage 10204 with a large flow rate is used to cool the inner auxiliary oil passage 10211 with a small flow rate in the center. Combined with the active fuel temperature control method, the problem of reduced nozzle flow caused by fuel coking under high temperature environment is solved. The engine hot end casing is suitable for use with a variety of new fuels, especially for new fuels that require real-time catalyst addition. Conventional technology cannot yet achieve real-time controlled catalyst addition. This invention, by designing a catalyst addition pipeline, achieves real-time controlled addition of the catalyst, thereby increasing the fuel applicability and improving the engine's applicability, making it suitable for more fuels. Excessive engine vibration in existing technologies can easily lead to cracks or even breakage in pipes and other components, causing fuel leakage onto the engine and potentially igniting a fire in the engine compartment, severely impacting engine and aircraft flight safety. This invention integrates all fuel line components with the hot-end casing, avoiding resonance issues between the two components and thus improving engine safety.

[0076] The integrated fuel line structure in the hot-end casing can strengthen the hot-end casing, increase load-bearing capacity, and make full use of the heat exchange of fuel flow inside the casing wall to reduce the casing wall temperature and improve the service life of the casing, thereby improving the service life of the engine. Moreover, by reducing the number of fuel line components, the maximum outer diameter of the engine can be reduced significantly, expanding the engine's applicable scenarios, and the weight can be reduced, thereby improving the engine's thrust-to-weight ratio.

[0077] Secondly, the present invention also provides an aero-engine, including the engine hot-end casing described in the present invention. Within the mounting space of the casing body, an vortex generator 4, a flame tube 3, and a diffuser 2 are sequentially arranged upstream of the fuel nozzle 5.

[0078] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. An engine hot-end casing, characterized in that, include: The casing body has a main oil passage wall branch pipe (10205) and an auxiliary oil passage wall branch pipe (10212) formed inside its side wall. The main oil passage wall branch pipe (10205) and the auxiliary oil passage wall branch pipe (10212) are arranged at intervals along the circumference of the casing body. The fuel nozzle (5) is formed in the casing body, and the output end of the main oil circuit wall branch pipe (10205) and the output end of the auxiliary oil circuit wall branch pipe (10212) are both arranged facing the outlet end of the fuel nozzle (5). Fuel line (102) is formed inside the side wall of the casing body. The fuel line (102) includes an outer main oil passage (10204) and an inner auxiliary oil passage (10211) with inner and outer sleeves. The outer main oil passage (10204) is connected to the wall branch pipe (10205) of the main oil passage, and the inner auxiliary oil passage (10211) is connected to the wall branch pipe (10212) of the auxiliary oil passage.

2. The engine hot-end casing according to claim 1, characterized in that, It also includes a main oil inlet pipe (10203), one end of which is connected to the outer main oil passage (10204), and the other end is provided with a main oil inlet nozzle (10201), which extends to the outer casing body; And / or, it also includes a secondary oil passage inlet pipe (10210), one end of which is connected to the inner secondary oil passage (10211), and the other end is provided with a secondary oil passage inlet nozzle (10208), which extends to the body of the casing.

3. The engine hot-end casing according to claim 2, characterized in that, The main oil inlet pipe (10203) is connected to a main external pipe (10206), and a main additive nozzle (10207) is installed on the main external pipe (10206). The main additive nozzle (10207) extends to the outside of the casing body. And / or, the auxiliary oil inlet pipe (10210) is connected to an auxiliary external pipe (10213), the auxiliary external pipe (10213) is equipped with an auxiliary additive nozzle (10214), and the auxiliary additive nozzle (10214) extends to the casing body.

4. The engine hot-end casing according to any one of claims 1 to 3, characterized in that, The main oil circuit wall branch pipe (10205) and the auxiliary oil circuit wall branch pipe (10212) are arranged in multiple sets at intervals along the circumference of the casing body, and the fuel line (102) extends along the circumference of the casing body.

5. The engine hot-end casing according to claim 4, characterized in that, Multiple sets of fuel nozzles (5) are arranged at intervals along the circumference of the casing body. One set of main oil circuit wall branch pipe (10205) and the auxiliary oil circuit wall branch pipe (10212) are arranged corresponding to one set of fuel nozzles (5).

6. The engine hot-end casing according to any one of claims 1 to 3, characterized in that, A support member (101) is provided between the outer main oil passage (10204) and the inner auxiliary oil passage (10211), and multiple support members (101) are provided at intervals along the circumference of the outer main oil passage (10204).

7. The engine hot-end casing according to any one of claims 1 to 3, characterized in that, It also includes a temperature sensor, which is disposed in the outer main oil passage (10204) and / or the inner auxiliary oil passage (10211), for detecting the fuel temperature in the outer main oil passage (10204) and / or the inner auxiliary oil passage (10211) and outputting a temperature detection signal.

8. The engine hot-end casing according to any one of claims 1 to 3, characterized in that, The casing body includes an inner casing (6) and an outer casing (1) which are separated into inner and outer casings. The inner casing (6) and the outer casing (1) enclose an installation space, and the fuel nozzle (5) is fixedly installed in the installation space.

9. The engine hot-end casing according to any one of claims 1 to 3, characterized in that, It also includes a main oil circuit branch pipe (9) and an auxiliary oil circuit branch pipe (8). The fuel nozzle (5) is arranged along the axial direction of the casing body. The main oil circuit branch pipe (9) and the auxiliary oil circuit branch pipe (8) are both fixedly installed on the casing body. One end of the main oil circuit branch pipe (9) is connected to the main oil circuit wall branch pipe (10205), and the other end is arranged towards the outlet end of the fuel nozzle (5); one end of the auxiliary oil circuit branch pipe (8) is connected to the auxiliary oil circuit wall branch pipe (10212), and the other end is arranged towards the outlet end of the fuel nozzle (5).

10. An aircraft engine, characterized in that, Includes the engine hot-end casing as described in any one of claims 1 to 9.

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