Ignition device capable of oil-gas synchronous ignition and aero-engine

Abstract

The application relates to an oil-gas synchronous ignition device and an aero-engine, and the oil-gas synchronous ignition device comprises a shell and a spark plug, the shell is in a cylindrical structure and has a wire interface end and an ignition end at the two axial ends respectively, and a cylindrical mounting cavity is arranged in the shell; the spark plug is coaxially fixed in the mounting cavity, one end of the spark plug is fixed on the end face of the plugging end, the other end of the spark plug is fixedly connected with the inner side wall of the mounting cavity through an annular plate, an oil-gas mixing cavity is formed between the spark plug and the inner side wall of the mounting cavity, an oil inlet cavity is formed in the side wall of the shell, an air inlet is arranged in the side wall of the shell and communicated with the oil inlet cavity, an oil inlet is arranged in the side wall of the shell and communicated with the oil inlet cavity; an ignition cavity is formed between the other end of the spark plug and the open end of the mounting cavity, an electric nozzle is further arranged on the end face of the other end of the spark plug, the ignition cavity is communicated with the outside through the open end, and a plurality of first through holes are arranged in the annular plate and communicated between the ignition cavity and the oil-gas mixing cavity.

Description

Technical Field

[0001] This invention relates to the field of combustion chamber ignition technology for aero-engines, specifically to an ignition device and aero-engine capable of simultaneous oil and gas ignition. Background Technology

[0002] In the combustion chambers of aero-engines and gas turbines, the reliability and speed of the ignition process are key indicators for evaluating combustion chamber performance. However, existing ignition technologies have the following inherent drawbacks: The asynchronous supply of oil and gas leads to large fluctuations in the local equivalence ratio. In traditional designs, fuel injectors and ignition electrodes are usually arranged separately. Fuel needs to be atomized and transported before reaching the ignition zone. During this process, it is easily affected by complex flow fields and may deviate. This causes the fuel concentration in the ignition zone to deviate from the optimal ignition range at the moment of spark, resulting in a decrease in ignition success rate.

[0003] Insufficient mixing in the ignition nucleus formation zone leads to a low ignition success rate. High-speed, strong swirling currents can rapidly blow newly formed tiny ignition nuclei away from the reaction zone or quickly remove their heat through convective heat transfer, causing the ignition nucleus to extinguish. Simultaneously, uneven oil-gas mixing forces the spark energy to heat a larger area of ​​inhomogeneous gas mixture, resulting in low energy utilization and a consequently lower ignition success rate. The igniter is separate from the fuel supply system, resulting in a long flame build-up time. Due to the physical separation of the ignition source and the fuel source, the initial flame needs to travel a long propagation path to reach the stable combustion zone. During this process, it is easily quenched by encountering high-speed airflow or low-temperature walls, causing ignition delay or even failure.

[0004] Under high flow rates or strong swirling conditions, the initial flame nucleus is easily extinguished. Modern combustion chambers often employ high-shear swirlers; while high-intensity turbulence is beneficial for mixing in the main combustion zone, it poses a challenge in the initial ignition stage. High-speed, strong swirling can rapidly blow the newly formed tiny flame nucleus away from the reaction zone, or dissipate its heat through convective heat transfer. In cases of insufficient fuel-air mixing, the spark energy utilization rate is low, resulting in "sparks visible, but no flame."

[0005] In summary, existing ignition methods mostly adopt a separate arrangement of independent fuel injectors and ignition electrodes, which makes it difficult to ensure that the fuel-air mixing zone and the spark discharge zone overlap, affecting ignition reliability. There is an urgent need for an ignition device that can achieve simultaneous fuel-air supply and coordinated ignition. Summary of the Invention

[0006] In order to solve one or more technical problems existing in the prior art, the present invention provides an ignition device and an aero engine capable of simultaneous oil and gas ignition.

[0007] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: The present invention provides an ignition device capable of simultaneous oil and gas ignition, including a housing and a spark plug. The housing has a cylindrical structure with the wire interface end and the ignition end at its two axial ends, respectively. A cylindrical mounting cavity is formed inside the housing. The mounting cavity is arranged coaxially with the housing. The two axial ends of the mounting cavity are a sealing end and an open end, respectively. The spark plug is coaxially fixed in the mounting cavity. One end of the spark plug is fixed to the end face of the sealing end. The other end of the spark plug is fixedly connected to the inner side wall of the mounting cavity through an annular plate. An oil-gas mixing cavity is formed between the spark plug and the inner side wall of the mounting cavity. A fuel inlet is formed on the side wall of the housing. A fuel inlet communicating with the fuel inlet is formed on the side wall of the housing. An air inlet communicating with the oil-gas mixing cavity is also formed on the side wall of the housing. The fuel inlet communicates with the oil-gas mixing cavity. The other end of the spark plug forms an ignition chamber with the opening end of the mounting cavity. An electric nozzle is also installed on the other end face of the spark plug. The ignition chamber is connected to the outside through the opening end. The annular plate has a plurality of first through holes that connect the ignition chamber with the oil-gas mixing chamber.

[0008] The beneficial effects of this invention are as follows: This invention provides an ignition device capable of simultaneous oil-gas ignition, used to achieve simultaneous oil-gas ignition under conditions of simultaneous supply of aviation kerosene and air. It is applicable to staged swirl combustion chambers, high-temperature rise combustion chambers, and other gas-liquid two-phase combustion systems. This device solves problems such as asynchronous oil-gas supply within the combustion chamber, large fluctuations in local equivalence ratios, insufficient mixing in the flame core formation area, low ignition success rate, separate arrangement of the igniter and fuel injection structure, long flame establishment time, and easy extinguishing of the initial flame core under high flow rate or strong swirl conditions. The device incorporates a high-energy spark plug to generate an electric spark. Fuel and air can be introduced around the spark plug, and an oil-gas mixture is formed near the spark plug through a first through-hole.

[0009] This invention achieves synchronous supply and instantaneous mixing of fuel and air in the ignition core area through dual internal and external oil and gas inputs, thereby improving the ignition success rate and flame establishment speed, and solving the problem of asynchronous oil and gas supply in traditional discrete structures.

[0010] Based on the above technical solution, the present invention can be further improved as follows.

[0011] Furthermore, a section of the mounting cavity near the sealing end protrudes inward to form a first annular boss. A ring-shaped fuel inlet cavity is formed within the first annular boss. Multiple second through holes are provided on the platform of the first annular boss facing the opening end. The fuel inlet cavity communicates with the oil-gas mixing cavity through the multiple second through holes.

[0012] Furthermore, a gap is reserved between the first annular boss and the spark plug and serves as part of the oil-air mixing chamber. The air inlet passes through the first annular boss via an isolation pipe and communicates with the gap.

[0013] Furthermore, a section of the mounting cavity near the opening end protrudes inward to form a second annular boss, and the surface of the second annular boss facing the sealing end is an inwardly inclined slope.

[0014] Furthermore, a portion of the circumferential sidewall of the ignition chamber is an air inlet section and another portion is a flame outlet section. The air inlet section has an arc-shaped air inlet, and the flame outlet section has multiple first flame outlets.

[0015] Furthermore, multiple rectifier blades are fixed inside the air inlet, and the multiple rectifier blades are arranged sequentially at intervals along the radial direction of the ignition chamber.

[0016] The beneficial effects of adopting the above-mentioned further scheme are: the rectifier blades introduce the oil-gas mixture into the combustion chamber, and the flame outlet section is used to propagate the ignition flame.

[0017] Furthermore, the opening end of the mounting cavity has a second flame outlet, and a flame guide tube is fixed at the second flame outlet. The flame guide tube is arranged coaxially with the spark plug.

[0018] Furthermore, a first threaded connector is installed at the fuel inlet of the housing, and a second threaded connector is installed at the air inlet of the housing. Both the first and second threaded connectors are hollow structures.

[0019] Furthermore, the outer side wall of the housing is provided with a first threaded connection section and a hexagonal connection section in the middle; the outer side wall of the wire interface end of the housing is provided with a second threaded connection section, and the end face of the wire interface end of the housing is provided with a wire interface.

[0020] The present invention also provides an aero engine, including an engine body and an ignition device capable of simultaneous oil and gas ignition as described above, wherein the housing of the ignition device is fixed on the combustion chamber sidewall of the engine body, and the ignition end of the ignition device is located in the combustion chamber of the engine body.

[0021] Specifically, the present invention can achieve the following technical effects: Achieving synchronous oil and gas supply: By combining internal supply and external input, a combustible oil and gas mixture is formed near the head electric nozzle, ensuring that the local equivalence ratio of the ignition area is within the optimal ignition range at the moment of ignition, significantly improving the ignition success rate, and solving the problem of asynchronous oil and gas supply in traditional discrete structures.

[0022] The ignition zone and the mixing zone are highly overlapping: the electric nozzle is wrapped in the head and an oil-gas mixture inlet is designed in the head, so that the spark discharge zone directly covers the combustible mixture enrichment zone, avoiding the need for the flame core to travel a long distance to contact the combustible mixture, thus improving the utilization rate of ignition energy.

[0023] Enhanced flame core resistance to blowout: The structural design of the head provides a relatively stable low-speed zone for the initial flame core, effectively resisting the purging effect of the high-speed mainstream in the combustion chamber on the flame core, enabling the flame core to remain stably and grow, and solving the technical problem that the flame core is easily blown out under high-speed and strong swirling conditions.

[0024] Shortening ignition delay time: Since the fuel and gas have been pre-mixed evenly in the fuel-gas mixing chamber, the flame can be quickly established after ignition and ejected from the fuel-gas mixing chamber outlet, rapidly igniting the main combustion zone of the combustion chamber, which greatly shortens the ignition delay time and meets the requirements for rapid start-up of aero engines.

[0025] Compact structure and high integration: It integrates fuel supply, air supply, mixing and ignition functions into one unit, reducing the overall size of the ignition device and making it easier to arrange in the limited space of the combustion chamber head, which is conducive to the compact design of the combustion chamber.

[0026] Wide range of applications: This device is not only suitable for aviation kerosene, but can also be extended to ignition systems for other liquid or gaseous fuels, and has strong versatility and application value. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the main structure of the ignition device for simultaneous oil and gas ignition of the present invention. Figure 2 for Figure 1 Schematic diagram of the cross-sectional structure of AA; Figure 3 for Figure 1 Schematic diagram of the cross-sectional structure of BB; Figure 4 for Figure 1 A schematic diagram of the cross-sectional structure of the C-C section; Figure 5 This is a three-dimensional cross-sectional view of the ignition device for simultaneous oil and gas ignition of the present invention. Figure 6 This is a schematic diagram of the structure of the aero-engine of the present invention.

[0028] The attached diagram lists the components represented by each number as follows: 100. Housing; 101. Wire interface end; 102. Ignition end; 103. Fuel-air mixing chamber; 104. Fuel inlet chamber; 105. Fuel inlet; 106. Air inlet; 107. Ignition chamber; 108. First annular boss; 109. Second through hole; 110. Isolation tube; 111. Second annular boss; 112. Bevel; 113. Air inlet; 114. Rectifier blade; 115. First flame outlet; 116. Second flame outlet; 117. Flame guide tube; 118. First threaded connector; 119. Second threaded connector; 120. First threaded connection section; 121. Hexagonal connection section; 122. Second threaded connection section; 123. Wire interface; 200. Spark plug; 201. Ring plate; 202. First through hole; 203. Spark valve; 300. Ignition device; 400. Engine body; 401. Combustion chamber. Detailed Implementation

[0029] The principles and features of the present invention are described below. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0030] Example 1 like Figures 1-5 As shown, an ignition device 300 capable of simultaneous oil and gas ignition in this embodiment includes a housing 100 and a spark plug 200. The housing 100 has a cylindrical structure with a wire interface end 101 and an ignition end 102 at its two axial ends, respectively. A cylindrical mounting cavity is formed inside the housing 100, and the mounting cavity is coaxially arranged with the housing 100. The two axial ends of the mounting cavity are a sealing end and an open end, respectively. The spark plug 200 is coaxially fixed in the mounting cavity, and one end of the spark plug 200 is fixed to the end face of the sealing end. The other end of the spark plug 200 is fixedly connected to the inner sidewall of the mounting cavity via an annular plate 201. An oil-air mixing chamber 103 is formed between the spark plug 200 and the inner sidewall of the mounting cavity. A fuel inlet chamber 104 is formed on the sidewall of the housing 100. A fuel inlet 105 communicating with the fuel inlet chamber 104 is provided on the sidewall of the housing 100. An air inlet 106 communicating with the oil-air mixing chamber 103 is also provided on the sidewall of the housing 100. The fuel inlet chamber 104 is connected to the oil-air mixing chamber 103. The other end of the spark plug 200 forms an ignition chamber 107 between the open end of the mounting cavity and the other end of the spark plug 200. A spark plug 203 is also installed on the other end face of the spark plug 200. The ignition chamber 107 is connected to the outside through the open end. The annular plate 201 has a plurality of first through holes 202 that connect the ignition chamber 107 to the oil-gas mixing chamber 103.

[0031] like Figure 4and Figure 5 As shown, in a preferred embodiment, the section of the mounting cavity near the opening end protrudes inward to form a second annular boss 111, and the surface of the second annular boss 111 facing the sealing end is an inwardly inclined slope 112.

[0032] like Figure 1 , Figure 4 and Figure 5 As shown, in a preferred embodiment, the opening end of the mounting cavity has a second flame outlet 116, and a flame guide tube 117 is fixed at the second flame outlet 116. The flame guide tube 117 is coaxially arranged with the spark plug 200.

[0033] Specifically, such as Figure 1 , Figure 4 and Figure 5 As shown, a first threaded connector 118 is installed at the fuel inlet 105 of the housing 100, and a second threaded connector 119 is installed at the air inlet 106 of the housing 100. Both the first threaded connector 118 and the second threaded connector 119 are hollow structures. A first threaded connecting section 120 and a hexagonal connecting section 121 are provided in the middle of the outer side wall of the housing 100. A second threaded connecting section 122 is provided on the outer side wall of the wire interface end 101 of the housing 100, and a wire interface 123 is provided on the end face of the wire interface end of the housing 100.

[0034] In this embodiment, the outer surface of the housing 100 is coated with an insulating material coating, and the outer surface of the spark plug 200 is also coated with an insulating material coating. In this embodiment, the fuel inlet 106 is connected to a fuel source, and the air inlet is connected to an air source. The air-fuel mixing chamber is a hollow annular cavity, with a coating sprayed on its inner wall to enhance air-fuel mixing. A total of 12 first through holes are evenly distributed around the spark plug to form a uniform oil mist field at the head. The spark plug is fixedly installed in the center of the mounting cavity, and the wire interface on its ignition electrode is used for electrical connection to the igniter body. The spark plug is located at the center above the head, so that the spark discharge area coincides with the combustible mixture enrichment area (ignition chamber). The annular plate can be made of a high-temperature resistant material, and a heat insulation layer can be provided on the outside. In this embodiment, the housing can be made of a high-temperature resistant nickel-based alloy (such as GH4169) or ceramic material, and a heat insulation coating is provided on the outside to reduce heat conduction to the surrounding structure.

[0035] This embodiment presents an ignition device capable of simultaneous oil-gas ignition, used to achieve simultaneous oil-gas ignition under conditions of simultaneous supply of aviation kerosene and air. It is applicable to staged swirl combustion chambers, high-temperature rise combustion chambers, and other gas-liquid two-phase combustion systems. This device addresses problems such as asynchronous oil-gas supply within the combustion chamber, large fluctuations in local equivalence ratios, insufficient mixing in the flame core formation area, low ignition success rate, separate arrangement of the igniter and injection structure leading to long flame establishment time, and easy extinguishing of the initial flame core under high flow rate or strong swirl conditions. The device incorporates a high-energy spark plug to generate an electric spark. Fuel and air can be introduced around the spark plug, forming an oil-gas mixture near the spark plug through a first through-hole.

[0036] This embodiment achieves synchronous supply and instantaneous mixing of fuel and air in the ignition core area through dual internal and external oil and gas inputs, thereby improving the ignition success rate and flame establishment speed, and solving the problem of asynchronous oil and gas supply in traditional discrete structures.

[0037] Example 2 Based on Example 1, this example provides a preferred structure for fuel entering the oral cavity 104, such as... Figures 3-5 As shown, a section of the mounting cavity near the sealing end protrudes inward to form a first annular boss 108. A ring-shaped fuel inlet cavity 104 is formed inside the first annular boss 108. Multiple second through holes 109 are provided on the platform of the first annular boss 108 facing the opening end. The fuel inlet cavity 104 is connected to the oil-gas mixing cavity 103 through the multiple second through holes 109.

[0038] like Figure 4 As shown, in a specific embodiment, a gap is reserved between the first annular boss 108 and the spark plug 200 and serves as part of the oil-air mixing chamber 103. The air inlet 106 passes through the first annular boss 108 via the isolation pipe 110 and communicates with the gap.

[0039] In this embodiment, the diameter of the second through hole 109 can be selected from 0.3 to 2 mm, the diameter of the first through hole 202 can be selected from 1 to 4 mm, and the volume of the ignition chamber 107 is 2 to 5 cm³. 3 .

[0040] Example 3 Based on Embodiment 1 or Embodiment 2, this embodiment provides a preferred structure for the ignition chamber 107, such as... Figure 1 , Figure 3 and Figure 4As shown, a portion of the circumferential sidewall of the ignition chamber 107 is an air inlet section, and another portion is a flame outlet section. The air inlet section has an arc-shaped air inlet 113, and the flame outlet section has multiple first flame outlets 115. Multiple rectifier blades 114 are fixed within the air inlet 113, and these blades are arranged radially and spaced apart from each other along the ignition chamber 107. The rectifier blades guide the air-fuel mixture into the combustion chamber, and the flame outlet section is used to propagate and ignite the flame. If the head air inlet does not have guide blades, it can be used in combustion chambers with lower requirements for swirl intensity, while still achieving simultaneous air-fuel ignition.

[0041] Example 4 This embodiment provides an aircraft engine, such as Figure 6 As shown, the engine includes an engine body 400 and an ignition device 300 capable of simultaneous oil and gas ignition as described in any of the above embodiments. The housing 100 of the ignition device 300 is fixed to the side wall of the combustion chamber 401 of the engine body 400, and the ignition end of the ignition device 300 is located inside the combustion chamber 401 of the engine body 400.

[0042] This ignition device is fixedly installed on the outer wall of the combustion chamber via a flange or thread, with its front end facing the direction of the incoming airflow, so as to effectively collect the oil-gas mixture in the combustion chamber and enter the head ignition chamber.

[0043] The working process of this embodiment can be divided into two parallel paths: internal synchronous oil and gas supply and external oil and gas collection. (1) Internal oil and gas synchronous supply path: Fuel enters through the fuel inlet and is delivered through the fuel inlet cavity to 12 evenly distributed second through holes for ejection; air enters through the air inlet and is ejected through the isolation pipe. Fuel and air meet at the first through hole and enter the oil-gas mixing chamber. Under the promoting effect of the coating on the inner wall of the oil-gas mixing chamber, the fuel droplets break up and are fully mixed with air to form a uniform combustible mixture. This mixture is ejected through the 12 first through holes, forming a uniform oil mist field with a diameter of about 20~30mm around the electric nozzle.

[0044] (2) External oil and gas collection path: The oil and gas mixture in the oncoming airflow in the combustion chamber enters the head ignition chamber through the second flame outlet of the head. The head ignition chamber can be designed with a guide vane structure to generate appropriate swirl for the incoming airflow, promote the formation of a stable recirculation zone in the ignition chamber, and facilitate the residence of the flame core.

[0045] (3) Ignition and flame propagation: After the ignition command is issued, the high voltage is transmitted to the nozzle through the wire interface, generating a spark discharge. Since a uniform oil mist field has been formed around the nozzle and the head ignition chamber is filled with an oil-gas mixture from the combustion chamber, the spark directly ignites these two combustible mixtures, and the initial flame core is quickly established in the head cavity.

[0046] After the flame is established, part of the flame is ejected through the first flame outlet, igniting the main combustion zone behind the combustion chamber; another part of the flame is ejected through the second flame outlet, igniting the area below the combustion chamber. This multi-point flame propagation path ensures that the main combustion zone is ignited quickly and evenly.

[0047] Optionally, in this embodiment, the fuel supply pressure is 0.3~1 MPa, the air supply pressure is 0.2~0.8 MPa, and the ignition energy is not less than 20 mJ.

[0048] This embodiment has the following effects: (1) Simultaneous oil and gas supply: The internal path forms a stable oil mist field around the electric nozzle, and the external path introduces the oil and gas mixture into the combustion chamber. The dual supply ensures that the local equivalence ratio of ignition is always in the optimal ignition range of 0.8~1.2, and the ignition success rate is more than 98%, which is more than 30% higher than the traditional discrete structure.

[0049] (2) Ignition areas are highly overlapping: The electric nozzle is located in the center of the head and is surrounded by the first through hole. The spark discharge area directly covers the combustible mixture enrichment area, which improves energy utilization.

[0050] (3) Strong resistance to blowout: The cavity structure of the head provides a low-speed recirculation zone for the initial fire core, and it can still reliably ignite under the condition of incoming flow velocity of 80m / s, and the fire core is not blown out.

[0051] (4) Short ignition delay time: The time from the issuance of the ignition command to the establishment of the flame in the main combustion zone is shortened to less than 40ms, which is about 50% less than the existing technology.

[0052] (5) Compact structure: It integrates fuel distribution, air mixing and ignition functions into one unit. The overall length does not exceed 120mm and the diameter does not exceed 60mm, which is convenient for arrangement in the limited space at the head of the combustion chamber.

[0053] In the description of this invention, it should be understood that the terms "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0056] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0057] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An ignition device capable of simultaneous oil and gas ignition, characterized in that, The device includes a housing and a spark plug. The housing has a cylindrical structure with a wire interface end and an ignition end at its two axial ends, respectively. A cylindrical mounting cavity is formed inside the housing and is arranged coaxially with the housing. The two axial ends of the mounting cavity are a sealing end and an open end, respectively. The spark plug is coaxially fixed inside the mounting cavity. One end of the spark plug is fixed to the end face of the sealing end, and the other end of the spark plug is fixedly connected to the inner side wall of the mounting cavity through an annular plate. An air-fuel mixing chamber is formed between the spark plug and the inner side wall of the mounting cavity. A fuel inlet is formed on the side wall of the housing, and a fuel inlet communicating with the fuel inlet is formed on the side wall of the housing. An air inlet communicating with the air-fuel mixing chamber is also formed on the side wall of the housing. The fuel inlet is connected to the air-fuel mixing chamber. The other end of the spark plug forms an ignition chamber with the opening end of the mounting cavity. An electric nozzle is also installed on the other end face of the spark plug. The ignition chamber is connected to the outside through the opening end. The annular plate has a plurality of first through holes that connect the ignition chamber with the oil-gas mixing chamber.

2. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, The section of the mounting cavity near the sealing end protrudes inward to form a first annular boss. A ring-shaped fuel inlet cavity is formed inside the first annular boss. Multiple second through holes are provided on the platform of the first annular boss facing the opening end. The fuel inlet cavity is connected to the oil-gas mixing cavity through the multiple second through holes.

3. The ignition device capable of simultaneous oil and gas ignition according to claim 2, characterized in that, A gap is reserved between the first annular boss and the spark plug and serves as part of the oil-air mixing chamber. The air inlet passes through the first annular boss via an isolation pipe and communicates with the gap.

4. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, The section of the mounting cavity near the opening end protrudes inward to form a second annular boss, and the surface of the second annular boss facing the sealing end is an inwardly inclined slope.

5. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, The ignition chamber has a circumferential section of its side wall that is an air inlet section and a flame outlet section. The air inlet section has an arc-shaped air inlet, and the flame outlet section has multiple first flame outlets.

6. The ignition device capable of simultaneous oil and gas ignition according to claim 5, characterized in that, Multiple rectifier blades are fixed inside the air inlet, and the multiple rectifier blades are arranged sequentially at intervals along the radial direction of the ignition chamber.

7. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, The opening end of the mounting cavity has a second flame outlet, and a flame guide tube is fixed at the second flame outlet. The flame guide tube is arranged coaxially with the spark plug.

8. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, A first threaded connector is installed at the fuel inlet of the housing, and a second threaded connector is installed at the air inlet of the housing. Both the first and second threaded connectors are hollow structures.

9. The ignition device capable of simultaneous oil and gas ignition according to claim 1, characterized in that, The outer side wall of the housing is provided with a first threaded connection section and a hexagonal connection section in the middle; the outer side wall of the wire interface end of the housing is provided with a second threaded connection section, and the end face of the wire interface end of the housing is provided with a wire interface.

10. An aircraft engine, characterized in that, The invention includes an engine body and an ignition device capable of simultaneous oil and gas ignition as described in any one of claims 1 to 9, wherein the housing of the ignition device is fixed to the combustion chamber sidewall of the engine body, and the ignition end of the ignition device is located within the combustion chamber of the engine body.

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