Micro-mixing enhanced hydrogen fuel combustor head and aeroengine

Abstract

The present application relates to the technical field of aero-engine combustion, and provides a hydrogen fuel combustion chamber head with a micro-mixing reinforced structure and an aero-engine, the hydrogen fuel combustion chamber head with the micro-mixing reinforced structure comprising an outer shell, a combustion chamber body and a fuel nozzle, the combustion chamber body being provided with a combustion cavity, the combustion cavity being annularly arranged along the circumference of the outer shell, and an air inlet cavity being formed between the outer wall of the combustion chamber body and the inner wall of the outer shell, the air inlet cavity being sequentially provided with a first flow channel, a second flow channel and a third flow channel in the radial direction of the outer shell, the side wall of the first flow channel being provided with a first air hole, the side wall of the second flow channel being provided with a second air hole, the side wall of the third flow channel being provided with a third air hole, and the side wall of the second flow channel being further provided with a fourth air hole and a fifth air hole.The present application generates circumferential vortex through the multi-stage air holes arranged in layers along the flow direction, effectively strengthens the mixing process of hydrogen and air, improves the mixing uniformity of hydrogen and air, and can reduce nitrogen oxide emissions and enhance the anti-backfire capability.

Description

Technical Field

[0001] This invention relates to the field of aero-engine combustion technology, and more particularly to a hydrogen fuel combustion chamber head with a micro-hybrid enhanced structure and an aero-engine. Background Technology

[0002] As a key component of aero-engines, the vortex combustor uses large-scale controlled vortices to create a high-temperature, low-speed recirculation zone to stabilize the flame. Hydrogen fuel, as a lightweight, efficient, high-calorific-value, zero-carbon emission fuel, can significantly improve aircraft range and payload. Liquid hydrogen can also serve as a coolant for thermal management of hot-end components. When applying hydrogen fuel to the vortex combustor, existing technologies mainly explore diffusion combustion and micro-mixing combustion schemes. The micro-mixing combustion scheme replaces traditional large-diameter nozzles with numerous micro-nozzles, reducing the nozzle diameter to increase the mixing intensity of a single micro-mixing nozzle, thereby improving the mixing uniformity of the premixed gas, reducing nitrogen oxide emissions, and utilizing the characteristic that the hydraulic diameter of the microchannels is smaller than the hydrogen quenching distance to improve backfire resistance. Based on this, existing technologies often combine staged combustion with micro-mixing, dividing the combustor head into a central duty stage and a peripheral main combustion stage. The central duty stage maintains the diffusion flame to provide a stable ignition source, while the peripheral main combustion stage uses micro-mixing units to achieve lean premixed injection.

[0003] However, due to its extremely low density and low inertia, hydrogen diffuses slowly in the flow field, making it difficult to mix thoroughly with air. This leads to reduced combustion efficiency, and uneven mixing can affect combustion stability, posing an explosion risk. Therefore, precise control of the mixture concentration and combustion process is necessary. In micro-mixing combustion schemes, existing micro-mixing units employ a straight micro-pipe structure with the jet direction parallel to the combustion chamber axis. This fails to effectively utilize the inherent tangential vortex flow of the annular vortex combustion chamber to enhance fuel-air mixing, resulting in a dependence on a long mixing distance for uniform mixing and limiting further improvements in combustion chamber compactness. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in related technologies. To this end, this invention proposes a hydrogen fuel combustion chamber head with a micro-mixing enhanced structure, which aims to improve the uniformity of hydrogen-air mixing, shorten the mixing distance, reduce nitrogen oxide emissions, and enhance resistance to backfire.

[0005] The present invention also proposes an aircraft engine.

[0006] The hydrogen fuel combustion chamber head of the micro-hybridization enhanced structure according to a first aspect embodiment of the present invention includes: shell; A combustion chamber body is connected to the outer shell. The combustion chamber body has a combustion chamber arranged in a ring along the circumference of the outer shell. An air inlet chamber is formed between the outer wall of the combustion chamber body and the inner wall of the outer shell. The air inlet chamber has a first flow channel, a second flow channel, and a third flow channel arranged sequentially in the radial direction of the outer shell. The second flow channel connects the first flow channel and the third flow channel. The side wall of the first flow channel has a first vent hole connecting to the combustion chamber. The side wall of the second flow channel has a second vent hole connecting to the combustion chamber. The side wall of the third flow channel has a third vent hole connecting to the combustion chamber. The side wall of the second flow channel near the first flow channel has a fourth vent hole connecting to the combustion chamber. The side wall of the second flow channel near the third flow channel has a fifth vent hole connecting to the combustion chamber. A fuel nozzle that penetrates the housing and the combustion chamber body to extend into the combustion chamber.

[0007] The hydrogen fuel combustion chamber head of the micro-mixing enhanced structure according to an embodiment of the present invention generates a circumferential vortex through the flow channel design of the air inlet chamber and the multi-stage vent holes arranged in layers along the flow direction, which effectively enhances the mixing process of hydrogen and air. It has the advantages of improving the uniformity of hydrogen-air mixing, shortening the mixing distance, reducing nitrogen oxide emissions and enhancing the resistance to backfire.

[0008] According to one embodiment of the present invention, a plurality of first vent holes are provided on the side wall of the first flow channel. The plurality of first vent holes are circumferentially spaced relative to the combustion chamber body. The center line of each first vent hole does not pass through the center of the combustion chamber body. The first vent holes are tangentially eccentrically arranged so that the medium flowing through the first vent holes generates a circumferential vortex in the combustion chamber.

[0009] According to one embodiment of the present invention, a plurality of third vent holes are provided on the side wall of the third flow channel. The plurality of third vent holes are circumferentially spaced relative to the combustion chamber body. The center line of each third vent hole does not pass through the center of the combustion chamber body. The third vent holes are tangentially eccentrically arranged so that the medium flowing through the third vent holes generates a circumferential vortex in the combustion chamber.

[0010] According to one embodiment of the present invention, a second flow guide baffle is provided on the inner wall surface of the combustion chamber. The second flow guide baffle includes a second connecting portion and a second flow blocking portion. The second connecting portion is connected to the inner wall surface of the combustion chamber, and the second flow blocking portion is connected to one end of the second connecting portion away from the inner wall surface of the combustion chamber. The second flow blocking portion is disposed opposite to the inner wall surface of the combustion chamber and is disposed to block the second vent hole, so that the medium flowing through the second vent hole is blocked by the second flow guide baffle to generate tangential airflow.

[0011] According to one embodiment of the present invention, the end of the second baffle portion away from the second connecting portion extends toward the direction of the circumferential vortex.

[0012] According to one embodiment of the present invention, a fourth flow guide baffle is provided on the inner wall surface of the combustion chamber. The fourth flow guide baffle includes a fourth connecting part and a fourth flow blocking part. The fourth connecting part is connected to the inner wall surface of the combustion chamber. The fourth flow blocking part is connected to one end of the fourth connecting part away from the inner wall surface of the combustion chamber. The fourth flow blocking part is disposed opposite to the inner wall surface of the combustion chamber and blocks the fourth vent hole. The end of the fourth flow blocking part away from the fourth connecting part extends toward the center of the combustion chamber body. And / or, a fifth flow guide baffle is provided on the inner wall surface of the combustion chamber. The fifth flow guide baffle includes a fifth connecting part and a fifth flow blocking part. The fifth connecting part is connected to the inner wall surface of the combustion chamber. The fifth flow blocking part is connected to the end of the fifth connecting part away from the inner wall surface of the combustion chamber. The fifth flow blocking part is disposed opposite to the inner wall surface of the combustion chamber and is disposed to block the fifth vent hole. The end of the fifth flow blocking part away from the fifth connecting part extends toward the center of the combustion chamber body.

[0013] According to one embodiment of the present invention, the second vent hole includes a plurality of sub-holes, which are arranged at intervals in the radial direction of the combustion chamber body.

[0014] According to one embodiment of the present invention, the fuel nozzle includes a first rod, a second rod, and a connecting rod connecting the first rod and the second rod. One end of both the first rod and the second rod extends into the combustion chamber, and the connecting rod is connected to the ends of the first rod and the second rod that extend into the combustion chamber. A first gas nozzle is provided on the side of the first rod facing the second rod, and a second gas nozzle is provided on the side of the second rod facing away from the first rod. The axis of the first gas nozzle does not intersect with the axis of the second rod.

[0015] According to one embodiment of the present invention, the sidewall of the second flow channel is provided with a plurality of second vent holes, and the plurality of second vent holes are arranged at intervals along the circumference of the combustion chamber body; And / or, the sidewall of the second flow channel is provided with a plurality of the fourth vent holes, and the plurality of the fourth vent holes are arranged at intervals along the circumference of the combustion chamber body; And / or, the sidewall of the second flow channel is provided with a plurality of the fifth vent holes, and the plurality of the fifth vent holes are arranged at intervals along the circumference of the combustion chamber body.

[0016] An aero-engine according to a second aspect of the present invention includes a hydrogen fuel combustion chamber head with the micro-hybrid enhanced structure described above.

[0017] The aero-engine according to an embodiment of the present invention includes a hydrogen fuel combustion chamber head with the above-described micro-hybrid enhancement structure, and therefore has all the technical effects of the hydrogen fuel combustion chamber head with the above-described micro-hybrid enhancement structure, which will not be repeated here.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of the hydrogen fuel combustion chamber head of the micro-hybrid enhanced structure provided in the embodiment of the present invention.

[0021] Figure 2 This is an exploded view of the hydrogen fuel combustion chamber head of the micro-hybridized enhanced structure provided in an embodiment of the present invention.

[0022] Figure 3 yes Figure 2 A magnified view of a portion of point A in the middle.

[0023] Figure 4 This is a radial cross-sectional view of the hydrogen fuel combustion chamber head of the micro-hybrid enhanced structure provided in an embodiment of the present invention.

[0024] Figure 5 yes Figure 4 A magnified view of a section at point B.

[0025] Figure 6 This is a radial cross-sectional view of the hydrogen fuel combustion chamber head from another perspective of the micro-hybrid enhanced structure provided in this embodiment of the invention.

[0026] Figure 7 yes Figure 6 A magnified view of a section at point C.

[0027] Figure 8 This is a partial cross-sectional schematic diagram of the hydrogen fuel combustion chamber head of the micro-hybrid enhanced structure provided in the embodiment of the present invention.

[0028] Figure 9This is a schematic diagram of the circumferential cross-sectional structure of the hydrogen fuel combustion chamber head of the micro-hybrid enhanced structure provided in the embodiment of the present invention.

[0029] Figure 10 This is a schematic diagram of the internal airflow direction of the hydrogen fuel combustion chamber head of the micro-mixing enhanced structure provided in the embodiment of the present invention.

[0030] Figure 11 This is a schematic diagram of the structure of the fuel nozzle provided in an embodiment of the present invention.

[0031] Figure label: 1. Outer shell; 11. Air inlet cavity; 111. First flow channel; 112. Second flow channel; 113. Third flow channel; 2. Combustion chamber body; 21. Combustion chamber; 22. First vent; 23. Second vent; 231. Second guide baffle; 2311. Second connecting part; 2312. Second baffle part; 24. Third vent; 25. Fourth vent; 251. Fourth guide baffle; 2511. Fourth connecting part; 2512. Fourth baffle part; 26. Fifth vent; 261. Fifth guide baffle; 2611. Fifth connecting part; 2612. Fifth baffle part; 3. Fuel nozzle; 31. First rod; 311. First gas nozzle; 32. Second rod; 321. Second gas nozzle; 33. Connecting rod. Detailed Implementation

[0032] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0033] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present 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. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0034] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0035] In embodiments of the present 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," "on top of," and "over" 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.

[0036] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of 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.

[0037] When traditional vortex combustors are directly converted to hydrogen fuel, the slow diffusion and insufficient mixing of hydrogen result in low combustion efficiency and poor stability. The high flame temperature of hydrogen easily leads to backfire, and nitrogen oxide emissions are significant. Existing micro-mixing schemes mostly use straight micro-pipes, which fail to effectively utilize the vortex flow field to enhance mixing, resulting in poor mixing uniformity, limiting the compactness of the combustor, and easily causing thermoacoustic oscillations and combustion instability.

[0038] Please refer to the following for details. Figures 1 to 5This application proposes a hydrogen fuel combustion chamber head with a micro-hybridization enhanced structure, including an outer shell 1, a combustion chamber body 2, and a fuel nozzle 3. The combustion chamber body 2 is connected inside the outer shell 1 and has a combustion chamber 21. The combustion chamber 21 is arranged in a ring along the circumference of the outer shell 1, and an air inlet chamber 11 is formed between the outer wall of the combustion chamber body 2 and the inner wall of the outer shell 1. The air inlet chamber 11 has a first flow channel 111, a second flow channel 112, and a third flow channel 113 arranged sequentially in the radial direction of the outer shell 1. The second flow channel 112 connects the first flow channel 111 and the third flow channel 113. The side wall of the first flow channel 111 is provided with a first vent 22 that connects to the combustion chamber 21, the side wall of the second flow channel 112 is provided with a second vent 23 that connects to the combustion chamber 21, the side wall of the third flow channel 113 is provided with a third vent 24 that connects to the combustion chamber 21, and the side wall of the second flow channel 112 near the first flow channel 111 is provided with a fourth vent 25 that connects to the combustion chamber 21, and the side wall of the second flow channel 112 near the third flow channel 113 is provided with a fifth vent 26 that connects to the combustion chamber 21; the fuel nozzle 3 penetrates the outer shell 1 and the combustion chamber body 2 to extend into the combustion chamber 21.

[0039] The outer shell 1, serving as the external support structure for the combustion chamber, can be made of a high-temperature resistant alloy material to withstand the high temperatures and pressures during combustion. The combustion chamber body 2 is located inside the outer shell 1, forming an annular combustion chamber 21, which is the core area where fuel and air undergo combustion. A fuel nozzle 3 penetrates both the outer shell 1 and the combustion chamber body 2, with its nozzle extending into the combustion chamber 21 to directly inject hydrogen fuel into it. For example, the fuel nozzle 3 could be a simple straight-tube nozzle, injecting hydrogen into the combustion chamber 21 in an axial jet.

[0040] An air inlet cavity 11 is formed between the outer wall of the combustion chamber body 2 and the inner wall of the outer shell 1. The air inlet cavity 11 is used to guide and distribute the air entering the combustion chamber. The air inlet cavity 11 is provided with a first flow channel 111, a second flow channel 112 and a third flow channel 113 in the radial direction. The second flow channel 112 is configured to connect the first flow channel 111 and the third flow channel 113, that is, the second flow channel 112 serves as a transition flow channel between the first flow channel 111 and the third flow channel 113. Specifically, the second flow channel 112 is arranged in a U-shape.

[0041] like Figure 8As shown, the sidewall of the first flow channel 111 is provided with a first vent 22 communicating with the combustion chamber 21, for introducing air from the first flow channel 111 into the combustion chamber 21. Similarly, the sidewall of the second flow channel 112 is provided with a second vent 23 communicating with the combustion chamber 21, and the sidewall of the third flow channel 113 is provided with a third vent 24 communicating with the combustion chamber 21. Further, the sidewall of the second flow channel 112 near the first flow channel 111 is provided with a fourth vent 25 communicating with the combustion chamber 21, and the sidewall of the second flow channel 112 near the third flow channel 113 is provided with a fifth vent 26 communicating with the combustion chamber 21. In this embodiment, the hydrogen fuel combustion chamber head, through the staged air inlet 11 and the multi-point vent, achieves refined control of the hydrogen fuel and air mixing process, helping to overcome problems such as insufficient hydrogen mixing, low combustion efficiency, poor stability, and easy backfire in traditional solutions.

[0042] This application further proposes, please refer to the following: Figure 2 and Figure 3 The sidewall of the first flow channel 111 is provided with a plurality of first vent holes 22, which are distributed circumferentially relative to the combustion chamber body 2. Please refer to the reference. Figure 5 , Figure 9 and Figure 10 The centerline of each first vent hole 22 does not pass through the center of the combustion chamber body 2. The first vent hole 22 is tangentially eccentrically set so that the medium flowing through the first vent hole 22 generates a circumferential vortex in the combustion chamber 21.

[0043] In one embodiment, the first vent 22 is located downstream of the fuel nozzle 3, for example, the airflow exiting the first vent 22 is located in front of the fuel nozzle 3. Exemplarily, the central axis of the first vent 22 forms an angle of 30° to 45° with the normal direction of the inner wall surface of the combustion chamber 21, so that the intake air gains tangential momentum and forms a circumferentially constrained vortex system in front of the fuel nozzle 3, which is used for the initial mixing of hydrogen and air and also forms an aerodynamic boundary constraint on the downstream vortex system.

[0044] Specifically, multiple first vent holes 22 are provided on the sidewall of the first flow channel 111. These first vent holes 22 are evenly or non-uniformly distributed in the circumferential direction of the combustion chamber body 2, ensuring that air can enter the combustion chamber 21 from multiple points, thereby achieving initial air dispersion. This porous distribution design helps to avoid local concentration of airflow, laying the foundation for the subsequent mixing process. Furthermore, the centerline of each first vent hole 22 does not pass through the center of the combustion chamber body 2, and the first vent holes 22 are tangentially eccentrically set. The opening direction of the first vent holes 22 does not directly point to the radial center of the combustion chamber body 2, but has a tangential component. For example, the first vent holes 22 can be designed to form a specific tilt angle with the radial direction of the combustion chamber 21, or its inlet shape can be designed to have a structure that guides the tangential motion of the airflow. Through this tangentially eccentric setting, when air flows through the first vent holes 22 into the combustion chamber 21, it is endowed with tangential momentum.

[0045] Through the above technical solution, each of the first vent holes 22 is tangentially eccentrically arranged, allowing the air flowing through the first vent holes 22 to gain tangential momentum upon entering the combustion chamber 21, thereby actively forming a circumferential vortex within the combustion chamber 21. This circumferential vortex enhances the mixing process between air and fuel, promotes turbulent diffusion, and effectively avoids the generation of localized rich or lean fuel zones. Simultaneously, the vortex structure helps to create a low-pressure zone at the center of the combustion chamber 21, thereby stabilizing the flame and preventing flameout or backfire. Especially for highly reactive hydrogen fuels, this significantly improves combustion stability and efficiency, and helps reduce the formation of pollutants such as nitrogen oxides.

[0046] Please continue to refer to Figure 5 , Figure 9 and Figure 10This application further proposes that the sidewall of the third flow channel 113 is provided with multiple third vent holes 24. These third vent holes 24 are circumferentially spaced relative to the combustion chamber body 2, and the centerline of each third vent hole 24 does not pass through the center of the combustion chamber body 2. The third vent holes 24 are tangentially eccentrically positioned to generate circumferential vortices within the combustion chamber 21 in the medium flowing through them. Specifically, the arrangement of multiple third vent holes 24 aims to increase the number of channels for the medium to enter the combustion chamber 21, thereby improving the uniformity of the medium's flow distribution and providing a basis for subsequent flow field organization. This circumferentially spaced distribution ensures that the medium can uniformly enter all circumferential positions of the combustion chamber 21 from the third flow channel 113, avoiding situations where the local medium concentration is too high or too low, and contributing to the formation of a uniform combustion environment. The centerlines of each third vent 24 do not pass through the center of the combustion chamber body 2, meaning the opening direction of the third vent 24 is not radially straight but has a certain offset angle, providing a geometric basis for the rotational motion of the medium after entering the combustion chamber 21. The third vent 24 is tangentially eccentrically positioned, meaning that there is an angle between the axis of the third vent 24 and the radial direction of the combustion chamber 21, so that the momentum of the medium entering the combustion chamber 21 through the vent has a tangential component. This setting can be achieved by designing a specific tilt angle or shape at the inlet or outlet of the third vent 24, for example, the cross-sectional shape of the vent is designed to guide the airflow to generate rotation. When the medium enters the combustion chamber 21 with a tangential component, a circumferentially rotating flow field is formed within the combustion chamber 21.

[0047] Please refer to the reference. Figure 5 , Figure 6 and Figure 7 This application further proposes that a second flow guide baffle 231 is provided on the inner wall surface of the combustion chamber 21 at the head of the hydrogen fuel combustion chamber of the aforementioned micro-hybridized enhanced structure. The second flow guide baffle 231 includes a second connecting portion 2311 and a second flow-blocking portion 2312. The second connecting portion 2311 is firmly connected to the inner wall surface of the combustion chamber 21, for example, by welding, riveting, or bolting, to ensure its stability under high temperature and airflow impact. The second flow-blocking portion 2312 is connected to the end of the second connecting portion 2311 away from the inner wall surface of the combustion chamber 21 and is disposed opposite to the inner wall surface of the combustion chamber 21. Specifically, the second flow-blocking portion 2312 blocks the downstream position of the second vent 23, so that the medium ejected from the second vent 23 impacts the second flow-blocking portion 2312 when entering the combustion chamber 21. When the medium flows through the second vent 23 and is blocked by the second flow guide baffle 231, its radial momentum is converted into tangential momentum, thereby forcing the medium to generate a tangential airflow.

[0048] Through the above technical solution, the second guide baffle 231 can effectively transform the radial or near-radial flow direction of the medium entering the combustion chamber 21 from the second vent 23 into a tangential airflow with a specific direction. This avoids the airflow directly impacting the combustion zone, reducing potential interference with flame stability. Simultaneously, the generated tangential airflow can synergize with the existing circumferential vortices within the combustion chamber 21 (e.g., generated by the first vent 22), further enhancing the overall intensity and uniformity of the rotating flow field within the combustion chamber 21. This promotes thorough and rapid mixing of fuel and air, improves combustion efficiency, and helps stabilize the flame.

[0049] Please refer to the reference. Figure 7 and Figure 10 This application further proposes that the second flow-blocking portion 2312 is provided to extend in the direction of the circumferential vortex at one end away from the second connecting portion 2311.

[0050] The second baffle 2312 extends away from the second connecting part 2311 and is positioned in the direction of the circumferential vortex. This means that the end of the baffle portion of the second guide baffle 231 is designed to align with the direction of the circumferential vortex already formed within the combustion chamber 21. In this way, the medium entering from the second vent 23, after being guided by the second guide baffle 231, can enter the combustion chamber 21 in the same or similar direction as the mainstream circumferential vortex within the combustion chamber 21, thereby achieving a smooth transition and effective fusion of airflow.

[0051] Through the above technical solution, the end of the second baffle 2312 away from the second connecting part 2311 extends towards the direction of the circumferential vortex. This allows the tangential airflow entering from the second vent 23 and guided by the second guide baffle 231 to smoothly integrate into the existing circumferential vortex within the combustion chamber 21, avoiding mutual interference and energy loss between airflows from different directions and effectively enhancing the overall strength and stability of the circumferential vortex. Therefore, the fuel-air mixing process is further strengthened, the micro-mixing effect is more significant, which helps to achieve more uniform and efficient combustion and improves the operational stability of the combustion chamber.

[0052] Please refer to the reference. Figure 4 and Figure 5This application further proposes that a fourth flow guide baffle 251 is provided on the inner wall surface of the combustion chamber 21. The fourth flow guide baffle 251 includes a fourth connecting part 2511 and a fourth flow blocking part 2512. The fourth connecting part 2511 is connected to the inner wall surface of the combustion chamber 21, and the fourth flow blocking part 2512 is connected to the end of the fourth connecting part 2511 away from the inner wall surface of the combustion chamber 21. The fourth flow blocking part 2512 is disposed opposite to the inner wall surface of the combustion chamber 21 and is disposed in a way that blocks the fourth vent 25. The end of the fourth flow blocking part 2512 away from the fourth connecting part 2511 extends toward the center of the combustion chamber body 2. Optionally, a fifth flow guide baffle 261 is provided on the inner wall surface of the combustion chamber 21. The fifth flow guide baffle 261 includes a fifth connecting part 2611 and a fifth flow blocking part 2612. The fifth connecting part 2611 is connected to the inner wall surface of the combustion chamber 21, and the fifth flow blocking part 2612 is connected to the end of the fifth connecting part 2611 away from the inner wall surface of the combustion chamber 21. The fifth flow blocking part 2612 is disposed opposite to the inner wall surface of the combustion chamber 21 and is disposed in a way that blocks the fifth vent 26. The end of the fifth flow blocking part 2612 away from the fifth connecting part 2611 extends toward the center of the combustion chamber body 2.

[0053] The fourth baffle 251 is disposed on the inner wall of the combustion chamber 21 to guide or change the direction of airflow. The fourth connecting part 2511 is responsible for fixing the fourth baffle 251 to the inner wall of the combustion chamber 21, ensuring its structural stability under high-temperature and high-speed airflow conditions. The fourth baffle 2512 is connected to the fourth connecting part 2511 and maintains a certain gap with the inner wall of the combustion chamber 21. Its main function is to block and guide the airflow entering from the fourth vent 25. The end of the fourth baffle 2512 away from the fourth connecting part 2511 extends towards the center of the combustion chamber body 2, aiming to effectively guide the airflow entering from the fourth vent 25 to the central area of ​​the combustion chamber body 2 to promote mixing with the fuel in the central area.

[0054] Similarly, a fifth baffle 261 is also disposed on the inner wall of the combustion chamber 21 to guide or change the direction of airflow. Its structure and connection are similar to the fourth baffle 251. The fifth baffle portion 2612 is connected to the fifth connecting portion 2611 and is disposed opposite to the inner wall of the combustion chamber 21. Its function is to block and guide the airflow entering from the fifth vent 26. The end of the fifth baffle portion 2612 away from the fifth connecting portion 2611 also extends towards the center of the combustion chamber body 2, aiming to effectively guide the airflow entering from the fifth vent 26 to the central region of the combustion chamber body 2 to enhance mixing with the fuel in the central region.

[0055] Through the above technical solution, a fourth guide baffle 251 and a fifth guide baffle 261 are provided on the inner wall of the combustion chamber 21, and the fourth baffle 2512 and the fifth baffle 2612 extend towards the center of the combustion chamber body 2. This effectively guides the airflow entering the combustion chamber 21 from the fourth vent 25 and the fifth vent 26 towards the central region. This centripetal airflow, together with the fuel ejected from the fuel nozzle 3, the circumferential vortex generated by the first vent 22 and the third vent 24, and the tangential airflow generated by the second vent 23, works synergistically to further enhance the air-fuel mixing process inside the combustion chamber 21. Specifically, this helps the air penetrate deeper into the central fuel-rich region of the combustion chamber 21, avoiding the problem of insufficient air mixing near the wall, thereby promoting rapid and uniform fuel mixing, effectively suppressing the formation of local high-temperature areas, and improving combustion efficiency and stability.

[0056] like Figure 3 and Figure 7 As shown, this application further proposes that the second vent 23 includes a plurality of sub-vents, which are arranged at intervals in the radial direction of the combustion chamber body 2.

[0057] Specifically, the second vent 23 is designed to consist of multiple independent sub-vents, which collectively perform the function of air delivery. These sub-vents are spaced apart in the radial direction of the combustion chamber body 2, that is, distributed at intervals from the outer edge of the combustion chamber body 2 towards the center of the combustion chamber, allowing air to enter from multiple locations. This technical solution achieves a more uniform distribution of air in the radial direction of the combustion chamber body 2. The multi-point air injection method increases the contact interface between air and fuel, promotes rapid micro-mixing of fuel and air, and helps avoid localized rich or lean combustion zones within the combustion chamber 21.

[0058] like Figure 11 As shown, this application further proposes that the fuel nozzle 3 includes a first rod 31, a second rod 32, and a connecting rod 33 connecting the first rod 31 and the second rod 32. One end of both the first rod 31 and the second rod 32 extends into the combustion chamber 21, and the connecting rod 33 is connected to the ends of the first rod 31 and the second rod 32 that extend into the combustion chamber 21. A first gas nozzle 311 is provided on the side of the first rod 31 facing the second rod 32, and a second gas nozzle 321 is provided on the side of the second rod 32 facing away from the first rod 31, and the axis of the first gas nozzle 311 does not intersect with the axis of the second rod 32.

[0059] Specifically, the first rod 31 and the second rod 32 can be understood as two fuel delivery channels, which can be independent of each other or interconnected. A connecting rod 33 connects the two rods inside the combustion chamber 21, providing structural support and stability. The first rod 31 has a first gas nozzle 311 on the side facing the second rod 32. The first gas nozzle 311 injects gas towards the second rod 32, creating a locally high gas concentration area between the two rods and allowing for preliminary mixing with the air flowing through it. The first gas nozzle 311 can be an array of multiple holes or a micropore structure, and its size, shape, and number can be designed according to the required gas flow rate, injection velocity, and penetration depth. Simultaneously, the second rod 32 has a second gas nozzle 321 on the side facing away from the first rod 31. The second gas nozzle 321 diffuses the gas into a wider area of ​​the combustion chamber 21, allowing for greater contact with air. The design of the second gas nozzle 321 can also be diversified to meet different injection characteristics and mixing requirements.

[0060] Crucially, the axis of the first gas nozzle 311 does not intersect with the axis of the second rod 32. This ensures that the gas flow ejected from the first gas nozzle 311 does not directly impact the axis of the second rod 32, but is instead ejected at a certain offset angle or position. This can be achieved by adjusting the position of the first gas nozzle 311 on the first rod 31, or by adjusting the nozzle's injection angle. For example, the first gas nozzle 311 can be slightly offset from the axis of the second rod 32, with its injection direction forming an angle between 10° and 20° with the axis of the second rod 32. This indirect impact design effectively prevents the gas flow from directly impacting the second rod 32. More importantly, this offset injection can guide the gas flow and air flow to form more complex mixing patterns, such as generating shear layers or vortices, thereby significantly enhancing the gas-air mixing process and promoting rapid, uniform micro-mixing. In other words, the orientation of the gas nozzle is optimized so that the direction of the hydrogen jet matches the flow direction of the three-dimensional vortex system formed by multiple vents, ensuring that the hydrogen is effectively captured and rapidly dispersed by the vortex as soon as it is ejected.

[0061] Please refer to the reference. Figure 2 and Figure 3 This application further proposes that the sidewall of the second flow channel 112 is provided with a plurality of second vent holes 23, and the plurality of second vent holes 23 are arranged at intervals along the circumference of the combustion chamber body 2; in one embodiment, the sidewall of the second flow channel 112 is provided with a plurality of fourth vent holes 25, and the plurality of fourth vent holes 25 are arranged at intervals along the circumference of the combustion chamber body 2; in another embodiment, the sidewall of the second flow channel 112 is provided with a plurality of fifth vent holes 26, and the plurality of fifth vent holes 26 are arranged at intervals along the circumference of the combustion chamber body 2.

[0062] By providing multiple second vent holes 23, fourth vent holes 25, and fifth vent holes 26 spaced circumferentially along the sidewall of the second flow channel 112, the airflow introduced into the combustion chamber 21 from the second flow channel 112 can be effectively dispersed, resulting in a more uniform circumferential distribution of air in the combustion chamber 21 and avoiding situations where the local air concentration is too high or too low. Combined with the circumferential vortex generated by the first vent hole 22 and the third vent hole 24, and the tangential airflow guided by the second guide baffle 231, the multiple circumferentially spaced vent holes can interact more effectively with these airflows, promoting rapid and thorough mixing of fuel and air, and improving the uniformity and stability of combustion.

[0063] This application further proposes an aero-engine that includes the hydrogen fuel combustion chamber head with the aforementioned micro-hybrid enhanced structure.

[0064] An aero-engine is a power unit used to drive aircraft and generate thrust. It is typically a gas turbine engine, and its core components include a compressor, combustion chamber, turbine, and nozzle. The aforementioned micro-hybrid enhanced hydrogen fuel combustion chamber head is integrated into the combustion chamber section of the aero-engine. This integration involves not only mechanical connections and structural matching but also the coordinated operation of the fuel supply system, air supply system, and engine control system. By applying the micro-hybrid enhanced hydrogen fuel combustion chamber head to aero-engines, its advantages in hydrogen fuel combustion can be fully utilized. The micro-hybrid enhanced structure used in the combustion chamber head effectively improves combustion efficiency and reduces emissions of harmful substances such as nitrogen oxides by precisely controlling the mixing process of air and hydrogen fuel.

[0065] Finally, it should be noted that the above embodiments are only for illustrating the present invention and not for limiting the present invention. Although the present invention has been described in detail with reference to the embodiments, those skilled in the art should understand that various combinations, modifications, or equivalent substitutions of the technical solutions of the present invention do not depart from the spirit and scope of the technical solutions of the present invention and should be covered within the protection scope of the present invention.

Claims

1. A hydrogen fuel combustion chamber head with a micro-hybridization enhanced structure, characterized in that, include: shell; A combustion chamber body is connected to the outer shell. The combustion chamber body has a combustion chamber arranged in a ring along the circumference of the outer shell. An air inlet chamber is formed between the outer wall of the combustion chamber body and the inner wall of the outer shell. The air inlet chamber has a first flow channel, a second flow channel, and a third flow channel arranged sequentially in the radial direction of the outer shell. The second flow channel connects the first flow channel and the third flow channel. The side wall of the first flow channel has a first vent hole connecting to the combustion chamber. The side wall of the second flow channel has a second vent hole connecting to the combustion chamber. The side wall of the third flow channel has a third vent hole connecting to the combustion chamber. The side wall of the second flow channel near the first flow channel has a fourth vent hole connecting to the combustion chamber. The side wall of the second flow channel near the third flow channel has a fifth vent hole connecting to the combustion chamber. A fuel nozzle that penetrates the housing and the combustion chamber body to extend into the combustion chamber.

2. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to claim 1, characterized in that, The sidewall of the first flow channel is provided with a plurality of first vent holes. The plurality of first vent holes are circumferentially spaced relative to the combustion chamber body. The centerline of each first vent hole does not pass through the center of the combustion chamber body. The first vent holes are tangentially eccentrically arranged so that the medium flowing through the first vent holes generates a circumferential vortex in the combustion chamber.

3. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to claim 1, characterized in that, The sidewall of the third flow channel is provided with a plurality of third vent holes, which are circumferentially spaced relative to the combustion chamber body. The centerline of each third vent hole does not pass through the center of the combustion chamber body. The third vent holes are tangentially eccentrically arranged so that the medium flowing through the third vent holes generates a circumferential vortex in the combustion chamber.

4. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to claim 2, characterized in that, The inner wall of the combustion chamber is provided with a second flow guide baffle. The second flow guide baffle includes a second connecting part and a second flow blocking part. The second connecting part is connected to the inner wall of the combustion chamber, and the second flow blocking part is connected to the end of the second connecting part away from the inner wall of the combustion chamber. The second flow blocking part is disposed opposite to the inner wall of the combustion chamber and is disposed to block the second vent hole, so that the medium flowing through the second vent hole is blocked by the second flow guide baffle to generate tangential airflow.

5. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to claim 4, characterized in that, The second baffle portion extends away from the second connecting portion at one end toward the direction of the circumferential vortex.

6. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to any one of claims 1 to 5, characterized in that, The inner wall of the combustion chamber is provided with a fourth flow guide baffle. The fourth flow guide baffle includes a fourth connecting part and a fourth flow blocking part. The fourth connecting part is connected to the inner wall of the combustion chamber. The fourth flow blocking part is connected to the end of the fourth connecting part away from the inner wall of the combustion chamber. The fourth flow blocking part is arranged opposite to the inner wall of the combustion chamber and blocks the fourth vent. The end of the fourth flow blocking part away from the fourth connecting part extends toward the center of the combustion chamber body. And / or, a fifth flow guide baffle is provided on the inner wall surface of the combustion chamber. The fifth flow guide baffle includes a fifth connecting part and a fifth flow blocking part. The fifth connecting part is connected to the inner wall surface of the combustion chamber. The fifth flow blocking part is connected to the end of the fifth connecting part away from the inner wall surface of the combustion chamber. The fifth flow blocking part is disposed opposite to the inner wall surface of the combustion chamber and is disposed to block the fifth vent hole. The end of the fifth flow blocking part away from the fifth connecting part extends toward the center of the combustion chamber body.

7. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to any one of claims 1 to 5, characterized in that, The second vent includes a plurality of sub-vents, which are arranged at intervals in the radial direction of the combustion chamber body.

8. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to any one of claims 1 to 5, characterized in that, The fuel nozzle includes a first rod, a second rod, and a connecting rod connecting the first rod and the second rod. One end of both the first rod and the second rod extends into the combustion chamber, and the connecting rod is connected to the ends of the first rod and the second rod that extend into the combustion chamber. The first rod has a first gas nozzle on the side facing the second rod, and the second rod has a second gas nozzle on the side facing away from the first rod. The axis of the first gas nozzle does not intersect with the axis of the second rod.

9. The hydrogen fuel combustion chamber head with a micro-hybridized enhanced structure according to any one of claims 1 to 5, characterized in that, The sidewall of the second flow channel is provided with a plurality of second vent holes, which are spaced apart along the circumference of the combustion chamber body; And / or, the sidewall of the second flow channel is provided with a plurality of the fourth vent holes, and the plurality of the fourth vent holes are arranged at intervals along the circumference of the combustion chamber body; And / or, the sidewall of the second flow channel is provided with a plurality of the fifth vent holes, and the plurality of the fifth vent holes are arranged at intervals along the circumference of the combustion chamber body.

10. An aircraft engine, characterized in that, The hydrogen fuel combustion chamber head includes a micro-hybridized reinforced structure as described in any one of claims 1 to 9.

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