Combustion chamber for solving high-altitude large-incoming-flow starting difficulty of turbojet engine

Abstract

The utility model discloses a combustion chamber for solving high-altitude large-incoming-flow starting difficulty of a turbojet engine, which belongs to the technical field of engines and comprises a combustion chamber shell, and an inlet and an outlet are formed in two opposite ends of the combustion chamber shell respectively. The two ignition heads are mounted at the inlet end of the combustion chamber shell, and the ignition ends of the ignition heads extend into the combustion chamber shell; the two nozzles are installed on the side wall of the combustion chamber shell, the spraying ends of the nozzles extend into the combustion chamber shell and face the ignition head, the two nozzles are located on the two sides of the ignition head respectively, and the two nozzles are arranged in a splayed shape, so that one nozzle is arranged in the forward direction in the rotation direction of airflow in the combustion chamber shell, and the other nozzle is arranged in the reverse direction in the rotation direction of airflow in the combustion chamber shell. And the other nozzle is reversely arranged along the rotation direction of the air flow in the combustion chamber shell. According to the two nozzles, ignition is achieved under the action of airflow, the other nozzle is ignited after diffusion under the action of airflow, the function of refueling is achieved, ignited flames are prevented from being impacted, the combustion degree is increased, and the ignition effect is improved.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to a combustion chamber that solves the problem of starting a turbojet engine with a large airflow at high altitude. Background Technology

[0002] When an aircraft is in use, it needs to be taken to a high altitude to start. The turbojet engine compresses air and burns it to produce high-temperature, high-pressure gas, which drives the turbine to rotate, thereby generating thrust to propel the aircraft forward. However, the low temperature environment at high altitude and the large airflow caused by high speed mean that the fuel injected by the fuel injectors in the original combustion chamber cannot reach the ignition head, resulting in failure to ignite.

[0003] To address this issue, a combustion chamber design is proposed to solve the difficulty of starting turbojet engines with large airflow at high altitudes. Utility Model Content

[0004] The purpose of this invention is to provide a combustion chamber that solves the difficulty of starting a turbojet engine with a large influx of air at high altitude, aiming to solve or improve at least one of the above-mentioned technical problems.

[0005] To achieve the above objectives, this utility model provides the following solution: This utility model provides a combustion chamber that solves the difficulty of starting a turbojet engine with a large inflow at high altitude, comprising:

[0006] The combustion chamber shell has an inlet and an outlet at opposite ends;

[0007] Two ignition heads are installed at the inlet end of the combustion chamber shell, and the ignition end of the ignition head extends into the combustion chamber shell.

[0008] Two nozzles are mounted on the side wall of the combustion chamber housing. The injection end of the nozzle extends into the combustion chamber housing and faces the ignition head. The two nozzles are located on both sides of the ignition head and are arranged in a "figure-eight" shape, so that one of the nozzles is arranged in the direction of rotation of the airflow in the combustion chamber housing, and the other nozzle is arranged in the opposite direction of rotation of the airflow in the combustion chamber housing.

[0009] Preferably, the axis of the ignition head is arranged parallel to the axis of the combustion chamber shell, and the axis of the nozzle is arranged perpendicular to the axis of the combustion chamber shell.

[0010] Preferably, two first mounting holes are provided on the inlet end face of the combustion chamber shell, and the two ignition heads pass through the two first mounting holes and are fixedly connected to the combustion chamber shell.

[0011] Preferably, two second mounting holes are provided on the side wall of the combustion chamber shell, and the two nozzles respectively pass through the two second mounting holes and are fixedly connected to the side wall of the combustion chamber shell.

[0012] Preferably, the connection between the center points of the two first mounting holes is a line of symmetry, and the two nozzles are symmetrically arranged on both sides of the line of symmetry.

[0013] This utility model discloses the following technical effects: the airflow enters the combustion chamber shell from the inlet and flows forward in a rotating manner towards the outlet. The fuel sprayed by the nozzle arranged in the same direction as the airflow rotation is atomized and then ignited by the jet force and the airflow. The fuel sprayed by the nozzle arranged in the opposite direction of the airflow rotation is atomized and highly diffused by the high-speed airflow and then contacts the ignited fuel for combustion, thus achieving the function of refueling, avoiding the impact on the ignited flame, increasing the degree of combustion, and improving the ignition effect. Attached Figure Description

[0014] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0015] Figure 1 This is a schematic diagram of the structure of this utility model;

[0016] Figure 2 This is a schematic diagram of the nozzle arrangement structure of this utility model.

[0017] In the diagram: 1. Combustion chamber shell; 2. Inlet; 3. Nozzle; 4. First mounting hole. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0019] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] Reference Figures 1-2 This utility model provides a combustion chamber that solves the problem of starting a turbojet engine with a large inflow at high altitude, comprising:

[0021] The combustion chamber shell 1 has an inlet 2 and an outlet at opposite ends;

[0022] Two ignition heads are installed at the inlet end of the combustion chamber shell 1, and the ignition end of the ignition head extends into the combustion chamber shell 1.

[0023] Two nozzles 3 are installed on the side wall of the combustion chamber shell 1. The spraying end of the nozzle 3 extends into the combustion chamber shell 1 and faces the ignition head. The two nozzles 3 are located on both sides of the ignition head and are arranged in a "figure-eight" shape, so that one nozzle 3 is arranged in the direction of the rotation of the airflow in the combustion chamber shell 1, and the other nozzle 3 is arranged in the opposite direction of the rotation of the airflow in the combustion chamber shell 1.

[0024] A combustion chamber is a device in which fuel or propellant is burned to generate high-temperature gas. It is a combustion device made of high-temperature resistant alloy material and includes a diffuser, a combustion chamber shell, a flame tube, a fuel nozzle, and an ignition device. This utility model is based on existing combustion chamber technology and makes structural improvements to the arrangement of the nozzles and ignition heads installed on the combustion chamber shell. Therefore, the focus is on describing the arrangement of the ignition heads and nozzles. The rest are existing technologies and will not be described in detail here.

[0025] In some alternative embodiments, the axis of the ignition head is arranged parallel to the axis of the combustion chamber housing 1, and the axis of the nozzle 3 is arranged perpendicular to the axis of the combustion chamber housing 1.

[0026] In some optional embodiments, two first mounting holes 4 are provided on the inlet end face of the combustion chamber shell 1, and the two ignition heads pass through the two first mounting holes 4 respectively and are fixedly connected to the combustion chamber shell 1.

[0027] In some optional embodiments, two second mounting holes are provided on the side wall of the combustion chamber housing 1, and two nozzles 3 pass through the two second mounting holes and are fixedly connected to the side wall of the combustion chamber housing 1.

[0028] In some alternative embodiments, the connection between the center points of the two first mounting holes 4 is a line of symmetry, and the two nozzles 3 are symmetrically arranged on both sides of the line of symmetry.

[0029] Airflow enters the combustion chamber shell 1 through the inlet and flows in a rotating manner towards the outlet of the combustion chamber shell 1. The fuel sprayed by the nozzles 3 arranged in the same direction as the rotation of the airflow is atomized and then ignited by the injection force and the airflow. The fuel sprayed by the nozzles 3 arranged in the opposite direction of the rotation of the airflow is atomized and highly diffused by the high-speed airflow before contacting the ignited fuel and burning. This process achieves the effect of refueling, avoids the ignited flame being impacted, increases the degree of combustion, and improves the ignition effect.

[0030] In the description of this utility model, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "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 this utility model and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0031] The embodiments described above are merely preferred embodiments of the present utility model and are not intended to limit the scope of the present utility model. Various modifications and improvements made to the technical solutions of the present utility model by those skilled in the art without departing from the spirit of the present utility model should fall within the protection scope defined by the claims of the present utility model.

Claims

1. A combustion chamber for solving the difficulty of starting a turbojet engine with large airflow at high altitude, characterized in that, include: The combustion chamber shell (1) has an inlet (2) and an outlet at opposite ends; Two ignition heads are installed at the inlet end of the combustion chamber shell (1), and the ignition end of the ignition head extends into the combustion chamber shell (1). Two nozzles (3) are installed on the side wall of the combustion chamber housing (1). The injection end of the nozzle (3) extends into the combustion chamber housing (1) and faces the ignition head. The two nozzles (3) are located on both sides of the ignition head. The two nozzles (3) are arranged in a "figure-eight" shape, so that one of the nozzles (3) is arranged in the direction of rotation of the airflow in the combustion chamber housing (1), and the other nozzle (3) is arranged in the opposite direction of rotation of the airflow in the combustion chamber housing (1).

2. The combustion chamber for solving the problem of starting a turbojet engine with large airflow at high altitude, as described in claim 1, is characterized in that: The axis of the ignition head is parallel to the axis of the combustion chamber shell (1), and the axis of the nozzle (3) is perpendicular to the axis of the combustion chamber shell (1).

3. The combustion chamber for solving the problem of starting a turbojet engine with large airflow at high altitude as described in claim 1, characterized in that: Two first mounting holes (4) are provided on the inlet end face of the combustion chamber shell (1), and the two ignition heads pass through the two first mounting holes (4) respectively and are fixedly connected to the combustion chamber shell (1).

4. The combustion chamber for solving the problem of starting a turbojet engine with large airflow at high altitude, as described in claim 1, is characterized in that: Two second mounting holes are provided on the side wall of the combustion chamber shell (1), and the two nozzles (3) pass through the two second mounting holes respectively and are fixedly connected to the side wall of the combustion chamber shell (1).

5. The combustion chamber for solving the problem of starting a turbojet engine with large airflow at high altitude, as described in claim 3, is characterized in that: The connection between the center points of the two first mounting holes (4) is a line of symmetry, and the two nozzles (3) are symmetrically arranged on both sides of the line of symmetry.

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