A main combustion stage fuel injector and an aero-engine fuel injection device

Abstract

This application discloses a main combustion stage fuel injector and an aero-engine fuel injection device. The main combustion stage fuel injector is annularly arranged and has a first annular end and a second annular end. An annular oil groove is defined on the inner side of the main combustion stage fuel injector. The first annular end has an inlet communicating with the annular oil groove. The second annular end has a plurality of injection holes arranged sequentially along its circumferential direction. The injection holes are circumferentially and inclined forward. Fuel enters the annular oil groove from the inlet and is dispersed into each injection hole. Because the injection holes are circumferentially and inclined forward, each injection hole sprays fuel out circumferentially at an angle. At this time, with the assistance of the spiral airflow, the fuel moves in a spiral motion. As a result, the fuel can move towards the forward space between adjacent injection holes, and the movement space of the fuel is effectively improved, so that the fuel can be better dispersed in the main combustion stage channel for mixing with air.

Description

Technical Field

[0001] This application relates to the technical field of aero-engines, and more particularly to a main combustion stage fuel injector and an aero-engine fuel injection device. Background Technology

[0002] The combustion chamber is known as the "heart" of an aircraft engine. Its main function is to convert the chemical energy of fuel into heat energy through combustion, and then exhaust the high-temperature gas to impact the turbine.

[0003] In related technologies, the combustion chamber is divided into two combustion zones: a central pre-combustion zone, which typically operates in diffusion combustion mode; and a peripheral main combustion zone, where the proportion of main combustion fuel supplied is much greater than that of pre-combustion fuel when the engine is operating at high power. The main combustion fuel can be pre-mixed with the airflow, and this pre-mixed fuel is injected into the main combustion zone of the combustion chamber. This pre-mixed fuel helps achieve uniform combustion, reducing emissions and the outlet temperature distribution coefficient.

[0004] The combustion chamber is equipped with a main combustion stage fuel injection device, which injects main combustion stage fuel into the main combustion stage combustion zone. Specifically, a main combustion stage channel is provided on the inner side of the main combustion stage fuel injection device. An injection channel extending to the inner circumference of the inner wall of the main combustion stage channel is formed. The main combustion stage fuel injection device injects main combustion stage fuel towards the outer wall of the main combustion stage channel through the injection channel, thereby achieving lateral cross-flow injection of the main combustion stage fuel within the main combustion stage channel. The main combustion stage channel is equipped with a premixing structure, such as a main combustion stage pre-film plate located on the main combustion stage fuel injection path or a premixing section located at the opening of the main combustion stage channel. Therefore, the premixing structure ensures that the main combustion stage fuel is fully premixed within the main combustion stage channel.

[0005] However, the main combustion stage fuel injection device usually uses direct injection to inject fuel into the main combustion stage passage, which may result in poor fuel-air mixing and incomplete combustion. Utility Model Content

[0006] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a main combustion stage fuel injector and an aero-engine fuel injection device, which enables the fuel to be fully mixed with air after being injected.

[0007] In a first aspect, embodiments of this application provide a main combustion stage fuel injector for an aero-engine. The main combustion stage fuel injector is arranged in a ring shape and has a first annular end and a second annular end. An annular oil groove is defined on the inner side of the main combustion stage fuel injector. The first annular end is provided with an oil inlet that communicates with the annular oil groove. The second annular end is provided with a plurality of fuel injection holes in sequence along its circumferential direction. The fuel injection holes are arranged circumferentially and inclined forward.

[0008] According to some embodiments of the present invention, on the cross-section of the main combustion stage fuel injector, the projection of the fuel injection direction of the fuel injection hole onto the cross-section is the tangential direction of the fuel injection hole at the second annular end.

[0009] According to some embodiments of the present invention, the injection angle of the injection hole is set between 30 degrees and 80 degrees relative to the transverse interface of the main combustion stage fuel injector.

[0010] According to some embodiments of the present invention, along the circumferential direction of the second annular end, a plurality of protrusions are sequentially provided on the second annular end face, and the oil injection hole is inclinedly disposed on the circumferentially oriented side of the protrusion; or, along the circumferential direction of the second annular end, a plurality of recesses are sequentially provided on the second annular end face, and the oil injection hole is inclinedly disposed on the circumferentially oriented side of the recess.

[0011] According to some embodiments of the present invention, if the second annular end is provided with a protrusion, the protrusion is provided with a first inclined surface in its circumferential direction, the oil injection hole is provided on the first inclined surface, and the oil injection direction of the oil injection hole is perpendicular to the first inclined surface.

[0012] According to some embodiments of the present invention, the protrusion is provided with a second inclined surface opposite to the inclined surface in its circumferential direction, and the inclination angle of the second inclined surface is smaller than the inclination angle of the first inclined surface.

[0013] According to some embodiments of the present invention, the end of the protrusion is provided with a circumferential plane connecting the first inclined surface and the second inclined surface.

[0014] According to some embodiments of the present invention, along the axial direction of the main combustion stage fuel injector, the main combustion stage fuel injector includes an injection part and a fuel injection part, the thickness of the fuel injection part is gradually reduced, wherein the annular oil groove is disposed in the injection part, and the fuel injection hole is disposed in the fuel injection part.

[0015] According to some embodiments of the present invention, along the axial direction of the main combustion stage fuel injector, the fuel injection section extends and is provided with a transfer hole, one end of the transfer hole is connected to the annular oil groove, and the other end is connected to the fuel injection hole; or, the fuel injection hole is inclinedly disposed in the fuel injection section so as to be connected to the annular oil groove.

[0016] Secondly, embodiments of this application provide a main combustion stage fuel injection device, comprising:

[0017] The aforementioned main combustion-grade fuel injection components;

[0018] The outer ring portion of the main combustion stage includes at least a first outer ring portion and a second outer ring portion connected in the axial direction;

[0019] The main combustion stage inner ring portion includes at least a first inner ring portion and a second inner ring portion connected in the axial direction. The main combustion stage inner ring portions are spaced apart and disposed inside the main combustion stage outer ring portion, and are coaxially arranged. A swirl channel is formed between the first inner ring portion and the first outer ring portion, and a main combustion stage channel is formed between the second inner ring portion and the second outer ring portion. The port of the main combustion stage channel away from the swirl channel is a channel port for communicating with the combustion chamber.

[0020] The main combustion stage fuel injector is spaced between the outer ring and the inner ring of the main combustion stage and is coaxially arranged. The section of the main combustion stage fuel injector with the fuel inlet is located in the swirl channel, and outer swirl vanes are provided between the injector and both the first outer ring and the first inner ring. An inner swirl vane is provided between the first injection section and the first inner ring. The section of the main combustion stage fuel injector with the fuel injection hole is located in the main combustion stage channel.

[0021] As can be seen from the above technical solutions, the embodiments of this application have the following advantages: When the main combustion stage fuel injector is applied to an aero-engine, the spiral channels on the inner and outer sides of the main combustion stage fuel injector form a spiral airflow that passes through the fuel injection direction of the main combustion stage fuel injector. Simultaneously, fuel enters the annular fuel groove from the inlet and is dispersed into each injection hole within the annular fuel groove. Because the injection holes are circumferentially and inclined forward, each injection hole sprays fuel out circumferentially at an angle. At this time, with the assistance of the spiral airflow, the fuel moves in a spiral motion. Therefore, the fuel can move towards the forward space between adjacent injection holes, effectively increasing the fuel's movement space. This allows the fuel to be better dispersed in the main combustion stage channel for mixing with air, thereby ensuring complete combustion of the fuel in subsequent stages. Attached Figure Description

[0022] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0023] Figure 1 This is a partial structural schematic diagram of the main combustion stage fuel injection device in an embodiment of this utility model;

[0024] Figure 2 This is a schematic diagram of the structure of the first type of main combustion stage fuel injector in the embodiments of this utility model;

[0025] Figure 3 This is a cross-sectional view of the main combustion stage fuel injector in an embodiment of the present invention.

[0026] Figure 4 for Figure 2 Enlarged schematic diagram of region A in the middle;

[0027] Figure 5This is a schematic diagram of the structure of the second type of main combustion stage fuel injector in this embodiment of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure of the third type of main combustion stage fuel injector in this embodiment of the present invention;

[0029] Figure 7 This is a schematic diagram of the main combustion stage fuel injection device in an embodiment of this utility model.

[0030] Figure label:

[0031] 100. Main combustion stage fuel injector; 110. Fuel injection section; 111. First annular end; 112. Fuel inlet; 113. Annular oil groove; 120. Fuel injection section; 121. Second annular end; 123. Transfer hole; 124. Transfer groove; 130. Protrusion; 131. First inclined surface; 132. Second inclined surface; 133. Fuel injection hole; 134. Circumferential plane; 200. Main combustion stage outer ring; 210. First outer ring; 220. Second outer ring; 300. Main combustion stage inner ring; 310. First inner ring; 320. Second inner ring; 401. Swirl channel; 402. Main combustion stage channel; 403. Swirl blade. Detailed Implementation

[0032] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0033] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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 this utility model.

[0034] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0035] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0036] In the description of this utility model, the terms "one embodiment," "some embodiments," "illustrative embodiment," "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 this utility model. 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.

[0037] This application discloses a main combustion stage fuel injector 100. Please refer to [link / reference]. Figures 1 to 3 The main combustion stage fuel injector 100 is arranged in a ring shape and has a first annular end 111 and a second annular end 121. The inner side of the main combustion stage fuel injector 100 defines an annular oil groove 113. The first annular end 111 is provided with an oil inlet 112 communicating with the annular oil groove 113. The second annular end 121 is provided with a plurality of fuel injection holes 133 in sequence along its circumferential direction. The fuel injection holes 133 are circumferentially and inclined forward. Here, "circumferentially and inclined forward" means that the fuel injection holes 133 are circumferentially oriented and inclined towards the front of the main combustion stage fuel injector 100.

[0038] Specifically, in an aero-engine, the main combustion stage fuel injector 100 forms a spiral airflow through its inner and outer spiral channels along the injection direction. Simultaneously, fuel enters the annular fuel groove 113 from the inlet and is dispersed into each injection hole 133. Since the injection holes 133 are circumferentially oriented and tilted forward, they eject fuel circumferentially at an angle. With the assistance of the spiral airflow, the fuel moves in a spiral motion, allowing it to move towards the forward space between adjacent injection holes 133. This effectively increases the fuel's movement space, enabling better dispersion of the fuel within the main combustion stage passage 402 for mixing with air, thus ensuring complete combustion in subsequent stages.

[0039] In some embodiments, the projection of the injection direction of the injection hole 133 onto the cross-section of the main combustion stage fuel injector 100 is the tangential direction of the injection hole 133 at the second annular end 121. It is understood that the above-described arrangement of the injection holes 133 effectively utilizes the rotational effect generated by tangential motion in fluid dynamics, bringing significant advantages in mixing, atomization, and uniform distribution. Specifically, tangential injection causes the injected fuel to form a rotating vortex within the annular space. This rotational motion significantly increases the contact area and turbulence intensity between the fuel and the surrounding gas, promoting rapid and thorough mixing. In the burner, the tangentially injected fuel forms a strong vortex with the air, accelerating fuel evaporation and fuel-air mixing, reducing localized rich or lean fuel areas, improving combustion efficiency, and reducing pollutant emissions (such as soot and NOx). Furthermore, during tangential fuel injection, the medium is ejected along the tangential direction of the annular channel under the action of centrifugal force. The strong shearing effect generated by centrifugal force and velocity gradient makes the ejected oil film or column more easily broken into fine droplets, resulting in more uniform and finer atomized particles. This is particularly important in fuel injection systems: smaller droplets have a larger specific surface area, allowing them to react with oxygen more quickly, reducing unburned fuel residue and improving energy utilization; and the rotating flow field formed by tangential fuel injection has a certain "dwelling effect," which prolongs the residence time of the medium in the annular space, providing more time for combustion or heat exchange.

[0040] In some embodiments, please refer to Figures 2 to 4 Relative to the transverse interface of the main combustion stage fuel injector 100, the injection angle of the fuel injection hole 133 is set between 30 and 80 degrees, or in other words, the forward tilt angle of the fuel injection hole 133 is set between 30 and 80 degrees. This setting provides a suitable injection angle for the fuel injection hole 133. After fuel is injected from the fuel injection hole 133, the fuel not only possesses a sufficiently large forward force to allow it to move smoothly forward within the main combustion stage passage 402, but also a sufficiently large circumferential force to allow it to move circumferentially within the main combustion stage passage 402 under the action of a spiral airflow. This ensures thorough mixing of the fuel and air within the main combustion stage passage 402, resulting in complete combustion.

[0041] In some embodiments, please refer to Figures 3 to 4Along the circumferential direction of the second annular end 121, a plurality of protrusions 130 are sequentially provided on the surface of the second annular end 121. The number of injection holes 133 and protrusions 130 is also arranged, and they are all inclinedly positioned on the circumferentially facing side of the protrusions 130. It can be understood that, through the arrangement of the protrusions 130, during the fabrication of the injection holes 133, the cutting tool can easily create injection holes 133 that penetrate the annular oil groove 113 on the main combustion stage fuel injector 100 via the protrusions 130. Simultaneously, in application, with the preceding protrusion 130 located in the circumferential direction of the injection hole 133 on the following protrusion 130, the protrusions 130 have a shielding effect on the spiral airflow during circumferential rotation, thereby effectively reducing the spiral airflow towards the injection hole 133, and further effectively reducing the spiral airflow towards the injection hole 133, thus increasing the mixing of fuel and air.

[0042] Instead of the aforementioned protrusion 130, in other possible embodiments, a plurality of recesses are sequentially provided on the surface of the second annular end 121 along the circumferential direction, and the injection hole 133 is disposed on the side of the recess in the circumferential direction. It is understood that, through the recesses, the injection hole 133 can be easily formed in the main combustion stage fuel injector 100 by the tool through the recesses, creating an injection hole 133 that penetrates the annular oil groove 113. Simultaneously, in application, the injection hole 133 is disposed within the recesses, and during the circumferential rotation of the spiral airflow, the recesses have a shielding effect on the spiral airflow, thereby effectively reducing the flow of the spiral airflow toward the injection hole 133, and further effectively reducing the flow of the spiral airflow toward the injection hole 133, thus increasing the mixing of fuel and air.

[0043] In some embodiments, please refer to Figure 3 and Figure 4 The protrusion 130 has a first inclined surface 131 facing circumferentially. The oil nozzle of the oil injection hole 133 is disposed on the first inclined surface 131, and the oil injection direction of the oil injection hole 133 is perpendicular to the first inclined surface 131. It can be understood that by setting the first inclined surface 131, the tool can conveniently open the oil injection hole 133 perpendicular to the first inclined surface 131, thereby conveniently preparing the required oil injection hole 133. At the same time, by setting the first inclined surface 131, along the protrusion direction of the protrusion 130, the distance between the first inclined surface 131 of the subsequent protrusion 130 and the previous protrusion 130 gradually increases, thereby avoiding the small distance between adjacent protrusions 130, and thus allowing the tool to conveniently extend between two protrusions 130 to open the oil injection hole 133 on the first inclined surface 131.

[0044] Furthermore, the protrusion 130 has a second inclined surface 132 opposite to the first inclined surface in its circumferential direction. The inclination angle of the second inclined surface 132 is smaller than that of the first inclined surface 131, or in other words, the slope of the second inclined surface 132 is smaller than that of the first inclined surface 131. It can be understood that by setting the second inclined surface 132, and with its slope being smaller than that of the first inclined surface 131, the protrusion 130 reduces the flow of spiral airflow towards the injection hole 133 while not interfering with the outward injection of fuel. Since the slope of the second inclined surface 132 is smaller than that of the first inclined surface 131, the spread between the first inclined surface 131 and the second inclined surface 132 along the protruding direction of the protrusion 130 is sufficiently large, thereby avoiding a small distance between adjacent protrusions 130. This allows the tool to easily extend between the two protrusions 130 to create the injection hole 133 on the first inclined surface 131.

[0045] Furthermore, the end of the protrusion 130 is provided with a circumferential plane 134 connecting the first inclined surface 131 and the second inclined surface 132. It can be understood that by setting the circumferential plane 134, the height of the protrusion 130 can be effectively avoided, thereby effectively preventing the protrusion 130 from blocking the injection path of the fuel injection hole 133, so as to ensure that the fuel does not mix poorly with the space during the spiral motion.

[0046] In some embodiments, please refer to Figure 3 and Figure 4 Along the axial direction of the main combustion stage fuel injector 100, the main combustion stage fuel injector 100 includes a fuel injection section 110 and a fuel injection section 120. The thickness of the fuel injection section 120 gradually decreases in the direction away from the fuel injection section 110. It is understood that the fuel injection section 120, with the aforementioned structural form, enhances the fuel abrasion effect. The presence of the fuel injection section 120 alters the flow field state during fuel injection. When high-pressure fuel is injected from the injection hole 133, the fuel injection section 120 creates mechanical disturbance to the fuel jet, making it easier for the jet to break into fine fuel droplets. Compared to a smooth nozzle, the fuel injection section 120 increases the contact area between fuel and air, improving mixing uniformity and laying the foundation for complete combustion. Guiding airflow mixing: In the high-speed airflow environment of the engine combustion chamber, the fuel injection section 120 can change the local airflow direction, forming vortices or turbulence. These airflow movements can carry fuel droplets, promote rapid mixing of fuel and air, and avoid local high temperature, carbon deposits or reduced combustion efficiency caused by insufficient mixing. The annular oil groove 113 and the fuel injection hole 133 adopt the above arrangement, and the annular oil groove 113 and the fuel injection hole 133 can be conveniently set on the main combustion stage fuel injection component 100.

[0047] The annular oil groove 113 is disposed within the oil injection section 110, the oil inlet 112 is disposed at the end of the oil injection section 110 away from the oil spray section 120, and the oil spray hole 133 is disposed on the oil spray section 120 and partially extends into the oil injection section 110 to communicate with the annular oil groove 113. It is understood that the oil injection section 110 has sufficient thickness to define a sufficiently large annular oil groove 113 for distributing oil to each oil spray hole 133. The thickness of the oil spray section 120 gradually decreases, allowing the oil spray holes 133 to be conveniently disposed on the oil spray section 120.

[0048] In some embodiments, please refer to Figure 3 Along the axial direction of the main combustion stage fuel injector 100, a plurality of transfer holes 123 are sequentially provided along the circumferential direction at the end of the annular oil groove 113 away from the oil inlet 112. That is, one end of each transfer hole 123 is connected to the annular oil groove 113, and each transfer hole 123 is connected to the fuel injection hole 133. It can be understood that by setting the transfer holes 123, one end of the transfer hole 123 extends into the fuel injection section 110 to connect with the annular oil groove 113, and the other end extends into the fuel injection section 120 to connect with the fuel injection hole 133. This setting can effectively shorten the distance of the fuel injection hole 133 to connect with the annular oil groove 113, and the manufacturing difficulty of the fuel injection hole 133 is effectively reduced. Of course, please refer to Figure 6 The oil injection hole 133 can also be inclinedly disposed on the oil injection part 120 and extend to the oil injection part 110 to communicate with the annular oil groove 113.

[0049] In alternatives to the aforementioned transfer hole 123, please refer to other possible embodiments. Figure 5 Along the axial direction of the main combustion stage fuel injector 100, the fuel injection section 120 is provided with a transfer groove 124 that communicates with the annular oil groove 113. The width of the transfer groove 124 is smaller than the width of the annular oil groove 113 to accommodate the thickness of the fuel injection section 120. The fuel injection hole 133 is inclinedly disposed on the fuel injection section 120 to communicate with the transfer groove 124.

[0050] This application also discloses an aircraft engine fuel injection device; please refer to [link / reference needed]. Figure 1 and Figure 7The system includes the aforementioned main combustion stage fuel injector 100, main combustion stage outer ring portion 200, and main combustion stage inner ring portion 300. The main combustion stage outer ring portion 200 includes at least two connected first outer ring portions 210 and second outer ring portions 220 along the axial direction. The main combustion stage inner ring portion 300 includes at least two connected first inner ring portions 310 and second inner ring portions 320 along the axial direction. The main combustion stage inner ring portions 300 are spaced apart inside the main combustion stage outer ring portion 200 and coaxially arranged. A swirl channel 401 is formed between the first inner ring portion 310 and the first outer ring portion 210, and a main combustion stage channel 402 is formed between the second inner ring portion 320 and the second outer ring portion 220. The port of the primary combustion stage channel 402 away from the swirl channel 401 is a channel opening for communication with the combustion chamber; wherein, the main combustion stage fuel injector 100 is spaced apart between the outer ring portion 200 and the inner ring portion 300 of the main combustion stage and is coaxially arranged, the section of the main combustion stage fuel injector 100 having an inlet 112 is located in the swirl channel 401, and outer swirl vanes 403 are provided between the first outer ring portion 210 and the first inner ring portion 310, and inner swirl vanes 403 are provided between the first injection section and the first inner ring portion 310, and the section of the main combustion stage fuel injector 100 having the injection hole 133 is located in the main combustion stage channel 402.

[0051] Specifically, the pressurized airflow enters the swirl channel 401 through the air inlet at the rear end of the swirl channel 401. Part of the airflow enters the swirl channel 401 between the main combustion stage injector 100 and the first outer ring 210, and flows into the main combustion stage channel 402 through a spiral channel formed by the outer swirl blades 403. This part of the airflow flows spirally toward the channel opening and flows through the channel opening to the main combustion stage flame zone of the combustion chamber. Similarly, another part of the airflow enters the swirl channel 401 between the main combustion stage injector 100 and the first inner ring 310, and flows into the main combustion stage channel 402 through a spiral channel formed by the inner swirl blades 403. This part of the airflow flows spirally toward the channel opening and flows through the channel opening to the main combustion stage flame zone of the combustion chamber. In this process, the spiral channels on the inner and outer sides of the main combustion stage fuel injector 100 form a spiral airflow. As fuel enters the annular fuel groove 113 from the inlet in the injection direction of the main combustion stage fuel injector 100, it is dispersed into each fuel injection hole 133. Since the fuel injection holes 133 are circumferentially and inclined forward, each fuel injection hole 133 sprays fuel out circumferentially at an angle. At this time, with the assistance of the spiral airflow, the fuel moves in a spiral motion. As a result, the fuel can move towards the forward space between adjacent fuel injection holes 133, and the movement space of the fuel is effectively improved. This allows the fuel to be better dispersed in the main combustion stage channel 402 to mix with air, thereby ensuring that the fuel is fully burned in the flame zone.

[0052] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.

Claims

1. A main combustion stage fuel injector, used in an aero engine, characterized in that, The main combustion stage fuel injector is arranged in a ring shape and has a first annular end and a second annular end. The inner side of the main combustion stage fuel injector defines an annular oil groove. The first annular end is provided with an oil inlet that communicates with the annular oil groove. The second annular end is provided with a plurality of fuel injection holes in sequence along its circumferential direction. The fuel injection holes are arranged circumferentially and inclined forward.

2. The main combustion-grade fuel injection component according to claim 1, characterized in that, On the cross-section of the main combustion stage fuel injector, the projection of the injection direction of the fuel injection hole onto the cross-section is the tangential direction of the fuel injection hole at the second annular end.

3. The main combustion-grade fuel injection component according to claim 1, characterized in that, The injection angle of the injection hole is set between 30 degrees and 80 degrees relative to the transverse interface of the main combustion stage fuel injector.

4. The main combustion-grade fuel injection component according to claim 1, characterized in that, Along the circumferential direction of the second annular end, the second annular end face is provided with a plurality of protrusions in sequence, and the oil injection hole is inclinedly disposed on the side of the protrusion facing circumferentially; or, along the circumferential direction of the second annular end, the second annular end face is provided with a plurality of recesses in sequence, and the oil injection hole is inclinedly disposed on the side of the recess facing circumferentially.

5. The main combustion-grade fuel injection component according to claim 1, characterized in that, If the second annular end is provided with a protrusion, the protrusion is provided with a first inclined surface in its circumferential direction, the oil injection hole is provided on the first inclined surface, and the oil injection direction of the oil injection hole is perpendicular to the first inclined surface.

6. The main combustion-grade fuel injection component according to claim 5, characterized in that, The protrusion has a second inclined surface opposite to the first inclined surface in its circumferential direction, and the inclination angle of the second inclined surface is smaller than that of the first inclined surface.

7. The main combustion-grade fuel injection component according to claim 6, characterized in that, The end of the protrusion is provided with a circumferential plane connecting the first inclined surface and the second inclined surface.

8. The main combustion-grade fuel injection component according to claim 1, characterized in that, Along the axial direction of the main combustion stage fuel injector, the main combustion stage fuel injector includes an injection part and an injection part. The thickness of the injection part gradually decreases. The annular oil groove is disposed in the injection part, and the injection hole is disposed in the injection part.

9. The main combustion-grade fuel injection component according to claim 8, characterized in that, Along the axial direction of the main combustion stage fuel injector, the fuel injection section is provided with a transfer hole, one end of which is connected to the annular fuel groove, and the other end is connected to the fuel injection hole; or, Along the axial direction of the main combustion stage fuel injector, the fuel injection section is provided with a transfer groove communicating with the annular fuel groove, and the fuel injection hole is inclinedly disposed in the fuel injection section to communicate with the transfer groove; or, The oil injection hole is inclinedly disposed on the oil injection section so as to communicate with the annular oil groove.

10. A fuel injection device for an aircraft engine, characterized in that, include: The main combustion-grade fuel injection component according to any one of claims 1 to 9; The outer ring portion of the main combustion stage includes at least a first outer ring portion and a second outer ring portion connected in the axial direction; The main combustion stage inner ring portion includes at least a first inner ring portion and a second inner ring portion connected in the axial direction. The main combustion stage inner ring portions are spaced apart and disposed inside the main combustion stage outer ring portion, and are coaxially arranged. A swirl channel is formed between the first inner ring portion and the first outer ring portion, and a main combustion stage channel is formed between the second inner ring portion and the second outer ring portion. The port of the main combustion stage channel away from the swirl channel is a channel port for communicating with the combustion chamber. The main combustion stage fuel injector is spaced between the outer ring and the inner ring of the main combustion stage and is coaxially arranged. The section of the main combustion stage fuel injector with the fuel inlet is located in the swirl channel, and outer swirl vanes are provided between the main combustion stage fuel injector and the first outer ring and the first inner ring. Inner swirl vanes are provided between the first injection section and the first inner ring. The section of the main combustion stage fuel injector with the fuel injection hole is located in the main combustion stage channel.

Images