Atomization and fuel injection device for aircraft and fuel injection method

Abstract

An atomization and fuel injection device for an aircraft and a fuel injection method. The atomization and fuel injection device comprises an outer housing (8), a fuel injector, and an auxiliary atomizer, wherein the outer housing (8) has a cavity structure, and an upper surface of the outer housing (8) is provided with an auxiliary gas inlet (10) and at least one fuel inlet (11); the fuel injector is arranged inside the outer housing (8) and comprises a fuel storage cavity (1), a mixing chamber (4), and a fuel injection hole (13); and the auxiliary atomizer is arranged inside the fuel injector and comprises an auxiliary gas storage cavity (6) and a rotational flow hole (5) formed on a side wall of the auxiliary gas storage cavity (6). By means of a structural design and a reverse cyclone manner, the blending of fuel and auxiliary atomization gas is enhanced, the uniformity of a bubble flow is ensured, and the amount of the auxiliary gas is reduced. The flow area of the fuel injection hole (13) is changed by means of a pneumatic throat to achieve real-time regulation and control of the flow rate, and the characteristic of the regulation and control of the flow rate in a wide range and transient fuel flow rate response are achieved.

Description

Aircraft atomizing combustion device and combustion method

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 7, 2023, with application number 202311673639.1 and invention name “A kind of aircraft atomizing spraying device and spraying method”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The invention relates to an aircraft atomizing combustion device and a combustion method, belonging to the technical field of wide-range combustion devices. Background Art

[0003] With the increasing use of space and the development of space activities, the demand for space transportation systems to be "fast, flexible, reliable, and affordable" has emerged. These requirements include: the ability to rapidly deploy, reconfigure, expand, and maintain space systems; flexible and responsive response capabilities; safe and reliable access to and from space; and the ability to significantly reduce space transportation costs. Space-air integration has become a key trend in aerospace development, from near-space to deep space exploration, marking a new frontier in competition among major powers. New propulsion systems adapted to this integration will be the "heart" of future aerospace vehicles, necessitating innovative research.

[0004] Combined propulsion is an ideal propulsion system for aerospace flight, and its fuel injection technology is a hot topic that urgently needs breakthroughs. When a combined propulsion engine operates within a wide range (Ma0-10+), after the airflow passes through the inlet duct, isolator, and other rectifying and compression components, the combustion chamber operates within a Mach number range of 0-4, and the pressure fluctuation range within the combustion chamber covers 5-20atm. To ensure reliable and stable engine performance, a wide range of efficient operation of the combustion chamber is a prerequisite. Within the entire combustion chamber operating process, fuel transport (injection, fragmentation, atomization, and mixing) accounts for nearly 60% of the time, and fuel transport determines combustion efficiency. In short, for air-breathing combined propulsion engines, fuel injection and mixing technology have always been key technologies in air-breathing combined propulsion engine research.

[0005] In the context of thrust requirements over a wide speed range and high maneuverability, efficient atomization of propellant and large-ratio flow regulation are indispensable. However, the existing jet atomization technology is not sufficient to match the design performance of the engine, which is mainly reflected in unsatisfactory atomization efficiency, delayed flow response, and limited regulation range.

[0006] Therefore, in view of the above technical deficiencies, it is necessary to design a fuel atomization spraying device based on high efficiency and wide adaptability.

[0007] Summary of the Invention

[0008] The technical problem to be solved by the present invention is: to overcome the shortcomings of the existing technology and provide an aircraft atomizing spray-burning device and a spray-burning method. The spray-burning device uses the reverse airflow vortex to enhance the gas-liquid mixing inside the nozzle, and has the characteristics of high atomization efficiency and rapid response; at the same time, the fuel flow rate can be further adjusted by using a pneumatically adjustable throat to achieve large-ratio flow control, further enhance the fuel atomization effect, and improve the response speed.

[0009] The technical solution adopted by the present invention to solve its technical problem is:

[0010] An aircraft atomizing combustion device, comprising:

[0011] The outer shell is a cavity structure, and an auxiliary gas inlet and at least one fuel inlet are provided on the upper surface;

[0012] The fuel injector is disposed within the outer shell and includes a fuel storage chamber, a mixing chamber, and a fuel spray hole. The fuel inlet is connected to the fuel storage chamber, the fuel storage chamber is connected to the mixing chamber, and the bottom of the mixing chamber is connected to the fuel spray hole. Fuel enters the fuel storage chamber through the fuel inlet and enters the mixing chamber through the fuel storage chamber outlet. After being mixed with the auxiliary atomized cyclone formed by the auxiliary atomizer in the mixing chamber, it is sprayed outward through the fuel spray hole.

[0013] The auxiliary atomizer is arranged inside the fuel injector and includes an auxiliary gas storage chamber and a swirl hole opened on the side wall of the auxiliary gas storage chamber. The auxiliary gas storage chamber is connected to the auxiliary gas inlet. After the auxiliary atomized gas enters the auxiliary gas storage chamber through the auxiliary gas inlet, it is ejected through the swirl hole to form an auxiliary atomized cyclone in the mixing chamber.

[0014] In the above-mentioned aircraft atomizing combustion device, the auxiliary gas storage chamber passes through the oil storage chamber and enters the mixing chamber, and a swirl hole is provided on the wall surface of the mixing chamber.

[0015] In the above-mentioned aircraft atomizing combustion device, the ratio of the length L1 of the auxiliary gas storage cavity entering the mixing chamber to the length L2 of the mixing chamber is 0.8-0.95:1.

[0016] In the above-mentioned aircraft atomizing combustion device, the oil storage chamber is a cylindrical structure; the mixing chamber is a combination of cylindrical, truncated cone, cylindrical, and truncated cone from top to bottom, and the inner diameter gradually decreases, and the truncated cone bottom at the bottom is connected to the fuel spray hole.

[0017] In the above-mentioned aircraft atomizing combustion device, the ratio of the auxiliary atomizing gas pressure to the fuel pressure is 1.2 to 2:1.

[0018] In the above-mentioned aircraft atomizing combustion device, an end cover is provided in the oil storage chamber, and the end cover is located above the mixing chamber, so that an oil storage chamber outlet is formed between the oil storage chamber and the mixing chamber, and the auxiliary gas storage chamber passes through the oil storage chamber and the end cover and enters the mixing chamber.

[0019] In the above-mentioned aircraft atomizing combustion device, the swirl hole satisfies at least one of the following conditions:

[0020] The swirl holes are arranged in a counterclockwise pattern on the wall of the auxiliary gas storage chamber, generating a reverse cyclone in the opposite direction of the fuel flow.

[0021] The ratio of the square of the diameter Φb of the swirl hole multiplied by the number of the swirl holes to the square of the diameter Φc of the auxiliary gas inlet is 0.75 to 0.9:1.

[0022] In the above-mentioned aircraft atomizing combustion device, the auxiliary air inlet is arranged at the center of the upper surface of the outer shell, and the fuel inlet is arranged around the auxiliary air inlet.

[0023] The above-mentioned aircraft atomizing combustion device also includes an aerodynamic throat assembly arranged in the outer shell, and the aerodynamic throat assembly includes a high-pressure gas inlet, a high-pressure chamber and a high-pressure gas outlet. The high-pressure gas inlet is opened on the side wall of the outer shell, and the high-pressure gas outlet is connected to the fuel spray hole; after the high-pressure gas enters the high-pressure chamber through the high-pressure gas inlet, it is sprayed out through the high-pressure gas outlet to form an aerodynamic throat upstream of the fuel spray hole.

[0024] In the above-mentioned aircraft atomizing combustion device, the high-pressure chamber is a continuous channel opened on the side wall and bottom of the outer shell, and the high-pressure gas outlet is arranged at the bottom of the channel and communicates with the fuel injection hole.

[0025] In the above-mentioned aircraft atomizing combustion device, the high-pressure gas outlet satisfies at least one of the following conditions:

[0026] The ratio of the height L3 of the high-pressure gas outlet to the height L5 of the high-pressure chamber is 0.4-0.5:1;

[0027] The ratio of the distance L4 between the center line of the high-pressure gas outlet and the outlet end face of the fuel injection hole to the diameter Φa of the fuel injection hole is 2 to 5:1.

[0028] In the above-mentioned aircraft atomizing combustion device, the ratio of the pressure of the high-pressure gas to the pressure of the fuel is 1.1 to 10:1.

[0029] In the above-mentioned aircraft atomizing and spraying device, the Mach number range of the aircraft atomizing and spraying device is 0-10.

[0030] An aircraft atomization and combustion method, applied to the above-mentioned atomization and combustion device, comprises:

[0031] After the auxiliary atomizing gas enters the auxiliary gas storage chamber through the auxiliary gas inlet, it is ejected through the swirl hole to form an auxiliary atomizing cyclone in the mixing chamber.

[0032] After the fuel enters the fuel storage chamber through the fuel inlet, it enters the mixing chamber through the fuel storage chamber outlet;

[0033] The auxiliary atomizing cyclone is mixed with the fuel in the mixing chamber and then sprayed outward through the fuel nozzle.

[0034] The above-mentioned aircraft atomization combustion method further includes: after the high-pressure gas enters the high-pressure chamber through the high-pressure gas inlet, it is ejected through the high-pressure gas outlet to form an aerodynamic throat upstream of the fuel injection hole.

[0035] Compared with the prior art, the present invention has at least the following beneficial effects:

[0036] (1) The aircraft atomizing and spraying device provided in the embodiment of the present invention includes a fuel injector and an auxiliary atomizer. Through structural design and the use of reverse cyclonic method, the mixing of fuel and auxiliary atomizing gas is enhanced to ensure the uniformity of the bubble flow, while minimizing the auxiliary gas volume, thereby having high-efficiency atomization characteristics.

[0037] (2) In the embodiment of the present invention, the pneumatic throat very close to the nozzle outlet is further utilized to change the flow area of ​​the nozzle, thereby realizing real-time flow control, having a wide range of flow control characteristics and transient fuel flow response.

[0038] (3) In the embodiment of the present invention, the gas in the pneumatic throat is preferably reused for a second time to further enhance the atomization efficiency. In addition, due to the high efficiency of atomization and the wide adaptability of flow regulation, the present invention can be applied to flight conditions in a wide speed range. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] FIG1 is a cross-sectional view of the structure of an aircraft atomizing combustion device according to an embodiment of the present invention;

[0040] FIG2 is a schematic diagram of a pneumatic throat in an embodiment of the present invention (partially enlarged view of FIG1 );

[0041] FIG3 is a cross-sectional view of a swirl hole in an embodiment of the present invention;

[0042] FIG4 is a schematic diagram of the three-dimensional configuration of the outer shell in an embodiment of the present invention;

[0043] In the figure: 1 is the oil storage chamber, 2 is the oil storage chamber outlet, 3 is the high-pressure chamber, 4 is the mixing chamber, 5 is the swirl hole, 6 is the auxiliary air storage chamber, 7 is the end cover, 8 is the outer shell, 9 is the high-pressure air inlet, 10 is the auxiliary air inlet, 11 is the fuel inlet, 12 is the high-pressure air outlet, 13 is the fuel spray hole, L1 is the length of the auxiliary air storage chamber entering the mixing chamber, L2 is the length of the mixing chamber, L3 is the height of the high-pressure air outlet, L4 is the distance from the pneumatic throat to the spray hole outlet, L5 is the height of the high-pressure chamber, Φa is the fuel spray hole diameter, Φb is the fuel spray hole diameter, and Φc is the fuel spray hole diameter. DETAILED DESCRIPTION

[0044] The present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments:

[0045] As shown in FIG1 , the aircraft atomizing combustion device in the embodiment of the present invention includes an outer shell 8 , a fuel injector, an auxiliary atomizer, and an aerodynamic throat assembly.

[0046] Among them, the outer shell 8 is a cavity structure, and an auxiliary air inlet 10 and at least one fuel inlet 11 are provided on the upper surface. As shown in Figure 3, in an optional embodiment, the auxiliary air inlet 10 is arranged at the center position of the upper surface of the outer shell 8, and multiple fuel inlets 11 are arranged around the auxiliary air inlet 10.

[0047] The fuel injector is housed within an outer housing 8 and includes a fuel reservoir 1, a mixing chamber 4, and a fuel spray hole 13. An end cap 7 is provided within the fuel reservoir 1, positioned above the mixing chamber 4, forming a fuel reservoir outlet 2 between the fuel reservoir 1 and the mixing chamber 4. As shown in Figure 1, in an alternative embodiment, the fuel reservoir 1 is cylindrical, and the mixing chamber 4 is a combination of cylindrical, truncated cone, cylindrical, and truncated cone shapes, with a gradually decreasing inner diameter. The bottom of the truncated cone at the bottom communicates with the fuel spray hole 13. The fuel reservoir 1 communicates with the mixing chamber 4, and the bottom of the mixing chamber 4 communicates with the fuel spray hole 13. A fuel inlet 11 communicates with the fuel reservoir 1. Fuel enters the fuel reservoir 1 through the fuel inlet 11 and then enters the mixing chamber 4 through the fuel reservoir outlet 2. After mixing with the auxiliary atomizing vortex formed by the auxiliary atomizer in the mixing chamber 4, it is sprayed outward through the fuel spray hole 13. Gas is injected into the fuel to enhance atomization performance.

[0048] The auxiliary atomizer is arranged inside the fuel injector and includes an auxiliary gas storage chamber 6 and swirl holes 5 opened on the side wall of the auxiliary gas storage chamber 6. The auxiliary gas storage chamber 6 is connected to the auxiliary gas inlet 10. After the auxiliary atomized gas enters the auxiliary gas storage chamber 6 through the auxiliary gas inlet 10, it is ejected through the swirl holes 5 to form an auxiliary atomized cyclone in the mixing chamber 4. As shown in Figure 1, the auxiliary gas storage chamber 6 passes through the oil storage chamber 1 and the end cover 7 and enters the mixing chamber 4. The swirl holes 5 are opened on part of the wall surface inside the mixing chamber 4. The swirl holes 5 are arranged along the flow direction of the auxiliary gas storage chamber 6. The first row of swirl holes 5 is located below the oil storage chamber outlet 2, acting as a cyclone valve, thereby extending the mixing time of the cyclone and the fuel.

[0049] In an optional embodiment, the ratio of the length L1 of the auxiliary air storage chamber 6 entering the mixing chamber 4 to the length L2 of the mixing chamber 4 is preferably 0.8 to 0.95:1, further ensuring that the cyclone and fuel have sufficient flow time after mixing, thereby achieving a rectifying effect.

[0050] In an optional embodiment, the ratio of the auxiliary gas pressure to the fuel pressure is preferably 1.2 to 2:1, which further ensures that the auxiliary atomized gas can be ejected from the swirl hole 5 to form a cyclone.

[0051] As shown in Figure 3, in an optional embodiment, the swirl holes 5 are preferably arranged counterclockwise to generate a countercurrent vortex in the opposite direction of the fuel flow, further increasing the mixing time between the fuel and the auxiliary atomizing gas, thereby ensuring more efficient atomization. The ratio of the square of the swirl hole diameter Φb multiplied by the number of swirl holes 5 to the square of the auxiliary gas inlet diameter Φc is 0.75 to 0.9:1, further ensuring a sufficiently high velocity for the auxiliary gas vortex to enhance mixing.

[0052] As shown in Figure 1, the pneumatic throat assembly is arranged in the outer shell 8. The pneumatic throat assembly includes a high-pressure gas inlet 9, a high-pressure chamber 3 and a high-pressure gas outlet 12. The high-pressure gas inlet 9 is opened on the side wall of the outer shell 8, and the high-pressure gas outlet 12 is connected to the fuel nozzle 13. After the high-pressure gas enters the high-pressure chamber 3 through the high-pressure gas inlet 9, it is ejected through the high-pressure gas outlet 12, forming a pneumatic throat upstream of the fuel nozzle 13. The flow area of ​​the pneumatic throat is further changed by changing the high-pressure gas pressure to achieve the regulation of the fuel flow rate. At the same time, the injection of high-pressure gas into the fuel further enhances the fuel atomization effect, as shown in Figure 2.

[0053] In an optional embodiment, the high pressure chamber 3 is preferably a continuous curved channel opened in the side wall and bottom of the outer shell 8, similar to a U-shape. The high pressure gas outlet 12 is arranged at the bottom of the channel and communicates with the fuel injection hole 13.

[0054] In an optional embodiment, the ratio of the high-pressure gas outlet height (L3) to the high-pressure chamber height (L5) is preferably 0.4-0.5:1, so as to further ensure that the pneumatic throat has sufficient momentum to regulate the fuel flow, as shown in Figure 2.

[0055] In an optional embodiment, the ratio of the distance (L4) between the pneumatic throat and the nozzle outlet to the fuel nozzle diameter (Φa) is preferably 2 to 5:1, further ensuring the uniformity and atomization efficiency of the fuel after spraying. At the same time, the distance (L4) between the pneumatic throat and the nozzle outlet within this range can ensure the transient response of the fuel flow, as shown in Figure 2.

[0056] In an optional embodiment, the ratio of the high-pressure gas pressure to the fuel pressure is preferably 1.1 to 10, which further ensures that the fuel does not enter the high-pressure chamber 3 while ensuring the adjustable range of the fuel flow rate.

[0057] As shown in FIG. 4 , the auxiliary gas inlet 10 is located at the center of the circumferentially uniformly distributed fuel inlet 11 , and the high-pressure gas inlet 9 is located on the side wall of the outer shell 8 .

[0058] Due to the adjustability of the fuel flow rate and the high-efficiency atomization characteristics of the combustion device in the embodiment of the present invention, the applicable Mach number range is 0-10.

[0059] The present invention provides an aircraft atomization spray method, which is applied to the above-mentioned atomization spray device and specifically includes the following steps:

[0060] 1. After the auxiliary atomizing gas enters the auxiliary gas storage chamber 6 through the auxiliary gas inlet 10, it is ejected through the swirl hole 5 to form an auxiliary atomizing cyclone in the mixing chamber 4;

[0061] 2. After the fuel enters the fuel storage chamber 1 through the fuel inlet 11, it enters the mixing chamber 4 through the fuel storage chamber outlet 2;

[0062] 3. After the auxiliary atomized cyclone is mixed with the fuel in the mixing chamber 4, it is sprayed outward through the fuel injection hole 13.

[0063] After high-pressure gas enters the high-pressure chamber 3 through the high-pressure gas inlet 9, it is ejected through the high-pressure gas outlet 12, forming a pneumatic throat upstream of the fuel injection hole 13 for regulating the fuel flow and enhancing fuel atomization.

[0064] Embodiments of the present invention provide a cyclone-assisted, flow-adjustable, wide-range aircraft atomizing and combustion device and method. This device utilizes reverse airflow vortices to enhance gas-liquid mixing within the nozzle and a pneumatically adjustable throat to regulate fuel flow. These features include high atomization efficiency, high-ratio flow control, and rapid response. The preferred solution provided by the embodiments of the present invention boasts extremely high atomization efficiency, wide-range flow control capability, and transient flow control response, significantly expanding the applicable operating conditions of the atomizing device.

[0065] The above description is only the best specific implementation method of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or replacements that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection of the present invention.

[0066] The contents not described in detail in the specification of the present invention belong to the common knowledge of professionals in this field.

Claims

1. An atomizing combustion device for an aircraft, characterized in that, it includes: An outer casing (8), which is a cavity structure, and has an auxiliary air inlet (10) and at least one fuel inlet (11) on its upper surface; A fuel injector, which is arranged inside the outer casing (8), includes an oil storage cavity (1), a mixing chamber (4) and a fuel injection hole (13). The fuel inlet (11) is communicated with the oil storage cavity (1), the oil storage cavity (1) is communicated with the mixing chamber (4), and the bottom of the mixing chamber (4) is communicated with the fuel injection hole (13); The fuel enters the oil storage cavity (1) through the fuel inlet (11), and enters the mixing chamber (4) from the outlet of the oil storage cavity (1). After being mixed with the auxiliary atomizing air vortex formed by the auxiliary atomizer in the mixing chamber (4), it is ejected outward through the fuel injection hole (13); An auxiliary atomizer, which is arranged inside the fuel injector, includes an auxiliary air storage cavity (6) and a swirl hole (5) opened on the side wall of the auxiliary air storage cavity (6). The auxiliary air storage cavity (6) is communicated with the auxiliary air inlet (10). After the auxiliary atomizing air enters the auxiliary air storage cavity (6) through the auxiliary air inlet (10), it is ejected through the swirl hole (5) to form an auxiliary atomizing air vortex in the mixing chamber (4).

2. The atomizing combustion device for an aircraft according to claim 1, characterized in that, The auxiliary air storage cavity (6) penetrates through the oil storage cavity (1) and enters the mixing chamber (4), and a swirl hole (5) is opened on the wall surface located in the mixing chamber (4).

3. The atomizing combustion device for an aircraft according to claim 2, characterized in that, The ratio of the length L1 of the auxiliary air storage cavity (6) entering the mixing chamber (4) to the length L2 of the mixing chamber (4) is 0.8 - 0.95:

1.

4. The atomizing combustion device for an aircraft according to claim 1, characterized in that, The oil storage cavity (1) is a cylindrical structure; the mixing chamber (4) is a combined structure of a cylinder, a frustum of a cone, a cylinder, and a frustum of a cone in sequence from top to bottom, and the inner diameter gradually decreases. The bottom of the lowermost frustum of a cone is communicated with the fuel injection hole (13).

5. The atomizing combustion device for an aircraft according to claim 1, characterized in that, The ratio of the auxiliary atomizing air pressure to the fuel pressure is 1.2 - 2:

1.

6. The atomizing combustion device for an aircraft according to claim 1, characterized in that, An end cover (7) is arranged in the oil storage cavity (1), and the end cover (7) is located above the mixing chamber (4), so that an oil storage cavity outlet (2) is formed between the oil storage cavity (1) and the mixing chamber (4). The auxiliary air storage cavity (6) penetrates through the oil storage cavity (1), the end cover (7) and enters the mixing chamber (4).

7. The atomizing combustion device for an aircraft according to claim 1, characterized in that, The swirl hole (5) satisfies at least one of the following: The swirl hole (5) is opened on the wall surface of the auxiliary air storage cavity (6) in a counterclockwise layout opening method, generating a reverse air vortex opposite to the fuel flow direction; The ratio of the square of the diameter Φb of the swirl hole (5) multiplied by the number of the swirl holes (5) to the square of the diameter Φc of the auxiliary air inlet (10) is 0.75 - 0.9:

1.

8. The atomizing combustion device for an aircraft according to claim 1, It is characterized in that the auxiliary gas inlet (10) is arranged at the center position of the upper surface of the outer shell (8), and the fuel inlet (11) is arranged around the auxiliary gas inlet (10).

9. The aircraft atomizing combustion device according to claim 1, It is characterized in that it further includes a pneumatic throat assembly arranged in the outer shell (8), the pneumatic throat assembly includes a high-pressure gas inlet (9), a high-pressure chamber (3) and a high-pressure gas outlet (12), the high-pressure gas inlet (9) is opened on the side wall of the outer shell (8), and the high-pressure gas outlet (12) is communicated with the fuel injection hole (13); after the high-pressure gas enters the high-pressure chamber (3) through the high-pressure gas inlet (9), it is ejected through the high-pressure gas outlet (12) to form a pneumatic throat upstream of the fuel injection hole (13).

10. The aircraft atomizing combustion device according to claim 9, It is characterized in that the high-pressure chamber (3) is a continuous channel opened on the side wall and bottom of the outer shell (8), and the high-pressure gas outlet (12) is arranged at the bottom of the channel and communicated with the fuel injection hole (13).

11. The aircraft atomizing combustion device according to claim 9, It is characterized in that the high-pressure gas outlet (12) satisfies at least one of the following: the ratio of the height L3 of the high-pressure gas outlet (12) to the height L5 of the high-pressure chamber (3) is 0.4 - 0.5:1; the ratio of the distance L4 between the center line of the high-pressure gas outlet (12) and the outlet end face of the fuel injection hole (13) to the diameter Φa of the fuel injection hole (13) is 2 - 5:

1.

12. The aircraft atomizing combustion device according to claim 9, It is characterized in that the ratio of the pressure of the high-pressure gas to the fuel pressure is 1.1 - 10:

1.

13. The aircraft atomizing combustion device according to claim 1, It is characterized in that the Mach number range to which the aircraft atomizing combustion device is applied is 0 - 10.

14. An aircraft atomizing combustion method, It is characterized in that applied to the atomizing combustion device according to claim 1, including: After the auxiliary atomizing gas enters the auxiliary gas storage cavity (6) through the auxiliary gas inlet (10), it is ejected through the swirl hole (5) to form an auxiliary atomizing gas swirl in the mixing chamber (4). The fuel enters the fuel storage cavity (1) through the fuel inlet (11) and then enters the mixing chamber (4) through the outlet of the fuel storage cavity (1); After the auxiliary atomizing gas swirl and the fuel are mixed in the mixing chamber (4), they are ejected outward through the fuel injection hole (13).

15. The aircraft atomizing combustion method according to claim 14, It is characterized in that it further includes: After the high-pressure gas enters the high-pressure chamber (3) through the high-pressure gas inlet (9), it is ejected through the high-pressure gas outlet (12) to form a pneumatic throat upstream of the fuel injection hole (13).

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