CN-122014421-A - Fuel oil main pipe mechanism of aero-engine

CN122014421ACN 122014421 ACN122014421 ACN 122014421ACN-122014421-A

Abstract

The invention relates to an aeroengine fuel main pipe mechanism, which belongs to the technical field of aeroengines and comprises a guide, wherein the fuel main pipe is sleeved and fixed on the outer side of the guide, a third channel and a fourth channel are respectively arranged in the fuel main pipe from inside to outside around the circumference of the fuel main pipe, a plurality of first radial channels are uniformly spaced on a shared wall in the middle of the third channel and the fourth channel, two blocking blocks are arranged on two sides of the first radial channels, one end of an adjusting cavity close to the fourth channel is respectively provided with an oil inlet, and the other end of the adjusting cavity is respectively provided with an oil outlet.

Inventors

ZHANG WEI
YANG JINHU
REN QUANLONG
DU ZHUO
HUANG ANQI
CAO HAOBO
PAN QINGWEI
PAN WUYI
LI MINGYANG

Assignees

中科航星科技股份有限公司

Dates

Publication Date: 20260512
Application Date: 20260310

Claims (8)

1. An aircraft engine fuel manifold mechanism, comprising: A guide; The fuel oil main pipe is sleeved and fixed on the outer side of the guide device, a third channel and a fourth channel are respectively formed in the fuel oil main pipe from inside to outside around the circumference of the fuel oil main pipe, a plurality of first radial channels are formed in the shared wall in the middle of the third channel and the fourth channel at equal intervals, two blocking blocks are arranged on two sides of the first radial channels, the blocking blocks are respectively positioned in the third channel and the fourth channel and fixedly and hermetically connected with the inner walls of the third channel and the fourth channel, and one sides, close to each other, of the two blocking blocks are flush with the inner walls of the first radial channels so as to divide the third channel and the fourth channel into a plurality of adjusting cavities; one end, close to the fourth channel, of the adjusting cavity is provided with an oil inlet, the other end of the adjusting cavity is provided with an oil outlet, and the oil outlets are respectively communicated with the inside of the guide device through pipelines; when the temperature of one side of the guide is higher due to the partial combustion, the temperature of a third channel close to the side is increased so that fuel oil flows to an adjacent area where the partial combustion occurs through a fourth channel in an accelerating way, and the temperature of the third channel of the adjacent area is reduced so that the flow rate of the fuel oil flowing to the area where the partial combustion occurs through the fourth channel is reduced, so that the partial combustion in the guide is regulated through the flow rate of the fuel oil.
2. The aircraft engine fuel manifold mechanism according to claim 1, wherein the fuel manifold is internally provided with a first channel and a second channel from outside to inside around the circumference thereof, the second channel is located under the third channel, one end of the oil inlet, which is far away from the third channel, is respectively communicated with the second channel, and a plurality of second radial channels are equally spaced on a common wall between the first channel and the second channel, so that the first channel and the second channel are mutually communicated, and the first channel is communicated with the oil tank through a pipeline.
3. An aircraft engine fuel manifold mechanism according to claim 2, wherein the first and second passages have a plurality of groups and are arranged layer by layer along the centre line of the fuel manifold, the first or second passages of adjacent layers being in communication with each other.
4. The aircraft engine fuel manifold mechanism according to claim 2, wherein an oil inlet pipe is fixedly arranged on the outer side of the fuel manifold, one end of the oil inlet pipe is communicated with the first channel, the communication position is positioned between two adjacent second radial channels, and the other end of the oil inlet pipe is communicated with the oil tank.
5. The aircraft engine fuel manifold mechanism of claim 1, wherein the fuel manifold is integrally formed using 3D printing.
6. An aircraft engine fuel manifold mechanism according to claim 1, wherein the material linear expansion coefficients of the pilot and fuel manifold are the same.
7. The fuel manifold mechanism of an aircraft engine as set forth in claim 1, further comprising a plurality of evaporating pipes disposed circumferentially and equidistantly on the inside of the guide, wherein the evaporating pipes are parallel to the center line of the guide, one end of the evaporating pipes near the fuel manifold passes through the guide, the evaporating pipes are fixedly connected to the guide, and one end of the evaporating pipes on the outside of the guide is communicated with the oil outlet.
8. The aircraft engine fuel manifold mechanism of claim 7, wherein the oil outlet is provided with an oil outlet nozzle, the oil outlet nozzle is fixedly connected with the fuel manifold, and one end of the oil outlet nozzle, which is far away from the fuel manifold, extends into the evaporating pipe.

Description

Fuel oil main pipe mechanism of aero-engine Technical Field The invention belongs to the technical field of aero-engines, and particularly relates to a fuel manifold mechanism of an aero-engine. Background For the small turbojet engine, due to the limitation of the outer contour and the volume of the engine, the structure of the engine generally adopts an annular evaporation tube combustion chamber and an annular fuel header pipe, when fuel enters the annular evaporation tube combustion chamber to participate in combustion, in order to improve the uniformity and the stability of the combustion, the fuel is generally respectively sent into a plurality of branch circuits uniformly distributed on the circumference through the fuel header pipe, then the fuel is sprayed into a corresponding evaporation tube through a nozzle on each branch circuit, and the fuel is preheated and vaporized through the heating of the evaporation tube and finally enters the annular evaporation tube combustion chamber. However, the existing small turbojet engine has the condition of partial combustion during working, and parts are ablated and fall off when serious, so that serious safety accidents are caused. It has been found that the offset combustion of the small turbojet engine is caused by various factors, for example, the diameter of the nozzle outlet of the small turbojet engine ranges from 0.7 mm to 1.2mm, if the nozzle outlet is an atomizing nozzle, the diameter is less than 0.5mm, so that the nozzle outlet diameters on all branches are different, the fuel paths between the branches at different positions and the fuel manifold are also different, the fuel quantity sprayed by the nozzles on all branches is different, and the offset combustion of the fuel occurs when the fuel burns in the combustion chamber. In addition, the variation of the air inlet flow field, the thermal deformation of the combustion chamber and the assembly clearance error of the small-sized turbojet engine can lead to poor stability of fuel combustion, further aggravate the partial combustion condition and become an important difficult problem for limiting the service life and the reliability of the small-sized turbojet engine. At present, in order to solve the problem of eccentric combustion of a small turbojet engine, the difference of fuel quantity sprayed by nozzles on each branch and the stability of an air inlet flow field are reduced by improving the processing precision, the assembly technology and the manner of controlling the use environment. However, the nozzle outlet diameter of the small turbojet engine is extremely small, so that the machining difficulty is high, the cost is high, the combustion chamber is usually a sheet metal workpiece, the bending deformation of the sheet metal is inevitably different, the hot end part can stably work under the high-temperature condition without generating thermal stress concentration during assembly, the sufficient expansion gap is usually designed, the tight fit under the thermal state cannot be ensured during cold state assembly, various flying maneuver actions of an aircraft on the environment can be realized, the factors such as the ambient wind direction and the wind speed are uncertain, and the situation of partial burning still exists during the operation of the small turbojet engine. Disclosure of Invention In view of the above, the invention provides an aeroengine fuel manifold mechanism so as to solve the defects in the prior art, and the invention can reduce the subsequent combustion temperature in a partial combustion area, thereby prolonging the service life and improving the reliability of a small turbojet engine. According to the technical scheme, the aeroengine fuel manifold mechanism comprises a guide, the fuel manifold is sleeved and fixed on the outer side of the guide, a third channel and a fourth channel are respectively arranged in the fuel manifold around the circumference of the fuel manifold, a plurality of first radial channels are respectively arranged on a shared wall in the middle of the third channel and the fourth channel at equal intervals, two blocking blocks are respectively arranged on two sides of the first radial channel and are respectively positioned in the third channel and the fourth channel and fixedly and hermetically connected with the inner wall of the first radial channel, one sides of the two blocking blocks, which are close to each other, are flush with the inner wall of the first radial channel, so that the third channel and the fourth channel are divided to form a plurality of adjusting cavities, one ends, close to the fourth channel, of the adjusting cavities are respectively provided with oil inlets, the other ends, close to the fourth channel, of the adjusting cavities are respectively provided with oil outlets are respectively communicated with the inner side of the guide through pipelines, when the temperature of one side of the guide is higher, the