CN118669825A - Hydrogen fuel afterburner - Google Patents

Abstract

The application relates to a hydrogen fuel afterburner, which comprises a combustor inlet, a combustor outlet, a hydrogen fuel injection mechanism and an igniter, wherein the hydrogen fuel injection mechanism is arranged between the combustor inlet and the combustor outlet; the hydrogen fuel sprayed by the hydrogen fuel spraying mechanism is mixed with high-speed incoming flow and is ignited by the igniter, and fuel gas generated by combustion is sprayed out through an outlet of the combustion chamber. The hydrogen fuel is sprayed out by the hydrogen fuel injection mechanism, and the combustion reaction can be directly carried out because the hydrogen fuel does not need to be atomized and evaporated in the combustion process, and the device has the characteristics of high chemical reaction speed, weak penetrability and high turbulent flame propagation speed. Therefore, the combustion device can be matched with high-speed incoming flow with high speed, and full combustion is realized. The thrust output by the engine can be ensured without increasing the length of the afterburner. Therefore, the whole power-weight ratio of the engine can be improved, the length of the engine is shortened, and the weight of the engine is reduced. Meanwhile, the product of the hydrogen fuel is water, and thus unnecessary pollution can be reduced.

Description

Hydrogen fuel afterburner

Technical Field

The application relates to the technical field of aero-engines, in particular to a hydrogen fuel afterburner.

Background

When the engine main engine works to the maximum thrust state, if the engine thrust is required to be increased greatly temporarily, fuel is required to be injected into the afterburner for combustion, so that the gas entering the tail nozzle is improved in the breaking and acting capacities, and the engine is enabled to generate larger thrust or power. The conventional afterburner is generally located downstream of the turbine, and the jet kerosene is injected into the gas flowing out of the turbine and the outer duct and mixed with the gas for combustion so as to improve the gas to function and promote the thrust of the engine. The aviation kerosene can be combusted only after being atomized, evaporated and blended, and the combustion in the afterburner has high flowing speed, so that the length of the afterburner needs to be long to realize the full combustion of fuel, and the traditional afterburner occupies about 1/3-1/2 of the length of the whole engine, so that the occupation space is large.

Disclosure of Invention

Based on this, it is necessary to provide a hydrogen-fuelled afterburner that addresses the problem of the large space occupation of existing afterburners.

A hydrogen-fuel afterburner, the hydrogen-fuel afterburner comprising:

a combustor inlet for high velocity incoming flow;

a combustion chamber outlet;

a hydrogen fuel injection mechanism disposed between the combustion chamber inlet and the combustion chamber outlet; the hydrogen fuel injection mechanism is provided with an injection port for injecting hydrogen fuel;

And the sprayed hydrogen fuel is mixed with the high-speed incoming flow and is ignited by the igniter, and the fuel gas generated by combustion is sprayed out through the outlet of the combustion chamber.

In one embodiment, the flow area of the combustor inlet increases gradually or first increases and then is constant or first increases and then decreases along the flow direction of the high-speed incoming flow.

In one embodiment, the hydrogen fuel injection mechanism includes a plurality of the hydrogen fuel injection mechanisms disposed at circumferentially and/or radially spaced intervals;

each of the hydrogen fuel injection mechanisms is provided with a plurality of the injection ports that are arranged at intervals in the circumferential direction and/or the radial direction of the hydrogen fuel injection mechanism so as to be sufficiently combusted with oxygen in a high-speed inflow.

In one embodiment, the hydrogen fuel afterburner further comprises a fuel input for capturing hydrogen fuel and delivering the fuel to the hydrogen fuel injection mechanism.

In one embodiment, the hydrogen fuel injection mechanism includes at least one fluid passage, each of which is provided with the injection port; the fluid passage communicates with the fuel input device.

In one embodiment, the hydrogen fuel afterburner further comprises a first mixer for mixing the hydrogen fuel and the high velocity incoming stream to form a combustible mixture.

In one embodiment, the combustor inlet comprises at least one bypass inlet; the bypass inlet is for introducing a bypass airflow into the hydrogen fuel afterburner.

In one embodiment, the bypass inlet comprises at least two;

The hydrogen fuel afterburner further includes a second mixer for mixing the gas streams of the plurality of bypass inlets to form the high velocity incoming stream.

In one embodiment, the injection orifice is a jet nozzle; the jet nozzle is used for jetting the hydrogen fuel into the high-speed incoming flow and deflecting under the action of the high-speed incoming flow so as to form a pneumatic barrier and form a backflow area for stabilizing flame on the side of the pneumatic barrier away from the high-speed incoming flow.

In one embodiment, the hydrogen-fuelled afterburner further comprises a turbine aft support plate, a load frame, and a tailstock;

The hydrogen fuel injection mechanism is coupled with the turbine aft support plate and/or the load frame and/or the tail cone.

According to the hydrogen fuel afterburner, the hydrogen fuel is sprayed out through the hydrogen fuel injection mechanism, and the combustion reaction can be directly carried out because atomization and evaporation are not needed in the hydrogen fuel combustion process, and the hydrogen fuel afterburner has the characteristics of high chemical reaction speed, weak penetrability and high turbulent flame propagation speed. Therefore, the combustion device can be matched with high-speed incoming flow with high speed, and full combustion is realized. The thrust output by the engine can be ensured without increasing the length of the afterburner. Therefore, the whole power-weight ratio of the engine can be improved, the length of the engine is shortened, and the weight of the engine is reduced. Meanwhile, hydrogen fuel is a clean energy source, and a product thereof is water, so that unnecessary pollution can be reduced.

Drawings

FIG. 1 is a schematic illustration of a hydrogen fuel afterburner provided in accordance with a first embodiment of the present application.

FIG. 2 is a schematic illustration of a hydrogen fuel afterburner provided in accordance with a second embodiment of the present application.

Fig. 3 is a schematic view of a hydrogen fuel injection mechanism according to a first embodiment of the present application.

Fig. 4 is a schematic view of a hydrogen fuel injection mechanism according to a second embodiment of the present application.

Fig. 5 is a schematic view of a hydrogen fuel injection mechanism according to a third embodiment of the present application.

Fig. 6 is a schematic view of an injection port in a hydrogen fuel injection mechanism according to an embodiment of the present application.

Fig. 7 is a schematic view of an injection port in a hydrogen fuel injection mechanism according to another embodiment of the present application.

Fig. 8 is a schematic view of a hydrogen fuel injection mechanism according to a fourth embodiment of the present application.

Reference numerals: 10. a hydrogen fuel afterburner; 100. a combustion chamber inlet; 110. a bypass inlet; 111. an inner culvert entry; 112. an outer duct inlet; 200. a combustion chamber outlet; 300. a hydrogen fuel injection mechanism; 310. a fluid channel; 311. an ejection port; 410. a casing; 420. a heat-insulating vibration-isolating screen; 500. high-speed incoming flow; 610. a pneumatic barrier; 620. a reflow zone; 700. a pneumatic stabilizer.

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Referring to fig. 1 and 3, a hydrogen-fuelled afterburner 10 is provided in accordance with one embodiment of the present application, comprising a combustor inlet 100, a combustor outlet 200, a hydrogen-fuelled injection mechanism 300, and an igniter (not shown), the combustor inlet 100 being adapted for entry of a high velocity incoming stream 500; a hydrogen fuel injection mechanism 300 disposed between the combustion chamber inlet 100 and the combustion chamber outlet 200; the hydrogen fuel injection mechanism 300 is provided with an injection port 311, the injection port 311 being for injecting hydrogen fuel; the sprayed hydrogen fuel is mixed with the high-speed incoming flow 500 and is ignited by the igniter, and the combustion gas generated by the combustion is sprayed through the combustion chamber outlet 200.

The hydrogen fuel afterburner 10 ejects the hydrogen fuel through the hydrogen fuel injection mechanism 300, and the hydrogen fuel combustion process does not need atomization and evaporation, so that the combustion reaction can be directly performed, and the characteristics of high chemical reaction speed, weak penetrability and high turbulent flame propagation speed are achieved. Therefore, the combustion device can be matched with the high-speed incoming flow 500 with high speed, and full combustion can be realized. The thrust output by the engine can be ensured without increasing the length of the afterburner. Therefore, the whole power-weight ratio of the engine can be improved, the length of the engine is shortened, and the weight of the engine is reduced. Meanwhile, hydrogen fuel is a clean energy source, and a product thereof is water, so that unnecessary pollution can be reduced.

Referring to fig. 1, in one embodiment, the flow area of the combustor inlet 100 increases gradually along the flow direction of the high-speed incoming flow 500. By this arrangement, the velocity of the fluid entering the combustor inlet 100 is gradually reduced, thereby enhancing the degree of mixing of the gas stream with the hydrogen fuel and enhancing the combustion of the fuel. In other embodiments, the flow area of the combustor inlet is gradually increased and then constant or is increased and then decreased.

Referring to fig. 4, in one embodiment, the hydrogen fuel injection mechanism 300 includes a plurality of hydrogen fuel injection mechanisms 300 that are spaced apart along the circumference of the combustion chamber. In another embodiment, as shown in fig. 3, multiple groups of hydrogen fuel injection mechanisms 300 are arranged at intervals along the radial direction of the combustion chamber, and the hydrogen fuel injection mechanisms 300 located on the same virtual circle are the same group. Multiple hydrogen fuel injection mechanisms 300 in the same group are arranged at intervals along the circumferential direction of the combustion chamber. Through setting up a plurality of hydrogen fuel injection mechanism 300 for the hydrogen fuel can be followed a plurality of positions and jetted out, thereby promote the mixed area of hydrogen fuel and air current, and then promote the mixing effect, guarantee the combustion effect.

Further, as shown in fig. 4, a plurality of the injection ports 311 are provided in each hydrogen fuel injection mechanism 300, and the plurality of injection ports 311 are arranged at intervals in the circumferential direction of the hydrogen fuel injection mechanism 300. By arranging the plurality of injection ports 311, hydrogen fuel can be injected from a plurality of positions, so that the mixing area of the hydrogen fuel and the air flow is increased, the mixing effect is further improved, and the combustion effect is ensured. Specifically, an appropriate number of the injection ports 311 may be provided according to actual needs, and by changing the distribution and the position of the injection ports 311, the flame is more stably burned.

Wherein the cross-sectional shape of the ejection port includes at least one of a circle, an ellipse, and a polygon. Wherein the flow area of the jet orifice is smaller than the flow area of the fluid passage. Through setting up the less jet orifice of flow area for hydrogen fuel is high-speed spouted under the pressure differential effect, forms the efflux, thereby forms continuous, effective and stable pneumatic barrier under the effect of high-speed inflow, makes the backward flow district of flame stabilizer great, and flame stabilization is effectual, and the combustion stability boundary is wide, and non-afterburning state blocking ratio is little, and fluid resistance and total pressure loss are little.

In one embodiment, the hydrogen fuel afterburner further comprises a fuel input (not shown) for capturing hydrogen fuel and delivering the fuel to the hydrogen fuel injection mechanism. And a conduit is further arranged between the fuel input device and the hydrogen fuel injection mechanism and used for conveying the hydrogen fuel to the hydrogen fuel injection mechanism so as to improve the conveying efficiency of the hydrogen fuel.

Referring to fig. 3, in one embodiment, the hydrogen fuel injection mechanism 300 includes at least one fluid passage 310, each of the fluid passages 310 being provided with the injection ports 311; the fluid passage 310 communicates with the fuel input device. Through setting up a plurality of fluid channel 310 for the hydrogen fuel can be followed a plurality of positions and jetted out, thereby promote the mixed area of hydrogen fuel and air current, and then promote mixing effect, guarantee the combustion effect. Specifically, an appropriate number of fluid channels 310 may be provided according to actual needs, and by changing the distribution and position of the fluid channels 310, the flame burns more stably.

In some embodiments, the hydrogen fuel injection mechanism further comprises a pressure device (not shown), wherein the pressure device is communicated with the fluid channel of the hydrogen fuel injection mechanism, and the pressure device regulates the pressure inside the fluid channel, so that the hydrogen fuel is sprayed out under the action of the internal and external pressure difference. Wherein the pressure means may be provided inside the hydrogen fuel injection mechanism.

In one embodiment, the hydrogen fuel afterburner further includes a first mixer (not shown) for mixing the hydrogen fuel and the high velocity incoming stream to form a combustible mixture. The hydrogen fuel and the high-speed incoming flow are atomized and mixed by the first mixer to form a combustible mixture, thereby achieving better combustion effect.

Referring to fig. 1 and 2, in one embodiment, the combustor inlet 100 includes at least one bypass inlet 110; the bypass inlet 110 is used to introduce a bypass airflow into the hydrogen fuel afterburner 10. As shown in fig. 1, the combustor inlet 100 includes only one bypass inlet 110, and correspondingly, the combustor may be a turbojet afterburner, with the high velocity incoming flow 500 being high velocity gas entering the combustor from the engine. As shown in fig. 2, the combustor inlet 100 includes two bypass inlets 110, an inner bypass inlet and an outer bypass inlet, respectively, for introducing an inner bypass airflow into the combustor; the outer duct inlet is for introducing an outer duct airflow into the combustion chamber. Correspondingly, the combustion chamber is a turbofan engine afterburner, and after air is compressed by the fan, part of the air flows into the gas generator and is called connotation air flow; the other part flows around the outer ring of the gas generator to directly generate thrust, which is called as external air flow.

Referring to fig. 1,2 and 8, in one embodiment, the bypass inlet 110 includes at least two; the bypass air and the bypass gas enter the combustion chamber through the bypass inlet 110 to form a high velocity incoming flow 500. The two duct inlets 110 are an inner duct inlet and an outer duct inlet, respectively, and an inner duct air flow is acquired through the inner duct inlet so that the inner duct air flow enters the combustion chamber; and obtaining the outer culvert airflow through the outer culvert inlet so that the outer culvert airflow flows into the combustion chamber. As shown in fig. 8, the inner-duct inlet 111 is provided with an inner-duct hydrogen fuel injection mechanism 300, the outer-duct inlet 112 is provided with an outer-duct hydrogen fuel injection mechanism 300, and fuel is injected through the hydrogen fuel injection mechanisms 300 provided in the inner-duct inlet 111 and the outer-duct inlet 112, respectively. Further, the inner duct inlet 111 and the outer duct inlet 112 are respectively provided with an inner duct pneumatic stabilizer 700 and an outer duct pneumatic stabilizer 700, the structures of the inner duct pneumatic stabilizer 700 and the outer duct pneumatic stabilizer 700 can be consistent, the inner duct pneumatic stabilizer 700 and the outer duct pneumatic stabilizer 700 are simply referred to as a pneumatic stabilizer 700, the pneumatic stabilizer 700 comprises a jet nozzle for jetting at least one of air and fuel and deflecting under the action of the high-speed inflow 500 to form a pneumatic barrier downstream of the pneumatic stabilizer 700, a mixture formed by the fuel and the high-speed inflow 500 is combusted in the pneumatic barrier, and fuel gas generated by combustion flows out of the combustion chamber outlet 200, enters the tail nozzle and is jetted at a high speed to generate thrust. It will be appreciated that the specific structure of the inner and outer bypass hydrogen fuel injection mechanisms may be referred to the hydrogen fuel injection mechanisms described above, and that the pneumatic stabilizer 700 may be integrated with the hydrogen fuel injection mechanism 300.

In some embodiments, the hydrogen fuel afterburner 10 further includes a second mixer for mixing the outer bypass airflow introduced at the outer bypass inlet and the inner bypass airflow introduced at the inner bypass inlet to form the high velocity incoming stream 500. Through setting up interior duct entry and outer duct entry to carry the connecific air current and outer culvert air current separately, improved the stability of fuel burning in the combustion chamber.

Because the oxygen content, the air flow speed, the temperature and the like in the connotation air flow and the connotation air flow are different, in order to improve the combustion efficiency of the fuel in the combustion chamber, the connotation air flow and the connotation air flow need to be mixed according to the preset proportion of the connotation air flow and the connotation air flow; the second mixer is arranged at the rear of the inner duct inlet and the outer duct inlet of the combustion chamber and is used for receiving the inner duct inlet and the inner duct air flow and the outer duct air flow, and mixing the inner duct air flow and the outer duct air flow according to a preset proportion to form high-speed incoming flow, so that the combustion efficiency of fuel in the combustion chamber is further improved.

Referring to fig. 5, in one embodiment, the injection ports 311 are jet nozzles; the jet nozzle is used for injecting the hydrogen fuel into the high-speed incoming flow 500 and deflecting under the action of the high-speed incoming flow 500 to form a pneumatic barrier 610 and a backflow zone 620 for stabilizing flame is formed on the side of the pneumatic barrier 610 away from the high-speed incoming flow 500.

Under the impact of the high velocity incoming flow, the jet deflects along the direction of the high velocity incoming flow to form an arched aerodynamic barrier and to form a recirculation zone behind the aerodynamic barrier for stabilizing the flame. The gas barrier resists most of high-speed inflow, and the gas is sucked and rolled up through the backflow area to continuously ignite the fuel of the combustion chamber, so that the flame is stable, and the continuous progress of combustion is maintained. And a small portion of the high velocity incoming flow may still enter the recirculation zone from both sides of the pneumatic barrier, mixing the fuel and air in the recirculation zone.

In some embodiments, the injection direction of the hydrogen fuel injection mechanism is angled with respect to the flow direction of the high-speed incoming stream. In actual use, fuel may be injected by the hydrogen fuel injection mechanism. When the fuel injection device injects fuel, after initial ignition, the backflow zone can suck and roll fuel gas to continuously ignite fresh oil gas so as to increase the stability of flame.

Specifically, when the temperature of the high-speed incoming flow is relatively high, the injection direction of the hydrogen fuel injection mechanism is zero degrees with the high-speed incoming flow direction, namely, the injection direction of the hydrogen fuel injection mechanism is the same as the high-speed incoming flow direction, so that the fuel injected by the hydrogen fuel injection mechanism flows rapidly under the impact of the high-speed incoming flow, an arch pneumatic barrier is formed rapidly under the action of the high-speed incoming flow, and the fuel in the hydrogen fuel injection mechanism is prevented from spontaneous combustion under the action of the high temperature of the high-speed incoming flow.

When the temperature of the high-speed incoming flow is relatively low, the injection direction of the hydrogen fuel injection mechanism is ninety degrees from the high-speed incoming flow direction, i.e., the injection direction of the hydrogen fuel injection mechanism is perpendicular to the high-speed incoming flow direction, so that atomization and dispersion of fuel injected by the hydrogen fuel injection mechanism are increased.

In addition, when the temperature of the high-speed incoming flow is relatively low, the injection direction of the hydrogen fuel injection mechanism and the high-speed incoming flow direction can be one hundred eighty degrees, and at the moment, the injection direction of the hydrogen fuel injection mechanism is opposite to the high-speed incoming flow direction, so that the flash time of the fuel injected by the hydrogen fuel injection mechanism can be increased, and further evaporation of the fuel is facilitated. By combining the hydrogen fuel injection mechanism and the jet mechanism, the combustion area can be increased, so that the combustion is more sufficient.

If the combustion chamber stops working, the hydrogen fuel injection mechanism can stop injecting fuel, so that high-speed incoming flow can smoothly pass through the combustion chamber, the thrust loss of the combustion chamber is reduced, and the engine obtains larger thrust.

Referring to fig. 6, in one embodiment, the injection port 311 is an expanding injection port, wherein the flow area of the injection port 311 gradually increases along the flow direction thereof, that is, from the inner wall to the outer wall of the jet nozzle, and the size of the injection port 311 gradually increases. The expanded injection ports 311 are more advantageous in atomization of the fuel and mixing of the fuel with air.

In other embodiments, the jet orifice is a converging jet orifice, wherein the flow area of the jet orifice gradually decreases along its own flow direction, i.e., from the inner wall to the outer wall of the jet nozzle, the jet orifice gradually decreases in size. The convergent jet orifice can accelerate jet flow under subsonic conditions, so that the backflow area is larger, and the flame stabilizing effect is better.

Referring to fig. 7, in other embodiments, the flow area of the jet orifice 311 decreases and then increases along the flow direction thereof, that is, from the inner wall to the outer wall of the jet nozzle, and the size of the jet orifice 311 decreases and then increases. The converging-diverging nozzle 311 may produce a supersonic jet when the jet pressure is sufficient, further increasing the jet velocity, causing the jet to expand sufficiently, increasing the recirculation zone. Different jet ports can be designed according to actual needs to control jet speed and mixing coefficient of jet flow, so that backflow areas with different sizes are generated, and the method is suitable for different use scenes and working conditions.

As shown in fig. 1 and 2, in one embodiment, the hydrogen-fuelled afterburner 10 further comprises a thermally insulating vibration screen 420 disposed inside the casing 410 of the combustor. The heat-insulating vibration-isolating screen 420 is provided around the hydrogen-fuel afterburner 10 to isolate the high temperature and oscillations generated by the combustion of the fuel in the combustor and to improve the safety of the combustor during operation.

In some embodiments, the hydrogen-fuelled afterburner further comprises a turbine aft support plate, a load frame, and a tailstock; the hydrogen fuel injection mechanism can be integrated with at least one of the turbine aft support plate, the load frame, and the aft cone, i.e., form an integral structure.

In some embodiments, the igniter includes an igniter housing, a fuel injector, and an ignition tip. An ignition chamber is disposed within the igniter housing; the outlet of the ignition chamber is directed towards the combustion chamber such that the fuel in the ignition chamber, after being ignited, can be injected into the combustion chamber through the ignition chamber outlet, thereby igniting the combustion chamber with the flame in the ignition chamber. The fuel spray head is fixedly connected to the igniter shell and comprises a fuel nozzle which is tubular and stretches into the ignition chamber; the outlet end of the fuel nozzle extends as a fuel outlet to the outlet of the ignition chamber; the fuel outlet of the fuel nozzle can be convergent, namely the inner diameter of the fuel nozzle can be gradually reduced along the conveying direction of the fuel; the inner diameter of the fuel nozzle may be set to be two sections of a larger and smaller diameter, with the fuel outlet being located at the section of the fuel nozzle where the inner diameter is smaller.

In some embodiments, a diversion hole is arranged on the pipe wall in the middle of the fuel nozzle, one or more diversion holes can be arranged, and when only one diversion hole is arranged, the diversion hole can be oriented to the ignition part of the ignition nozzle; so that the ignition part can ignite the fuel diffused out of the split holes more quickly; when a plurality of the flow dividing holes are arranged, each flow dividing hole can be uniformly distributed along the circumferential direction of the pipe wall, so that the fuel injected from the flow dividing hole can be uniformly distributed in the whole ignition chamber, and an ignition part of one flow dividing hole facing the ignition nozzle can be arranged; meanwhile, the fuel outlet of the fuel nozzle is convergent, so that the injection speed of the fuel at the flow dividing hole can be adjusted according to the convergence degree of the fuel outlet during design.

The ignition nozzle is fixedly arranged and connected on the igniter shell, the ignition part of the ignition nozzle extends into the side wall of the ignition chamber, the position of the ignition part is positioned on the opposite side of the fuel outlet, when the ignition part generates sparks, the fuel diffused from the flow dividing holes in the ignition chamber can be ignited in advance, the ignited flame burns to the outlet of the ignition chamber, the fuel sprayed out of the fuel outlet is ignited at the outlet of the ignition chamber, and as more fuel is generated at the outlet of the ignition chamber, the flame is sprayed into the combustion chamber to ignite the combustion chamber, so that the ignition performance of the igniter is not influenced by the state of the flow rate, the air-fuel ratio and the like of the mixed gas in the flame tube.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.

Claims (10)

1. A hydrogen fuel afterburner, the hydrogen fuel afterburner comprising:

A combustor inlet (100) for the entry of a high velocity incoming stream (500);

A combustion chamber outlet (200);

a hydrogen fuel injection mechanism (300) provided between the combustion chamber inlet (100) and the combustion chamber outlet (200); the hydrogen fuel injection mechanism (300) is provided with an injection port (311), the injection port (311) being for injecting hydrogen fuel;

And an igniter, wherein the sprayed hydrogen fuel is mixed with the high-speed incoming flow (500) and is ignited by the igniter, and the fuel gas generated by combustion is sprayed out through the combustion chamber outlet (200).

2. The hydrogen-fuel afterburner according to claim 1, wherein the flow area of the combustor inlet (100) increases gradually or first increases and then is constant or first increases and then decreases along the flow direction of the high-speed incoming flow (500).

3. The hydrogen fuel afterburner of claim 1, wherein the hydrogen fuel injection mechanism (300) comprises a plurality of the hydrogen fuel injection mechanisms (300) arranged circumferentially and/or radially spaced apart;

Each of the hydrogen fuel injection mechanisms (300) is provided with a plurality of the injection ports (311), and the plurality of injection ports (311) are arranged at intervals in the circumferential direction and/or in the radial direction of the hydrogen fuel injection mechanism (300) so as to be sufficiently combusted with oxygen in a high-speed inflow.

4. The hydrogen fuel afterburner of claim 1, further comprising a fuel input for capturing hydrogen fuel and delivering the fuel to the hydrogen fuel injection mechanism (300).

5. The hydrogen fuel afterburner of claim 4, wherein the hydrogen fuel injection mechanism (300) comprises at least one fluid passage (310), each fluid passage (310) being provided with the injection port (311); the fluid passage (310) communicates with the fuel input device.

6. The hydrogen fuel afterburner of claim 1, further comprising a first mixer for mixing the hydrogen fuel and the high-velocity incoming stream (500) to form a combustible mixture.

7. The hydrogen-fuelled afterburner of claim 1 wherein the combustor inlet (100) comprises at least one bypass inlet (110); the bypass inlet (110) is for introducing a bypass airflow into the hydrogen-fuelled afterburner.

8. The hydrogen fuel afterburner of claim 7, wherein the bypass inlet (110) comprises at least two;

The hydrogen fuel afterburner further comprises a second mixer for mixing the gas flows of the plurality of bypass inlets (110) to form the high-velocity incoming flow (500).

9. The hydrogen fuel afterburner of claim 1, wherein the injection ports (311) are jet nozzles; the jet nozzle is used for injecting hydrogen fuel into the high-speed inflow (500) and deflecting under the action of the high-speed inflow (500) to form a pneumatic barrier (610) and a backflow zone (620) for stabilizing flame is formed on the side of the pneumatic barrier (610) away from the high-speed inflow (500).

10. The hydrogen-fuelled afterburner of claim 1, further comprising a turbine aft support plate, a load frame, and a tailstock;

the hydrogen fuel injection mechanism (300) is coupled with the turbine aft support plate and/or the load frame and/or the aft cone.