DE102020203955A1 - Combustion Chamber Housing and Manufacturing Process - Google Patents

Abstract

The proposed solution relates in particular to a combustion chamber housing (1) for an engine (T) of an aircraft, the combustion chamber housing (1) extending along a central axis (M) between a first end (1A) and a second end (1B), - the combustion chamber housing (1) has a central part (10) with a first connection flange (100) provided at the first end (1A) for connection to a turbine housing (TTG) for a turbine (TT) of the engine (T), and that Combustion chamber housing (1) has at least one shoulder piece (11, 12) which, at the first end (1A), has a second connection flange (110, 120) for a compressor line (V1, V2), which is radially offset from the first connection flange (100), Via which a compressor air flow (s) from a compressor (V) of the engine (T) is conducted to the combustion chamber (BK), and wherein the central part (10) has an end section provided at the second end (1B) of the combustion chamber housing (1) (10B), the has an interface region for a spark plug, and a casing portion (10A) comprising the first connection flange (100) is formed, and the casing portion (10A) and the end portion (10B) of the central part (10) are welded to one another. The casing portion (10A) is formed with at least one roller part (FF2, FF3) which is produced in one piece by cylinder spinning rollers and which is designed to run completely around the central axis (M).

Description

The proposed solution relates to a combustion chamber housing for an engine of an aircraft and a manufacturing method for a combustion chamber housing.

A generic combustion chamber housing extends along a central axis between a first end and a second end. Furthermore, the combustion chamber housing has a central part which is set up to at least partially surround a combustion chamber of an engine and which has a first connection flange at the first end for connection to a turbine housing for a turbine of the engine. In addition, at least one shoulder piece is provided on the combustion chamber housing that - also at the first end - has a second connection flange that is offset radially to the first connection flange relative to the central axis, and this second connection flange is provided to connect the combustion chamber housing to a compressor line , via which a compressor air flow from a compressor of the engine is directed to the combustion chamber. Such a combustion chamber housing thus has at the first end both at least one first connection flange and at least one further, second connection flange in order to connect the combustion chamber housing on the one hand to a turbine housing and on the other hand to a compressor line.

Typically, such a combustion chamber housing is used, for example, in an engine in which a turbine is arranged along a longitudinal axis of the engine (which can coincide with the central axis of the combustion chamber housing) between a compressor and a combustion chamber. Such engines are used, for example, as small gas turbines for helicopters. In such a small gas turbine, compressor air, coming from the compressor, is guided past the turbine radially on the outside, essentially along a first flow direction, and guided to the combustion chamber via the at least one shoulder piece of the combustion chamber housing. An exhaust gas flow of high kinetic energy that occurs during the combustion in the combustion chamber is then directed to the turbine along a second flow direction that is essentially opposite to the first flow direction.

In such combustion chamber housings known from practice, the central part at the second end of the combustion chamber housing has an end section which has an interface area for a spark plug. The interface area can optionally also have a mounting opening for an injection nozzle for injecting a fuel-air mixture into the combustion chamber, which is ignited via the spark plug. The middle part usually also has a sheathing section which encompasses the first connection flange and which is welded to the typically cup-shaped end section. In practice, the sheathing section is usually formed from two half-shells welded to one another. These half-shells are made here as cast parts. Weld seams for connecting the half-shells forming the sheathing section thereby run in particular in the area of a recess formed on the outside of the combustion chamber housing between first and second connection flanges.

In practice it has been shown that cracks can arise as a result of fatigue phenomena precisely in the area of these weld seams and here in particular in the area of a recess present between the two connection flanges. These cracks can in turn grow into larger cracks, which not only reduce the performance of the engine, but can also lead to larger cracks in the combustion chamber housing.

Against this background, the proposed solution is based on the task of providing a remedy in this regard and, in particular, of reducing the risk of cracks in the area between the two connection flanges of a combustion chamber housing.

This object is achieved both with a combustion chamber housing of claim 1 or claim 11 and with a manufacturing method of claim 17.

According to a first aspect of the proposed solution, a combustion chamber housing is provided in which the casing section of the central part is formed with at least one roller part produced in one piece by cylinder spinning rollers, which is completely circumferential around the central axis of the combustion chamber housing.

The proposed solution is based on the basic idea of using cylinder spinning rollers, in particular laser-assisted cylinder spinning rollers (English: "flow forming" or "laser assisted flow forming"), to form a hollow body for the middle part that completely encircles the central axis, so that a Any welded connection for connecting the casing section to further sections of the combustion chamber housing does not have to extend in a (connecting) plane running parallel to the central axis, but can, for example, take place in a connecting plane running perpendicular to the central axis. Any weld seam can develop accordingly extend at the sheath portion along a circumferential direction around the central axis. In this way, in particular, the formation of a weld seam in the area of a possible recess between the first and second connection flanges of the combustion chamber housing can be avoided, which is particularly stressed in the light of practical tests as well as experimental and computer-aided test results in the operation of the engine.

The formation of the cladding section on the combustion chamber housing can easily be provided in addition to local reinforcement in the area of the recess by applying a wire mesh (English “wire patch”), as has already been implemented in practice. If necessary, however, such a local stiffening can also be omitted in the proposed solution, since the local weakening of the combustion chamber housing no longer has to be present as a result of the welded connection provided here.

In one embodiment variant, the roller part forms the recess that is present between the first connection flange and the second connection flange. The rolled part here consequently forms a transition which is set back with respect to the protruding first and second connection flanges and connects the areas forming the connection flanges to one another.

In principle, the rolled part can be welded to a component forming the end section around the center axis. In this case, the component forming the end section can in particular comprise a pot-shaped end section on which the interface area for a spark plug and possibly also for an injection nozzle is formed. The spark plugs protruding into the combustion chamber of the engine and / or the injection nozzle protruding into the combustion chamber for igniting and providing a fuel-air mixture in the combustion chamber is consequently held at the interface area of the end section.

In one embodiment variant, the component of the combustion chamber housing that forms the end section can have an area that widens in the shape of a funnel towards the casing section. In one embodiment variant, a welded connection with the rolled part of the sheathing section is then provided precisely in this widening area. A weld seam or several weld seams on a funnel-shaped widening area may have the advantage that a weld seam does not run circumferentially in that area in which an abrupt diameter reduction to the cup-shaped end section is provided.

As an alternative or in addition, the component forming the end section can be a (further) rolled part likewise produced in one piece by cylinder spinning rollers.

In one embodiment variant, the sheathing section on the central part is formed with two rolled parts, each produced in one piece by cylinder spinning rollers, which are each completely circumferential around the central axis and welded to one another. In this variant, the casing section of the central part is consequently formed with two hollow bodies produced by cylinder pressing rollers, in particular laser-assisted cylinder pressing rollers, which are welded to one another circumferentially around the central axis of the combustion chamber housing. This can be of advantage especially in the case of a more complex geometry of the combustion chamber housing. However, this does not exclude the possibility that the casing section is formed completely - possibly only without the at least one shoulder piece - by a single, one-piece rolled part produced by cylinder pressure rollers.

For example, a component forming the at least one shoulder piece can be welded to the casing section. In particular, it is also possible for the component forming at least one shoulder piece to be a cast part. Accordingly, the combustion chamber housing then has, for example, at least one rolled part produced by cylinder spinning for the casing section and at least one conventionally produced cast part for the at least one shoulder piece.

In one embodiment, the combustion chamber housing has at least two shoulder pieces, each of which has a second connection flange at the first end of the combustion chamber housing, which is offset radially with respect to the central axis relative to the first connection flange. The first connection flange for the connection to the turbine housing consequently lies between the two second connection flanges. In particular, the first connection flange can be arranged between the two second connection flanges in such a way that center points of the first and second connection flanges lie on a straight line running transversely to the center axis. As an alternative or in addition, the second connection flanges can be designed mirror-symmetrically to an axis of symmetry running perpendicular to the central axis and through a center point of the first connection flange.

Another aspect of the proposed solution relates to a combustion chamber housing which has a recess between a first connection flange and the second connection flange and in which one inside the shoulder piece formed and extending in the direction of the central part of the combustion chamber housing channel is provided via which a compressor air flow flowing in the direction of the central part within the combustion chamber housing is guided past a housing section forming the recess.

Via the at least one guide element in the (air inlet) channel of the shoulder piece, a compressor air flow can be directed past that housing section of the burner chamber housing on the inside where, in practice, undesirable signs of fatigue may otherwise occur due to the geometry and the resulting thermal loads. During the operation of the engine, the at least one guide element consequently guides the compressor air flow, which is directed over the combustion chamber housing and in particular its at least one shoulder piece in the direction of the central part and via this to the combustion chamber, specifically past an inner jacket surface of that housing section which is on the outside (i.e. at the outside of the combustion chamber housing) forms the recess between the first and second connection flanges. A corresponding guide element in the (air inlet) channel of the shoulder piece can prevent an undesired recirculation zone in the area of the recess and within the combustion chamber housing. Compared to the previously customary designs, the housing section of the combustion chamber housing that forms the recess is therefore thermally less stressed by the targeted compressor air flow, which is significantly cooler compared to hot air that is recirculated from the area of the combustion chamber when the engine is in operation.

In this context, it also plays a role that the housing section of the combustion chamber housing having the recess can be particularly stressed by heat radiation when the engine is in operation. This heat radiation comes from the hot combustion chamber. In connection with any recirculation eddies, there may be a strong heat input in the area of the recess due to radiation with a simultaneous lack of cooling due to the air flow released as a result of the strong curvatures, which can then be the cause of a high thermal load.

For example, the guide element comprises at least one guide plate in order to deflect the air flow with the lowest possible pressure loss (e.g. by approximately 45 degrees). In particular, this guide plate can be curved or arched or designed as a curved aerodynamic profile (like a deflecting vane) in order to guide the compressor air flow entering the combustion chamber housing at the shoulder piece in a targeted manner around the housing section forming the recess and thereby have the lowest possible flow resistance . In particular, the guide element can also comprise several (at least two) guide plates, for example consist of a cascade of guide plates. Several baffles can be arranged in a tandem arrangement. The advantage of a possible tandem arrangement can, among other things, be that the thickness of the profile is comparatively small and a guide element or guide element device formed therewith would be more filigree (and thus lighter) than a single guide plate.

The guide element can, for example, be mechanically and / or cohesively connected, in particular welded or soldered, in the channel of the shoulder piece to an inner wall of the channel via at least one fastening element. In this way, the at least one guide element can also be mounted separately and thus subsequently on an already existing combustion chamber housing. A mechanical connection is understood to mean, for example, a screw structure with flanges on the guide element.

In an embodiment variant with a guide element formed from several guide plates, in one embodiment a separate component can be produced as a guide element which integrates several guide plates. For example, additive manufacturing processes or casting processes can be used for this. As an alternative or in addition, the guide plates can be produced with a corresponding profile using a milling process and then soldered together before they are installed on the combustion chamber housing.

A guide element can of course also be provided in a combustion chamber housing according to the first proposed aspect.

In principle, the combustion chamber housing can consist at least partially of an austenitic nickel-based superalloy to reduce fatigue cracks. An example of such an austenitic nickel-based superalloy is, for example, ATI 718 (UNS N07718, material number: 2.4668).

The proposed solution also relates to an engine for an aircraft with a compressor, a combustion chamber and a turbine which is arranged along a central axis of the engine between the compressor and the combustion chamber. The engine also has an embodiment variant of a proposed one Combustion chamber housing on. The compressor, the turbine and the combustion chamber are all three arranged one behind the other along the central axis, the turbine being positioned between the compressor and the combustion chamber for a particularly compact design of the engine desired in this context. A central part of the combustion chamber housing consequently at least partially surrounds the combustion chamber of the engine and is connected at the first end of the combustion chamber housing to a turbine housing for the turbine of the engine via the first connection flange. The at least one shoulder piece is also connected to a compressor line at the first end of the combustion chamber housing via a second connection flange, which is offset radially from the first connection flange with respect to the central axis, and via which a compressor air flow is directed from the compressor of the engine to the combustion chamber. Such a compressor line (possibly also a plurality of compressor lines) is routed past the turbine of the engine, usually radially on the outside, in this case. The compressor air flow is then guided radially inward again via the combustion chamber housing to the combustion chamber, from which the exhaust gases resulting from combustion then flow out centrally along the central axis to act on the turbine.

The proposed solution also relates to an aircraft, in particular a helicopter with an engine having a proposed combustion chamber housing.

In addition, a method for producing a combustion chamber housing for an aircraft engine is proposed in which - in accordance with the first aspect of the proposed solution already explained above - at least one rolled part is produced in one piece for a cladding section of the combustion chamber housing by cylinder pressure rollers, which is produced in one piece on the combustion chamber housing completely revolves around the central axis.

In particular, this rolled part can be produced in one piece by laser-assisted cylinder pressure rolling (“laser assisted flow forming”).

A variant of a proposed production method is particularly suitable for the production of a proposed combustion chamber housing. Advantages and features of design variants of a proposed combustion chamber housing explained above and below therefore also apply to design variants of a proposed assembly method and vice versa.

The attached figures illustrate possible variants of the proposed solution by way of example.

• 1 in Draufsicht eine Ausführungsvariante eines vorgeschlagenen Brennkammergehäuses mit einem zentralen ersten Anschlussflansch für die Verbindung mit einem Turbinengehäuse und zwei außen liegenden zweite Anschlussflansche, die jeweils an einem Schulterstück für die Verbindung mit einer Verdichterleitung vorgesehen sind, unter Darstellung miteinander verschweißter Bauteile, die unterschiedliche Abschnitte des fertig montierten Brennkammergehäuses bilden;
• 2 in Draufsicht eine Hälfte des Brennkammergehäuses der 1 unter Veranschaulichung eines in einem Lufteinlasskanal eines Schulterstücks vorgesehenen Leitelements für die gezielte Führung einer Verdichterluftströmung innerhalb des Brennkammergehäuses an einem Rücksprung zwischen zwei Anschlussflanschen vorbei;
• 3 in perspektivischer und teilweise geschnittener Ansicht ein aus dem Stand der Technik bekanntes Triebwerk mit einem Brennkammergehäuse, das durch ein Brennkammergehäuse gemäß der vorgeschlagenen Lösung und insbesondere einem - Brennkammergehäuse nach einer Ausführungsvariante gemäß den 1 und 2 ersetzt werden kann;
• 4A-4B in Vorderansicht (4A) und Draufsicht (4B) ein aus dem Stand der Technik bekanntes Brennkammergehäuse.

Show here.

• 1 in plan view an embodiment of a proposed combustion chamber housing with a central first connection flange for connection to a turbine housing and two external second connection flanges, which are each provided on a shoulder piece for connection to a compressor line, showing components welded to one another, the different sections of the finished assembled combustion chamber housing form;
• 2 in plan view one half of the combustion chamber housing of 1 illustrating a guide element provided in an air inlet channel of a shoulder piece for the targeted guidance of a compressor air flow within the combustion chamber housing past a recess between two connection flanges;
• 3 in a perspective and partially sectioned view an engine known from the prior art with a combustion chamber housing, which is supported by a combustion chamber housing according to the proposed solution and in particular a - combustion chamber housing according to an embodiment according to FIGS 1 and 2 can be replaced;
• 4A-4B in front view ( 4A) and top view ( 4B) a combustion chamber housing known from the prior art.

the 3 shows an engine in a perspective and partially sectioned view T that can be used in a helicopter, for example. The engine T is designed as a gas turbine engine and here in particular as a so-called small gas turbine and points along a central axis M. arranged one behind the other, in particular a compressor V , a diffuser D. , a turbine TT and a combustion chamber BK on. In a manner known per se, the compressor V Air sucked in at the front is compressed and over based on the central axis M. radially outer compressor lines V1 and V2 outside of the turbine TT over and over a combustion chamber housing 1 to the combustion chamber BK guided. The compressor lines are designed as compressor outlet pipes V1 , V2 executed and with two connecting flanges of shoulder pieces 11 and 12th of the combustion chamber housing 1 tied together.

At one end portion of the combustion chamber housing 1 are at least one injection nozzle and at least one spark plug arranged to be in the Combustion chamber BK by the combustion chamber housing 1 is jacketed to inject fuel and ignite mixed with the compressor air. The flow of exhaust gas that occurs with the combustion causes the between the combustion chamber BK and the compressor V horizontal turbine TT applied. This becomes a rotor shaft of the turbine TT rotated to generate a driving force. The rotor shaft is here via a gear G with a compressor shaft of the compressor V connected to the compressor V to drive. Via an exhaust housing A. can that from the turbine TT flowing exhaust gas flow finally escape to the outside.

A compressor housing accommodating the compressor shaft VG is present in the area of a first axial end of the engine T intended. The combustion chamber housing 1 is again axially spaced from this, so that a turbine housing TTG for the turbine TT between the compressor housing VG and the combustion chamber housing 1 as well as centrally between the radially outer compressor outlet pipes V1 and V2 is arranged.

How with the 4A and 4B is illustrated, has the combustion chamber housing 1 a first ending 1A with three connection flanges 100 , 110 and 120 for connection to the turbine housing TTG as well as the compressor outlet pipes V1 and V2 on. Axially along the central axis M. a second end is spaced apart from this 1B of the combustion chamber housing 1 . At this second end 1B is a cup-shaped end section 10B provided with an interface area for the spark plug (s) and the injection nozzle (s). The first connection flange 100 for connection to the turbine housing TTG is centrally between the two radially outer second connection flanges 110 and 120 intended.

The second connection flanges 110 and 120 for the compressor outlet pipes V1 and V2 are each on a shoulder piece 11 or 12th of the combustion chamber housing 1 educated. Inside the shoulder pieces 11 and 12th provided air inlet ducts open into a central part 10 of the combustion chamber housing 1 , the one in the properly assembled state of the combustion chamber housing 1 the combustion chamber BK surrounds the circumference. For this purpose, the middle section points 10 a sheath section 10A on which the central first connection flange 100 forms and to which the cup-shaped end section 10B is welded on.

While in practice the cup-shaped end section 10B Via a weld seam running circumferentially around the central axis on the sheathing section 10A of the middle part 10 is welded, the sheath portion 10 with the shoulder pieces 11 and 12th by two half-shells H1 and H2 educated. This in the front view of the 4A above and below a transverse axis Q running half-shells H1 and H2 are thus along a parallel to the central axis M. (and parallel to the transverse axis Q ) running connection plane welded to one another on the circumference. A corresponding weld seam thus also runs in particular in a region of a recess 111 or 121 of the combustion chamber housing 1 , each between the first connection flange 100 and one of the two second connection flanges 110 , 120 is provided. In practice, cracks in the area of the recesses as a result of signs of fatigue 111 and 121 To counteract this, it is already known to use wire meshes (English "wire patches") as reinforcement layers P1 , P2 on the outside of the combustion chamber housing 1 put on.

In the course of the proposed solution, provision is now made for the causes of any cracks in the one recess 111 and 121 forming housing sections of the combustion chamber housing 1 to counteract.

In a variant of the 1 are for this purpose at least sections of the combustion chamber housing 1 by means of rolled parts produced in one piece by means of cylinder spinning rollers FF1 , FF2 and FF3 educated. These rolled parts FF1 , FF2 and FF3 are each completely around the central axis M. of the combustion chamber housing 1 executed all around, so that for their welding together and welding with the shoulder pieces 11 and 12th forming castings no weld seam has to be provided, which extends in a parallel to the central axis M. extending connecting plane. It is thus in particular a training of the middle part 10 by two half-shells welded together in this way H1 and H2 avoided.

For example, the end section 10B by a corresponding rolled part FF1 formed, which is made by laser-assisted cylinder spinning. Here is the rolled part FF1 for the cup-shaped end section 10B additionally with a funnel-shaped to the sheathing section 10A widening funnel-shaped connection area formed. This funnel-shaped connecting area forms a connecting edge for a circumferentially encircling weld seam, via which a further rolled part produced in one piece by cylinder spinning rolls FF3 with the end section 10B is welded. Weld sections S13A and S13B this circumferential weld seam are in the 1 shown.

The rolled part FF3 for the sheath section 10A is present with another also produced by cylinder spinning rollers Rolled part FF2 welded. This further rolled part FF2 of the sheath section 10A forms the central first connection flange 100 and is also completely around the central axis M. running all around. The two rolled parts can also accordingly FF2 and FF3 of the sheath section 10A by one around the central axis M. circumferentially circumferential weld seams are welded together to form the weld seam sections S23A and S23B in the 1 can be seen.

Deviating from the representation in the 1 can also be provided in a development that the sheathing section 10A is formed by a single rolled part that forms the first connection flange 100 forms and with the end section 10B connected is. Consequently, then in the variant of the 1 through the rolled parts FF2 and FF3 formed sections formed by a single produced by cylinder spinning, cylindrical, hollow rolled part.

The shoulder pieces 11 and 12th can with the variant of the 1 be formed by castings. The shoulder pieces 11 , 12th are along connecting edges 1011 or 1012 on both sides of the sheath section 10A with a corresponding rolled part - here the rolled part FF3 - welded. Here, too, one then runs along a connecting edge 1011 or 1012 extending weld not within a to the central axis M. parallel connection plane, but for example in a perpendicular to the central axis M. extended connection plane.

By configuring according to the variant of the 1 it can be avoided in particular that precisely in the area of the recesses 111 and 121 between first and second connection flanges 100 / 110 and 100 / 120 There are weld seams that could potentially cause cracks.

In addition or as an alternative, a guide element within an air inlet duct of a shoulder piece can be used in a proposed combustion chamber housing 11 or 12th be provided. The one in the 2 illustrated embodiment is a corresponding guide element, for example as a curved guide plate 2 educated. This baffle 2 is within an air inlet duct of the shoulder piece 12th provided via the connected compressor outlet pipe V2 inflowing compressor air to the middle part 10A and over to the combustion chamber BK is directed when the combustion chamber housing 1 as intended in an engine T is mounted.

The baffle 2 is here within the air inlet duct of the shoulder piece 12th Mounted in such a way, here for example welded to an inner wall of the air inlet duct, that a compressor air flow s from the connected compressor outlet pipe V2 around an inner lateral surface of the recess 121 forming housing section of the combustion chamber housing 1 targeted within the combustion chamber housing 1 is passed. Through the baffle 2 a recirculation zone can thus be created in the area of the respective recess 121 and a consequent increased thermal load on the recess 121 Avoid forming the housing section. This also has a positive effect on avoiding any cracks in the area of a recess 121 the end.

Although a corresponding baffle 2 in the 2 only as an example in the area of a shoulder piece 12th is shown, a corresponding baffle 2 Of course, also mirror-symmetrically on the opposite shoulder piece 11 are provided.

With a view to the thermal loads on the combustion chamber housing 1 can, for example, in a variant of a proposed combustion chamber housing 1 according to the 1 and 2 additionally a part of the combustion chamber housing 1 made of an austenitic nickel-based superalloy such as ATI 718.

List of reference symbols

1

Combustion chamber housing

10

Middle part

100

Connection flange

1011, 1012

Connecting edge

10A

Sheath section

10B

End section with cup-shaped interface section

11, 12

Shoulder piece

110, 120

Connection flange

111, 121

Return

1A

1st end

1B

2nd end

2

Baffle

A.

Exhaust housing

BK

Combustion chamber

D.

Diffuser

FF1, FF2, FF3

Rolled part

G

transmission

H1, H2

Half shell

M.

Central axis

P1, P2

Reinforcement layer

Q

Transverse axis

S.

Compressor air flow

S13A, S13B, S23A. S23B

Weld section

T

Engine

TT

turbine

TTG

Turbine housing

V

compressor

V1, V2

Compressor outlet pipe (compressor line)

VG

Compressor housing

Claims (18)

Combustion chamber housing for an engine (T) of an aircraft, wherein - the combustion chamber housing (1) extends along a central axis (M) between a first end (1A) and a second end (1B), - the combustion chamber housing (1) has a central part (10 ) which is set up to at least partially surround a combustion chamber (BK) of the engine (T), and which at the first end (1A) has a first connection flange (100) for connection to a turbine housing (TTG) for a turbine ( TT) of the engine (T), and - the combustion chamber housing (1) has at least one shoulder piece (11, 12) which at the first end (1A) has a radial to the first connection flange (M) relative to the central axis (M). 100) has an offset second connection flange (110, 120) which is intended to connect the combustion chamber housing (1) to a compressor line (V1, V2) via which a compressor air flow (s) from a compressor (V) of the engine (T ) to the combustion chamber (BK) gel the middle part (10) with an end section (10B) provided at the second end (1B) of the combustion chamber housing (1), which has an interface area for a spark plug, and a casing section (10A) comprising the first connection flange (100) ) is formed, and the casing section (10A) and the end section (10B) of the central part (10) are welded to one another, characterized in that the casing section (10A) is formed with at least one roller part (FF2, FF3) produced in one piece by cylinder spinning rollers, which is completely revolving around the central axis (M). Combustion chamber housing according to Claim 1 , characterized in that the rolled part (FF2, FF3) forms a recess (111, 121) which is present between the first connection flange (100) and the second connection flange (110, 120). Combustion chamber housing according to Claim 1 or 2 , characterized in that the rolled part (FF2, FF3) is welded circumferentially around the central axis (M) to a component (FF1) forming the end section (10B). Combustion chamber housing according to Claim 3 , characterized in that the rolled part (FF2, FF3) is welded to a region of the component (FF1) forming the end section (10B) which widens in a funnel-shaped manner towards the casing section (10A). Combustion chamber housing according to Claim 3 or 4th , characterized in that the component forming the end section (10B) is a rolled part (FF1) produced in one piece by cylinder spinning. Combustion chamber housing according to one of the preceding claims, characterized in that the casing section (10A) is formed with two rolled parts (FF2, FF3) which are each made in one piece by cylinder spinning rollers, which are each completely circumferential around the central axis (M) and welded to one another. Combustion chamber housing according to Claim 6 , characterized in that the two rolled parts (FF2, FF3) forming the casing section (10A) are welded to one another circumferentially around the central axis (M). Combustion chamber housing according to one of the preceding claims, characterized in that a component forming the at least one shoulder piece (11, 12) is welded to the casing section (10A). Combustion chamber housing according to Claim 8 , characterized in that the component forming at least one shoulder piece (11, 12) is a cast part. Combustion chamber housing according to one of the preceding claims, characterized in that the combustion chamber housing (1) has at least two shoulder pieces (11, 12), each one at the first end (1A) relative to the central axis (M), a second connection flange (110, 120) lying radially offset from the first connection flange (100). Combustion chamber housing for an engine (T) of an aircraft, in particular according to one of the Claims 1 until 10 wherein - the combustion chamber housing (1) extends along a central axis (M) between a first end (1A) and a second end (1B), - the combustion chamber housing (1) has a central part (10) which is configured to be a combustion chamber (BK) of the engine (T) at least partially, and which at the first end (1A) has a first connection flange (100) for connection to a turbine housing (TTG) for a turbine (TT) of the engine (T), - The combustion chamber housing (1) has at least one shoulder piece (11, 12) which, at the first end (1A), has a second connection flange (110, 120) which is offset radially with respect to the central axis (M) relative to the first connection flange (100) ), which is intended to connect the combustion chamber housing (1) to a compressor line (V1, V2) via which a compressor air flow (s) from a compressor (V) of the engine (T) is conducted to the combustion chamber (BK), and - on the combustion chamber housing (1) a recess (1 11, 121) is present between the first connection flange (100) and the second connection flange (110, 120), characterized in that within a channel formed in the shoulder piece (11, 12) and extending in the direction of the central part (10) at least a guide element (2) is provided by means of which a compressor air flow (s) flowing in the direction of the central part (10) within the combustion chamber housing (1) is guided past a housing section formed by the recess (111, 121). Combustion chamber housing according to Claim 11 , characterized in that the guide element (2) in the channel of the shoulder piece (11, 12) is welded to an inner wall of the channel. Combustion chamber housing according to Claim 11 or 12th , characterized in that the guide element (2) comprises a guide plate. Combustion chamber housing according to one of the preceding claims, characterized in that the combustion chamber housing (1) consists at least partially of an austenitic nickel-based superalloy. Engine for an aircraft, with - a compressor (V), - a combustion chamber (BK), - a turbine (TT), which runs along a central axis (M) of the engine (T) between the compressor (V) and the combustion chamber (BK ) is arranged, and - a combustion chamber housing (1) according to one of the Claims 1 until 14th . Aircraft, in particular helicopters, with an engine Claim 15 . Method for producing a combustion chamber housing (1) for an engine (T) of an aircraft, wherein - the combustion chamber housing (1) extends along a central axis (M) between a first end (1A) and a second end (1B), - the combustion chamber housing (1) is produced with a central part (10) which is set up to at least partially surround a combustion chamber (BK) of the engine (T) and which has a first connection flange (100) at the first end (1A) for the connection with a turbine housing (TTG) for a turbine (TT) of the engine (T), and - the combustion chamber housing (1) is also manufactured with at least one shoulder piece (11, 12) which is related to the first end (1A) on the central axis (M), radially offset from the first connection flange (100), the second connection flange (110, 120) which is provided to connect the combustion chamber housing (1) to a compressor line (V1, V2) via which a compressor air flow (s) from a compressor (V) of the engine (T) to the combustion chamber (BK), and wherein the middle part (10) with an end section (10B) provided at the second end (1B) of the combustion chamber housing (1), which is an interface area for a spark plug, and a casing section (10A) comprising the first connecting flange (100) is formed, and the casing section (10A) and the end section (10B) of the central part (10) are welded to one another, characterized in that for the casing section ( 10A) at least one rolling part (FF2, FF3) is produced in one piece by cylinder spinning rollers, which on the combustion chamber housing (1) rotates completely around the central axis (M). Procedure according to Claim 17 , characterized in that the rolled part (FF2, FF3) is produced in one piece by laser-assisted cylinder spinning.

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