NL2036329A

NL2036329A - Adjustable combined flame holder for turbine engine

Info

Publication number: NL2036329A
Application number: NL2036329A
Authority: NL
Inventors: Gao Peng; Wang Peng; Wang Dandan; Chen Su; Liu Ying; Deng Yanbo; Zhou Junhui
Original assignee: Sichuan Aerospace Zhongtian Power Equipment Co Ltd
Priority date: 2022-11-25
Filing date: 2023-11-22
Publication date: 2023-12-21
Also published as: CN115854383B; NL2036329B1; CN115854383A; WO2024109024A1

Abstract

The present disclosure provides an adjustable combined ﬂame holder for a turbine engine, and relates to the technical ﬁeld of ﬂame holders for afterburners of turbine 5 engines. The present disclosure solves the technical problems of high-performance aviation turbine engines in the prior art, that is, the afterburner suffers a thrust loss in a non-afterburning state and has poor wide-range organized combustion performance in an afterburning state. The adjustable combined ﬂame holder includes a diffuser, a cavity pilot ﬂame holder, and a radial ﬂame holder, where the diffuser includes an 10 outer wall and an inner cone located inside the outer wall, the cavity pilot ﬂame holder is connected to the outer wall, the outer wall is provided with a rotating structure, the rotating structure extends into the cavity pilot ﬂame holder, and a bottom of the rotating structure is provided with the radial ﬂame holder. The present disclosure adjusts a blockage ratio by adjusting an inclination angle and a length of the radial 15 ﬂame holder, reducing the thrust loss of the turbine engine in a non-afterburning state and achieving efﬂcient wide-range organized combustion in an afterburning state.

Description

ADJUSTABLE COMBINED FLAME HOLDER FOR TURBINE ENGINE

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of turbojet engines, turbofan engines, and turbine-based combined-cycle engines, and in particular relates to the technical field of flame holders for afterburners of turbine engines.

BACKGROUND

[0002]In order to meet the requirements of aircraft use, high-performance military aviation turbine engines typically use afterburners, which greatly increase engine thrust through afterburning, thereby comprehensively improving aircraft maneuverability and expanding the flight envelope. As such, afterburners are widely used and hold an important position in military aircrafts.

[0003] The flow path of the flame holder in the afterburner is likely to be blocked, thereby causing a fluid loss, resulting in useless total pressure loss and thrust loss in a non-afterburning state. In this case, the performance of the afterburning turbine engine decreases compared to a non-afterburning turbine engine. In addition, with the development of modern high-performance aviation engines, the wide operating envelope of engines, for example, turbo-based combined-cycle engines, causes a significant change in the flow conditions in the afterburner. The complex flow conditions bring difficulties to the wide-range organized combustion in the afterburner.

[0004] Therefore, the high-performance aviation turbine engines are expected to reduce the flow resistance loss and thrust loss of in the non-afterburning state and to achieve efficient wide-range organized combustion performance in the afterburning state. For this purpose, it is expected that flow path blockage in the afterburner can be reduced in the non-afterburning state and the flame holder can be adjusted to an optimal blockage area according to different flow conditions so as to achieve low-resistance and efficient combustion in the afterburning state. However, for the fixed-structure flame holder, it has a fixed blockage area in different states, resulting in a fixed thrust loss, and its flame holding range is relatively small under the wide flight envelope. As a result, it is hard for existing flame holders to balance the operating performance of the afterburner under different modes.

SUMMARY

[0005]An objective of the present disclosure is to provide an adjustable combined flame holder for a turbine engine. The present disclosure solves the aforementioned technical problems of high-performance aviation turbine engines in the prior art, that is, the afterburner suffers a thrust loss in a non-afterburning state and has poor wide-range organized combustion performance in an afterburning state.

[0006]To achieve the above objective, the present disclosure adopts the following technical solution. An adjustable combined flame holder for a turbine engine includes a diffuser, a cavity pilot flame holder, and a radial flame holder, where the diffuser includes an outer wall and an inner cone located inside the outer wall; the cavity pilot flame holder is connected to the outer wall; the outer wall is provided with a rotating structure; the rotating structure extends into the cavity pilot flame holder; and a bottom of the rotating structure is provided with the radial flame holder.

[0007]In a technical solution of the present disclosure, when an afterburner of the engine is not operating, the radial flame holder is in state A (first mode). The radial flame holder is fully folded and retracted into a cavity of the cavity pilot flame holder to reduce flow path blockage, thereby reducing a thrust loss and saving fuel consumption.

[0008]When the engine needs ignition for afterburning, a command for afterburning ignition is issued, so the rotating structure drives the radial flame holder rotate 90°. At this point, the radial flame is in state B (second mode), with a maximum blockage ratio for easy ignition. Then, an ignition program of the afterburner is initiated.

[0009] After the ignition of the afterburner is completed, the rotating structure and the radial flame holder are adjusted to an optimal blockage ratio, and the radial flame holder is adjusted to state C (third mode) to optimize the combustion performance. If the afterburner needs to be turned off, the rotating structure and the radial flame holder are adjusted. A lower section of the radial flame holder is retracted upwards, and the flame holder is rotated and retracted into the cavity of the cavity pilot flame holder.

[0010]The present disclosure adjusts the blockage ratio by adjusting an inclination angle and a length of the radial flame holder, reducing the thrust loss of the turbine engine in a non-afterburning state and achieving efficient wide-range organized combustion in an afterburning state. The present disclosure solves the problems of conventional flame holders, that is, a thrust loss caused in the non-afterburning state and poor wide-range flame holding performance in the afterburning state.

[0011]Further, the cavity pilot flame holder includes a slanted wall connected to the outer wall, a straight wall located at a rear end of the slanted wall, and a rear wall located at a tail end of the straight wall. The cavity pilot flame holder is provided at an outer race and is less affected by a mainstream. In case of a high flow velocity, a circumferential continuous low-velocity vortex zone (pilot combustion zone) is formed in the cavity, playing a pilot flame holding role, greatly improving the flame holding envelope and ignition and flameout performance.

[0012]Further, the rotating structure includes a fixed seat fixed to the outer wall; the fixed seat is provided with a linear electric cylinder; an end of a linear push rod of the linear electric cylinder is connected to an actuating ring; a first mounting seat and a second mounting seat are respectively arranged at left and right sides of the actuating ring; the first mounting seat is fixedly connected to the end of the linear push rod of the linear electric cylinder; the second mounting seat is hinged to a first connecting rod; the second mounting seat is provided at a side of the actuating ring away from the linear electric cylinder; the second mounting seat is hinged to a first connecting rod; the first connecting rod is hinged to a second connecting rod; and the first connecting rod and/or the second connecting rod extend/extends into the cavity pilot flame holder.

When the afterburner is igniting, the ignition performance is improved by increasing the blockage area in the afterburner. When the afterburner is operating, there is an optimal blockage ratio at different Mach numbers at an inlet of the afterburner. When the afterburner is not operating, the blockage area of the flow path in the afterburner is reduced, thereby reducing the thrust loss caused by the flow resistance loss. The blockage ratio 1s adjusted by adjusting the inclination angle and length of the radial flame holder. The rotating structure is configured to adjust the inclination angle. The wire rope a and the spring a are combined to adjust the length. The design optimizes the engine performance in different states. [0013 Further, the radial flame holder includes at least two V-shaped holders; each two adjacent V-shaped holders are in slidable sleeve connection; a top V-shaped holder is provided below an upper support plate, and a bottom V-shaped holder is provided above a lower support plate; a bottom of the upper support plate is fixed to a spring fixing post; the spring fixing post is nested inside the spring a; the spring a includes an upper part fixed to the bottom of the upper support plate and a lower part fixed to a top of the lower support plate; an upper part of the upper support plate is fixed to the second connecting rod; a hinge seat 1s fixed inside the slanted wall; a middle part of the second connecting rod is rotatably connected to the hinge seat; the lower support plate is provided with two first through holes for two ends of a wire rope a to pass through; the upper support plate is provided with two second through holes corresponding to the two first through holes; the two ends of the wire rope a sequentially pass through the two first through holes and the two second through holes, and extend to a position above the second mounting seat; and two ends of the wire rope a above the second mounting seat are fixed by a pressure piece. Each two adjacent V-shaped holders are in slidable sleeve connection to make them retractable.

The length of the cavity of the cavity pilot flame holder is smaller than the length of the fully extended radial flame holder, so the radial flame holder needs to be retracted.

[0014]Further, a wire rope guide post is fixed to the hinge seat; the wire rope guide post is parallel to the upper support plate and located at a side of the two second through holes away from an opening of the top V-shaped holder; and the two ends of the wire rope a contact two ends of the wire rope guide post and extend to the position above the second mounting seat.

[0015]Further, the slanted wall is provided with a perforation for the first connecting rod and/or the second connecting rod to pass through; the perforation is sealed by a corrugated sealing element; and the corrugated sealing element is flexibly connected to the first connecting rod. The corrugated sealing element is fixed to the first connecting rod and the around the perforation. The corrugated sealing element moves back and forth with the first connecting rod. The corrugated sealing element is configured to seal the high-temperature fuel gas in the afterburner to prevent leakage.

[0016]Further, a fuel manifold is provided above the diffuser; the fuel manifold is communicated with a first fuel injection rod that extends into the diffuser; and the first fuel injection rod inside the diffuser is provided with multiple direct injection nozzles.

The fuel manifold is mounted externally to reduce the flow resistance loss. The fuel manifold supplies fuel to the mainstream through the multiple direct injection nozzles of the first fuel injection rod. Thus the fuel and gas can be fully mixed and burned in a low-velocity reflux zone formed after the radial flame holder. In other words, the fuel manifold supplies fuel to a main combustion zone.

[0017]Further, each of the direct injection nozzles has a diameter of 0.4-1.0 mm. A suitable nozzle diameter can be selected while ensuring pressure drop and fuel and gas mixing. The design ensures a wide range of applications.

[0018]Further, the rear wall is provided with a pilot fuel manifold; and the pilot fuel manifold is provided with a second fuel injection rod that extends into the cavity pilot flame holder. The pilot fuel manifold supplies fuel to the pilot combustion zone in the cavity of the cavity pilot flame holder. In this way, there is always a fuel-rich 5 combustion zone during the operation of the afterburner, which plays a role in stable pilot combustion.

[0019]Further, there are 2-4 V-shaped holders. The 2-4 V-shaped holders are configured to control the total length after retraction. The design ensures a wide range of applications.

[0020]In a technical solution of the present disclosure, when an afterburner of the engine is not operating, the radial flame holder is in state A (first mode). The radial flame holder is fully folded and retracted into a cavity of the cavity pilot flame holder to reduce flow path blockage, thereby reducing a thrust loss and saving fuel consumption.

[0021]When the engine needs ignition for afterburning, a command for afterburning ignition is issued, so the linear electric cylinder drives the actuating ring to move in a straight line along an axis of the engine, and the radial flame holder is rotated by 90° through the first connecting rod and the second connecting rod. The spring a and the wire rope a located between the upper support plate and the lower support plate move backwards (opposite to a course) with the actuating ring. At this point, an elastic force of the spring a is greater than a tightening force of the wire rope a. The lower section of the V-shaped holder adjacent to the top V-shaped holder 1s extended through the lower support plate. At this point, the radial flame holder is in state B (second mode), with a maximum blockage ratio for easy ignition. Then, the ignition program of the afterburner is initiated.

[0022] After the ignition of the afterburner is completed, the rotating structure and the radial flame holder are adjusted to an optimal blockage ratio, and the radial flame holder is adjusted to state C (third mode) to optimize the combustion performance.

When the afterburner needs to be turned off, the linear electric cylinder drives the actuating ring to move in a straight line along the axis of the engine, and the wire rope a moves forward (along the course) with the actuating ring. At this point, the force of the spring a is overcome to retract the lower section of the radial flame holder upwards.

The actuating ring drives the first connecting rod and the second connecting rod to rotate so as to retract the flame holder into the cavity of the cavity pilot flame holder.

[0023] The present disclosure has the following beneficial effects:

[0024]1. The blockage ratio is adjusted by adjusting an inclination angle and a length of the radial flame holder, reducing the thrust loss of the turbine engine in a non-afterburning state and achieving efficient wide-range organized combustion in an afterburning state. In this way, optimal performance is achieved at all operating points within the operating envelope of the turbine engine.

[0025]2. When the turbine engine is in the non-afterburning state, the radial flame holder is rotated to be fully retracted into the cavity through the rotating structure. At this point, the blockage ratio in the afterburner is close to 0, and the flow resistance loss is significantly reduced, thereby reducing the thrust loss and maximizing the performance of the turbine engine.

[0026]3. When the afterburner is igniting, the inclination and length of the radial flame holder are adjusted to increase the blockage ratio, and expand the low-velocity vortex zone. The design provides a favorable condition for pilot ignition, improves the ignition performance of the afterburner, and broadens a lean-fuel ignition limit of the afterburner.

[0027]4. After reliable ignition, the afterburner enters a steady-state operating stage.

The radial flame holder is adjusted to an optimal blockage ratio to achieve a compromise between the flow resistance loss and afterburning efficiency, improving the organized combustion performance of the afterburner and maximizing the performance and thrust of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS

[0028]FIG. 1 is a structural diagram of an adjustable combined flame holder for a turbine engine according to the present disclosure;

[0029]FIG. 2 is a structural diagram of a diffuser of a flame holder according to the present disclosure;

[0030]FIG. 3 is a structural diagram of a cavity pilot flame holder of the adjustable combined flame holder according to the present disclosure;

[0031]FIG. 4 is a structural diagram of a rotating structure of a radial flame holder of the adjustable combined flame holder according to the present disclosure;

[0032]FIG. 5 is a structural diagram of the radial flame holder of the adjustable combined flame holder according to the present disclosure;

[0033]FIG. 6 is a partial top view of the rotating structure and the radial flame holder of the adjustable combined flame holder according to the present disclosure; and

[0034]FIG. 7 is a schematic diagram of different modes of the adjustable combined flame holder according to the present disclosure.

[0035]Reference Signs: 1. diffuser; 2. rotating structure; 3. radial flame holder; 4. cavity pilot flame holder; 11. outer wall; 12. inner cone; 13. fuel manifold; 14. first fuel injection rod; 15. direct injection nozzle; 41. slanted wall; 42. straight wall; 43. rear wall; 44. pilot fuel manifold; 45. second fuel injection rod; 22. pressure piece; 23. wire rope a; 24. corrugated sealing element; 211. fixed seat; 212. linear electric cylinder; 213. actuating ring; 214. first connecting rod; 215. second connecting rod; 216. hinge seat; 251. wire rope guide post; 252. upper support plate; 253. spring fixing post; 254. spring a; and 255. lower support plate.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0036]In order to make the objectives, technical solutions, and advantages of the embodiments of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure.

Apparently, the described embodiments are some, rather than all of the embodiments of the present disclosure. Generally, components of the embodiments of the present disclosure described and shown in the drawings may be arranged and designed in various manners.

[0037] Therefore, the following detailed description of the embodiments of the present disclosure in the drawings is not intended to limit the protection scope of the present disclosure, but merely indicates selected embodiments of the present disclosure. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present disclosure without creative efforts should fall within the protection scope of the present disclosure.

[0038]Embodiment 1

[0039]As shown in FIGS. 1 to 7, this embodiment provides an adjustable combined flame holder for a turbine engine. The adjustable combined flame holder includes diffuser 1, cavity pilot flame holder 4, and radial flame holder 3. The diffuser 1 includes outer wall 11 and inner cone 12 located inside the outer wall 11. The cavity pilot flame holder 4 is connected to the outer wall 11. The outer wall 11 is provided with rotating structure 2. The rotating structure 2 extends into the cavity pilot flame holder 4. A bottom of the rotating structure 2 is provided with the radial flame holder 3.

[0040]In a technical solution of the present disclosure, when an afterburner of the engine is not operating, the radial flame holder 3 is in state A (first mode). The radial flame holder 3 is fully folded and retracted into a cavity of the cavity pilot flame holder 4 to reduce flow path blockage, thereby reducing a thrust loss and saving fuel consumption.

[0041]When the engine needs ignition for afterburning, a command for afterburning ignition is issued, so the rotating structure 2 drives the radial flame holder 3 to rotate 90°. At this point, the radial flame holder 3 is in state B (second mode), with a maximum blockage ratio for easy ignition. Then, an ignition program of the afterburner is initiated.

[0042] After the ignition of the afterburner is completed, the rotating structure 2 and the radial flame holder 3 are adjusted to an optimal blockage ratio, and the radial flame holder 3 is adjusted to state C (third mode) to optimize the combustion performance. If the afterburner needs to be turned off, the rotating structure 2 and the radial flame holder 3 are adjusted. A lower section of the radial flame holder 3 is retracted upwards, and the flame holder is rotated and retracted into the cavity of the cavity pilot flame holder 4.

[0043]The present disclosure adjusts the blockage ratio by adjusting an inclination angle and a length of the radial flame holder 3, reducing the thrust loss of the turbine engine in a non-afterburning state and achieving efficient wide-range organized combustion in an afterburning state. The present disclosure solves the problems of conventional flame holders, that is, a thrust loss caused in the non-afterburning state and poor wide-range flame holding performance in the afterburning state.

[0044]Embodiment 2

[0045]As shown in FIG. 3, based on Embodiment 1, the cavity pilot flame holder 4 includes slanted wall 41 connected to the outer wall 11, straight wall 42 located at a rear end of the slanted wall 41, and rear wall 43 located at a tail end of the straight wall 42. The cavity pilot flame holder 4 is provided at an outer race and is less affected by a mainstream. In case of a high flow velocity, a circumferential continuous low-velocity vortex zone (pilot combustion zone) is formed in the cavity, playing a pilot flame holding role, greatly improving the flame holding envelope and ignition and flameout performance.

[0046]Embodiment 3

[0047]As shown in FIGS. 1 to 7, based on Embodiment 1, the rotating structure 2 includes fixed seat 211 fixed to the outer wall 11. The fixed seat 211 1s provided with linear electric cylinder 212. An end of a linear push rod of the linear electric cylinder 212 is connected to actuating ring 213. A first mounting seat and a second mounting seat are respectively arranged at left and right sides of the actuating ring 213. The first mounting seat is fixedly connected to the end of the linear push rod of the linear electric cylinder 212, and the second mounting seat is hinged to first connecting rod 214. The second mounting seat is provided at a side of the actuating ring 213 away from the linear electric cylinder 212. The second mounting seat is hinged to the first connecting rod 214. The first connecting rod 214 is hinged to second connecting rod 215. The first connecting rod 214 and/or the second connecting rod 215 extend/extends into the cavity pilot flame holder 4. The radial flame holder 3 includes at least two

V-shaped holders. Each two adjacent V-shaped holders are in slidable sleeve connection. A top V-shaped holder is provided below upper support plate 252, and a bottom V-shaped holder is provided above lower support plate 255. Spring fixing post 253 is fixed to a bottom of the upper support plate 252. The spring fixing post 253 is nested inside spring a 254. An upper part of the spring a 254 is fixed to the bottom of the upper support plate 252, and a lower part of the spring a 254 is fixed to a top of the lower support plate 255. An upper part of the upper support plate 252 is fixed to the second connecting rod 215. Hinge seat 216 is fixed inside the slanted wall 41. A middle part of the second connecting rod 215 is rotatably connected to the hinge seat 216. The lower support plate 255 is provided with two first through holes for two ends of wire rope a 23 to pass through. The upper support plate 252 is provided with two second through holes corresponding to the two first through holes. The two ends of the wire rope a 23 sequentially pass through the two first through holes and the two second through holes, and extend to a position above the second mounting seat. Two ends of the wire rope a 23 above the second mounting seat are fixed by pressure piece 22. Wire rope guide post 251 is fixed to the hinge seat 216. The wire rope guide post 251 is parallel to the upper support plate 252 and located at a side of the two second through holes away from an opening of the top V-shaped holder. The two ends of the wire rope a 23 contact two ends of the wire rope guide post 251 and extend to the position above the second mounting seat. The slanted wall 41 is provided with a perforation for the first connecting rod 214 and/or the second connecting rod 215 to pass through. The perforation is sealed by corrugated sealing element 24. The corrugated sealing element 24 is flexibly connected to the first connecting rod 214. When the afterburner is igniting, the ignition performance is improved by increasing the blockage area in the afterburner. When the afterburner is operating, there is an optimal blockage ratio at different Mach numbers at an inlet of the afterburner. When the afterburner is not operating, the blockage area of the flow path in the afterburner is reduced, thereby reducing the thrust loss caused by the flow resistance loss. The blockage ratio is adjusted by adjusting the inclination angle and length of the radial flame holder 3. The rotating structure 2 is configured to adjust the inclination angle. The wire rope a 23 and the spring a 254 are combined to adjust the length. The design optimizes the engine performance in different states. Each two adjacent V-shaped holders are in slidable sleeve connection to make them retractable. The length of the cavity of the cavity pilot flame holder 4 is smaller than the length of the fully extended radial flame holder 3, so the radial flame holder needs to be retracted. The corrugated sealing element 24 is fixed to the first connecting rod 214 and the around the perforation. The corrugated sealing element 24 moves back and forth with the first connecting rod 214. The corrugated sealing element 24 is configured to seal the high-temperature fuel gas in the afterburner to prevent leakage.

[0048]In this embodiment, when an afterburner of the engine is not operating, the radial flame holder 3 is in state A (first mode). The radial flame holder 3 is fully folded and retracted into a cavity of the cavity pilot flame holder 4 to reduce flow path blockage, thereby reducing a thrust loss and saving fuel consumption.

[0049]When the engine needs ignition for afterburning, a command for afterburning ignition is issued, so the linear electric cylinder 212 drives the actuating ring 213 to move in a straight line along an axis of the engine, and the radial flame holder 3 is rotated by 90° through the first connecting rod 214 and the second connecting rod 215.

The spring a 254 and the wire rope a 23 located between the upper support plate 252 and the lower support plate 255 move backwards (opposite to a course) with the actuating ring 213. At this point, an elastic force of the spring a 254 is greater than a tightening force of the wire rope a 23. The lower section of the V-shaped holder adjacent to the top V-shaped holder is extended through the lower support plate 255.

At this point, the radial flame holder 3 is in state B (second mode), with a maximum blockage ratio for easy ignition. Then, the ignition program of the afterburner is initiated.

[0050]After the ignition of the afterburner is completed, the rotating structure 2 and the radial flame holder 3 are adjusted to an optimal blockage ratio, and the radial flame holder 3 is adjusted to state C (third mode) to optimize the combustion performance.

When the afterburner needs to be turned off, the linear electric cylinder 212 drives the actuating ring 213 to move in a straight line along the axis of the engine, and the wire rope a 23 moves forward (along the course) with the actuating ring 213. At this point, the force of the spring a 254 is overcome to retract the lower section of the radial flame holder 3 upwards. The actuating ring 213 drives the first connecting rod 214 and the second connecting rod 215 to rotate so as to retract the flame holder into the cavity of the cavity pilot flame holder 4.

[0051]Embodiment 4

[0052]As shown in FIGS. 1 and 2, based on Embodiment 1, fuel manifold 13 is provided above the diffuser 1. The fuel manifold 13 is communicated with first fuel injection rod 14 that extends into the diffuser 1. The first fuel injection rod inside the diffuser 1 is provided with multiple direct injection nozzles 15. Each of the direct injection nozzles 15 has a diameter of 0.4-1.0 mm. The fuel manifold 13 is mounted externally to reduce the flow resistance loss. The fuel manifold 13 supplies fuel to the mainstream through the multiple direct injection nozzles 15 of the first fuel injection rod 14. Thus the fuel and gas can be fully mixed and burned in a low-velocity reflux zone formed after the radial flame holder 3. In other words, the fuel manifold 13 supplies fuel to a main combustion zone. In addition, a suitable nozzle diameter can be selected while ensuring pressure drop and fuel and gas mixing. The design ensures a wide range of applications.

[0053]Embodiment 5

[0054]As shown in FIGS. 1 and 3, based on Embodiment 1, the rear wall 43 is provided with pilot fuel manifold 44. The pilot fuel manifold 44 is provided with second fuel injection rod 45 that extends into the cavity pilot flame holder 4. The pilot fuel manifold 44 supplies fuel to the pilot combustion zone in the cavity of the cavity pilot flame holder 4. In this way, there is always a fuel-rich combustion zone during the operation of the afterburner, which plays a role in stable pilot combustion.

[0055]Embodiment 6

[0056]As shown in FIGS. 1, 4, 5, and 7, based on Embodiment 1, there are 2-4

V-shaped holders. The 2-4 V-shaped holders are configured to control the total length after retraction. The design ensures a wide range of applications.

Claims

Conclusions

Adjustable combined flame stabilizer for a turbine engine, comprising a diffuser (1), a cavity starting flame stabilizer (4), and a radial flame stabilizer (3), the diffuser (1) having an outer wall (11) and an inner cone (12) located inside the outer wall (11); wherein the cavity starting flame stabilizer (4) is connected to the outer wall (11); wherein the outer wall (11) is provided with a rotating structure (2); wherein the pivot structure (2) projects into the cavity starting flame stabilizer (4); and wherein a bottom of the rotating structure (2) is provided with the radial flame stabilizer (3).

An adjustable combined flame stabilizer for a turbine engine according to claim 1, wherein the cavity start flame stabilizer (4) comprises an inclined wall (41) connected to the outer wall (11), a straight wall (42) located at a rear end of the sloping wall (41), and a rear wall (43) located at a tail end of the straight wall (42).

An adjustable combined flame stabilizer for a turbine engine according to claim 2, wherein the rotating structure (2) comprises a fixed seat (211) attached to the outer wall (11); wherein the fixed seat (211) is provided with a linear electric cylinder (212); wherein an end of a linear push rod of the linear electric cylinder (212) is connected to an actuation ring (213); wherein a second mounting seat is provided on a side of the actuation ring (213) away from the linear electric cylinder (212), the second mounting seat being hinged to a first connecting rod (214); wherein the first connecting rod (214) is hingedly attached to a second connecting rod (215): and wherein the first connecting rod (214) and/or the second connecting rod (215) extend/extend into the cavity starting flame stabilizer (4).

An adjustable combined flame stabilizer for a turbine engine according to claim 3, wherein the radial flame stabilizer (3) comprises at least two V-shaped stabilizers; wherein any two adjacent V-shaped stabilizers are in a sliding sleeve connection; wherein an upper V-shaped stabilizer is provided below an upper support plate (252), and a lower V-shaped stabilizer is provided above a lower support plate (255); wherein a bottom of the upper support plate (252) is attached to a spring mounting post (253); wherein the spring mounting post (253) is nested within a spring (254); wherein the spring (254) includes an upper portion attached to a bottom of the upper support plate (252) and a lower portion attached to a top of the lower support plate (255); wherein an upper portion of the upper support plate (252) is attached to the second connecting rod (215); wherein a hinge seat (216) is mounted within the sloping wall (41); a center portion of the second connecting rod (215) is rotatably connected to the hinge seat (216); the lower support plate (255) is provided with two first through holes through which two ends of a wire cable (23) can pass; the upper support plate (252) is provided with two second through holes corresponding to the two first through holes; wherein the two ends of the wire rope (23) pass successively through the two first through holes and the two second through holes, and extend to a position above the second mounting seat; wherein and two ends of the wire rope (23) above the second mounting seat are secured by a pressure piece (22).

The adjustable combined flame stabilizer for a turbine engine according to claim 4, wherein a wire rope guide post (251) is attached to the hinge seat (216); wherein the wire rope guide post (251) is parallel to the upper support plate (252) and located on one side of the two second through holes away from an opening of the upper V-shaped stabilizer, and wherein the two ends of the wire rope (23) in contact with two ends of the wire rope guide post (251) and extending to the position above the second mounting seat.

An adjustable combined flame stabilizer for a turbine engine according to claim 3, wherein the inclined wall (41) is provided with a perforation through which the first connecting rod (214) and/or the second connecting rod (215) can pass; wherein the perforation 1s is sealed by a corrugated sealing element (24); and wherein the corrugated sealing element (24) is flexibly connected to the first connecting rod (214).

An adjustable combined flame stabilizer for a turbine engine according to claim 1, wherein a fuel manifold (13) is provided above the diffuser (1); wherein the fuel manifold (13) is in communication with a first fuel injection tube (14) extending into the diffuser (1); and wherein the first fuel injection tube within the diffuser (1) is provided with a plurality of direct injection nozzles (15).

An adjustable combined flame stabilizer for a turbine engine according to claim 7, wherein each of the direct injection nozzles (15) has a diameter of 0.4 - 1.0 mm.

An adjustable combined flame stabilizer for a turbine engine according to claim 1, wherein the rear wall (43) includes a starting flame manifold (44), and the starting flame manifold (44) includes a second fuel injection tube (45) extending into the starting flame stabilizer (4 ) of the cavity.

An adjustable combined flame stabilizer for a turbine engine according to claim 4, wherein there are 2 - 4 V-shaped stabilizers.