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a gas turbine engine and free-air technology, applied in the direction of machines/engines, waterborne vessels, climate sustainability, etc., can solve the problems of high acquisition and operating costs of aviation
Inactive Publication Date: 2012-05-24
SHELLEY RUDOLPH ALLEN
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[0009]What is seen as being needed is a gas turbine design that can inherently operate at much higher combustion temperatures, thus becoming thermodynamically more efficient. High SFC values are greatly necessary—such that are comparable to current turbofan engines or better—in light of oil prices, as well as the importance of cleaner burning of fuels with regard to ecological concerns.
Problems solved by technology
Simplicity, and if at all possible, less costly technology to reduce powerplant cost is a barrier that is limiting general aviation advancement, and is a primary cause for the high acquisition and operating costs associated with aviation.
Higher Responsiveness: Gas turbine engines have a degree of response lag that is partially overcome by modern full authority digital engine controls (FADEC), but as yet is not as immediate as pilots might require in some emergency situations.
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[0039]The invention may be visualized as being composed of three major component modules, where a conventional turbocompressor section using axial and / or centrifugal stages is still present as typical to conventional gas turbine engines.
[0040]In contradiction to conventional design, however, this invention has a compressor section that is not powered by a hot section (gas generator) power turbine mechanically linked to it by a rotating shaft, but is instead powered by one or more high-output electric motors; followed by fuel burners and then an exhaust nozzle. This portion of the engine is referred to as the ‘thrust module’. No advance over prior art is intended in the combustion or the exhaust nozzle, though it will be explained later that combustion section components must be engineered, using established technology, for its stationary parts to accommodate much hotter ignited gas flows.
[0041]The turbocompressor configuration described above needs a source of electrical energy to p...
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Abstract
An alternate means of generating the power to drive the compressor section of gas turbine engines is described. Electric motors embedded within gas turbines would rotate the compressor, and receive the requisite power to perform the compression work from: 1) either a high-capacity APU generator, or 2) from a relative-wind driven turbine in a hybrid power-sharing arrangement. The electric motor provides enhanced control of N1 rpm, assuring greater responsiveness to control inputs.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS[0001]U.S. Patent Documents7,802,757Parsons et al.October 20107,111,449StebbingsSeptember 20066,981,366SharpeJanuary 20066,832,890BoothDecember 20046,467,725Coles et al.October 20026,398,491Joos et al.June 20025,068,590Glennon et al.November 19915,031,086Dhyanchand et al.July 19914,759,178JoyJuly 1988RE.30629DawsonJune 19813,705,775RiouxDecember 19723,662,975DriskillMay 19723,527,055RegoSeptember 19703,100,962NoeggerathAugust 19632,956,402RaeOctober 19602,883,828HowellApril 19592,531,761ZucrowNovember 1950STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT[0002]Not ApplicableREFERENCE TO A SEQUENCE LISTING, A TABLE, OR A PROGRAM LISTING COMPACT DISC APPENDIX[0003]Not ApplicableBACKGROUND OF THE INVENTION[0004]The invention relates to gas turbine engines. In particular, it relates to a device that would be used as a prime mover for aircraft or other high-speed vehicles, where the engine creates power through the combustion of fuels m...
Claims
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Patent Type & Authority Applications(United States)
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