Multi-rotor blade type engine design capable of achieving fluid phase change cooling
By adopting a multi-stage rotor design structure of liquid phase-change cooling high-pressure turbine in aircraft engines, combining high insulation materials and high-temperature insulation ceramic coatings, the high manufacturing cost, compression ratio and near-turbine temperature of existing aircraft engines are solved. The problem of efficient cooling and power output is achieved, reducing manufacturing costs and improving thermal efficiency.
Patent Information
- Application Number
- CN202310952565.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-07-31
- Publication Date
- 2025-02-14
AI Technical Summary
Existing aircraft engines have problems such as high manufacturing costs, compression ratio and near-end limits of pre-turbo temperature, reliance on expensive single crystal alloys and low gas cooling efficiency, which limits the engine's thermal efficiency, power and power-to-power ratio.
The multi-stage rotor design structure of liquid phase-change cooling high-pressure turbine is adopted, combined with high-temperature insulation materials and high-temperature insulation ceramic coating, which achieves efficient cooling and power output while reducing manufacturing costs.
Through liquid phase change cooling technology, the temperature and work-to-weight ratio before the turbine are significantly improved, manufacturing costs are reduced, fuel utilization and thermal efficiency are improved, and dependence on high-temperature alloys is reduced.
Smart Images
Figure CN119435198A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of aviation engines or gas turbines. Background Art
[0002] The multi-rotor blade engine has an advanced design structure and is generally composed of a low-pressure rotor and multiple high-pressure rotors. Generally, low-pressure rotor compressors are mostly axial flow impellers and high-pressure rotor compressors are mostly centrifugal impellers. The rotor shaft is a hollow shaft to facilitate the passage of liquid cooling to the working turbine, and a high-temperature resistant heat-insulating ceramic coating is coated on the outer surface of the working turbine. The design scheme that abandons the multi-rotor shaft sleeve shaft is simpler, more reliable, and has a low manufacturing cost. The rotors are connected by a vent pipe. In order to compensate for the problem of excessive heat dissipation rate caused by the increase in the duct surface area, a heat preservation cavity is set outside the high-temperature turbine duct vent pipe and the stator to fill with silica aerogel to improve thermal efficiency. Due to the realization of liquid phase change cooling, the turbine front temperature can be greatly increased to improve the power-to-weight ratio and power. The characteristics of the axial flow compressor flow density efficiency curve and the centrifugal compressor flow density efficiency curve are comprehensively utilized. The respective advantages are maximized. The compression ratio is maximized. Due to the use of liquid phase change cooling and the high-temperature resistant heat-insulating ceramic coating on the outer surface of the working turbine, the cooling efficiency can be greatly improved without reducing the thermal efficiency. The engine turbine no longer needs to rely on expensive and rare rhenium single crystal alloys. Ordinary single crystal aluminum-titanium alloys can achieve extremely high turbine front temperatures. The manufacturing cost of the engine is greatly reduced. Large-scale production can be achieved. The steam after cooling and gasification is compressed as much as possible isothermally by using an electric motor to drive the compressor, and the multi-stage radiator is used for air cooling and heat dissipation to liquefy the reflux rotor for cooling. This cooling system is mainly used for the cooling system of aviation ground power equipment. The steam after cooling and gasification can also be compressed as much as possible isothermally by using an electric motor to drive the compressor, and the multi-stage radiator is used for water cooling and heat dissipation to liquefy the reflux rotor for cooling. This cooling system is mainly used for the cooling system of ship power equipment.
[0003] Existing aircraft engines still have many problems. The manufacturing cost of multi-rotor nesting is high, the compression ratio and pre-turbine temperature are close to the limit, and they rely on expensive single crystal alloys. The gas cooling efficiency is not high. This limits the thermal efficiency, power and power-to-weight ratio of the engine. This solution has achieved breakthroughs and improvements. Summary of the invention
[0004] The present invention adopts a rotor design structure of a liquid phase change cooling high-pressure turbine. The structure is a multi-stage rotor, which can realize three rotors. The power-to-weight ratio of the engine is greatly improved while retaining the advantages of the three-rotor acceleration characteristics. The turbine gas channel has a high-insulation material aerogel and the outer surface of the working turbine is coated with a high-temperature resistant insulation ceramic coating, which can maximize the fuel utilization rate. The split rotor structure is also convenient for processing and manufacturing assembly, greatly reducing the manufacturing cost. The last turbine is a free turbine. It can output shaft power and can be made into a turboshaft engine or used as a turboprop engine. It can also be used as a power source for a generator set, used for electric-driven turbojet flying electric vehicles, various electric drones, tractors, oil-electric hybrid tanks, cars, and electric-driven jet engines. It can also be used as a pure shaft power gas turbine for tanks, trucks, and ships. When used in ships, a more efficient water-cooled cooling system can be achieved. The design structure is simple and does not rely on high-temperature alloys.
[0005] The specific plan is as follows:
[0006] The main structure of the engine is composed of six major system components: combustion chamber, high-pressure rotor and ventilation duct, low-pressure rotor and ventilation duct, free turbine rotor, generator turbine, steam cooling duct and compressor and cooling fan.
[0007] Air is generally sucked in by the compressor of the low-pressure rotor. The compressor is generally an axial compressor, and the last stage is a centrifugal compressor. The centrifugal compressor compresses the air into the guide vanes and finally into the air duct to enter the next high-pressure rotor. At this time, the gas flow rate decreases, and the density, temperature and pressure increase. After entering the high-pressure rotor, the gas is generally compressed by the centrifugal impeller for the second time because the centrifugal impeller is more suitable for compressing high-density and high-pressure gases with higher efficiency. If conditions permit, it can be compressed as close to isothermal as possible, that is, the compressed air is cooled by air or water, which greatly improves the compression ratio under the premise of a smaller power consumption area of the PV indicator diagram. In this way, the compression of one rotor after another until the limit compression ratio, the last compressor of the last high-pressure rotor comes out and enters the combustion chamber. The temperature is raised as much as possible at isobaric pressure due to the phase change cooling of the liquid. The higher the temperature, the better. Then, under the insulation of the aerogel insulation layer, isentropic expansion is carried out as much as possible to increase the enclosed area of the PV indicator diagram, and the turbines that work one by one are driven to rotate until the pressure is close to atmospheric pressure and the pressure difference cannot be used, and the exhaust gas is discharged from the free turbine. Since the free turbine generally adopts a gearless direct-connected generator structure, it is more suitable for high speed and low torque, thus reducing the size of the engine, because there is no need to consider the limit speed of the gear transmission. It is also simpler, less expensive, has a lower failure rate, and is highly reliable.
[0008] Since electric power is generally used to greatly improve the power-to-weight ratio, different motors and power-consuming systems can be well powered under the management of frequency conversion and power distribution control chips. BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Figure 1 It is a schematic diagram of the high-pressure rotor structure. Among them: 1.2, high-pressure air from the previous low-rotor compressor; 1.3, high-pressure air discharged from this rotor compressor; 1.4, compressor impeller; 2.2, high-pressure and high-temperature combustion gas sprayed from the nozzle of the high-pressure turbine of the next rotor or high-temperature and high-pressure combustion gas sprayed from the combustion chamber; 2.3, high-temperature combustion gas sprayed to the next low-pressure rotor; 3.3, coolant spray pipe; 3.6, vaporization steam outlet; 3.7, coolant inlet; 6, rotor turbine blades; 7, stator turbine blades; 8, compressor air inlet; 9, compressor exhaust; 10, working turbine air inlet; 11, working turbine exhaust; 12, insulation cavity filled with silica aerogel; the gray part is various fluids.
[0010] Figure 2 It is a schematic diagram of the low-pressure rotor structure. Among them: 1. Low-pressure rotor compressor; 1.1. Compressed air; 2. Free working turbine; 2.1. High-temperature and high-pressure combustion gas sprayed from the previous high-pressure rotor; 3.1. Compressor rotor cooling rotor steam outlet; 3.2. Coolant inlet; 3.3. Cooling stator gasification steam outlet; 3.4. Cooling rotor steam; 3.5. Cooling blade spray pipe; 3.6. Gasification steam outlet; 4. Working turbine rotor blades; 5. Working turbine stator blades; 12. Compressor gas outlet; 13. High-temperature and high-pressure combustion gas inlet; 14. Normal-pressure air; 15. Engine exhaust gas; The gray parts are various fluids.
[0011] Figure 3 It is a schematic diagram of the main working system of the engine. Among them: 1. Low-pressure compressor; 3.1. Rotor cooling steam outlet; 3.2. Coolant inlet; 3.6. Steam outlet; 3.7. Coolant inlet; 16. Highest pressure rotor; 17. Intermediate pressure rotor; 18. Low-pressure rotor; 19. Free turbine; 20. Combustion chamber; 21. Generator; 22. Bypass generator free turbine;
[0012] Figure 4 It is a schematic diagram of the radial turbine liquid phase change cooling structure. Among them: 3.5, coolant spray pipe; 4, radial power turbine;
[0013] Figure 5 It is a schematic diagram of the phase change cooling structure of the axial flow turbine rotor. Among them: 3.5, cooling liquid spray pipe; 4, axial flow turbine;
[0014] Figure 6 It is a schematic diagram of the phase change cooling structure of the axial flow turbine stator. Wherein: 3.3, cooling liquid spray pipe; 7, hollow stator blade; DETAILED DESCRIPTION
[0015] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the following specific embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various forms of modifications to the invention by those skilled in the art are all within the scope of the claims attached to this application.
[0016] Generally, the low-pressure rotor compressor 1 is an axial flow compressor, and the rotor cooling steam outlet 3.1 is located between the compressor and the working turbine. The working turbine part is composed of a cooling blade spray pipe 3.5 and a working turbine rotor blade 4, followed by a free working turbine 2. The structure can be an assembled and spliced structure of aluminum-titanium single crystal alloy casting and partial cutting. The outer surface of the working turbine is coated with a high-temperature resistant and heat-insulating ceramic coating to reduce heat loss. The interior is a hollow structure that can pass cooling rotor steam 3.4 and coolant. At the same time, the stator should also be cooled, and the rotor steam pipe and the liquid inlet pipe are connected to the external cooling system with a labyrinth seal or a mechanical seal, see the attached Figure 2 .
[0017] Generally, a high-pressure rotor compressor is a multi-stage centrifugal compressor, and the axial pipe on one side of the compressor is the vaporization steam outlet 3.6. The working turbine part is composed of a coolant spray pipe 3.3 and a rotor turbine blade 6. The structure can adopt an assembled and spliced structure of aluminum-titanium single crystal alloy casting and partial cutting. The outer surface of the working turbine is coated with a high-temperature resistant insulating ceramic coating to reduce heat loss. The interior is a hollow structure that can pass cooling rotor steam and coolant. At the same time, the stator should also be cooled and the casing and ventilation pipe should be insulated with an insulation cavity 12 filled with silica aerogel. The rotor steam pipe and the liquid inlet pipe are connected to the external cooling system with a labyrinth seal or a mechanical seal, see attached. Figure 1 .
[0018] In order to facilitate assembly, improve reliability and reduce manufacturing costs, the ventilation pipe of the tail gas of the lowest-level high-pressure compressor rotor turbine can be branched into a generator rotor turbine to supply power to the required power system, especially when the engine is directly connected to the ship power or directly connected to the mechanical load power. This structure is simpler and more reliable, and the thermal efficiency loss caused by increasing the heat transfer area of the pipeline is not reduced when it is wrapped in the aerogel insulation cavity.
[0019] The steam cooling system is a cycle of heat absorption and gasification, flow, compression and liquefaction, cooling and heat release, flow and return, and heat absorption and gasification. When it is aviation power, it can be air-cooled and solve the problem of wing ice. When it is shipboard power, it can be cooled by seawater with higher thermal efficiency.
Claims
1. The present invention is a multi-rotor blade engine design that can realize fluid phase change cooling. The engine is a liquid phase change cooling multi-rotor structure. It includes: Combustion chamber, high-pressure rotor and ventilation duct, low-pressure rotor and ventilation duct, free turbine rotor, generator turbine, steam cooling duct, compressor and cooling fan.
2. The surface of the rotor working turbine is coated with a high-temperature resistant ceramic insulation coating. There are spray pipes and steam outlets inside the rotor for cooling the turbine blades, which are connected to the external steam heat dissipation pipe with mechanical seals or labyrinth seals.
3. High-temperature pipelines and gas ducts have aerogel insulation chambers for higher thermal efficiency.
4. Request for invention patent priority for the system structure, operating principle, and mechanical system function mechanism described above and in all other specifications.