Oxygen-enriched turbine engine and its thermodynamic cycle method

Abstract

This application discloses an oxygen-enriched turbine engine and a thermodynamic cycle method for the oxygen-enriched turbine engine. It includes an oxygen-enriched gas generator, a turbine, a compressor, an oxygen-enriched gas auxiliary atomizing injector, and an actively cooled combustion chamber. The oxygen-enriched gas generator includes an oxidant inlet, an oxidant collection chamber, a catalytic bed, a reaction chamber located downstream of the catalytic bed, a fuel inlet and an oxygen-enriched gas outlet located on the side wall of the reaction chamber. A valve on the fuel supply pipeline controls the fuel flow, enabling two operating modes for the oxygen-enriched gas generator: a dual-component oxygen-enriched combustion mode (oxidant and fuel) and a single-component catalytic decomposition mode (oxidant only). This application addresses the problems of coking and carbon buildup, poor combustion organization, and limited turbine work capacity in oil-rich cycle combined power systems.

Description

Technical Field

[0001] This application relates to the field of turbine engine technology, specifically to an oxygen-enriched turbine engine and a thermodynamic cycle method for an oxygen-enriched turbine engine. Background Technology

[0002] From a long-term development perspective, near-space combined-cycle propulsion vehicles represent a technological high ground for the future development of aerospace, and have become a strategic and cutting-edge technology of great concern to various countries. Combined-cycle engines are the core technology of combined-cycle propulsion vehicles. Hypersonic combined-cycle engines are a technological challenge of the century. Specifically, the most economical turbojet engines at low Mach numbers can only operate up to Mach 2.5, while the scramjet engines, which have the best hypersonic performance, suffer from starting problems and insufficient thrust below Mach 3.5, creating a gap between turbojet and scramjet engines. This is because turbojet engines have a large air intake, and their drag increases sharply with increasing Mach number. Meanwhile, scramjet engines, at low Mach numbers, have weak shock wave intensity and low pressure ratio, which limits combustion heat release and prevents the injection of sufficient energy.

[0003] Current flight-oriented space transportation systems have wide flight envelopes and complex missions, requiring consideration of both acceleration and loiter / cruise missions, high-frequency launches, and real-time mission exit and safe return. Therefore, their propulsion systems must be able to cruise in the most economical way under high-altitude, high-speed flight conditions, provide sufficient acceleration, and maintain a certain level of maneuverability. This necessitates a propulsion system capable of wide-range thrust adjustment under high-speed flight conditions, balancing cruise and maneuverability. Existing combined propulsion systems, including rocket-based combined engines, turbine combined engines, and air-turbine rocket engines, are insufficient to meet these requirements.

[0004] Specifically, current ATR-type combined engines all employ a rich fuel cycle, where the combustion gas temperature varies drastically with the stoichiometric ratio, making them prone to localized overheating and erosion. Furthermore, rich fuel combustion is difficult to organize, resulting in low combustion efficiency and frequent coking and carbon buildup, affecting the engine's reusability. Based on traditional aero-engine combined propulsion systems, the compressor and turbine operate in a coupled manner (i.e., the compressor compresses incoming air, high-pressure air and fuel are combusted in the combustion chamber, combustion products drive the turbine to do work, and the turbine then drives the compressor), limiting engine thrust to the capture flow rate, thus resulting in a narrow thrust adjustment range. Introducing a rich fuel pre-combustion chamber to drive the turbine (ZL201810529464.X) decouples the compressor and turbine, but to avoid coking and carbon buildup, the temperature of the rich fuel gas is typically controlled at 800-1000K, limiting the gas's ability to drive the turbine and affecting engine performance. At higher flight altitudes, existing combined propulsion systems cannot generate sufficient thrust due to insufficient air capture.

[0005] It should be noted that the information disclosed in this background section is only for understanding the background technology of the present invention, and therefore may include information that does not constitute prior art.

[0006] Application content

[0007] To address the shortcomings of existing technologies, this application discloses an oxygen-enriched turbine engine and a thermodynamic cycle method for the oxygen-enriched turbine engine, which solves the problems of easy coking and carbon buildup, difficulty in organizing combustion, and limited turbine work capacity in oil-rich cycle combined power systems.

[0008] To achieve the above objectives, this application provides the following technical solution:

[0009] The oxygen-enriched turbine combined engine includes an oxygen-enriched gas generator, a turbine, a compressor, an oxygen-enriched gas auxiliary atomizing injector, and an actively cooled combustion chamber. The oxygen-enriched gas generator includes an oxidant inlet, an oxidant collection chamber, a catalytic bed, a reaction chamber located downstream of the catalytic bed, and a fuel inlet and an oxygen-enriched gas outlet located on the side wall of the reaction chamber. An oxidant supply system supplies oxidant to the oxidant inlet of the oxygen-enriched gas generator, and a fuel supply system supplies fuel to both the fuel inlet of the oxygen-enriched gas generator and the cooling channel inlet of the actively cooled combustion chamber. Valves on the fuel supply pipeline control fuel flow, allowing for two operating modes: a dual-component oxygen-enriched combustion mode (oxidant and fuel) and a single-component catalytic decomposition mode (oxidant only). High temperature and high pressure are generated at the oxygen-enriched gas outlet of the oxygen-enriched gas generator. Oxygen-enriched gas is introduced into the turbine inlet, performing work on the turbine and driving the compressor, which is coaxial with the turbine, to rotate. This compressor pressurizes the low-pressure air flowing through it to high-pressure air. The high-pressure air produced by the compressor mixes with the low-pressure oxygen-enriched gas discharged from the turbine outlet after the turbine has performed work, forming oxygen-enriched air with a higher oxygen content than conventional air. This oxygen-enriched air is then introduced into the oxidizer inlet of the oxygen-enriched gas auxiliary atomizing injector. Fuel supplied by the fuel supply system to the actively cooled combustion chamber is actively cooled and then flows out of the cooling channel outlet, entering the fuel inlet of the oxygen-enriched gas auxiliary atomizing injector. A portion of the high-pressure oxygen-enriched gas is diverted by a sonic flow meter as auxiliary atomizing gas and introduced into the auxiliary atomizing gas inlet of the oxygen-enriched gas auxiliary atomizing injector. The auxiliary gas atomizing injector injects the fuel and oxygen-enriched air into the actively cooled combustion chamber, where oxygen-enriched combustion occurs, generating thrust.

[0010] In a preferred embodiment, the number of oxygen-enriched gas generators can be one or multiple generators operating in parallel.

[0011] In a preferred embodiment, the gas inlet of the turbine can be a single inlet or multiple inlets corresponding to multiple gas generators operating in parallel.

[0012] In a preferred embodiment, the oxygen-enriched gas-assisted atomizing injector can be an injector that simultaneously performs injection, atomization, mixing, and flame stabilization functions.

[0013] In a preferred embodiment, in addition to using active cooling for thermal protection, the active cooling combustion chamber can also be protected by a composite cooling method that combines active cooling with film cooling.

[0014] In a preferred embodiment, the oxidant supplied can be hydrogen peroxide or nitrous oxide, and the oxidant supply system can supply the oxidant via extrusion or pump pressure.

[0015] In a preferred embodiment, the fuel supplied by the fuel supply system is kerosene, and the supply method is either extrusion supply or pump pressure supply.

[0016] In addition, this application also discloses a thermodynamic cycle method for an oxygen-rich turbine engine, the specific steps of which are as follows:

[0017] S1. The oxidant supply system and the fuel supply system pressurize the oxidant and fuel respectively and then deliver them to the oxygen-enriched gas generator;

[0018] S2. Oxidant and fuel undergo an oxygen-enriched reaction within the oxygen-enriched gas generator, producing oxygen-enriched gas at 1000–1500 K. This oxygen-enriched gas contains unreacted residual oxygen, which can inhibit fuel coking and carbon buildup, and prevent localized overheating. Depending on the engine's operating conditions, the oxygen-enriched gas generator operates in different modes:

[0019] S2-1. When the engine is operating in long-term cruise mode, the valve is closed to cut off the fuel supply. The oxygen-enriched gas generator operates in single-component catalytic decomposition mode. The oxidant flows sequentially through the oxidant inlet and oxidant collection chamber of the oxygen-enriched gas generator. When it reaches the catalytic bed in the oxygen-enriched gas generator, a catalytic decomposition reaction occurs, generating oxygen-enriched gas at a temperature of 1000-1100K. This enables the engine to have high specific impulse performance while ensuring that the turbine blades do not suffer high-temperature ablation during long-term operation.

[0020] S2-2. When the engine is working in afterburner mode, the valve is opened and the oxygen-enriched gas generator works in dual-component oxygen-enriched combustion mode. The oxidant decomposition gas decomposed by the catalytic bed reacts with a small amount of fuel injected into the fuel inlet downstream of the catalytic bed in the reaction chamber to produce oxygen-enriched gas at a temperature of 1100-1500K, which meets the engine's short-term high power output requirements.

[0021] S3. The high-temperature and high-pressure oxygen-enriched gas generated at the oxygen-enriched gas outlet of the oxygen-enriched gas generator 1 is mainly fed into the turbine gas inlet, driving the compressor coaxial with the turbine to rotate, and boosting the low-pressure air flowing through the compressor to high-pressure air. The oxygen-enriched gas generator decouples the operation of the compressor and the turbine, so that the turbine can work in the range of 10 to 30 times the pressure ratio. The high gas temperature and high pressure ratio work together to enhance the turbine's work capacity, so that the compressor has the working capacity of 1.1 to 10 times the pressure ratio.

[0022] S4. After the high-pressure oxygen-enriched gas does power to the turbine, it expands into low-pressure oxygen-enriched gas, which is then mixed with high-pressure air to form oxygen-enriched air with an oxygen content of 25-40%.

[0023] S5. Introduce oxygen-enriched air into the oxidant inlet of the oxygen-enriched gas auxiliary atomizing injector, introduce fuel after the active cooling combustion chamber into the fuel inlet of the oxygen-enriched gas auxiliary atomizing injector, and introduce a portion of the high-temperature, high-pressure oxygen-enriched gas throttled by the sonic flow meter as the oxygen-enriched auxiliary atomizing gas into the auxiliary atomizing gas inlet of the oxygen-enriched gas auxiliary atomizing injector.

[0024] S6. In the oxygen-enriched gas-assisted atomizing injector, the fuel is atomized by high-temperature and high-pressure oxygen-enriched gas and then fully mixed with oxygen-enriched air. The mixture is then injected into the active cooling combustion chamber by the oxygen-enriched gas-assisted atomizing injector for oxygen-enriched combustion. Oxygen-enriched combustion can greatly broaden the flame stabilization range and improve combustion efficiency, thereby realizing the efficient conversion of chemical energy into thrust.

[0025] This application discloses an oxygen-enriched turbine engine and a thermodynamic cycle method for an oxygen-enriched turbine engine, which has the following advantages:

[0026] 1. Compared with traditional air-turbine rockets (ATR) that use oil-rich gas generators, the core advantage of this patent's use of an oxygen-rich gas generator cycle is:

[0027] (1) The oxygen-enriched gas generator can obtain higher gas temperature, and the gas temperature is stable and controllable within the working oxygen-oil ratio range.

[0028] (2) The oxygen-enriched gas contains unreacted residual oxygen, which can inhibit fuel coking and carbon deposits and prevent local overheating, thereby improving engine life and reusability.

[0029] (3) The oxygen content of the mixture of air entering the combustion chamber and turbine exhaust gas is higher than that of conventional air, which can greatly broaden the flame stabilization range and improve combustion efficiency, thus realizing the efficient conversion of chemical energy into thrust.

[0030] (4) The oxygen-enriched gas generator can operate in two modes: single-component catalytic decomposition of oxidant and dual-component oxygen-enriched combustion of oxidant and fuel, thereby improving the engine's wide-range thrust adjustment capability.

[0031] 2. The oxygen-enriched gas generator drives the turbine to perform work through the catalytic decomposition or oxygen-enriched combustion reaction of its own oxygen-enriched working fluid, decoupling the operation of the compressor and turbine, allowing the turbine end to operate at a higher pressure ratio. Under the combined effect of high pressure ratio and high gas temperature, the turbine's work capacity is significantly improved.

[0032] 3. Due to the presence of some oxidizer, it has a higher service ceiling at the same flight speed. At the same time, reducing the compressor intake volume and capture area helps to reduce compressor power consumption and intake drag. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0034] Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without any creative effort.

[0035] Figure 1 This is a schematic diagram of the composition of an oxygen-enriched turbine engine;

[0036] Figure 2 This is a PV diagram of the thermodynamic cycle process of an oxygen-enriched turbine combined engine;

[0037] Figure 3 This is the hs diagram of the thermodynamic cycle process of an oxygen-enriched turbine combined engine;

[0038] Figure 4 The phenomenon of coking and carbon buildup occurs when the temperature of a rich-fuel gas generator exceeds 1000K (oxidant: oxygen; fuel: kerosene).

[0039] Figure 5 It is the change in gas temperature with the oxygen-to-fuel ratio. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0041] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0042] An oxygen-enriched turbine combined engine includes an oxygen-enriched gas generator, a turbine, a compressor, an oxygen-enriched gas auxiliary atomizing injector, and an actively cooled combustion chamber, such as... Figure 1 As shown.

[0043] The oxygen-enriched gas generator uses the aircraft's own oxidizer, which is decomposed in a catalytic bed to form high-temperature, high-pressure oxygen-enriched gas. This gas can also be combusted with fuel at a low equivalence ratio to further increase the gas temperature. The oxygen-enriched gas generator includes an oxidizer inlet, an oxidizer collection chamber, a catalytic bed, a reaction chamber downstream of the catalytic bed, and a fuel inlet and an oxygen-enriched gas outlet located on the side wall of the reaction chamber. The oxidizer and fuel are supplied by an oxidizer supply system and a fuel supply system, respectively. The oxidizer supplied can be hydrogen peroxide or nitrous oxide, and the oxidizer supply system uses either extrusion or pump-pressurization. The fuel supplied by the fuel supply system is kerosene, also supplied via extrusion or pump-pressurization. Valves on the fuel supply pipeline control the fuel flow, allowing the gas generator to operate in different modes depending on the operating conditions.

[0044] ① When the engine is operating in long-term cruising mode, the valve is closed to cut off the fuel supply, and the oxygen-enriched gas generator operates in single-component catalytic decomposition mode. The oxidant flows sequentially through the oxidant inlet and oxidant collection chamber of the oxygen-enriched gas generator, and reaches the catalytic bed inside the generator, where a catalytic decomposition reaction occurs, producing oxygen-enriched gas at a temperature of 1000-1100K. This ensures that the engine has high specific impulse performance while preventing high-temperature ablation of the turbine blades during long-term operation.

[0045] ② When the engine is operating in afterburner mode, the valve is opened, and the oxygen-enriched gas generator operates in dual-component oxygen-enriched combustion mode. The oxidant decomposition gas from the catalytic bed reacts with a small amount of fuel injected into the fuel inlet downstream of the catalytic bed in an oxygen-enriched combustion reaction within the reaction chamber. By controlling the fuel injection quantity, oxygen-enriched gas with a temperature range of 1100–1500K can be generated to meet the engine's short-term high-power output requirements;

[0046] The high-temperature, high-pressure oxygen-enriched gas generated at the outlet of the oxygen-enriched gas generator enters the turbine gas inlet through a pipeline, performs work on the turbine, and drives the compressor, which is coaxial with the turbine, to rotate, thus increasing the pressure of the low-pressure air flowing through the compressor to high-pressure air. By introducing the oxygen-enriched gas generator to drive the turbine independently, the operation of the compressor end and the turbine end is decoupled, achieving a turbine end operating performance with a pressure ratio of 10 to 30 times. According to the turbine power expression... Where is π t Turbine end pressure ratio, T t For the gas temperature, η tThe total turbine efficiency is given by the oxygen-enriched gas flow rate (m′2). An oxygen-enriched gas generator can produce oxygen-enriched gas at temperatures ranging from 1000 to 1600 K, while achieving a high pressure ratio operating range of 10 to 30 times. Compared to the 800-1000 K gas temperature range of a conventional gas generator, this improves the turbine's work capacity, enabling the compressor to achieve a pressure ratio of 1.1 to 10 times, thus ensuring the engine has a wide range of thrust adjustment capabilities.

[0047] Based on the turbine power expression, by adjusting the flow rate m′2 of the oxygen-enriched gas generated by the gas generator, the engine thrust can be adjusted by regulating the turbine output power, enabling the engine to have a wide range of thrust adjustment capabilities. Therefore, depending on the thrust performance requirements of the oxygen-enriched turbine engine, the number of oxygen-enriched gas generators can be set to one or multiple generators operating in parallel. Correspondingly, the turbine gas inlet can be a single intake or multiple intakes corresponding to multiple gas generators operating in parallel.

[0048] The low-pressure oxygen-enriched combustion gas after the turbine's power stroke mixes with the high-pressure air pressurized at the compressor end in the turbine casing to form oxygen-enriched air, which is then introduced into the oxidizer inlet of the oxygen-enriched gas auxiliary atomizing injector. Because the oxygen-enriched combustion gas contains residual oxygen, the oxygen content of the mixed oxygen-enriched air can reach 25-40%.

[0049] The fuel supplied by the fuel supply system to the active cooling combustion chamber actively cools the combustion chamber walls before flowing out through the cooling channel outlet and into the fuel inlet of the oxygen-enriched gas auxiliary atomizing injector.

[0050] The high-temperature, high-pressure, oxygen-enriched gas exiting the gas generator primarily drives the turbine, while a small portion is diverted through a sonic flow meter as auxiliary atomizing gas. This auxiliary atomizing gas is introduced into the auxiliary atomizing gas inlet of the oxygen-enriched gas auxiliary atomizing injector for gas-assisted atomization of the liquid fuel within the injector. The flow rate of the auxiliary atomizing gas is proportional to the area of ​​the sonic flow meter.

[0051] Within the oxygen-enriched gas-assisted atomizing injector, fuel is atomized by high-temperature, high-pressure oxygen-enriched gas and then injected laterally into the oxygen-enriched air to form an oxygen-containing jet. After thorough mixing with the oxygen-enriched air, it is injected into the actively cooled combustion chamber for oxygen-enriched combustion. A flame stabilization structure at the injector's tail ensures flame stability. Gas-assisted atomization helps to atomize liquid fuel in the lateral airflow, control penetration depth, and improve the local equivalence ratio to some extent. Oxygen-enriched combustion can significantly broaden the flame stabilization range and improve combustion efficiency, enabling the efficient conversion of chemical energy into thrust.

[0052] To achieve stable engine operation over long periods, the active cooling combustion chamber can also employ a composite cooling method that combines film cooling and active fuel cooling. This method uses multiple film cooling systems inside the combustion chamber to isolate heat flow, while simultaneously utilizing the heat absorption of fuel within the cooling channels to reduce the temperature of the combustion chamber walls and improve the combustion chamber's thermal protection capabilities.

[0053] Figure 2 and Figure 3 The figures are PV and HS diagrams, respectively, of the thermodynamic cycle process of the oxygen-enriched turbine combined engine. The changes in physical parameters they represent are consistent with the thermodynamic cycle process based on the structure of the oxygen-enriched turbine combined engine, and are used to gain a deeper physical understanding of the thermodynamic cycle method of the oxygen-enriched turbine combined engine.

[0054] In the figure, (0) is the atmospheric environment at infinity; (1) is the compressor inlet section; (2) is the compressor outlet section; (3) is the gas generator inlet section; (4) is the gas generator outlet section, which is also the turbine inlet section and the kerosene injection atomization priming air inlet section; (5) is the turbine outlet section; (6) is the section where the oxygen-rich gas after the turbine has done work and the high-pressure air after the compressor has been pressurized are mixed and injected into the injector; (7) is the section where the gas generator outlet priming air is mixed with kerosene for gas atomization injection; (8) is the straight section outlet section of the combustion chamber; (9) is the tail nozzle outlet section of the combustion chamber.

[0055] Thermodynamic cycle PV and HS diagrams of the oxygen-enriched turbocharged combined engine are as follows: Figure 2 , Figure 3 As shown, the process is as follows:

[0056] 0′-3 Constant volume pressurization process of liquid oxygen-enriched energetic working medium storage tank;

[0057] 3-4 The isobaric catalytic decomposition process of oxygen-rich energetic working fluid in the gas generator;

[0058] The expansion process of oxygen-rich gas in turbines 4-5;

[0059] 5-6 The isobaric exothermic process of oxygen-enriched gas;

[0060] 4-7 The process of priming and pressure reduction regulation between the gas generator outlet and the kerosene nozzle;

[0061] 1-2 Air compression process in the compressor;

[0062] 2-6 Isobaric heat absorption process of air;

[0063] The isobaric combustion process in combustion chambers 6-8;

[0064] Expansion process in the tail nozzle of combustion chamber 8-9;

[0065] 9-0 Isobaric exothermic processes in the atmospheric environment.

[0066] Existing ATR-type combined engines all employ a rich fuel cycle. The core component of a rich fuel cycle is a rich fuel generator, whose function is to mix and burn the oxidizer and fuel in a specific oxygen-fuel ratio to produce fuel-rich gas, which drives the turbine. Compared to the oxygen-rich gas generator proposed in this invention, which is based on two operating modes, the rich fuel generator has the following shortcomings:

[0067] ① Experiments show that when the temperature of the fuel-rich generator exceeds 1000K, coking and carbon buildup are likely to occur (e.g., Figure 4 As shown in the image, the higher the temperature, the greater the carbon soot concentration. During combustion, the carbon soot generates extremely strong thermal radiation, placing a significant load on the engine's thermal protection system and potentially causing engine wall erosion. Furthermore, carbon deposits inside the engine are difficult to clean and may even clog fuel delivery lines, affecting engine lifespan and reusability.

[0068] ② To suppress soot formation, the operating temperature of a rich-fuel gas generator is generally below 1000K, typically selected as 800–1000K. From Figure 5 As can be seen from the curve of gas temperature change with oxygen-oil ratio, the gas temperature on the fuel-rich side changes drastically with oxygen-oil ratio. Due to the uneven distribution of fuel in the gas generator, local overheating and erosion are very likely to occur.

[0069] ③ The ability of the gas to power the turbine is limited by the temperature of the rich gas, which affects the engine's performance;

[0070] ④ In fuel-rich combustion gases, excess fuel makes combustion difficult to organize, resulting in low combustion efficiency. For the same output power, fuel-rich combustion gases cannot increase thrust.

[0071] Compared to the shortcomings of the above-mentioned fuel-rich gas cycle, the oxygen-rich gas cycle has the following advantages:

[0072] ① The oxygen-enriched gas generator has a catalytic bed, which can operate in both a single-component catalytic decomposition mode of the oxidant and a two-component oxygen-enriched combustion mode of the oxidant and fuel. By adjusting the fuel flow rate, an oxygen-enriched gas temperature range of 1000-1500K can be obtained. Because the oxygen-enriched gas contains residual oxygen, it can inhibit fuel coking and carbon deposition, and avoid local overheating;

[0073] ②From Figure 5 As can be seen, within the selected range of oxygen-oil ratio in the oxygen-enriched gas generator, the gas temperature changes slowly with the oxygen-oil ratio, and the gas temperature is stable and controllable.

[0074] ③Compared to fuel-rich gas (800-1000K), oxygen-rich gas has a higher temperature range, thus providing a stronger power turbine.

[0075] ④ In the oxygen-enriched gas cycle, the oxygen-enriched gas is ultimately injected into the combustion chamber for oxygen-enriched combustion with the fuel. This greatly expands the flame stabilization range and improves combustion efficiency, enabling the efficient conversion of chemical energy into thrust. When the flight altitude is high and the intake air volume is insufficient, the oxygen-enriched gas can also provide additional oxidizer to meet the thrust requirements of the aircraft.

[0076] It should be noted that, in this article, relational terms are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0077] Moreover, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0078] In the absence of further restrictions, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0079] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An oxygen-enriched turbine engine, comprising an oxygen-enriched gas generator (1), a turbine (2), a compressor (3), an oxygen-enriched gas auxiliary atomizing injector (4), and an actively cooled combustion chamber (5), wherein, The oxygen-enriched gas generator includes an oxidant inlet (1-1), an oxidant collection chamber (1-2), a catalytic bed (1-3), a reaction chamber (1-4) located downstream of the catalytic bed, and a fuel inlet (1-5) and an oxygen-enriched gas outlet (1-6) located on the side wall of the reaction chamber. The oxidant supply system (6) supplies oxidant to the oxidant inlet (1-1) of the oxygen-enriched gas generator (1), and the fuel supply system (7) supplies fuel to the fuel inlet of the oxygen-enriched gas generator (1) and the cooling channel inlet (5-1) of the active cooling combustion chamber, respectively. The valve (8) located on the fuel supply pipeline controls the fuel flow, and two working modes of the oxygen-enriched gas generator (1) can be obtained, namely the oxidant and fuel dual-component oxygen-enriched combustion working mode and the oxidant single-component catalytic decomposition working mode. The high-temperature and high-pressure oxygen-enriched gas generated at the oxygen-enriched gas outlet (1-6) of the oxygen-enriched gas generator (1) is introduced into the gas inlet (2-1) of the turbine (2) to improve the combustion of the gas. The compressor (3), which is coaxial with the turbine (2), performs work, driving the compressor (3) to rotate. This pressurizes the low-pressure air flowing through the compressor (3) to high-pressure air. The high-pressure air generated by the compressor (3) mixes with the low-pressure oxygen-enriched gas discharged from the turbine gas outlet (2-2) after the turbine has performed work, forming oxygen-enriched air with a higher oxygen content than conventional air. This oxygen is then introduced into the oxidant inlet (4-1) of the oxygen-enriched gas auxiliary atomizing injector. The fuel supply system (7) delivers fuel to the active cooling combustion chamber (5) to improve combustion. After the combustion chamber wall is actively cooled, the fuel flows out from the cooling channel outlet (5-2) and enters the fuel inlet (4-2) of the oxygen-enriched gas auxiliary atomizing injector (4). The high-pressure oxygen-enriched gas is diverted by the sonic flow meter (9) as auxiliary atomizing gas and introduced into the auxiliary atomizing gas inlet (4-3) of the oxygen-enriched gas auxiliary atomizing injector (4). The oxygen-enriched gas auxiliary atomizing injector (4) injects fuel and oxygen-enriched air into the actively cooled combustion chamber, where oxygen-enriched combustion occurs and thrust is generated.

2. The oxygen-enriched turbine engine as claimed in claim 1, wherein the number of the oxygen-enriched gas generators (1) is one or multiple in parallel.

3. The oxygen-enriched turbine engine as claimed in claim 1, wherein the gas inlet (2-1) of the turbine (2) is a single gas inlet or multiple gas inlets corresponding to multiple gas generators operating in parallel.

4. The oxygen-enriched turbine engine as claimed in claim 1, wherein the oxygen-enriched gas auxiliary atomizing injector (4) is an injector that simultaneously has the functions of injection, atomization, mixing and flame stabilization.

5. The oxygen-rich turbine engine as claimed in claim 1, wherein the active cooling combustion chamber (5) is protected by active cooling or by a composite cooling method that combines active cooling and film cooling.

6. The oxygen-rich turbine engine as claimed in claim 1, wherein the oxidant supply system (6) is supplied by extrusion supply or pump pressure supply.

7. The oxygen-enriched turbine engine as claimed in claim 1, wherein the fuel supplied by the fuel supply system (7) is kerosene, and the supply method is extrusion supply or pump pressure supply.

8. The specific steps of the oxygen-enriched turbine engine thermodynamic cycle method are as follows: S1. The oxidant supply system (6) and the fuel supply system (7) pressurize the oxidant and fuel respectively and then deliver them to the oxygen-enriched gas generator (1). S2. Oxidant and fuel undergo an oxygen-enriched reaction in the oxygen-enriched gas generator (1) to produce oxygen-enriched gas at 1000~1500K. The oxygen-enriched gas contains residual oxygen that has not participated in the reaction, which can inhibit fuel coking and carbon deposition and avoid local overheating. Depending on the engine operating conditions, the oxygen-enriched gas generator (1) operates in different modes: S(2-1). When the engine is in long-term cruise mode, close valve (8) to cut off the fuel supply. The oxygen-enriched gas generator (1) operates in single-component catalytic decomposition mode. The oxidant flows through the oxidant inlet (1-1) and oxidant collection chamber (1-2) of the oxygen-enriched gas generator (1) in sequence. When it reaches the catalytic bed (1-3) in the oxygen-enriched gas generator (1), a catalytic decomposition reaction occurs, generating oxygen-enriched gas with a temperature of 1000~1100K. This enables the engine to have high specific impulse performance while ensuring that the turbine blades do not suffer high-temperature ablation during long-term operation. S(2-2). When the engine is working in afterburner mode, valve (8) is opened and the oxygen-enriched gas generator (1) works in dual-component oxygen-enriched combustion mode. The oxidant decomposition gas decomposed by the catalyst bed (1-3) reacts with a small amount of fuel injected into the fuel inlet (1-5) downstream of the catalyst bed (1-3) in the reaction chamber (1-4) to produce oxygen-enriched gas at a temperature of 1100~1500K, which meets the engine's short-term high power output requirements. S3. The high temperature and high pressure oxygen-enriched gas generated by the oxygen-enriched gas outlet (1-6) of the oxygen-enriched gas generator (1) is mainly fed into the gas inlet (2-1) of the turbine (2), which drives the compressor (3) coaxial with the turbine (2) to rotate, and pressurizes the low pressure air flowing through the compressor to high pressure air. The oxygen-enriched gas generator decouples the operation of the compressor (3) and the turbine (2), so that the turbine (2) can work in the range of 10 to 30 times the pressure ratio. The high gas temperature and high pressure ratio work together to enhance the work capacity of the turbine (2), so that the compressor (3) has the working capacity of 1.1 to 10 times the pressure ratio. S4. After the high-pressure oxygen-enriched gas does power to the turbine (2), it expands into low-pressure oxygen-enriched gas, which mixes with high-pressure air to form oxygen-enriched air with an oxygen content of 25-40%. S5. Introduce oxygen-enriched air into the oxidant inlet (4-1) of the oxygen-enriched gas auxiliary atomizing injector (4), introduce fuel after actively cooling the combustion chamber into the fuel inlet (4-2) of the oxygen-enriched gas auxiliary atomizing injector (4), and introduce the high-temperature and high-pressure oxygen-enriched gas throttled by the sonic flow meter as oxygen-enriched auxiliary atomizing gas into the auxiliary atomizing gas inlet (4-3) of the oxygen-enriched gas auxiliary atomizing injector (4). S6. In the oxygen-enriched gas-assisted atomizing injector (4), the fuel is atomized by high-temperature and high-pressure oxygen-enriched gas and then fully mixed with oxygen-enriched air. It is then injected into the active cooling combustion chamber (5) by the oxygen-enriched gas-assisted atomizing injector (4) for oxygen-enriched combustion. Oxygen-enriched combustion can greatly broaden the flame stabilization range and improve the combustion efficiency, thereby realizing the efficient conversion of chemical energy into thrust.

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