Aero-engine with waste heat recycling system

Abstract

The aero-engine with the waste heat recycling system comprises the waste heat recycling system and a core cabin, the waste heat recycling system is composed of a plurality of waste heat recycling units, and the waste heat recycling units are installed in the core cabin and arranged in the axial direction of the aero-engine; the first end of the waste heat recovery unit is connected with a turbine rear casing inclined support plate to absorb high-temperature tail gas; the second end is connected with the outer culvert radiator and transmits heat to the outer culvert radiator; and the third end extends to the inlet position of the combustion chamber and transfers heat to inlet air of the combustion chamber. Through comprehensive recycling of engine tail gas and low-grade waste heat, oil consumption of the combustion chamber is reduced, and therefore the overall energy utilization rate of the aero-engine is increased. The waste heat recovery system is tightly combined with the aero-engine and has the characteristics of low resistance, efficient heat exchange, high reliability and the like.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for aero engines, and in particular to an aero engine with a waste heat recovery and utilization system. Background Technology

[0002] In the field of aero-engines, hybrid electric propulsion technology (a novel propulsion system combining a traditional gas turbine engine and an electric motor) is one of the most important technologies for reducing carbon emissions in the future air transport industry. However, hybrid electric propulsion engines will also face more severe thermal management challenges (collecting, transferring, controlling, and managing heat from the aero-engine to ensure that all components operate within appropriate temperature ranges). Because hybrid electric propulsion systems contain high-power-density electrical equipment and novel transmission devices, compared to traditional engines, hybrid electric propulsion engines experience significantly increased low-grade waste heat, which is also at a lower temperature, making heat dissipation more difficult.

[0003] In addition, approximately 55% to 75% of the heat generated by fuel combustion in the core of an aircraft engine is discharged into the atmosphere through the exhaust nozzle. If this waste heat is not recovered and utilized, it will result in a huge waste of energy.

[0004] Therefore, it is necessary to recover and utilize the low-grade waste heat and exhaust waste heat of hybrid electric propulsion engines in order to further improve the engine's energy efficiency and reduce carbon emissions.

[0005] However, compared with the traditional energy industry, the technology for recovering and utilizing waste heat from aero engines still faces challenges such as stringent space constraints, high efficiency, and high reliability requirements.

[0006] Hybrid electric propulsion engines exhibit increased low-grade waste heat and low waste heat temperatures, making heat dissipation or recycling difficult. The core engine's exhaust gas contains a large amount of waste heat, which is directly dissipated into the surrounding atmosphere, resulting in significant energy waste. Therefore, it is necessary to recycle and reuse this waste heat to improve overall energy efficiency.

[0007] In addition, traditional waste heat recovery devices occupy a large space and are heavy, making them difficult to integrate with engine designs and failing to meet stringent space constraints, high efficiency, and high reliability requirements.

[0008] Therefore, how to efficiently collect and recycle low-grade waste heat and exhaust gas waste heat under engine space and weight constraints is a key problem that advanced hybrid electric propulsion engines need to solve.

[0009] In view of this, the inventors of this application have designed an aero-engine with a waste heat recovery and utilization system in order to overcome the above-mentioned technical problems. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to overcome the shortcomings of existing technologies for the recovery and utilization of waste heat from aero engines, which have strict space limitations and high requirements for efficiency and reliability, and to provide a waste heat recovery and utilization system for aero engines.

[0011] The present invention solves the above-mentioned technical problems through the following technical solution:

[0012] An aero-engine with a waste heat recovery and utilization system is characterized in that the aero-engine includes a waste heat recovery and utilization system and a core cabin, the waste heat recovery and utilization system is composed of multiple waste heat recovery units, and the waste heat recovery units are installed in the core cabin and arranged along the axial direction of the aero-engine.

[0013] The first end of the waste heat recovery unit is connected to the inclined support plate of the turbine rear casing to absorb high-temperature exhaust gas; the second end is connected to the outer bypass radiator to transfer heat to the outer bypass radiator; and the third end extends to the combustion chamber inlet to transfer heat to the inlet air of the combustion chamber.

[0014] According to one embodiment of the present invention, the waste heat recovery unit includes a thermoacoustic engine heat exchange assembly, a acoustic tube, and a thermoacoustic heat pump heat exchange assembly connected in sequence, wherein the thermoacoustic engine heat exchange assembly is connected between the turbine casing inclined support plate and the outer bypass radiator.

[0015] According to one embodiment of the present invention, the thermoacoustic engine heat exchange assembly includes a thermoacoustic engine hot-end heat exchanger, a thermoacoustic engine regenerator, and a thermoacoustic engine cold-end heat exchanger connected in sequence. The thermoacoustic engine hot-end heat exchanger is connected to the turbine casing inclined support plate through a thermoacoustic engine high-temperature heat pipe, and the thermoacoustic engine cold-end heat exchanger is connected to the outer bypass radiator through a thermoacoustic engine ambient temperature heat pipe.

[0016] According to one embodiment of the present invention, the evaporation end of the high-temperature heat pipe of the thermoacoustic engine is connected to the inclined support plate of the turbine casing, and the condensation end is connected to the cold end heat exchanger of the thermoacoustic engine.

[0017] The evaporation end of the ambient temperature heat pipe of the thermoacoustic engine is connected to the cold end heat exchanger of the thermoacoustic engine, and the condensation end is connected to the outer bypass radiator.

[0018] According to one embodiment of the present invention, the thermoacoustic heat pump heat exchange assembly includes a thermoacoustic heat pump hot-end heat exchanger, a thermoacoustic heat pump regenerator, and a thermoacoustic heat pump cold-end heat exchanger connected in sequence, wherein the thermoacoustic heat pump hot-end heat exchanger extends to the inlet position of the combustion chamber through a thermoacoustic heat pump high-temperature heat pipe.

[0019] According to one embodiment of the present invention, the evaporation end of the high-temperature heat pipe of the thermoacoustic heat pump is connected to the hot end heat exchanger of the thermoacoustic heat pump, and the condensation end is located at the inlet of the combustion chamber.

[0020] According to one embodiment of the present invention, the phase change working fluid inside the high-temperature heat pipe of the thermoacoustic engine uses alkali metal sodium for heat transfer.

[0021] According to one embodiment of the present invention, the cold source of the thermoacoustic heat pump cold end heat exchanger comes from lubricating oil that has absorbed low-grade heat from the engine. The lubricating oil flows into the thermoacoustic heat pump cold end heat exchanger from the inlet and flows out of the thermoacoustic heat pump cold end heat exchanger from the outlet.

[0022] According to one embodiment of the present invention, the thermoacoustic engine heat exchange assembly, the acoustic tube, and the thermoacoustic heat pump heat exchange assembly are an integrated, linear circular tube structure.

[0023] According to one embodiment of the present invention, the high-temperature heat pipe of the thermoacoustic engine, the room-temperature heat pipe of the thermoacoustic engine, and the high-temperature heat pipe of the thermoacoustic heat pump are circular tubes perpendicular to the centerline of the engine.

[0024] The positive and progressive effects of this invention are as follows:

[0025] This invention relates to an aero-engine with a waste heat recovery and utilization system. By comprehensively recovering and utilizing engine exhaust gas and low-grade waste heat, it reduces combustion chamber fuel consumption, thereby improving the overall energy utilization rate of the aero-engine.

[0026] The waste heat recovery system has a simple structure, is located inside the core cabin, occupies little space, and is closely integrated with the aero-engine structure. It does not bring additional drag or thrust loss to the aero-engine and can meet the space constraints, high efficiency and high reliability requirements of aero-engines.

[0027] The waste heat recovery system is closely integrated with the aero-engine and features low resistance, high-efficiency heat exchange, and high reliability. Attached Figure Description

[0028] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein:

[0029] Figure 1 This is a schematic diagram of the structure of an aero-engine with a waste heat recovery system according to the present invention.

[0030] Figure 2 This is a schematic diagram of the waste heat recovery unit in an aero-engine with a waste heat recovery and utilization system according to the present invention.

[0031] Figure 3 for Figure 1 A sectional view taken along line AA.

[0032] Figure 4This is an architectural diagram of the waste heat recovery and utilization system capability conversion in an aero-engine with a waste heat recovery and utilization system according to the present invention.

[0033] Figure 5 This is a graph showing the change in fuel consumption reduction rate as the waste heat extracted from the exhaust gas in an aero-engine with a waste heat recovery system according to the present invention. Detailed Implementation

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0035] Embodiments of the invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the invention will now be described in detail, examples of which are shown in the drawings. Wherever possible, the same reference numerals will be used in all the drawings to denote the same or similar parts.

[0036] Furthermore, although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been selected by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein.

[0037] Furthermore, the invention should be understood not only through the actual terminology used, but also through the meaning implied by each term.

[0038] like Figure 1 As shown, the present invention discloses an aero-engine with a waste heat recovery and utilization system. The aero-engine consists of an air inlet 10, a fan 20, a booster stage 30, a compressor 40, a combustion chamber 50, a high-pressure turbine 60, a low-pressure turbine 70, a turbine rear casing inclined support plate 80, a tail nozzle 90, a core cabin 100, and an external nacelle 110 in sequence along the airflow direction.

[0039] The aero-engine also includes a waste heat recovery system, which consists of multiple waste heat recovery units 200, and the waste heat recovery units 200 are installed in the core cabin 100 and arranged along the axial direction of the aero-engine.

[0040] Waste heat recovery and utilization here refers to recovering and utilizing energy from the waste heat of aircraft engines in order to reduce energy waste and improve energy efficiency.

[0041] like Figures 2 to 5 As shown, the first end of the waste heat recovery unit 200 is connected to the turbine rear casing inclined support plate 80 to absorb high-temperature exhaust gas. The second end is connected to the bypass radiator 300 to transfer heat to the bypass radiator 300. The third end extends to the inlet of the combustion chamber 50 to transfer heat to the inlet air of the combustion chamber 50.

[0042] Preferably, in this embodiment, the waste heat recovery unit 200 includes a thermoacoustic engine heat exchange assembly 400, a acoustic tube 500, and a thermoacoustic heat pump heat exchange assembly 600 connected in sequence. The thermoacoustic engine heat exchange assembly 400 is connected between the turbine casing inclined support plate 80 and the outer bypass radiator 300.

[0043] Thermoacoustic engine refers to a device that uses the thermoacoustic effect to convert heat energy into sound energy and thus output sound power. Thermoacoustic heat pump refers to a heat pumping device that uses the inverse thermoacoustic effect to transfer heat from a low temperature to a high temperature through sound waves (alternating mechanical energy). Heat pipe refers to a device that transfers heat through the evaporation, condensation, and circulation of an internal working fluid.

[0044] Preferably, the thermoacoustic engine heat exchange assembly 400 includes a thermoacoustic engine hot-end heat exchanger 410, a thermoacoustic engine regenerator 420, and a thermoacoustic engine cold-end heat exchanger 430 connected in sequence. The thermoacoustic engine hot-end heat exchanger 410 is connected to the turbine casing inclined support plate 80 via a thermoacoustic engine high-temperature heat pipe 440, and the thermoacoustic engine cold-end heat exchanger 430 is connected to the outer bypass radiator 300 via a thermoacoustic engine ambient-temperature heat pipe 450. Here, the phase change working fluid inside the thermoacoustic engine high-temperature heat pipe 440 is alkali metal sodium for heat transfer.

[0045] For example, the evaporation end of the high-temperature heat pipe 440 of the thermoacoustic engine is connected to the inclined support plate 80 of the turbine casing, and the condensation end is connected to the cold-end heat exchanger 430 of the thermoacoustic engine. The evaporation end of the ambient temperature heat pipe 450 of the thermoacoustic engine is connected to the cold-end heat exchanger 430 of the thermoacoustic engine, and the condensation end is connected to the outer bypass radiator 300.

[0046] More preferably, the thermoacoustic heat pump heat exchange assembly 600 includes a thermoacoustic heat pump hot-end heat exchanger 610, a thermoacoustic heat pump regenerator 620, and a thermoacoustic heat pump cold-end heat exchanger 630 connected in sequence. The thermoacoustic heat pump hot-end heat exchanger 610 extends to the inlet of the combustion chamber 50 via a thermoacoustic heat pump high-temperature heat pipe 640.

[0047] For example, the evaporation end of the high-temperature heat pipe 640 of the thermoacoustic heat pump is connected to the hot end heat exchanger 610 of the thermoacoustic heat pump, and the condensation end is located at the inlet of the combustion chamber 50.

[0048] The cold source of the thermoacoustic heat pump cold end heat exchanger 630 comes from the lubricating oil that has absorbed low-grade heat from the engine. The lubricating oil flows into the thermoacoustic heat pump cold end heat exchanger 630 from the inlet 631 and flows out of the thermoacoustic heat pump cold end heat exchanger 630 from the outlet 632.

[0049] According to the above structural description, in the aero-engine with a waste heat recovery and utilization system of the present invention, the working process of the waste heat recovery and utilization system includes:

[0050] The high-temperature exhaust gas 700 from the aero-engine flows through and heats the turbine rear casing inclined support plate 80 before being discharged towards the exhaust nozzle 90. A portion of the high-temperature heat is transferred to the thermoacoustic engine's hot-end heat exchanger 410 via a high-temperature heat pipe 440. The phase change working fluid within the thermoacoustic engine's high-temperature heat pipe 440 is alkali metal sodium, which has a high latent heat of vaporization at high temperatures, enabling heat transfer with a small temperature difference and high heat flux density.

[0051] The evaporation end of the high-temperature heat pipe 440 of the thermoacoustic engine is connected to the inclined support plate 80 of the turbine rear casing, and the condensation end of the high-temperature heat pipe 440 of the thermoacoustic engine is connected to the hot end heat exchanger 410 of the thermoacoustic engine, so as to transfer the heat of the high-temperature exhaust gas 700 absorbed by the inclined support plate 80 of the turbine rear casing to the hot end heat exchanger 410 of the thermoacoustic engine.

[0052] This structure eliminates the need for an additional heat exchanger when extracting heat from the tail nozzle 90, thus avoiding additional drag and thrust loss for the aero engine.

[0053] After the working fluid in the hot end heat exchanger 410 of the thermoacoustic engine absorbs part of the heat from the high-temperature exhaust gas 700, it expands in the thermoacoustic engine regenerator 420. Upon encountering the cold thermoacoustic engine cold end heat exchanger 430, it releases heat and contracts in the thermoacoustic engine regenerator 420, resonating with the solid wall of the thermoacoustic engine regenerator 420, thereby generating a powerful sound wave A, thus realizing the conversion of a portion of the thermal energy into acoustic mechanical energy.

[0054] A thermoacoustic engine ambient temperature heat pipe 450 is used to transfer heat from the thermoacoustic engine cold end heat exchanger 430 to the outer bypass radiator 300. The evaporation end of the thermoacoustic engine ambient temperature heat pipe 450 is connected to the thermoacoustic engine cold end heat exchanger 430, and the condensation end of the thermoacoustic engine ambient temperature heat pipe 450 is connected to the outer bypass radiator 430.

[0055] Air 120 outside the core cabin 100 flows through the outer bypass radiator 430, carrying away heat. Sound wave A propagates from right to left and is consumed within the acoustic tube 500. Under the influence of sound wave A, the internal working fluid gas particles are compressed and expanded within the thermoacoustic heat pump regenerator 620, absorbing heat from the thermoacoustic heat pump cold-end heat exchanger 630 and releasing heat to the thermoacoustic heat pump hot-end heat exchanger 610. The temperature of the thermoacoustic heat pump hot-end heat exchanger 610 continuously rises under the influence of sound waves, realizing the heat pumping process and generating higher-grade heat.

[0056] A thermoacoustic heat pump high-temperature heat pipe 640 transfers the high-grade heat from the thermoacoustic heat pump hot-end heat exchanger 610 to the inlet air 51 of the combustion chamber 50. The evaporator end of the thermoacoustic heat pump high-temperature heat pipe 640 is connected to the thermoacoustic heat pump hot-end heat exchanger 610, while the condenser end of the thermoacoustic heat pump high-temperature heat pipe 640 is located at the inlet of the combustion chamber 50. The cold source for the thermoacoustic heat pump cold-end heat exchanger 630 comes from lubricating oil that has absorbed low-grade heat from the engine. The lubricating oil flows into the thermoacoustic heat pump cold-end heat exchanger 630 from inlet 631 and flows out of the thermoacoustic heat pump cold-end heat exchanger 630 from outlet 632.

[0057] Specifically, the thermoacoustic engine hot-end heat exchanger 410, thermoacoustic engine regenerator 420, thermoacoustic engine cold-end heat exchanger 430, acoustic tube 500, thermoacoustic heat pump hot-end heat exchanger 610, thermoacoustic heat pump regenerator 620, and thermoacoustic heat pump cold-end heat exchanger 630 are integrated, linear circular tube structures arranged along the axial direction. The internal working fluid is preferably an inert gas such as helium or nitrogen, which is environmentally friendly. There are no mechanical moving parts such as circulation pumps, resulting in high operational stability and reliability.

[0058] More preferably, the high-temperature heat pipe 440 of the thermoacoustic engine, the room-temperature heat pipe 450 of the thermoacoustic engine, and the high-temperature heat pipe 640 of the thermoacoustic heat pump are circular tubes perpendicular to the center line of the engine to reduce the heat transfer distance.

[0059] The aero-engine can achieve optimal, efficient, and compact heat exchange performance by reasonably adjusting the axial positions of the thermoacoustic engine hot-end heat exchanger 410, thermoacoustic engine regenerator 420, thermoacoustic engine cold-end heat exchanger 430, acoustic tube 500, thermoacoustic heat pump hot-end heat exchanger 610, thermoacoustic heat pump regenerator 620, and thermoacoustic heat pump cold-end heat exchanger 630, as well as the radial distances of the thermoacoustic engine high-temperature heat pipe 440, thermoacoustic engine ambient-temperature heat pipe 450, and thermoacoustic heat pump high-temperature heat pipe 640.

[0060] Since sound waves do not generate heat, the sound tube 500 does not require insulation and can be integrated into the internal structure of the engine core nacelle 100 without adding extra weight. The bypass radiator 300 is located on the outer surface of the core nacelle 100 and is made of fine graphite material, which is lightweight and has a high thermal conductivity. The bypass radiator 300 is closely attached to the outer surface of the core nacelle with a low normal height to reduce air resistance.

[0061] like Figure 3As shown, due to the large amount of waste heat generated by the exhaust gas of the aero-engine, the design of a compact heat exchange structure within a limited space presents significant challenges. Considering the rotating characteristics of the engine, the waste heat recovery system adopts a distributed design, with 20-40 waste heat recovery units 200 axially arranged within the core cabin 100. This design minimizes space requirements and meets the space constraints of the core cabin. The main components of the waste heat recovery system are all cylindrical tube structures, which are simple in structure and easily integrated with the internal structure of the core cabin without adding extra weight.

[0062] like Figure 4 As shown, for example, the thermoacoustic engine absorbs heat Q from the tailpipe 90. h1 The sound wave generates mechanical energy W, and the remaining heat Q. c1 The sound wave A drives the thermoacoustic heat pump to work, absorbing low-grade heat Q. c2 , generating high-grade heat Q h2 The energy is transferred to the combustion chamber. The energy conversion satisfies the following relationship: Q h1 =Q c1 +W;

[0063] Thermoacoustic engine conversion rate is: Q h2 =Q c2 +W;

[0064] The coefficient of performance of a thermoacoustic heat pump is:

[0065] Relative Carnot coefficient of thermoacoustic heat pump:

[0066] Based on the above formulas and according to the parameters of a typical aero-engine operating across all conditions, when the thermoacoustic engine's thermoacoustic conversion efficiency η1 is not less than 30%, the thermoacoustic heat pump T... h2 / T C2 When the coefficient of performance (COP) of the thermoacoustic heat pump is in the range of 1.6 to 2.2, the COP range is 1.3 to 1.8, and the relative Carnot coefficient (η2) of the thermoacoustic heat pump is not less than 70%, the overall fuel consumption of the aircraft engine can be reduced by 1%.

[0067] For example Figure 5 As shown, in the aero-engine with the waste heat recovery system of this invention, the fuel consumption reduction rate increases linearly with the proportion of exhaust waste heat recovery. The heat transfer efficiency of the waste heat recovery system under high-temperature takeoff conditions can reach 0.4. For every 1kW of exhaust gas and lubricating oil waste heat extracted, 0.4kW of high-grade heat can be generated and transferred to the combustion air, reducing fuel consumption by 0.002%. The waste heat recovery system is characterized by high heat transfer efficiency.

[0068] As described above, the aero-engine of this invention, equipped with a waste heat recovery system, connects the turbine rear casing inclined support plate and the thermoacoustic engine hot-end heat exchanger via high-temperature heat pipes. Waste heat from the exhaust gas is transferred to the hot end of the thermoacoustic engine through these heat pipes, driving the engine to generate acoustic mechanical energy. This acoustic mechanical energy then drives a thermoacoustic heat pump to absorb low-grade waste heat while simultaneously generating high-grade heat, which is then transported to the combustion chamber via the high-temperature heat pipes. This waste heat recovery system solves the problems of unrecovered low-grade and exhaust gas waste heat from aero-engines, low energy efficiency, low reliability of waste heat recovery devices, and large space requirements.

[0069] The aero-engine of this invention, which has a waste heat recovery and utilization system, has the following characteristics:

[0070] I. The waste heat recovery and utilization system uses the waste heat of exhaust gas to drive the thermoacoustic heat pump, which absorbs low-grade heat while generating higher-grade heat, increasing the temperature difference between the recovered heat and the combustion air, thereby improving the heat exchange efficiency.

[0071] By properly adjusting the axial position of the thermoacoustic engine, acoustic tube, and thermoacoustic heat pump, as well as the radial distance of the heat pipe, optimal compact and efficient heat exchange effects can be achieved.

[0072] II. The waste heat recovery and utilization system adopts an integrated, linear structural design of thermoacoustic engine, acoustic tube, and thermoacoustic heat pump for thermoacoustic conversion. The internal working fluid is an inert gas such as helium or nitrogen, which is environmentally friendly and meets the requirements of dual-carbon development. There are no mechanical moving parts such as circulation pumps, resulting in high operational stability and reliability.

[0073] Third, taking into account the characteristics of the rotating body of an aero-engine, the waste heat recovery and utilization system adopts a distributed design. The main components of the system are arranged circumferentially inside the core cabin, occupying little space and meeting the space size constraints of the core cabin.

[0074] IV. The main components of the waste heat recovery and utilization system are all circular tube structures, which are simple in structure and easy to integrate tightly with the internal structure of the core cabin, thus without adding extra weight.

[0075] Fifth, the exhaust heat is absorbed through a high-temperature heat pipe. The evaporator end of the high-temperature heat pipe is connected to the inclined support plate of the turbine rear casing, transferring the exhaust heat absorbed by the inclined support plate to the thermoacoustic engine. This extracts heat from the exhaust nozzle without the need for an additional heat exchanger, thus avoiding additional drag and thrust loss to the aero-engine.

[0076] VI. The thermoacoustic engine's bypass radiator is located on the outer surface of the core nacelle and is made of graphite material. It is lightweight and has a high thermal conductivity. It is closely attached to the outer surface of the core nacelle, has a low normal height, and has low air resistance.

[0077] For those skilled in the art, the above disclosure is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0078] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0079] Similarly, it should be noted that, in order to simplify the description of the embodiments disclosed in this application and thus aid in the understanding of one or more embodiments of the invention, the foregoing description of the embodiments of this application sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of this application requires more features than those mentioned in the claims. In fact, the embodiments have fewer features than all the features of the single embodiments disclosed above.

[0080] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. An aero-engine with a waste heat recovery system, characterized in that, The aero-engine includes a waste heat recovery system and a core cabin. The waste heat recovery system consists of multiple waste heat recovery units, which are installed in the core cabin and arranged along the axial direction of the aero-engine. The first end of the waste heat recovery unit is connected to the inclined support plate of the turbine rear casing to absorb high-temperature exhaust gas; the second end is connected to the outer bypass radiator to transfer heat to the outer bypass radiator; and the third end extends to the combustion chamber inlet to transfer heat to the inlet air of the combustion chamber.

2. The aero-engine with a waste heat recovery system as described in claim 1, characterized in that, The waste heat recovery unit includes a thermoacoustic engine heat exchange assembly, a acoustic tube, and a thermoacoustic heat pump heat exchange assembly connected in sequence. The thermoacoustic engine heat exchange assembly is connected between the turbine casing inclined support plate and the outer bypass radiator.

3. The aero-engine with a waste heat recovery system as described in claim 2, characterized in that, The thermoacoustic engine heat exchange assembly includes a thermoacoustic engine hot-end heat exchanger, a thermoacoustic engine regenerator, and a thermoacoustic engine cold-end heat exchanger connected in sequence. The thermoacoustic engine hot-end heat exchanger is connected to the turbine casing inclined support plate through a thermoacoustic engine high-temperature heat pipe, and the thermoacoustic engine cold-end heat exchanger is connected to the outer bypass radiator through a thermoacoustic engine ambient temperature heat pipe.

4. The aero-engine with a waste heat recovery system as described in claim 3, characterized in that, The evaporation end of the high-temperature heat pipe of the thermoacoustic engine is connected to the inclined support plate of the turbine casing, and the condensation end is connected to the cold end heat exchanger of the thermoacoustic engine. The evaporation end of the ambient temperature heat pipe of the thermoacoustic engine is connected to the cold end heat exchanger of the thermoacoustic engine, and the condensation end is connected to the outer bypass radiator.

5. The aero-engine with a waste heat recovery system as described in claim 3, characterized in that, The thermoacoustic heat pump heat exchange assembly includes a thermoacoustic heat pump hot-end heat exchanger, a thermoacoustic heat pump regenerator, and a thermoacoustic heat pump cold-end heat exchanger connected in sequence. The thermoacoustic heat pump hot-end heat exchanger extends to the inlet of the combustion chamber through a thermoacoustic heat pump high-temperature heat pipe.

6. The aero-engine with a waste heat recovery system as described in claim 5, characterized in that, The evaporation end of the high-temperature heat pipe of the thermoacoustic heat pump is connected to the heat exchanger of the thermoacoustic heat pump, and the condensation end is located at the inlet of the combustion chamber.

7. The aero-engine with a waste heat recovery system as described in claim 4, characterized in that, The thermoacoustic engine uses sodium alkali metal as the heat transfer medium in its high-temperature heat pipe for phase change.

8. The aero-engine with a waste heat recovery system as described in claim 5, characterized in that, The cold source of the thermoacoustic heat pump cold end heat exchanger comes from the lubricating oil that has absorbed low-grade heat from the engine. The lubricating oil flows into the thermoacoustic heat pump cold end heat exchanger from the inlet and flows out of the thermoacoustic heat pump cold end heat exchanger from the outlet.

9. The aero-engine with a waste heat recovery system as described in claim 2, characterized in that, The thermoacoustic engine heat exchange assembly, the acoustic tube, and the thermoacoustic heat pump heat exchange assembly are an integrated, straight-line circular tube structure.

10. The aero-engine with a waste heat recovery system as described in claim 5, characterized in that, The high-temperature heat pipe of the thermoacoustic engine, the room-temperature heat pipe of the thermoacoustic engine, and the high-temperature heat pipe of the thermoacoustic heat pump are all circular tubes, perpendicular to the centerline of the engine.

Images