Rotary duct engine

Abstract

The invention relates to gas turbine engines. A rotary duct engine comprises a rotor and a stator. The stator consists of a working disc having de Laval nozzles arranged at a tangent to the inside circumference thereof, an outer wall with ports through which a working fluid is supplied to the de Laval nozzles, and a labyrinth seal. The rotor consists of a working disc having de Laval nozzles arranged at a tangent to the outside circumference thereof, and a front wall with a labyrinth seal. The working disc of the rotor is rigidly coupled to a shaft. An aerodynamic surface of the working disc of the rotor and a front wall of the stator form an annular diffuser through which the working fluid enters the de Laval nozzles of the rotor. Between the inner part of the stator and the outer part of the rotor that is an annular gap for the egress of spent working fluid with residual pressure, which is directed into the atmosphere or to the inlet of the next stage. The jet nozzles of the stator and rotor are oriented toward one another. The technical result consists in providing ease of production and increasing the power, reliability and service life of the engine, while using a simple cooling system.

Description

[0001] Rotary-channel engine

[0002] The invention relates to mechanical engineering, namely to gas turbine engines (hereinafter referred to as GTE) and installations based on them, designed to obtain torque on a shaft that ensures the rotation of propellers of aircraft (hereinafter referred to as AC), for example, airplanes, helicopters, unmanned aircraft, etc.), and drive shafts of their auxiliary power units, as well as drive shafts of units and mechanisms of land and water vehicles, steam generators, pumps, compressors of pumping stations.

[0003] A known internal combustion turbine comprises a centrifugal air compressor, an annular combustion chamber, and a jet turbine with nozzles. The centrifugal air compressor and jet turbine are combined into a single unit rotating on a single shaft due to the reactive force of gases escaping from the nozzles and transmitting rotation to the driven units via a pinion gear. The full name of the invention is the "KUZMIN" Internal Combustion Turbine (ICT) (RU Patent No. 2312238, published on 10L2.2007).

[0004] The author agrees with the comments and criticism regarding the technical solution of the above-mentioned patent, given in the Russian Federation patent for invention No. 2 623 592, published on June 28, 2017 and set out below:

[0005] The fuel assembly contains a centrifugal air compressor, designed as a closed centrifugal impeller, and an annular combustion chamber, which, together with the nozzles, forms a reaction turbine. The centrifugal compressor and reaction turbine are combined into a single unit, rotating on a single shaft at high speed (according to the description, 60,000 rpm!) due to the reactive force of the gases escaping from the nozzles.

[0006] Of all known analogues, the TVS provides the best configuration with the aircraft, as well as with other devices, but at the same time it has significant disadvantages, consisting of low efficiency (in terms of power and economy) and low operational reliability.

[0007] Low efficiency and low reliability of the fuel assembly operation are caused, first of all, by the design shortcomings of the rotating annular combustion chamber, which consist in the fact that the annular combustion chamber, common to all nozzles and having a common toroidal combustion zone, does not provide the necessary mixture formation of air and fuel with the required thermodynamic parameters, reliable ignition and stable, controlled combustion of the fuel-air mixture with high values ​​of speed, completeness of combustion and heat release.

[0008] In the annular combustion chamber of the fuel assembly, just as in the reactive element of the above-mentioned engine with a jet turbine, along with low-frequency pressure fluctuations caused by the mixing of fuel with high-speed flows of compressed air, an acoustic instability of the combustion of the fuel-air mixture arises, generated by the excitation of intense transverse (radial and tangential) high-frequency pressure fluctuations in the combustion products, leading to self-oscillatory and resonant processes, and, as a consequence, to a decrease in power and efficiency, as well as the reliability of the fuel assembly.

[0009] It is obvious that with high-speed compressed air flows entering the annular combustion chamber of the fuel assembly rotating at high speed, it is impossible to ensure:

[0010] - alignment of the fields of the main thermodynamic parameters in the cross-sections of the incoming compressed air flows;

[0011] - uniform and shock-free (without pressure pulsations) filling of the annular combustion chamber with compressed air;

[0012] - high-quality mixing of fuel with compressed air flows and highly efficient combustion of this fuel-air mixture without low- and high-frequency pulsations and pressure self-oscillations.

[0013] In addition, the disadvantages of the fuel assembly design are:

[0014] - the location of the nozzles relative to the walls of the annular combustion chamber and the geometry of their flow path do not meet the operating requirements of a supersonic nozzle (in particular, a Laval nozzle), which leads to a significant decrease in the efficiency of the fuel assembly;

[0015] The nozzles are manufactured integrally with the jet turbine housing, made of structural material. This prevents nozzle replacement and increases the complexity and cost of manufacturing and repairing the jet turbine, as well as its weight and the weight of the fuel assembly as a whole. Another drawback of the fuel assembly design is the placement of fuel atomizers in the centrifugal compressor channels. This leads to a disruption of the compressor's gas-dynamic stability during air compression and complicates the protection of its structure from burnout and failure.

[0016] All of the above mentioned shortcomings together lead to a significant reduction in the efficiency (in terms of power and cost effectiveness) and reliability of the fuel assembly operation.”

[0017] A rotary gas turbine engine is known, comprising a centrifugal impeller rigidly mounted on a shaft with centrifugal channels, providing compression of the oxidizing working fluid entering it, a toroidal combustion chamber installed coaxially with it with nozzles tangentially located on it, providing the creation of a pulse of reactive force of the combustion products of a mixture of combustible and oxidizing working fluid flowing through the nozzles for rotation of the centrifugal impeller and the combustion chamber, means for feeding the combustible working fluid and means for igniting the mixture of combustible and oxidizing working fluid, characterized in that the internal cavity of the combustion chamber is divided into separate combustion chambers by rigidly fixed transverse partitions, which are an extension of the impeller blades, and are fixed with the formation of inlet openings into the separate combustion chambers,and the outlet openings of the centrifugal channels are open into the cavity of the individual combustion chambers through the inlet openings, wherein at least one outlet opening of the centrifugal channel is open into the cavity of each individual combustion chamber, equipped with at least one nozzle made supersonic, in the form of a round or flat Laval nozzle, with a central axis at its inlet coinciding in direction with the central axis of the individual combustion chamber at its outlet, and also equipped with means for feeding combustible working fluid, and ignition means located in each transverse partition and ensuring the simultaneous ignition of a mixture of combustible and oxidizing working fluid in the individual combustion chambers adjacent to each other, and between the centrifugal impeller and the individual combustion chambers a throttling means is installed,Ensuring specified flow and thermodynamic parameters for compressed flows of oxidizing working fluid at the inlet of each individual combustion chamber. According to the patent, the engine is characterized by an open centrifugal impeller equipped with a shell rigidly connected to the impeller, forming centrifugal channels closed at the top.

[0018] Also, according to the patent, the engine is characterized by the fact that the centrifugal impeller is made closed.

[0019] Also, according to the patent, the engine is characterized by the fact that the combustion chamber is made in the form of separately manufactured combustion chambers rigidly connected to each other, forming a toroidal structure.

[0020] Also, according to the patent, the engine is characterized by the fact that the throttling means is made in the form of a single ring-shaped or segmented perforated strip made of durable, heat-resistant material with dimensions that ensure the overlap of the inlet openings of individual combustion chambers.

[0021] Also, according to the patent, the engine is characterized by the fact that the means for supplying the combustible working fluid are equipped with flame stabilizers.

[0022] Also, according to the patent, the engine is characterized by the fact that the internal surfaces of individual combustion chambers and nozzles, as well as the surfaces of the transverse partitions, are made with a heat-resistant coating of ceramics or metal ceramics.

[0023] Also, according to the patent, the engine is characterized by the fact that the nozzles are replaceable (Russian Federation patent for invention No. 2 623 592, published June 28, 2017).

[0024] The above-mentioned patent implements the function of converting the potential energy of pressure arising in several combustion chambers located in a rotating rotor into the mechanical energy of shaft rotation through jet streams flowing out of nozzles located along the outer circumference of the rotor.

[0025] The rotary gas turbine engine, according to the patent, is a self-contained engine (a monoblock) with a separate intake and delivery of the oxidizing working fluid (air) through centrifugal channels in the impeller, and a separate fuel supply through the shaft and branched channels. Mixing of the components occurs in several separate combustion chambers, where the mixture is ignited and the combustible gases are expelled through jet nozzles located along the outer circumference of the rotor. The high-temperature and high-pressure combustion products, escaping through supersonic nozzles, are released into the environment.

[0026] In a particular case, several monoblocks can be installed on the shaft.

[0027] Jet nozzles can be replaced with threaded connections.

[0028] The decision on the Russian Federation patent for invention No. 2 623 592, published on June 28, 2017) is accepted as a prototype.

[0029] The "Rotary Gas Turbine Engine" (Russian Federation Patent for Invention No. 2,623,592, published June 28, 2017) has a number of significant drawbacks:

[0030] Firstly, the engine has an extremely complex design with a large number of parts that are connected in a monoblock using special welding or threaded connections.

[0031] Secondly, the production of air ducts and fuel manifolds, combustion chamber cavities, shells and other parts requires special technologies and specialized technological equipment; the use of additive technologies will increase the cost of monoblocks.

[0032] Thirdly, high temperatures in combustion chambers and nozzles require the use of special high-temperature-resistant materials and coatings, as ensuring reliable cooling of the combustion chamber walls and nozzles in this design is very difficult or even impossible. This creates the risk of overheating combustion chamber and nozzle components, which can cause physical deformation and vibration due to imbalance, leading to failure.

[0033] Fourthly, the use of replaceable nozzles on threaded connections with large temperature differences (with the engine running - over 900°C, and with the engine not running - at ambient temperature, the service life of the threaded connections will be low due to thermal changes in the linear and volumetric parameters of the threads, even if the threads are made on high-precision technological equipment and seated on high-temperature sealants.

[0034] Fifth, the efficiency, power, and fuel consumption figures cannot be high, as the jet streams emanating from the nozzles interact with the surrounding air, which has a relatively low density. This means that the recoil force of the jet streams, which is used to rotate the rotor, is greatly dissipated in the low-density environment. Sixth, a rotary gas turbine engine is a single-block engine; the residual energy of the engine's exhaust, which has significant temperature and pressure, cannot be utilized in subsequent single-block engines mounted on the same shaft.

[0035] These disadvantages are eliminated in the claimed invention - Rotary-channel engine ("RKD X"),

[0036] The technical result of the claimed invention - the Rotary-channel engine ("RKD X") consists in eliminating the shortcomings of the technical solution "Rotary gas turbine engine" (RU Patent for Invention No. 2 623 592, published on June 28, 2017) and creating an engine with the following technical advantages: simple design, simplified production technology, increased specific power, increased reliability and service life, the possibility of using a simple cooling system at elevated temperatures of gases emanating from the combustion chambers and entering the engine inlet.

[0037] The technical result is achieved by solving the technical problem of creating a rotary-channel engine, configured to feed to the input as a working fluid under high pressure hot gases from a combustion chamber, compressed air, steam from a steam generator or gases as a product of the detonation of explosives; the engine includes a movable rotor and a fixed stator; the fixed stator consists of a working disk with Laval nozzles located thereon tangentially to the inner circumference, an outer wall with openings through which the working fluid is fed into the Laval nozzles, and a labyrinth seal; the rotating rotor consists of a working disk with Laval nozzles located thereon tangentially to the outer circumference, a front wall with a labyrinth seal, wherein the working disk of the rotor is rigidly connected to the shaft; the aerodynamic surface of the working disk of the rotor and the front wall of the stator form an annular diffuser through which the working fluid enters the Laval nozzles of the rotor;Between the inner part of the stator and the outer part of the rotor, there is an annular gap through which the working fluid, having released its energy, exits with residual pressure, which is directed to the atmosphere or to the input of the next stage; the jet nozzles of the rotor and stator are directed towards each other. Furthermore, the rotary-channel engine is characterized by the fact that it is designed to be arranged in a cascade of stages on a single shaft, so that the exhaust gases of the previous engine enter the input of the next rotary-channel engine.

[0038] The author and developer uses the abbreviation "RKD X" in his development, where the index "X" denotes the engine type, for example, "P" - steam; "R" - jet; "G" - gas, etc.).

[0039] The claimed invention is shown in the following figures:

[0040] Fig. 1 - Rotary-channel engine "RKD X", with sections, assembled;

[0041] Fig. 2 - stator, with sections, assembled;

[0042] Fig. 3 - rotor, with cuts, assembled;

[0043] Fig. 4 - interaction of stator and rotor nozzles.

[0044] The design of the Rotary-Channel Engine "RKD X".

[0045] The rotary-channel engine "RKD X" (Fig. 1) has two components:

[0046] - a stationary stator (Fig. 2), consisting of a working disk 1 with Laval nozzles 2 located on it tangentially to the inner circumference, an outer wall 3 with openings 4 through which compressed gas is supplied to the Laval nozzles 2, as well as a labyrinth seal 5;

[0047] - a rotating rotor (Fig. 3), consisting of a working disk 6 with Laval nozzles 7 located on it tangentially to the outer circumference, and a front wall 8 with a labyrinth seal. The working disk 6 of the rotor is rigidly connected to the shaft 9.

[0048] The aerodynamic surface of the rotor's working disk 6 and the stator's front wall 3 form an annular diffuser through which compressed gas enters the rotor's Laval nozzles 7. Between the inner stator and the outer rotor, there is an annular gap 10 through which the energy-releasing gas exits with residual pressure, directed either to the atmosphere or to the inlet of the next stage, which also consists of the RKD X Rotary-Channel Engine. The stator's working disk 1 and the rotor's working disk 6 are coplanar.

[0049] Operating principle of the Rotary-Channel Engine "RKD X".

[0050] Compressed gas under pressure enters through openings 4 into the jet nozzles 2 of the stator and simultaneously through the annular diffuser formed by the aerodynamic surface of the working disk 6 of the rotor and the front wall 3 of the stator, into the Laval jet nozzles 7 of the rotating rotor (Fig. 4). Fig. 4 schematically shows the interaction of the nozzles of the stator and rotor: the jet stream of nozzle 2 of the stator and the jet stream of nozzle 7 of the rotor are located towards each other, i.e. the jet streams work in countercurrent with each other, creating an area with increased gas density at the point of meeting of the jets, while the resulting forces of the jet streams of the nozzles (their absolute values) are added together and the total force vector is directed to the formation of rotation of the rotor, since the stator is stationary. The torque from one pair of nozzles of the stator and rotor will be:

[0051] Microdistrict Where:

[0052] Мкр - torque arising from one pair of nozzles;

[0053] F1 - the force of the jet stream of the stator nozzle 2;

[0054] F2 - the force of the jet stream of the rotor nozzle 7;

[0055] L is the shortest distance (arm) from the rotor rotation axis to the rotor nozzle axis.

[0056] The rotor is driven in the direction indicated by the arrow. The potential energy of the compressed gas is converted into mechanical energy of rotor rotation, i.e., into shaft torque. As the rotor rotates, the jet stream from rotor nozzle 7 shifts and simultaneously acts on both stator nozzles 2, ensuring continuous interaction between the jet streams of the nozzles. The remaining gas, having given up some of its energy, exits from the reverse side through annular gap 10 (Fig. 1) between the inner generatrix of stator working disk 1 and the outer generatrix of rotor working disk 6 and is fed to the inlet of the next stage or exhausted into the atmosphere.

[0057] The rotary-channel engine "RKD X" is a universal device, the input of which can be supplied under high pressure as a working fluid:

[0058] - hot gases from the combustion chamber;

[0059] - compressed air;

[0060] - steam from the steam generator;

[0061] - gases - as a product of detonation of explosives, etc.

[0062] Purpose and application of the Rotary-Channel Engine "RKD X":

[0063] - in engine building (in jet, turboshaft, turboprop, turbofan, gas turbine engines instead of bladed gas turbines);

[0064] - in power generating units to replace steam turbines; - in ground transport as power units to replace piston engines;

[0065] - in pipeline gas transport as engines for gas pumping units; - in pneumatic tools as pneumatic engines;

[0066] - as an independent pneumatic motor in various technical devices.

[0067] Technical and economic advantages: reduced production costs, increased service life, high efficiency and cost effectiveness, wide range of applications in various industries.

Claims

Invention formula 1. A rotary duct engine, configured to supply hot gases from a combustion chamber, compressed air, steam from a steam generator, or gases resulting from the detonation of explosives as the working fluid under high pressure to the input; the engine includes a movable rotor and a fixed stator; the fixed stator consists of a working disk with Laval nozzles located thereon tangentially to the inner circumference, an outer wall with openings through which the working fluid is supplied to the Laval nozzles, and a labyrinth seal; the rotating rotor consists of a working disk with Laval nozzles located thereon tangentially to the outer circumference, a front wall with a labyrinth seal, wherein the working disk of the rotor is rigidly connected to the shaft; the aerodynamic surface of the working disk of the rotor and the front wall of the stator form an annular diffuser through which the working fluid enters the Laval nozzles of the rotor;between the inner part of the stator and the outer part of the rotor there is an annular gap through which the working fluid, having given up its energy, exits with residual pressure, which is directed into the atmosphere or to the input of the next stage; in this case, the jet nozzles of the rotor and stator are directed towards each other.

2. A rotary-channel engine according to claim 1, characterized in that it is designed with the possibility of cascaded sequential placement in the form of stages on one shaft, so that the output gases of the previous engine enter the input of the next rotary-channel engine.

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