CA2681906A1 - Plenum air preheat for cold startup of liquid-fueled pulse detonation engines - Google Patents
Plenum air preheat for cold startup of liquid-fueled pulse detonation engines Download PDFInfo
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- CA2681906A1 CA2681906A1 CA 2681906 CA2681906A CA2681906A1 CA 2681906 A1 CA2681906 A1 CA 2681906A1 CA 2681906 CA2681906 CA 2681906 CA 2681906 A CA2681906 A CA 2681906A CA 2681906 A1 CA2681906 A1 CA 2681906A1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K7/00—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof
- F02K7/02—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof the jet being intermittent, i.e. pulse-jet
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D19/00—Starting of machines or engines; Regulating, controlling, or safety means in connection therewith
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/08—Heating air supply before combustion, e.g. by exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
- F23R7/00—Intermittent or explosive combustion chambers
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Turbines (AREA)
Abstract
A power generation system contains a compressor stage, a pre-burner stage, a combustion stage and a turbine stage. The pre-burner stage heats a portion of flow from the compressor stage to impart a higher temperature within the flow. The heated flow is directed to the combustion stage which contains at least one pulse detonation combustor. Downstream of the combustion stage is a turbine stage. In a further embodiment of the power generation system a fuel is heated prior to the combustion within the combustion stage.
Description
PLENUM AIR PREHEAT FOR COLD STARTUP OF LIQUID-FUELED PULSE
DETONATION ENGINES
BACKGROUND OF THE INVENTION
The present invention relates to pulse detonation engines, and in particular to liquid-fueled pulse detonation engines and using plenum air preheat for startup.
Current research in the area of aviation propulsion has led to the development of pulse detonation combustors (PDCs). Pulse detonation combustors produce pressure rise from periodically pulsed detonations in fuel-air mixtures, resulting in a relatively high operational efficiency when compared to the operational efficiency of a conventional gas turbine engine.
As the use of pulse detonation engines/combustors grows, they are being used in a wider variety of applications. Many of those applications involve starting pulse detonation engines from startup and/or in cold environments. This is true in either power generation or aviation applications. However, because of the nature of the operation of PDCs, in particular those using liquid fuel, combustor initiation (startup) can be difficult, especially in cold environments.
SUMMARY OF THE INVENTION
In an embodiment of the present invention, a power generation system contains a compressor stage which compresses a flow passing through the compressor stage, a plenum stage downstream of the compressor stage which receives a first amount of the flow from the compressor stage, wherein the plenum stage comprises at least one pre-burner which receives a second amount of the flow from the compressor stage and uses the second amount of the flow to burn a fuel within the plenum stage;
and a combustor stage positioned downstream of the plenum stage and having at least one pulse detonation combustor positioned therein. At least some of the first amount of the flow and at least some of the combusted second flow from the plenum is directed to the combustor stage and combined with a second fuel to create either a deflagration or a detonation within the combustion stage.
As used herein, a "pulse detonation combustor" PDC (also including PDEs) is understood to mean any device or system that produces both a pressure rise and velocity increase from a series of repeating detonations or quasi-detonations within the device. A "quasi-detonation" is a supersonic turbulent combustion process that produces a pressure rise and velocity increase higher than the pressure rise and velocity increase produced by a deflagration wave. Embodiments of PDCs (and PDEs) include a means of igniting a fuel/oxidizer mixture, for example a fuel/air mixture, and a detonation chamber, in which pressure wave fronts initiated by the ignition process coalesce to produce a detonation wave. Each detonation or quasi-detonation is initiated either by external ignition, such as spark discharge or laser pulse, or by gas dynamic processes, such as shock focusing, auto ignition or by another detonation (i.e. a cross-detonation tube). The geometry of the detonation chamber is such that the pressure rise of the detonation wave expels combustion products out of the pulse detonation combustor and produces a high speed, high temperature and high pressure exhaust stream. Useful work and power are extracted from this exhaust stream, using a downstream multi-stage turbine. As known to those skilled in the art, pulse detonation may be accomplished in a number of types of detonation chambers, including detonation tubes, shock tubes, resonating detonation cavities and annular detonation chambers.
BRIEF DESCRIPTION OF THE DRAWINGS
The advantages, nature and various additional features of the invention will appear more fully upon consideration of the illustrative embodiment of the invention which is schematically set forth in the figures, in which:
FIG. 1 is a diagrammatical representation of a pulse detonation combustion system in accordance with an exemplary embodiment of the present invention;
FIG. 2 is a diagrammatical representation of a pulse detonation combustion system in accordance with another exemplary embodiment of the present invention; and FIG. 3 is a diagrammatical representation of a pulse detonation combustion system in accordance with a further exemplary embodiment of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
The present invention will be explained in further detail by making reference to the accompanying drawings, which do not limit the scope of the invention in any way.
FIG. 1 depicts a diagrammatical representation of an exemplary embodiment of the power generation system 100 of the present invention. As shown, this embodiment of the invention includes a compressor stage 101, a plenum stage which contains pre-burners 105, an inlet valve portion 107, a combustor stage which contains one or more PDCs 113 and a turbine stage 111.
As used herein, the power generation system 100 is not limited to any type of power generation application. It is contemplated that embodiments of the present invention can be employed as ground based power generation machines such as electrical power generators and the like, and propulsion type devices such as turbofans, turbojets, ramjets or scramjets and the like. The present invention is not limited in this regard.
The compressor stage 101 is a conventionally known or used compressor stage which uses an amount of work to create a pressure rise of the fluid flow through it. In an embodiment of the present invention, the fluid is air. The compressor stage 101 can be made up of multiple stages or a single stage. The present invention is not limited in this regard.
Downstream of the compressor stage 101 is a plenum stage 103, which receives the compressed fluid from the compressor stage 101. In an exemplary embodiment of the present invention a percentage of the compressor flow enters the plenum stage 103, whereas a remaining percentage is used by the pre-burners 105. In the embodiment shown in Fig. 1 three (3) pre-burners are shown. However, the present invention is not limited in this regard as it is contemplated that more or less pre-burners 105 can be utilized depending on performance and operational parameters.
DETONATION ENGINES
BACKGROUND OF THE INVENTION
The present invention relates to pulse detonation engines, and in particular to liquid-fueled pulse detonation engines and using plenum air preheat for startup.
Current research in the area of aviation propulsion has led to the development of pulse detonation combustors (PDCs). Pulse detonation combustors produce pressure rise from periodically pulsed detonations in fuel-air mixtures, resulting in a relatively high operational efficiency when compared to the operational efficiency of a conventional gas turbine engine.
As the use of pulse detonation engines/combustors grows, they are being used in a wider variety of applications. Many of those applications involve starting pulse detonation engines from startup and/or in cold environments. This is true in either power generation or aviation applications. However, because of the nature of the operation of PDCs, in particular those using liquid fuel, combustor initiation (startup) can be difficult, especially in cold environments.
SUMMARY OF THE INVENTION
In an embodiment of the present invention, a power generation system contains a compressor stage which compresses a flow passing through the compressor stage, a plenum stage downstream of the compressor stage which receives a first amount of the flow from the compressor stage, wherein the plenum stage comprises at least one pre-burner which receives a second amount of the flow from the compressor stage and uses the second amount of the flow to burn a fuel within the plenum stage;
and a combustor stage positioned downstream of the plenum stage and having at least one pulse detonation combustor positioned therein. At least some of the first amount of the flow and at least some of the combusted second flow from the plenum is directed to the combustor stage and combined with a second fuel to create either a deflagration or a detonation within the combustion stage.
As used herein, a "pulse detonation combustor" PDC (also including PDEs) is understood to mean any device or system that produces both a pressure rise and velocity increase from a series of repeating detonations or quasi-detonations within the device. A "quasi-detonation" is a supersonic turbulent combustion process that produces a pressure rise and velocity increase higher than the pressure rise and velocity increase produced by a deflagration wave. Embodiments of PDCs (and PDEs) include a means of igniting a fuel/oxidizer mixture, for example a fuel/air mixture, and a detonation chamber, in which pressure wave fronts initiated by the ignition process coalesce to produce a detonation wave. Each detonation or quasi-detonation is initiated either by external ignition, such as spark discharge or laser pulse, or by gas dynamic processes, such as shock focusing, auto ignition or by another detonation (i.e. a cross-detonation tube). The geometry of the detonation chamber is such that the pressure rise of the detonation wave expels combustion products out of the pulse detonation combustor and produces a high speed, high temperature and high pressure exhaust stream. Useful work and power are extracted from this exhaust stream, using a downstream multi-stage turbine. As known to those skilled in the art, pulse detonation may be accomplished in a number of types of detonation chambers, including detonation tubes, shock tubes, resonating detonation cavities and annular detonation chambers.
BRIEF DESCRIPTION OF THE DRAWINGS
The advantages, nature and various additional features of the invention will appear more fully upon consideration of the illustrative embodiment of the invention which is schematically set forth in the figures, in which:
FIG. 1 is a diagrammatical representation of a pulse detonation combustion system in accordance with an exemplary embodiment of the present invention;
FIG. 2 is a diagrammatical representation of a pulse detonation combustion system in accordance with another exemplary embodiment of the present invention; and FIG. 3 is a diagrammatical representation of a pulse detonation combustion system in accordance with a further exemplary embodiment of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
The present invention will be explained in further detail by making reference to the accompanying drawings, which do not limit the scope of the invention in any way.
FIG. 1 depicts a diagrammatical representation of an exemplary embodiment of the power generation system 100 of the present invention. As shown, this embodiment of the invention includes a compressor stage 101, a plenum stage which contains pre-burners 105, an inlet valve portion 107, a combustor stage which contains one or more PDCs 113 and a turbine stage 111.
As used herein, the power generation system 100 is not limited to any type of power generation application. It is contemplated that embodiments of the present invention can be employed as ground based power generation machines such as electrical power generators and the like, and propulsion type devices such as turbofans, turbojets, ramjets or scramjets and the like. The present invention is not limited in this regard.
The compressor stage 101 is a conventionally known or used compressor stage which uses an amount of work to create a pressure rise of the fluid flow through it. In an embodiment of the present invention, the fluid is air. The compressor stage 101 can be made up of multiple stages or a single stage. The present invention is not limited in this regard.
Downstream of the compressor stage 101 is a plenum stage 103, which receives the compressed fluid from the compressor stage 101. In an exemplary embodiment of the present invention a percentage of the compressor flow enters the plenum stage 103, whereas a remaining percentage is used by the pre-burners 105. In the embodiment shown in Fig. 1 three (3) pre-burners are shown. However, the present invention is not limited in this regard as it is contemplated that more or less pre-burners 105 can be utilized depending on performance and operational parameters.
The pre-burners 105 are employed to add additional heat to the compressor flow (the temperature of the compressor flow does increase due to the compression process) prior to entering the inlet valve 107 or combustion stage 107.
Due to the operational nature of PDCs it is difficult to start PDCs in cold environments or from a dead stop. This is particularly true in PDCs which use liquid fuel because the compressor flow temperature, by itself, is often insufficient to vaporize the liquid fuel. Fuel vaporization is beneficial to the PDC process, particularly in startup conditions. To aid in this process, the present invention pre-heats the compressor flow to a level which makes it easier to start the pulse detonation process.
In an embodiment of the present invention, the pre-burners 105 are constant pressure deflagration devices which use a portion of the compressor flow FPB
combined with a fuel to heat a remaining portion of the compressor flow within the plenum stage 103. The fuel used can be any known or used fuel, and depending on the embodiment, may or not come from the same fuel source used for the combustion stage 109. In an embodiment of the invention, the pre-burners 105 can be similar to v-gutter designs used in existing afterburners on aircraft propulsion systems or could be discrete burners (similar to DACRS burners). It is contemplated that each of these types of burners would be located within the flow path as described.
In an exemplary embodiment of the present invention, a portion of the compressor flow is directed to the pre-burners 105 (FPB) via a manifold structure. In a further embodiment of the invention, the amount of compressor flow to the pre-burners FPB is regulated by a control device (not shown), such that the heat produced by the pre-burners 105 is controlled based on operational parameters. In a further exemplary embodiment, after PDC startup or initiation, the pre-burners 105 are shut down and the compressor flow simply bypasses the pre-burners 105.
During operation of an embodiment of the present invention, at the startup of the system 100, the pre-burners 105 are operating, using a portion of the compressor flow FPB, while a remaining portion of the compressor flow F is directed to the plenum 103 directly. In an exemplary embodiment of the invention, the majority of the compressor flow F is directed directly to the plenum 103 and a smaller amount of the flow FPB is used by the pre-burners 105. Within the plenum 103 the compressor flow F is mixed with the combustion gas from the pre-burners 105. This mixing raises the overall temperature of the fluid flow through the plenum 103 and into the inlet valve(s) 107. In an embodiment of the invention, the temperature of the fluid within the plenum 103 is raised to a temperature which facilitates and/or aids in the vaporization of the fuel used in the combustion stage 109 of the system 100.
Lobed mixer elements, vortex generators or other mixing geometric features can be used to help promote mixing of the main flow with the combustion gas from the pre-burners 105.
In an embodiment of the present invention, the temperature of the fluid within the plenum 103 is raised to approximately 700 degrees F using the pre-burners 105. In another embodiment of the present invention approximately 5 to 10% of the compressor flow is directed to the pre-burners 105, whereas the remaining flow is directed directly to the plenum 105.
In an embodiment of the present invention the overall percentage of the flow to the pre-burners 105 FPB can be increased or decreased to achieve the desired temperature increase within the plenum 103. However, it is noted that the percentage of the flow FPB should not be such that there is an insufficient amount of the remaining flow F to facilitate combustion/detonation within the combustion stage 109.
In a further exemplary embodiment of the present invention, alternative heating mechanism can be employed. For example, in an embodiment electrical heating or arc heating can be employed. The heating mechanism can be employed to heat the flow through the plenum and/or the heat the fuel. Of course, it is also contemplated that additional heating mechanisms, such as electrical heating mechanisms can be employed with the embodiment discussed above.
As shown in the embodiment depicted in Fig. 1 downstream of the plenum 103 is an inlet valve portion 107. The inlet valve portion 107 controls/regulates the flow of the fluid into the combustion stage 109. In Fig. 1 the inlet valve portion 107 is depicted simply, as its structure and configuration is dictated by the inlet valving needs of the combustion stage 109. It is also contemplated that in a further embodiment of the present invention the combustion stage 109 is immediately downstream of the plenum 103 such that the inlet valving mechanisms are located within the combustion stage 109.
In an exemplary embodiment of the present invention, a fuel injection system (not shown) is located within the inlet valve portion 107 of the system 100.
In such an embodiment, a fuel is injected into the flow by any commonly known or used methodology such that fuel vaporization is enabled as the flow enters into the combustion stage 109. The fuel injection system employed is to be such that proper operation of the combustion devices 113 located within the combustion stage 109 is ensured.
In an embodiment of the present invention, the combustion stage 109 comprises a plurality of combustion devices 113. In one embodiment of the invention, which is a PDC-hybrid configuration, at least one of the devices 113 is a PDC and the remaining devices are standard deflagration/constant pressure combustion devices. In a further embodiment, which is a non-hybrid configuration, all of the devices 113 are PDCs. Additionally, although Fig. 1 depicts a plurality of combustion devices 113 in the combustion stage 109, it is contemplated that in an embodiment of the invention only a single PDC is placed in the combustion stage 109.
The quantity, structure and operational characteristics of the combustion devices 113 and PDC(s) in the combustion stage 109 is a function of operational and performance criteria. Any known PDC configuration can be used as a combustion device 113.
Following the combustion stage 109 of the system 100 is a turbine stage 111.
The turbine stage 111 can be of any commonly known or used turbine configuration used to extract work energy from the combustion stage 109. The present invention is not limited in this regard.
Fig. 2 depicts another exemplary embodiment of the present invention. (It is noted that like components are numbered the same as shown in Fig. 1).
Specifically, Fig. 2 depicts a system 200 which is similar to that shown in Fig. 1 except that a fuel injection system 220 is shown coupled to the inlet valve portion 107.
In the embodiment shown in Fig. 2, the fuel injection system 220 comprises a fuel tank 221, a fuel line 223, a fuel heating system 225 and fuel injectors 227. It is noted that the present invention is not limited to the specific structure or configuration shown in either Figs. 1 or 2 and that the figures are exemplary representations.
The embodiment shown in Fig. 2 employs an electrical heating system to heat the fuel contained in the fuel system 220. In such an embodiment, the fuel is heated to a temperature which aids in facilitating vaporization of the fuel during startup or in cold environments. In an embodiment of the invention, the electrical heating system 225 heats the fuel in the tank 221 as well as during its travel through the fuel line 223. Although an electrical fuel heating system 225 is discussed, the present invention is not limited in this regard and any known or conventional means of heating fuel can be employed. Further, the fuel system 220 is depicted as using the fuel injectors 227 to inject the fuel in the inlet valve stage 107 of the system 200. The present invention is equally not limited in this regard as the fuel can be introduced into the system 200 by any conventional methodology using any known system or structure.
Further, the Fig. 2 embodiment depicts a system 200 having both the plenum preheat of the compressor flow as shown in Fig. 1 coupled with a fuel heating system 225. However, an alternative embodiment of the present invention only employs the fuel preheat system 225 as described above.
The fuel heating system 225 heats up the fuel to a sufficient temperature such that only a partial evaporation or flash vaporization of the fuel occurs during the fuel injection process. In general, heating of the incoming fuel aids cold startup.
IN a further alternative embodiment (not shown) the fuel lines can be run through the plenum stage such that the fuel is heated by the preheating occurring in the plenum stage 103. For example the fuel lines can run along the inner surface of the plenum was (so as to not obstruct flow significantly) to allow the fuel to be heated in this fashion. Of course, the present invention is not limited to running the fuel lines through the plenum stage 103, but also the inlet valve 107, or other structure where the fuel would be heated.
In an embodiment of the invention, during startup or during cold start, at least one of the PDCs used in the combustion stage 109 can be operated in constant pressure deflagration mode - using either plenum preheat, fuel preheat, or both - until such time that the overall system temperature reaches such a level that transition to pulse detonation operation can proceed effectively. If the combustion devices 113 are all PDCs then all or some can be operated in constant pressure deflagration mode until system pressure is sufficiently high so that transition to pulse detonation can be sustained in all or some of the devices 113. By using any one or a combination of the embodiments described above the transition to detonation mode is quicker.
Fig. 3 depicts another exemplary embodiment of the present invention. (It is noted that like components are numbered the same as shown in Fig. 1).
Specifically, Fig. 3 depicts a system 200 which is similar to that shown in Fig. 1 except that the pre-burners 105 are positioned out of the main flow F. In this embodiment, rather than being obstructions within the flow path, the pre-burners 105 are positioned along the side of the structure (for example the plenum stage 103). By moving the pre-burners 105 out of the main flow path, pressure losses due to dry-loss may not be experienced. Stated differently, it is contemplated that the pre-burners 105 may only be used during engine start up. Accordingly, after start-up the pre-burners 105 will be shut down, and if they remain in the flow path they will merely be obstructions in the flow path. This embodiment moves the pre-burners 105 out of the main flow path, for example along the wall of the plenum stage 103, so that once the pre-burners 105 are shut down they do not act as mere obstructions in the main flow F.
As shown, in an exemplary embodiment the pre-burners can be fed via pre-burner bypass ducts 301. These ducts direct pre-burner flow FPB to the pre-burners 105 but also separate the main flow F from the pre-burner flow in the plenum stage 103. Additionally, the bypass flow ducts 301 can have an upstream bypass valve which controls the flow to the ducts 301. For example, during start up the valves 303 can be opened to allow flow to the pre-burners 105, and then as the engine reaches operational power such that the need for pre-heated flow is diminished. For example, this can occur when the plenum stage 103 reaches an operational temperature.
When this occurs the valves 303 can be closed causing all of the flow to go through with the primary flow F. With the per-burners 105 not being in the direct flow path no (or a reduced) pressure drop will be incurred because of flow obstructions. Of course, it is also contemplated that based on operational and performance parameters the valves 303 can be positioned at any suitable position to direct an amount of flow to the pre-burners 105. The valves do not have to be in a full open or full closed position.
Further, the exact location of the pre-burners 105 with respect to the flow F, the plenum stage 103 or the remaining structure is to be based on operational and design parameters. In fact, it is also contemplated that at least some or all of the pre-burner flow to the pre-burners 105 comes from a source outside the engine, such that they are not fed from the main flow F.
In a further embodiment, various flow direction or flow mixers can be positioned downstream of the pre-burners 105 to maximize or at least promote mixing the preheated flow with the main flow.
Because the operation and structure of transitioning a combustion device from constant pressure deflagration combustion to pulse detonation combustion is known to those of skill in the art, a detailed discussion is not included herein.
In another embodiment of the invention the combustion devices 113 are made up of a combination of constant pressure deflagration combustors and PDCs.
When such a combination is used, the constant pressure deflagration combustors are operated until such time that the system temperature permits the PDCs to operate. In this embodiment of the invention, once the PDCs begin to operate the constant pressure deflagration combustors can either stop functioning or continue functioning depending on the desired operational and performance parameters.
Moreover, it is noted that although both FIGs. 1 and 2 depict the system as co-axially configured, this is intended to merely exemplary in nature as the present invention is not limited in this regard. In an embodiment of the present invention, it is contemplated that the system is configured co-axially, whereas in an alternate embodiment various components are not positioned co-axially. For example, it is contemplated that the compressor and turbine portions are not positioned co-axially, or along the same drive shaft (not shown).
It is noted that although the present invention has been discussed above specifically with respect to power generation and aircraft applications, the present invention is not limited to this and can be employed in any application in which efficient power or work generation is required.
While the invention has been described in terms of various specific embodiments, those skilled in the art will recognize that the invention can be practiced with modification within the spirit and scope of the claims.
Due to the operational nature of PDCs it is difficult to start PDCs in cold environments or from a dead stop. This is particularly true in PDCs which use liquid fuel because the compressor flow temperature, by itself, is often insufficient to vaporize the liquid fuel. Fuel vaporization is beneficial to the PDC process, particularly in startup conditions. To aid in this process, the present invention pre-heats the compressor flow to a level which makes it easier to start the pulse detonation process.
In an embodiment of the present invention, the pre-burners 105 are constant pressure deflagration devices which use a portion of the compressor flow FPB
combined with a fuel to heat a remaining portion of the compressor flow within the plenum stage 103. The fuel used can be any known or used fuel, and depending on the embodiment, may or not come from the same fuel source used for the combustion stage 109. In an embodiment of the invention, the pre-burners 105 can be similar to v-gutter designs used in existing afterburners on aircraft propulsion systems or could be discrete burners (similar to DACRS burners). It is contemplated that each of these types of burners would be located within the flow path as described.
In an exemplary embodiment of the present invention, a portion of the compressor flow is directed to the pre-burners 105 (FPB) via a manifold structure. In a further embodiment of the invention, the amount of compressor flow to the pre-burners FPB is regulated by a control device (not shown), such that the heat produced by the pre-burners 105 is controlled based on operational parameters. In a further exemplary embodiment, after PDC startup or initiation, the pre-burners 105 are shut down and the compressor flow simply bypasses the pre-burners 105.
During operation of an embodiment of the present invention, at the startup of the system 100, the pre-burners 105 are operating, using a portion of the compressor flow FPB, while a remaining portion of the compressor flow F is directed to the plenum 103 directly. In an exemplary embodiment of the invention, the majority of the compressor flow F is directed directly to the plenum 103 and a smaller amount of the flow FPB is used by the pre-burners 105. Within the plenum 103 the compressor flow F is mixed with the combustion gas from the pre-burners 105. This mixing raises the overall temperature of the fluid flow through the plenum 103 and into the inlet valve(s) 107. In an embodiment of the invention, the temperature of the fluid within the plenum 103 is raised to a temperature which facilitates and/or aids in the vaporization of the fuel used in the combustion stage 109 of the system 100.
Lobed mixer elements, vortex generators or other mixing geometric features can be used to help promote mixing of the main flow with the combustion gas from the pre-burners 105.
In an embodiment of the present invention, the temperature of the fluid within the plenum 103 is raised to approximately 700 degrees F using the pre-burners 105. In another embodiment of the present invention approximately 5 to 10% of the compressor flow is directed to the pre-burners 105, whereas the remaining flow is directed directly to the plenum 105.
In an embodiment of the present invention the overall percentage of the flow to the pre-burners 105 FPB can be increased or decreased to achieve the desired temperature increase within the plenum 103. However, it is noted that the percentage of the flow FPB should not be such that there is an insufficient amount of the remaining flow F to facilitate combustion/detonation within the combustion stage 109.
In a further exemplary embodiment of the present invention, alternative heating mechanism can be employed. For example, in an embodiment electrical heating or arc heating can be employed. The heating mechanism can be employed to heat the flow through the plenum and/or the heat the fuel. Of course, it is also contemplated that additional heating mechanisms, such as electrical heating mechanisms can be employed with the embodiment discussed above.
As shown in the embodiment depicted in Fig. 1 downstream of the plenum 103 is an inlet valve portion 107. The inlet valve portion 107 controls/regulates the flow of the fluid into the combustion stage 109. In Fig. 1 the inlet valve portion 107 is depicted simply, as its structure and configuration is dictated by the inlet valving needs of the combustion stage 109. It is also contemplated that in a further embodiment of the present invention the combustion stage 109 is immediately downstream of the plenum 103 such that the inlet valving mechanisms are located within the combustion stage 109.
In an exemplary embodiment of the present invention, a fuel injection system (not shown) is located within the inlet valve portion 107 of the system 100.
In such an embodiment, a fuel is injected into the flow by any commonly known or used methodology such that fuel vaporization is enabled as the flow enters into the combustion stage 109. The fuel injection system employed is to be such that proper operation of the combustion devices 113 located within the combustion stage 109 is ensured.
In an embodiment of the present invention, the combustion stage 109 comprises a plurality of combustion devices 113. In one embodiment of the invention, which is a PDC-hybrid configuration, at least one of the devices 113 is a PDC and the remaining devices are standard deflagration/constant pressure combustion devices. In a further embodiment, which is a non-hybrid configuration, all of the devices 113 are PDCs. Additionally, although Fig. 1 depicts a plurality of combustion devices 113 in the combustion stage 109, it is contemplated that in an embodiment of the invention only a single PDC is placed in the combustion stage 109.
The quantity, structure and operational characteristics of the combustion devices 113 and PDC(s) in the combustion stage 109 is a function of operational and performance criteria. Any known PDC configuration can be used as a combustion device 113.
Following the combustion stage 109 of the system 100 is a turbine stage 111.
The turbine stage 111 can be of any commonly known or used turbine configuration used to extract work energy from the combustion stage 109. The present invention is not limited in this regard.
Fig. 2 depicts another exemplary embodiment of the present invention. (It is noted that like components are numbered the same as shown in Fig. 1).
Specifically, Fig. 2 depicts a system 200 which is similar to that shown in Fig. 1 except that a fuel injection system 220 is shown coupled to the inlet valve portion 107.
In the embodiment shown in Fig. 2, the fuel injection system 220 comprises a fuel tank 221, a fuel line 223, a fuel heating system 225 and fuel injectors 227. It is noted that the present invention is not limited to the specific structure or configuration shown in either Figs. 1 or 2 and that the figures are exemplary representations.
The embodiment shown in Fig. 2 employs an electrical heating system to heat the fuel contained in the fuel system 220. In such an embodiment, the fuel is heated to a temperature which aids in facilitating vaporization of the fuel during startup or in cold environments. In an embodiment of the invention, the electrical heating system 225 heats the fuel in the tank 221 as well as during its travel through the fuel line 223. Although an electrical fuel heating system 225 is discussed, the present invention is not limited in this regard and any known or conventional means of heating fuel can be employed. Further, the fuel system 220 is depicted as using the fuel injectors 227 to inject the fuel in the inlet valve stage 107 of the system 200. The present invention is equally not limited in this regard as the fuel can be introduced into the system 200 by any conventional methodology using any known system or structure.
Further, the Fig. 2 embodiment depicts a system 200 having both the plenum preheat of the compressor flow as shown in Fig. 1 coupled with a fuel heating system 225. However, an alternative embodiment of the present invention only employs the fuel preheat system 225 as described above.
The fuel heating system 225 heats up the fuel to a sufficient temperature such that only a partial evaporation or flash vaporization of the fuel occurs during the fuel injection process. In general, heating of the incoming fuel aids cold startup.
IN a further alternative embodiment (not shown) the fuel lines can be run through the plenum stage such that the fuel is heated by the preheating occurring in the plenum stage 103. For example the fuel lines can run along the inner surface of the plenum was (so as to not obstruct flow significantly) to allow the fuel to be heated in this fashion. Of course, the present invention is not limited to running the fuel lines through the plenum stage 103, but also the inlet valve 107, or other structure where the fuel would be heated.
In an embodiment of the invention, during startup or during cold start, at least one of the PDCs used in the combustion stage 109 can be operated in constant pressure deflagration mode - using either plenum preheat, fuel preheat, or both - until such time that the overall system temperature reaches such a level that transition to pulse detonation operation can proceed effectively. If the combustion devices 113 are all PDCs then all or some can be operated in constant pressure deflagration mode until system pressure is sufficiently high so that transition to pulse detonation can be sustained in all or some of the devices 113. By using any one or a combination of the embodiments described above the transition to detonation mode is quicker.
Fig. 3 depicts another exemplary embodiment of the present invention. (It is noted that like components are numbered the same as shown in Fig. 1).
Specifically, Fig. 3 depicts a system 200 which is similar to that shown in Fig. 1 except that the pre-burners 105 are positioned out of the main flow F. In this embodiment, rather than being obstructions within the flow path, the pre-burners 105 are positioned along the side of the structure (for example the plenum stage 103). By moving the pre-burners 105 out of the main flow path, pressure losses due to dry-loss may not be experienced. Stated differently, it is contemplated that the pre-burners 105 may only be used during engine start up. Accordingly, after start-up the pre-burners 105 will be shut down, and if they remain in the flow path they will merely be obstructions in the flow path. This embodiment moves the pre-burners 105 out of the main flow path, for example along the wall of the plenum stage 103, so that once the pre-burners 105 are shut down they do not act as mere obstructions in the main flow F.
As shown, in an exemplary embodiment the pre-burners can be fed via pre-burner bypass ducts 301. These ducts direct pre-burner flow FPB to the pre-burners 105 but also separate the main flow F from the pre-burner flow in the plenum stage 103. Additionally, the bypass flow ducts 301 can have an upstream bypass valve which controls the flow to the ducts 301. For example, during start up the valves 303 can be opened to allow flow to the pre-burners 105, and then as the engine reaches operational power such that the need for pre-heated flow is diminished. For example, this can occur when the plenum stage 103 reaches an operational temperature.
When this occurs the valves 303 can be closed causing all of the flow to go through with the primary flow F. With the per-burners 105 not being in the direct flow path no (or a reduced) pressure drop will be incurred because of flow obstructions. Of course, it is also contemplated that based on operational and performance parameters the valves 303 can be positioned at any suitable position to direct an amount of flow to the pre-burners 105. The valves do not have to be in a full open or full closed position.
Further, the exact location of the pre-burners 105 with respect to the flow F, the plenum stage 103 or the remaining structure is to be based on operational and design parameters. In fact, it is also contemplated that at least some or all of the pre-burner flow to the pre-burners 105 comes from a source outside the engine, such that they are not fed from the main flow F.
In a further embodiment, various flow direction or flow mixers can be positioned downstream of the pre-burners 105 to maximize or at least promote mixing the preheated flow with the main flow.
Because the operation and structure of transitioning a combustion device from constant pressure deflagration combustion to pulse detonation combustion is known to those of skill in the art, a detailed discussion is not included herein.
In another embodiment of the invention the combustion devices 113 are made up of a combination of constant pressure deflagration combustors and PDCs.
When such a combination is used, the constant pressure deflagration combustors are operated until such time that the system temperature permits the PDCs to operate. In this embodiment of the invention, once the PDCs begin to operate the constant pressure deflagration combustors can either stop functioning or continue functioning depending on the desired operational and performance parameters.
Moreover, it is noted that although both FIGs. 1 and 2 depict the system as co-axially configured, this is intended to merely exemplary in nature as the present invention is not limited in this regard. In an embodiment of the present invention, it is contemplated that the system is configured co-axially, whereas in an alternate embodiment various components are not positioned co-axially. For example, it is contemplated that the compressor and turbine portions are not positioned co-axially, or along the same drive shaft (not shown).
It is noted that although the present invention has been discussed above specifically with respect to power generation and aircraft applications, the present invention is not limited to this and can be employed in any application in which efficient power or work generation is required.
While the invention has been described in terms of various specific embodiments, those skilled in the art will recognize that the invention can be practiced with modification within the spirit and scope of the claims.
Claims (9)
1. A power generation system (100); comprising:
a compressor stage (101) which provides a flow;
a plenum stage (103) downstream of said compressor stage (101) which receives said flow from said compressor stage (101), wherein said plenum stage (103) comprises at least one heating device (105) which raises a temperature of said flow to provide a heated flow; and a combustor stage (109) positioned downstream of said plenum stage (103) and having at least one pulse detonation combustor (113) positioned therein, wherein at least some of said heated flow is directed to said combustor stage (109) and combined with a fuel to create either a deflagration or a detonation within said combustion stage (109).
a compressor stage (101) which provides a flow;
a plenum stage (103) downstream of said compressor stage (101) which receives said flow from said compressor stage (101), wherein said plenum stage (103) comprises at least one heating device (105) which raises a temperature of said flow to provide a heated flow; and a combustor stage (109) positioned downstream of said plenum stage (103) and having at least one pulse detonation combustor (113) positioned therein, wherein at least some of said heated flow is directed to said combustor stage (109) and combined with a fuel to create either a deflagration or a detonation within said combustion stage (109).
2. The power generation system (100) of claim 1, wherein said at least one heating device (105) is an electrical heating device or a pre-burner device.
3. The power generation system (100) of claim 1, wherein said at least one heating device (105) increases a temperature of at least some of said heated flow to approximately 700 degrees F.
4. The power generation system (100) of claim 1, wherein said at least one heating device (105) is a pre-burner which receives a first amount of said flow from said compressor stage (101) and a second amount of said flow is directed to said plenum stage (103), and wherein said pre-burner (105) uses said first amount of said flow to bum a fuel within said plenum stage (103).
5. The power generation system (100) of claim 4, wherein said pre-burner (105) is a constant pressure deflagration device.
6. The power generation system (100) of claim 4, wherein said first amount of said flow is approximately 5 to 10% of said flow from said compressor stage (101).
7. The power generation system (100) of claim 1, further comprising a turbine stage (111) downstream of said combustor stage (109).
8. The power generation system (100) of claim 1, wherein said fuel is injected into said heated flow using a fuel injection system (220) and a fuel heating system (225) is coupled to said fuel injection system (220) to heat said fuel prior to injection into said heated flow.
9. The power generation system (100) of claim 4, wherein said pre-burner (105) is positioned adjacent to a wall structure of said plenum stage (103) and receives at least a portion of said first amount of said flow through a bypass duct (301).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2681906 CA2681906A1 (en) | 2009-10-08 | 2009-10-08 | Plenum air preheat for cold startup of liquid-fueled pulse detonation engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2681906 CA2681906A1 (en) | 2009-10-08 | 2009-10-08 | Plenum air preheat for cold startup of liquid-fueled pulse detonation engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2681906A1 true CA2681906A1 (en) | 2011-04-08 |
Family
ID=43853563
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2681906 Abandoned CA2681906A1 (en) | 2009-10-08 | 2009-10-08 | Plenum air preheat for cold startup of liquid-fueled pulse detonation engines |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2681906A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113864050A (en) * | 2021-09-22 | 2021-12-31 | 上海交通大学 | Detonation supercharging aircraft engine |
-
2009
- 2009-10-08 CA CA 2681906 patent/CA2681906A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113864050A (en) * | 2021-09-22 | 2021-12-31 | 上海交通大学 | Detonation supercharging aircraft engine |
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