CN101839152A - 陶瓷基复合材料涡轮发动机 - Google Patents
陶瓷基复合材料涡轮发动机 Download PDFInfo
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Abstract
本发明涉及一种陶瓷基复合材料涡轮发动机。在一个实施例中，提供了一种用于涡轮发动机(10)的过渡部分(16)，其包括由陶瓷基复合材料构成的一个或多个构件。过渡部分(16)可以以流体的方式连接燃气轮机发动机(10)内的高压涡轮(12)和低压涡轮(14)。过渡部分(16)可包括过渡导管(33)和可变截面涡轮喷嘴(44)。过渡导管(33)和可变截面涡轮喷嘴(44)其中之一或两者可由陶瓷基复合材料构成。
Description
技术领域
本文公开的主题涉及燃气轮机，且更特别地讲，涉及燃气轮机内的可变截面涡轮喷嘴和过渡导管。
背景技术
大体上，燃气轮机燃烧压缩空气和燃料的混合物来产生热的燃烧气体。燃烧气体可流过一个或多个涡轮构件，以产生用于负载和/或压缩机的动力。双轴燃气轮机可包括驱动压缩机的高压涡轮和驱动诸如鼓风机或发电机的负载的低压涡轮。燃烧气体可通过过渡导管从高压涡轮流到低压涡轮的可变截面涡轮喷嘴。由于燃烧气体的高温，过渡导管和涡轮喷嘴可能需要设计成耐高温。第一级低压涡轮喷嘴可能需要设计成以便提供作为空气动力学负载的函数而可变的流动面积。
发明内容
下面概括了在范围方面与最初要求保护的本发明相当的某些实施例。这些实施例不意图限制要求保护的本发明的范围，而是相反，这些实施例仅意图提供本发明的可行形式的简要概述。实际上，本发明可包括可能类似于或不同于以下阐述的实施例的多种形式。
在一个实施例中，涡轮发动机包括高压涡轮、低压涡轮，以及构造成以便将流体从高压涡轮引导到低压涡轮的过渡部分。过渡部分的至少一个构件由陶瓷基复合材料构成。
在另一个实施例中，可变截面涡轮喷嘴组件包括由陶瓷基复合材料构成的至少一个可变翼型件，以及构造成以便将该至少一个可变翼型件可旋转地安装在燃气轮机发动机中的至少一个耳轴(trunion)。
在又一个实施例中，过渡导管包括以流体的方式将高压涡轮连接到低压涡轮上的陶瓷基复合材料壳体。
在又一个实施例中，燃气轮机发动机包括高压涡轮、低压涡轮、构造成以便将燃烧气体引导到高压涡轮或低压涡轮中的可变截面涡轮喷嘴，以及构造成以便以流体的方式连接高压涡轮和低压涡轮的过渡导管。过渡导管、可变截面涡轮喷嘴或者它们的组合是由陶瓷基复合材料构成的。
附图说明
当参照附图阅读以下详细描述时，本发明的这些和其它特征、方面和优点将变得更好理解，在附图中，相同字符在所有图中表示相同部件，其中：
图1是具有由陶瓷基复合材料构成的过渡导管和可变截面涡轮喷嘴的燃气轮机发动机的一个实施例的示意性流程图；
图2是通过纵向轴线截取的图1的燃气轮机发动机的截面图；
图3是描绘了过渡部分的图2的燃气轮机发动机的一部分的详细视图；
图4是由陶瓷基复合材料构成的可变截面涡轮喷嘴组件的一个实施例的一部分的透视图；
图5是图4所示的可变截面涡轮喷嘴中的一个的透视图；
图6是具有简化的冷却通道的可变截面涡轮喷嘴的另一个实施例的透视图；
图7是没有冷却通道的可变截面涡轮喷嘴的另一个实施例的透视图；
图8是通过纵向轴线截取的可变截面涡轮喷嘴的一个实施例的截面图；以及
图9是通过纵向轴线截取以描绘缩减了冷却通道的可变截面涡轮喷嘴的另一个实施例的截面图。
具体实施方式
下面将对本发明的一个或多个具体实施例进行描述。为了提供对这些实施例的简明描述，可能不会在说明书中描述实际实现的所有特征。应当理解，在例如在任何工程或设计项目中开发任何这种实际实现时，必须作出许多关于实现特定的决定，以实现开发人员的具体目标，例如符合与系统有关及与商业有关的约束，开发人员的具体目标可根据不同的实现而彼此有所改变。而且，应当理解，这种开发工作可能是复杂和耗时的，但尽管如此，对具有本公开的益处的普通技术人员来说，这种开发工作将是设计、生产和制造的例行任务。
当介绍本发明的各实施例的元件时，冠词“一个”、“一种”、“该”和“所述”意图表示存在一个或多个该元件。用语“包括”、“包含”和“具有”意图为包括性的，且其表示除了列出的元件之外可存在另外的元件。
本公开涉及将陶瓷基复合材料(CMC)结合到涡轮喷嘴和/或过渡导管中的燃气轮机。根据某些实施例，燃气轮机可包括由过渡导管以流体的方式连接的高压涡轮和低压涡轮，过渡导管将燃烧气体从高压涡轮引导到低压涡轮。燃烧气体在离开过渡导管之后可穿过可变截面涡轮喷嘴(VATN)，以优化涡轮的局部负载性能。VATN可调节成以便作为低压涡轮负载的函数来改变燃气轮机发动机内的燃烧气体的流速和角度。由于燃烧气体的高温(超过约650℃)，过渡导管和VATN可设计成耐高温。可使用从压缩机中放出的压缩空气的一部分来冷却过渡导管和VATN，特别是由金属超合金构成的那些过渡导管和VATN。但是，从压缩机中放出的空气不一定用于产生功率，这会相应地降低燃气轮机发动机的整体效率和输出。另外，过渡导管和/或VATN可具有复杂的几何结构和密封要求，这又可能会提高冷却设计的成本。此外，在以传统的方式冷却的金属VATN中，对可变截面的需要会为压缩机空气流的额外寄生泄漏提供机会。
因此，本公开描述了包括可降低或消除燃气轮机发动机内的冷却要求的、由CMC构成的VATN和过渡导管的燃气轮机。降低的冷却要求可允许使用更多的压缩空气来产生功率，从而提高燃气轮机的运行效率和输出。另外，降低的冷却要求可使得能够简化冷却设计和密封，这又会降低成本，且有利于制造。此外，由CMC构成的VATN可提供降低的不慎寄生泄漏损失。
图1是包括高压涡轮12和低压涡轮14的示例性燃气轮机发动机10的示意性流程图。在某些实施例中，可在航空器、水运工具、机车、发电系统、机械驱动器、产油平台、管道压缩机或者它们的组合内采用燃气轮机发动机10。如以下所论述的，燃气轮机发动机10的一个或多个构件可包含可提供较高温度性能的CMC或者可由该CMC构成，从而降低燃气轮机发动机10的冷却要求。如本文所用，短语“由CMC构成”和“由CMC组成”将表示基本由CMC构成的构件。更具体地，CMC构件应包括比仅仅是一层CMC材料涂层更多的CMC材料。例如，由CMC构成的构件可基本或全部由CMC材料组成或构成，包括大于约50％、60％、70％、80％、90％或100％的CMC材料。
来自高压涡轮12的燃烧气体可流过过渡部分16，且继续在低压涡轮14中膨胀。涡轮12和14可轴向地移置，且可成流体动力连通，但可以机械的方式断开，以允许通过同心轴以不同速度旋转。特别地，高压涡轮12可使轴18旋转，以驱动压缩机20。低压涡轮14可使轴22旋转，以驱动负载24。负载24可包括发电机、推进器、变速器、驱动系统，例如负载压缩机，或者它们的组合。在某些实施例中，负载24可包括将空气引导到燃气轮机发动机10周围以提高整体的发动机推力的鼓风机，例如带护罩的推进器。
如由箭头所示，空气可通过进气部分26进入燃气轮机发动机10，并且流入压缩机20中，压缩机20在空气进入燃烧室部分28中之前压缩空气。燃烧室部分28包括围绕轴18和22同心地设置且位于压缩机20和高压涡轮12之间的燃烧室壳体30。来自压缩机20的压缩空气进入燃烧室32，其中压缩空气可在燃烧室32内与燃料混合，且与燃料一起燃烧，以驱动涡轮12和14。
热的燃烧气体从燃烧室部分28流过高压涡轮12，从而通过轴18驱动压缩机20。然后热的燃烧气体可流过过渡部分16，且流入低压涡轮14中，从而通过轴22驱动负载24。如上所述，高压涡轮12和低压涡轮14可独立于彼此旋转。因此，过渡部分16可包括用于容纳燃烧气体的过渡导管33，以及用于使高压涡轮12和低压涡轮14同步的VATN组件34。如下面进一步描述的，VATN组件34包括以围绕轴22的环形构造设置在多个径向位置处的多个VATN。各个VATN可沿其纵向轴线可调，以改变进入低压涡轮14的燃烧气体的迎角。另外，各个VATN可旋转，以调整燃烧气体流量。VATN组件34可包括可变截面涡轮喷嘴或者面积固定的涡轮喷嘴与可变截面涡轮喷嘴的组合。热的燃烧气体在流过VATN组件34和低压涡轮14之后，可通过排气部分36离开燃气轮机发动机10。
如上所述，燃气轮机发动机10的各种构件均暴露于流过燃气轮机发动机10的热的燃烧气体。特别地，过渡导管33和VATN组件34可暴露于从高压涡轮12流向低压涡轮14的热的燃烧气体。在一些实施例中，内部温度可达到650℃或更高，这可能会使构件易受蠕变、腐蚀和/或高循环或低循环疲劳的影响。因此，某些构件，例如过渡导管33和VATN组件34，可完全或部分由CMC构成，以提供较高的温度性能。在某些实施例中，较高的温度性能可允许有可降低制造成本和密封设计要求的简化的冷却设计，以及/或者允许减少冷却空气流，这又可提高燃气轮机发动机10的效率和输出。较高的温度性能还可允许降低一氧化氮和二氧化氮(总称为NOx)以及二氧化碳的排放。
图2是沿纵向轴线得到的图1的燃气轮机发动机10的一个实施例的侧视图。如以上关于图1所描述，燃气轮机发动机10包括高压涡轮12和低压涡轮14。空气可通过空气进气部分26进入，且可由压缩机20压缩。然后来自压缩机20的压缩空气可被引导到燃烧室部分28中，其中压缩空气可与燃气或蒸馏物、液体燃料混合。压缩空气和燃料的混合物大体在燃烧室部分28内燃烧，以产生高温高压燃烧气体，可使用该高温高压燃烧气体在涡轮12和14内产生扭矩。燃烧气体在流过涡轮12和14之后，可作为废气通过排气部分36离开燃气轮机发动机10。如以上关于图1所描述，涡轮12和14的轴可能不以机械的方式连接，以允许涡轮12和14以不同的速度旋转。
图3是图2所示的过渡部分16和涡轮12和14的详细截面图。高压涡轮12包括可接收来自燃烧室部分28的热的燃烧气体的轮叶部分38。热的燃烧气体可流过轮叶部分38进入过渡导管33中。在过渡导管33内，燃烧气体可流过VATN组件34，且进入低压涡轮14的轮叶部分40。然后热的燃烧气体可通过排气部分36离开。如上所述，过渡导管33可大体包括壳体结构，该壳体结构以流体动力的方式将高压涡轮12联接到低压涡轮14上，且提供用于燃烧气体在涡轮12和14之间流动的导管。过渡导管33可由CMC、高温金属合金或其它适当的材料构成。
VATN组件34包括固定翼型件42和可变翼型件44。翼型件42和44可各表示径向地设置在过渡导管16内以将燃烧气体从过渡导管引导到低压涡轮14的轮叶部分40中的多个翼型件。固定翼型件42可保持在固定位置上，而可变翼型件44可沿它们的纵向轴线旋转。耳轴46和48可分别联接到翼型件42和44上，以支承翼型件42和44。耳轴48还可联接到驱动杆50上，可促动该驱动杆50，以使翼型件沿它们的纵向轴线旋转，以改变流过过渡导管33进入轮叶部分40中的燃烧气体的迎角。杆50还可联接到同步环52上，同步环52可使可变翼型件44的运动同步。
在某些实施例中，翼型件42和44可包括用于接收冷却流体(诸如空气或蒸汽)的内部通路。例如，翼型件42和44可接收从压缩机20(图2)中放出的压缩空气的一部分。冷却流体可通过耳轴46内的流动通道54进入翼型件42和44。例如，耳轴46内的流动通道54可以以流体的方式联接到供应从压缩机中放出的空气的歧管上。冷却流体可流过流动通道54，且流入单独的翼型件42和/或44内的冷却通道中。在某些实施例中，流动通道54还可将空气供应到过渡导管33。
图4是VATN组件34的透视图。为了清楚，去掉了耳轴46。固定翼型件42设置在表面56和58之间，而可变翼型件44则设置在表面60和62之间。表面56、68、60和62可共同形成过渡导管33(图3)。但是，在其它实施例中，可沿着表面56、58、60和62设置有另外的结构，以形成过渡导管33。如上所述，来自压缩机的冷却空气可通过流动通道54进入固定翼型件42。在某些实施例中，可提供导管或歧管，以将空气从流动通道54引导到可变翼型件44的耳轴48内的冷却通道。但是，在其它实施例中，耳轴48可包括用于将冷却流体提供给可变翼型件44的通路。
为了阻止冷却空气流入包含热的燃烧气体的过渡导管容积中，可在流动通道54周围提供密封件。也可在构造成以便将冷却流体提供给翼型件44的冷却通道和导管周围提供密封件，以及在支承翼型件44的表面60和62周围提供密封件。例如，迷宫式和/或浮动式密封件可设置在表面60和62周围，以阻止冷却流体输送进入流经翼型件42和44的热的燃烧气体中。密封件可设计成当翼型件44沿它们的纵向轴线在表面60和62之间旋转时阻止冷却流体流入过渡导管33中。
如上所述，翼型件42和44可由CMC构成，CMC可提供较高的热性能。过渡导管33(图3)的构件也可由CMC构成。用于过渡导管33和翼型件42和44的CMC材料可包括任何适当类型的纤维增强的陶瓷材料。例如，CMC材料可包括纤维增强的非氧化物陶瓷，例如碳化硅、氮化硅、碳化硼和氮化铝。CMC材料也可包括纤维增强的氧化物基陶瓷，例如氧化铝、硅石、莫来石、铝硅酸钡、铝硅酸锂或铝硅酸钙。另外，CMC材料可包括氧化物陶瓷和非氧化物陶瓷的组合，以及其它适当的CMC材料。例如，氧化物陶瓷可用于某些构件，而非氧化物陶瓷则用于其它构件。CMC材料可包括任何适当类型的氧化物或非氧化物增强纤维，例如碳化硅、碳、玻璃、莫来石和铝。
如上所述，CMC材料可提供较高的热性能，从而提高燃气轮机发动机的效率。例如，在某些实施例中，碳化硅—碳化硅CMC构件可能能够经受从约1204℃至约1316℃的温度。在另一个实例中，碳纤维—碳化硅基CMC构件可能能够经受从约1538℃至约2482℃的温度。在某些实施例中，使用CMC可有利于减小翼型件内的冷却流体流。CMC还可简化在VATN组件34内使用的密封件的设计，且可简化冷却通路的几何结构。当然，翼型件的其它构件，例如耳轴、同步环以及杆，也可由CMC构成，以提供额外的热冷却益处。
图5是图4所示的可变翼型件44其中一个翼型件的透视图。翼型件44包括蜿蜒的冷却通道64。VATN组件34可通过设置在翼型件44的耳轴48上的入口端口68接收冷却流体(箭头66)，例如从压缩机中放出的空气。冷却流体66可流过耳轴流动通道54，并且进入蜿蜒的冷却通道64，其中冷却流体可流过翼型件44的内部，以冷却翼型件。冷却流体可通过出口端口70离开翼型件44。当然，冷却通道64仅以实例的方式显示，且不意图为限制性的。可提供许多其它冷却通道构造和/或几何结构。例如，可改变出口端口的数量，且翼型件可包括多个单独的冷却通道和/或成角度的通道。此外，翼型件可包括用于对翼型件的内部进行对流冷却的冷却通道，以及用于对翼型件的内表面进行冲击冷却的内部冲击孔。另外，薄膜冷却孔可延伸通过翼型件侧壁，以提供对外部翼型件表面的薄膜冷却。
如上所述，翼型件44可由CMC材料构成，以减少冷却通道64内的冷却流。CMC材料还可有利于使用简化的密封件，以阻止冷却流体流入过渡导管33(图3)中。例如，可在表面60和72之间提供密封件，以阻止冷却流体在翼型件44旋转期间的输送。还可沿着翼型件44的底面70提供密封件。在某些实施例中，翼型件44的CMC材料可简化迷宫式密封件和/或浮动式密封件以及其它适当的密封件类型的几何结构。
图6是翼型件76的一个备选实施例，其显示了可提供给由CMC材料构成的翼型件76的简化的冷却通道78。如上所述，CMC材料可提供提高的热性能，从而允许除减少冷却流体66流之外来使用简化的冷却通道，或者使用简化的冷却通道而非减少冷却流体66流。冷却通道78包括可简化翼型件76的制造的相对直线式的几何结构。冷却流体66可通过入口68进入翼型件76，流过耳轴流动通道54，且通过流过冷却通道78来冷却翼型件。冷却流体66可通过出口端口70离开。在某些实施例中，使用CMC材料可使出口端口的数量减少10％-100％，以及其间的所有子范围。更具体地，出口端口的数量可减少大于10％、20％、30％、40％、50％、60％、70％、80％或90％。进一步更具体地，使用CMC材料可使出口端口的数量减少80％-90％。另外，在某些实施例中，CMC材料可允许冷却通道的容积减小10％-100％，以及其间的所有子范围。例如，CMC可允许冷却通道的容积减小大于10％、20％、30％、40％、50％、60％、70％、80％或90％。更具体地，冷却通道的容积可减小50％-90％，或者进一步更具体地减小80％-90％。
图7示出了其中不包括冷却通道的、由CMC材料构成的VATN翼型件79的另一个实施例。使用CMC材料可消除对冷却通道的需要，因为提高了CMC翼型件79的热性能。消除冷却通道还可消除对翼型件79周围的密封件的需要，且可消除从压缩机提供冷却流体的需要，这又可提高燃气轮机发动机的效率。
图8是VATN翼型件80的另一个实施例的剖面截面图。燃烧气体(箭头82)可流经翼型件80。当热的燃烧气体82在翼型件上流动时，气体可加热翼型件。翼型件80可由冷却流体66冷却，冷却流体66可流过耳轴流动通道54而进入设置在翼型件80的内部容积内的冷却流动通道84、86和88中。显示了成大体蜿蜒构造的流动通道，其包括用于将冷却流体提供到具有大体较厚的截面的翼型件部分的流动通道84。流动通道86可冷却翼型件的中心部分，且流动通道88可对具有大体较薄的截面的翼型件部分提供冷却。当然，流动通道84、86和88是作为实例提供的，且不意图为限制性的。例如，可改变翼型件内的冷却通道的数量和几何结构。几个出口端口70可允许冷却流体66通过翼型件80的外表面离开，以为外部翼型件表面提供薄膜冷却。翼型件80可由CMC材料构成，从而允许减少冷却流体66流。
除了减少冷却流之外，或者代替减少冷却流，CMC材料可有利于减少出口端口70的数量。图9描绘了包括比图8所示的少大约80％的出口端口70的VATN翼型件90的一个备选实施例。如上所述，因为使用CMC材料来构成翼型件，所以减少出口端口的数量可以是可行的。另外，使用CMC材料来构成翼型件可有利于出口端口减少其它百分比。例如，使用CMC材料可有利于出口端口减少约10％-100％，以及其间的所有子范围。更具体地，使用CMC材料可有利于出口端口减少大于10％、20％、30％、40％、50％、60％、70％、80％或90％。当然，翼型件的其它构件，例如耳轴、同步环以及杆，也可由CMC材料构成，以提供额外的冷却益处。
CMC VATN和过渡导管可应用于多种类型的燃气轮机发动机中。但是，CMC材料特别适用于采用升高的入口燃烧气体温度以便提高运行效率的燃气轮机发动机。CMC材料还可适用于采用可能会使得难以结合冷却通道的复杂翼型件和/或过渡导管几何结构的燃气轮机发动机。另外，可使用CMC材料来构成用于各种类型的VATN组件中的翼型件。例如，VATN组件可包括具有固定构件和可变构件的双段翼型件。VATN组件还可包括固定翼型件、可变翼型件，或者它们的组合。
本书面描述使用实例来公开本发明，包括最佳模式，且还使本领域技术人员能够实践本发明，包括制造和使用任何装置或系统，以及执行任何结合的方法。本发明的可授予专利的范围由权利要求书限定，且可包括本领域技术人员想到的其它实例。如果这样的其它实例具有无异于权利要求书的字面语言的结构元素，或者如果它们包括与权利要求书的字面语言具有非实质性差异的等效结构元素，则这样的其它实例意图处于权利要求书的范围之内。
Claims (10)
1.一种涡轮发动机(10)，包括：
高压涡轮(12)；
低压涡轮(14)；以及
构造成以便将流体从所述高压涡轮(12)引导到所述低压涡轮(14)的过渡部分(16)，其中，所述过渡部分(16)的至少一个构件包括陶瓷基复合材料。
2.根据权利要求1所述的涡轮发动机(10)，其特征在于，所述陶瓷基复合材料包括碳化硅纤维—碳化硅基体。
3.根据权利要求1所述的涡轮发动机(10)，其特征在于，所述陶瓷基复合材料包括非氧化物陶瓷基体、氧化物陶瓷基体，或者它们的组合。
4.根据权利要求1所述的涡轮发动机(10)，其特征在于，所述过渡部分(16)包括：
构造成以便以流体的方式连接所述高压涡轮(12)和所述低压涡轮(14)的过渡导管(33)；以及
环形地设置在所述过渡导管(33)内的至少一个可变截面涡轮喷嘴(44)。
5.根据权利要求4所述的涡轮发动机(10)，其特征在于，所述至少一个构件包括所述过渡导管(33)、所述至少一个可变截面涡轮喷嘴(44)，或者两者。
6.根据权利要求4所述的涡轮发动机(10)，其特征在于，所述至少一个构件包括所述至少一个可变截面涡轮喷嘴的翼型件(76)。
7.根据权利要求1所述的涡轮发动机(10)，其特征在于，所述涡轮发动机(10)包括：
压缩机(20)；以及
构造成以便将冷却流体流从所述压缩机引导到所述过渡部分(33)的通路。
8.根据权利要求7所述的涡轮发动机(10)，其特征在于，由陶瓷基复合材料构成的所述至少一个构件有利于减少所述冷却流体(66)流。
9.一种可变截面涡轮喷嘴组件(34)，包括：
由陶瓷基复合材料构成的至少一个可变翼型件(44)；以及
构造成以便将所述至少一个可变翼型件(44)可旋转地安装在燃气轮机发动机(10)中的至少一个耳轴(48)。
10.根据权利要求9所述的可变截面涡轮喷嘴组件(34)，其特征在于，所述可变截面涡轮喷嘴组件(34)包括设置在高压涡轮(12)和低压涡轮(14)之间的过渡导管(33)，并且其中，所述至少一个可变翼型件(44)设置在所述过渡导管(33)中。
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| US12/367,277 US8262345B2 (en) | 2009-02-06 | 2009-02-06 | Ceramic matrix composite turbine engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2216508A3 (en) | 2016-04-20 |
| CN101839152B (zh) | 2016-05-18 |
| US8262345B2 (en) | 2012-09-11 |
| EP2216508A2 (en) | 2010-08-11 |
| US20100202873A1 (en) | 2010-08-12 |
| JP2010180878A (ja) | 2010-08-19 |
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