CN111305952A - Mixed exhaust turbofan engine propulsion system based on heating of outer duct - Google Patents

Mixed exhaust turbofan engine propulsion system based on heating of outer duct Download PDF

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Publication number
CN111305952A
CN111305952A CN202010118185.1A CN202010118185A CN111305952A CN 111305952 A CN111305952 A CN 111305952A CN 202010118185 A CN202010118185 A CN 202010118185A CN 111305952 A CN111305952 A CN 111305952A
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China
Prior art keywords
duct
heat exchange
fan
propulsion system
turbofan engine
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CN202010118185.1A
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Chinese (zh)
Inventor
闻洁
孙京川
徐国强
全永凯
董苯思
庄来鹤
王靖
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Beihang University
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Beihang University
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Priority to CN202010118185.1A priority Critical patent/CN111305952A/en
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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
    • F02C7/12—Cooling of plants
    • F02C7/14—Cooling of plants of fluids in the plant, e.g. lubricant or fuel
    • F02C7/141—Cooling of plants of fluids in the plant, e.g. lubricant or fuel of working fluid
    • 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
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/38—Introducing air inside the jet
    • F02K1/386—Introducing air inside the jet mixing devices in the jet pipe, e.g. for mixing primary and secondary flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
    • F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
    • F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
    • F02K3/06—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type with front fan
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
    • F02K3/08—Plants including a gas turbine driving a compressor or a ducted fan with supplementary heating of the working fluid; Control thereof
    • F02K3/105—Heating the by-pass flow
    • F02K3/115—Heating the by-pass flow by means of indirect heat exchange

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

The invention relates to the technical field of aviation industry energy power systems, in particular to a mixed exhaust turbofan engine propulsion system based on outer duct heating. The technical problem that the thrust characteristic of the existing turbofan engine cannot be borne by the combustion rate and the material of the part with overhigh gas temperature in front of the turbine assembly is solved. A heat exchanger; the heat exchanger is provided with a first heat exchange side and a second heat exchange side; the heat exchanger is arranged on the outer duct, so that outside air can pass through the first heat exchange side and move along the flow direction of the outer duct; wherein, a part of the first gas of the high-pressure air engine is shunted to the second heat exchange side of the heat exchanger so as to exchange heat with the outside air passing through the outer duct; the first gas after heat exchange by the heat exchanger directly enters the combustion chamber, and increased fuel internal energy is indirectly transferred to the outer duct air, so that the exhaust temperature is increased.

Description

Mixed exhaust turbofan engine propulsion system based on heating of outer duct
Technical Field
The invention relates to the technical field of aviation industry energy power systems, in particular to a mixed exhaust turbofan engine propulsion system based on outer duct heating.
Background
In the current trend, brayton cycle in an aviation power system is widely considered as a reliable technology of aviation power due to high flexibility and reliability, simple structure, and quick start and loading. At present, the performance of conventional turbofan engines based on the brayton cycle is close to its theoretical limit. Accordingly, various modified brayton cycles have been proposed to meet the requirements of specific thrust, economic or combat conditions, such as regeneration cycles, reheat cycles, split-inter-cooling cycles, pre-cooling cycles, and the like. Although some of these technologies have been widely used in surface gas turbine power plants, the additional weight of the heat exchange equipment for turbofan engines remains a critical issue that hinders these applications.
In the current mode, the change of the existing thermal structure of the turbofan engine is still the main direction for further development. In addition, in order to improve the thrust characteristics of turbofan engines, research trends have been directed to increase the thrust by increasing the exhaust temperature of the tail nozzle, mainly by increasing the combustion amount of jet fuel.
In the prior art, secondary oil injection combustion after a main combustion chamber has the problems of unstable combustion, low combustion efficiency and the like, although the combustion quantity of aviation kerosene of the main combustion chamber is increased, the gas temperature in front of a turbine can be increased so as to increase the exhaust temperature, the high temperature resistance of the turbine blade material of an engine is limited, the temperature in front of the turbine is used as the highest temperature of the whole circulating system and cannot be increased without limit, and the international top level is about 2000K level at present. Based on the above, how to raise the exhaust temperature and overcome the interlocking problem caused by the exhaust temperature is a hot research point of the heat transfer of the aircraft engine.
Disclosure of Invention
The invention relates to an improved system of a traditional turbofan engine structure based on Brayton cycle, which is used for solving the technical problem that the thrust characteristic of the existing turbofan engine is not borne by the combustion rate and the material of a part with overhigh gas temperature in front of a turbine assembly. And provides a mixed exhaust turbofan engine propulsion system based on the outer duct heating.
In order to solve the technical problems, the technical scheme of the invention is as follows:
a hybrid turbofan engine propulsion system based on bypass heating, comprising:
forming an inner duct from the fan to the mixer;
an outer duct is formed from the fan to the mixer;
a high-pressure compressor and a combustion chamber are arranged on the inner duct;
the high-pressure air engine and the combustion chamber are sequentially connected to the downstream of the fan;
when the fan works, external air can be sucked from the air inlet channel, and the high-pressure air engine is used for pressurizing the external air to form first air, so that the first air moves along the flow direction of the inner duct;
wherein a portion of the outside air is accessible from the fan into the bypass such that the outside air can reach the mixer;
also includes:
a heat exchanger;
the heat exchanger is provided with a first heat exchange side and a second heat exchange side;
the heat exchanger is arranged on the outer duct, so that the outside air can pass through the first heat exchange side and move along the flow direction of the outer duct;
the high-pressure air engine also divides a part of the first gas to a second heat exchange side of the heat exchanger and is used for exchanging heat of a part of the outside air passing through the outer duct;
wherein the first gas after heat exchange by the heat exchanger can flow back to the combustion chamber.
Specifically, the temperature of the first heat exchange side is greater than that of the second heat exchange side;
the temperature of the inner duct is greater than the temperature of the outer duct.
In particular, the endoprosthesis comprises:
and the first end of the inner duct second communicating part is communicated with the fan outlet, and the second end of the inner duct second communicating part is communicated with the inlet of the high-pressure compressor.
Specifically, the endoprosthesis further comprises:
and the first end of the inner duct fourth communicating part is communicated with the outlet of the high-pressure air engine, and the second end of the inner duct fourth communicating part is communicated to the inlet of the combustion chamber.
In particular, the bypass comprises:
a first external communication portion, the fan having a fan diverging end, a first end of the first external communication portion communicating with the fan diverging end such that the fan is communicable with the external duct;
the second end of the first external communication part is communicated with the input end of the first heat exchange side.
In particular, the bypass further comprises:
a second external communication portion, the mixer having a mixer access, a second end of the second external communication portion communicating with the mixer access such that the mixer is communicable with the external duct;
and the first end of the second external communication part and the output end of the first heat exchange side.
Specifically, the method further comprises the following steps:
a third external communicating part, the high-pressure compressor is provided with a shunting connecting end of the high-pressure compressor,
the first end of the third external communication part is communicated with the shunting connection end of the high-pressure compressor, and the second end of the third external communication part is communicated with the output and input end of the second heat exchange side, so that first gas formed by the high-pressure compressor can enter the heat exchanger.
Specifically, the method further comprises the following steps:
and the first end of the fourth communicating part of the outer duct is communicated to the output end of the second heat exchanging side, and the second end of the fourth communicating part of the outer duct is communicated to the inlet of the combustion chamber.
Specifically, the downstream of the combustion chamber and in the direction of the inner duct flow are sequentially provided with: a high pressure turbine and a low pressure turbine;
downstream of the low pressure turbine is the mixer.
Particularly, the device also comprises a tail nozzle;
the tail nozzle is communicated with the second end of the mixer through an eighth inner duct connecting part positioned in the flow direction of the inner duct.
The application has the following beneficial effects:
firstly, compared with the propulsion system of the traditional turbofan engine, the improved system is characterized in that a heat exchanger is added in the outer duct between the high-pressure compressor and the combustion chamber to exchange the heat of airflow of the inner duct and the outer duct. In the original system, aviation kerosene is used as the only energy source of the whole system, and in order to increase the exhaust temperature of the tail nozzle and increase the specific thrust, the use amount of fuel is increased essentially to achieve the aim.
Secondly, because the temperature of the outside air is higher after the outside air is subjected to adiabatic compression by the high-pressure compressor, the excessive aviation kerosene cannot be combusted in the main combustion chamber due to the limitation of the temperature of the gas in front of the turbine set. The improved system is characterized in that a heat exchanger is arranged in an outer duct in front of a combustion chamber, part of heat of air in front of the inner duct combustion chamber is transferred to the air in the outer duct, the temperature of the air in front of the combustion chamber is reduced, and the use amount of aviation fuel can be increased under the condition that the limit heat-resistant temperature of a turbine material is reached.
And thirdly, the heat exchanger raises the temperature of the air in the outer culvert and increases the exhaust temperature after mixing with the fuel gas in the inner culvert. The improved system is energetically speaking, i.e., indirectly transferring increased internal fuel energy to the bypass air to increase exhaust temperature.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
FIG. 1 is a system diagram of a mixed exhaust turbofan engine propulsion system based on bypass heating in accordance with the present invention;
FIG. 2 is a T-S diagram of an ideal working medium circulation of a propulsion system of a mixed exhaust turbofan engine based on outer duct heating.
The reference numerals in the figures denote:
the air inlet 100, the fan 200, the high-pressure compressor 300, the combustion chamber 400, the high-pressure turbine 500, the low-pressure turbine 600, the mixer 700, the exhaust nozzle 800 and the heat exchanger 900;
an inner duct 159, an outer duct 101, a first outer communicating portion 10, a second outer communicating portion 11, a third outer communicating portion 3;
an inner duct fourth communicating portion 41, an outer duct fourth communicating portion 42;
an initial position 0, an inner duct first connecting part 1 and an inner duct second connecting part 2; the inner duct fifth connecting part 5, the inner duct sixth connecting part 6, the seventh inner duct connecting part 7, the eighth inner duct connecting part 8 and the tail nozzle connecting part 9.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
For convenience of description, terms such as "first end", "second end", and the like used in this application to describe the relative positional relationship are used, and "left side" in the flow direction in the current view is taken as "first end" and "right side" is taken as "second end"; and the upper part of the current view is used as a first end, and the lower part of the current view is used as a second end; it is to be understood that the use of the above-described words is not to be construed as an undue limitation on the scope of protection.
Compared with the traditional propulsion system of a turbofan engine, the system is characterized in that: a heat exchanger 900 is added to the outer duct 101 between the high pressure compressor 300 and the combustor 400 to exchange heat between the inner and outer duct air streams. In the original system, aviation kerosene is the only energy source of the whole system, and the aim of improving the specific thrust by increasing the exhaust temperature of the tail nozzle 800 is achieved by increasing the fuel consumption. However, after the external air is adiabatically compressed by the high-pressure compressor 300, specifically, the first air is a first gas, the temperature of the first gas is high, and due to the limitation of the temperature of the gas in front of the turbine set, the turbine set includes the high-pressure turbine 500 and the low-pressure turbine 600, which results in that too much aviation kerosene cannot be burned in the combustion chamber 400. The improved system is characterized in that a heat exchanger 900 is arranged in the outer duct 101 in front of the combustor 400, part of heat of the first gas in front of the combustor 400 of the inner duct 159 is transferred to the outer duct 101, the temperature of the first gas in front of the combustor 400 is reduced, and the use amount of aviation fuel can be increased under the condition that the limit heat-resistant temperature of a turbine set material is reached. Meanwhile, the heat exchanger raises the temperature of the bypass 101, and increases the exhaust temperature after mixing with the fuel gas in the bypass 159. The system is energy efficient, i.e., indirectly transfers increased internal fuel energy to the bypass air to increase exhaust temperature. The defects of unstable combustion and low combustion rate caused by adopting a secondary combustion means can be avoided, the thrust characteristic of the turbofan engine is influenced, and the technical problem that a material with too high gas temperature in front of a turbine cannot bear caused by the fact that the specific thrust of the turbofan engine is increased in the prior art is solved.
Specifically, the hybrid turbofan engine propulsion system based on bypass heating has the working objects of outside air and air fuel for aviation, and the working modes of all main components and structures in the system are as follows:
specifically, the intake duct 100 being located at the forward most end of the propulsion system of the mixed exhaust turbofan engine, the forward most end corresponding to the initial position 0, is a section of the duct through which the outside air passes from the inlet on the aircraft to the inlet of the engine. After the outside air is sucked, the air inlet duct 100 decelerates and pressurizes the outside air with a high mach number, thereby reducing the total pressure loss as much as possible and satisfying the air inlet speed requirement of the fan 200.
Specifically, fan 200 is an improved variation of the propeller of a turboprop engine, i.e., shortening the diameter of the propeller, increasing the number of blades, and containing all the blades of the blades within the case. The fan 200 draws in a large amount of outside air and pressurizes the air compression. The compressed ambient air flow is divided into two streams, one entering the inner duct 159 for further work by the subsequent core engine and one entering the outer duct 101.
Specifically, in the high-pressure compressor 300, the high-pressure compressor 300 compresses an air flow by using blades rotating at a high speed to do work, so that the air flow is changed into a high-pressure gas. The high pressure compressor 300 is required to meet the design requirements of vibration strength and rigidity, good anti-surge performance, wide stable working range and the like.
Specifically, the heat exchanger 900: after the outside air of the inner duct 159 is compressed by the high-pressure compressor, the temperature and the pressure are increased, the temperature of the airflow of the outer duct 101 is basically kept unchanged, the heat exchanger 900 is arranged and installed on the outer duct 101, and part of heat of the first gas in front of the combustion chamber 400 of the inner duct 159 is transferred to the airflow of the outer duct 101, so that the temperature of the air in front of the combustion chamber 400 is reduced, and the temperature of the airflow of the outer duct 101 is increased.
Specifically, the combustion chamber 400, the first combustion chamber 400 is a device capable of converting chemical energy of fuel into heat energy; the aviation fuel is combusted in the combustion chamber to release heat, so that the gas flow of the inner duct 159 from the heat exchanger is heated into high-temperature and high-pressure gas to meet the work requirement of a subsequent turbine. The combustion chamber needs rapid ignition and start-up, stable flame, higher combustion efficiency and small total pressure loss.
Specifically, the high-pressure turbine 500, the high-temperature and high-pressure combustion gas from the first combustion chamber 400, impacts the high-pressure turbine 500, converts the enthalpy of the combustion gas into the mechanical work of the turbine, and drives the coaxial high-pressure compressor 300 to rotate. Because the heat end component is adopted, the heat end component has the design requirements of high work conversion efficiency, small size, enough stable working range, reliable working under the conditions of high temperature and high rotating speed and the like.
Specifically, the low-pressure turbine 600, which has a high pressure and a high temperature after impacting the high-pressure turbine 500, can still impact the low-pressure turbine 500 to work, and drive the coaxial fan 200 to rotate. Because the temperature and pressure of the combustion gases become lower, the low pressure turbine 600 design requirements may be lower than the high pressure turbine 500 design requirements.
Specifically, mixer 700 blends the bypass high temperature, high pressure gas exiting the turbine with the bypass low temperature, low pressure gas stream.
Specifically, the tail nozzle 800, is an exhaust system of the engine, and further expands the high-temperature gas at the outlet of the turbine group, and converts the high enthalpy of the gas into kinetic energy, so that the gas is discharged at a high speed to generate thrust. The design requirements of small flow loss, complete expansion as much as possible, axial direction of the ejected airflow as much as possible and the like need to be met.
The specific implementation mode of applying the components to the mixed exhaust turbofan engine propulsion system with the parallel combustion chambers is as follows:
referring to FIG. 1, a hybrid turbofan engine propulsion system based on bypass heating includes:
an inner duct 159 is formed from the fan 200 to the mixer 700; an outer duct 101 is also formed from the fan 200 to the mixer 700; a high-pressure compressor 300 and a combustion chamber 400 are arranged on the inner duct 159; the high-pressure air engine 300 and the combustion chamber 400 are connected to the downstream of the fan 200 in sequence; when the fan 200 is in operation, external air may be sucked from the air inlet 100, and the high pressure air engine 300 may pressurize the external air to form a first gas, so that the first gas may move along the flow direction of the inner duct 159; when the fan 200 is in operation, external air may be sucked from the air inlet 100, and the external air may enter the bypass 101 from the fan 200, so that the external air may reach the mixer 700;
also includes: a heat exchanger 900; the heat exchanger 900 has a first heat exchanging side and a second heat exchanging side; the heat exchanger 900 is disposed on the outer duct 101 so that the external air may pass through the first heat exchange side and travel in the flow direction of the outer duct 101; wherein, the high-pressure air engine 300 also divides a part of the first gas to the second heat exchange side of the heat exchanger 900 and is used for exchanging heat with a part of the outside air passing through the bypass 159; wherein the first gas heat-exchanged by the heat exchanger 900 may flow back to the combustion chamber 400.
The temperature of the first heat exchange side is higher than that of the second heat exchange side; the temperature of the endoprosthesis 159 is greater than the temperature of the extraductors 101.
Referring to fig. 1, the endoprosthesis 159 includes: the first end of the second communicating portion 2 of the inner duct communicates with the outlet of the fan 200, and the second end communicates with the inlet of the high pressure compressor 300.
Referring to fig. 1, the endoprosthesis 159 further comprises: the fourth communication portion 41 has a first end communicating with the outlet of the high pressure engine 300 and a second end communicating with the inlet of the combustion chamber 400.
Referring to fig. 1, the bypass 101 includes: a first external communication part 10, the fan 200 having a fan diverging end, the first end of the first external communication part 10 being communicated with the fan diverging end so that the fan 200 can be communicated with the external duct 101; the second end of the first external communication part 10 is communicated with the input end of the first heat exchange side.
Referring to fig. 1, the bypass 101 further includes: a second external communication portion 11, the mixer 700 having a mixer inlet, a second end of the second external communication portion 11 communicating with the mixer inlet so that the mixer 700 can communicate with the external duct 101; the first end of the second external communication part 11 and the output end of the first heat exchange side.
Please refer to fig. 1, which further includes: and a third external communication part 3, wherein the high-pressure compressor 300 is provided with a high-pressure compressor shunt connection end, a first end of the third external communication part 3 is communicated with the high-pressure compressor shunt connection end, and a second end of the third external communication part 3 is communicated with an output-input end of the second heat exchange side, so that the first gas formed by the high-pressure compressor 300 can enter the heat exchanger 900.
Please refer to fig. 1, which further includes: the first end of the bypass fourth communicating portion 42 communicates with the output end of the second heat exchanging side, and the second end thereof communicates with the inlet of the combustion chamber 400.
Referring to fig. 1, downstream of the combustion chamber 400, in the flow direction of the inner duct 159, there are sequentially disposed: a high-pressure turbine 500 and a low-pressure turbine 600; downstream of the low pressure turbine 600 is a mixer 700.
Referring to FIG. 1, a jet nozzle 800 is also included; the jet nozzle 800 communicates with the second end of the mixer 700 via an eighth bypass connection 8 in the flow direction of the bypass 159.
Referring to fig. 1, the system further includes: an initial position 0, which corresponds to an inlet of the air inlet 100 for sucking the external air; the fifth and sixth endoprosthesis connection portions 5, 6 connect the high-pressure turbine 500 and the low-pressure turbine 600 downstream of the combustor 400; a tail nozzle connection part 9 corresponding to a working end forming thrust; seventh and eighth culvert connections 7, 8 connect the mixer between the turbine set and the jet nozzle 800.
The first gas in the inner duct 159 enters the combustion chamber 400, and fuel is injected by an additional oil pump, and the first gas and the second gas are mixed and then subjected to constant pressure combustion. The hot gas is partially expanded in the turbine set to generate power to drive the fan 200, the high-pressure compressor 300 and the oil pump, and then enters the mixer 700 to be mixed with the air flow of the outer duct 159, and then continuously expands from the tail nozzle 800 to form high-speed air flow to be sprayed out.
Referring to fig. 1 and fig. 2, the ideal cycle T-S diagram process of the working medium of the system is shown in attached table 1;
attached table 1 process relation of working medium ideal cycle T-S diagram of system
Relationships between parts Process code Process relationships
Initial position 0 to the first connection 1 of the inner duct 0-1 Adiabatic compression
The first connecting part 1 of the inner culvert to the second connecting part 2 of the inner culvert 1-2 Adiabatic compression
Inner duct second communicating portion 2 to third outer communicating portion 3 2-3 Adiabatic compression
Third to fourth communication portion 3 to the bypass 42 3-42 Constant pressure heat release
Fourth connecting portion 41 of endoprosthesis to fifth connecting portion 5 of endoprosthesis 41-5 Heating under constant pressure
Fifth connecting part 5 of inner duct to sixth connecting part 6 of inner duct 5-6 Adiabatic expansion
Sixth to seventh inner culvert connecting portions 6 to 7 6-7 Adiabatic expansion
Seventh to eighth endoprosthesis connection portions 7 to 8 7-8 Constant pressure heat release
First to second external communication portions 10 to 11 10-11 Heating under constant pressure
Second external communication portion 11 to eighth endoprosthesis connecting portion 8 11-8 Heating under constant pressure
Exhaust nozzle connection 8 to second outer connection 9 8-9 Adiabatic expansion
Second external communication portion 9 to initial position 0 9-0 Constant pressure heat release
The circulation process of the system is described with reference to fig. 2 based on the attached table 1, and the technical effects that can be achieved by the present application are described by an embodiment;
the improvement in demonstrated thrust is further refined in connection with the example of the propulsion system air-gas cycle process of fig. 2.
The mass flow of the external air entering the air inlet 100 is preset to be q0Wherein the mass flow of the outer duct 101 is q10The mass flow of the inner bypass 159 is q2The mass of the fuel after combustion is ignored. The temperature of the air flow entering the inner duct 159 is changed into T after the air flow is compressed by the fan 200 and the high-pressure compressor 3003。
Presetting that the heat exchanger 900 is not installed at the moment, the inner duct 159 airflow T3The temperature is kept constant, and the mixture is heated to T in the combustion chamber 4005In this case, the fuel is combusted in the combustion chamber 400 to release heat, and there are:
qfm′f＝CP,ama(T5-T3) (1)
in the above formula (1), qfIs the combustion calorific value, m 'of the fuel per unit mass'fIs the combustion quality of the fuel, CP,aIs emptyHeat capacity of gas, maFor air quality, T5For turbine front gas temperature, T3The air temperature before the combustion chamber when the heat exchanger is not installed.
If the heat exchanger 900 is installed according to the scheme of the application, partial heat of the airflow of the inner duct 159 is transferred to the airflow of the outer duct 101, and the temperature is T3Reduced to T4Then subsequently in the combustion chamber 400 the reaction heats:
qfmf＝CP,ama(T5-T4) (2)
and T4<T3Then m isf>m′fThis shows that the technical scheme of the application can improve the use amount of the fuel.
The high-temperature and high-pressure air flow from the combustion chamber 400 impacts the turbine set to drive the fan 200 and the high-pressure compressor 300 to do work, and then the temperature is changed into T7The temperature of the mixed gas entering the mixer 700 and the outer duct 101 becomes T after being mixed with each other8. Assuming that the heat exchanger 900 was not previously installed, the bypass airflow temperature T10If the value is kept unchanged, the following steps are provided:
T′8＝(q10T10+q2T7)/q0(3)
by installing the heat exchanger 900, the temperature T of the air flow in the outer duct 15910Rising to the temperature T of the airflow of the outer duct11Then, there are:
T8＝(q10T11+q2T7)/q0(4)
the combination of the formulas (3) and (4) indicates that T is10<T11Of so T'8<T8. This demonstrates that the present solution can increase the exhaust temperature.
According to the thrust formula of the mixed-exhaust turbofan engine:
F＝q9V9-q0V0+(P9-P0)A9(5)
in the above formula (5), q9Is the gas mass flow of the exhaust outlet cross section, q0Is the air mass flow, V, of the cross section of the air inlet9Is burnedGas outlet velocity, V0Is the air inlet velocity, P9For exhaust outlet static pressure, P0For inlet static pressure, A9Is the outlet cross-sectional area.
According to the relation between the local sound velocity and the Mach number:
Figure BDA0002392132910000101
in the above formula (6), MaMach number of the gas outlet section, k is the gas adiabatic index, R is the gas constant, T9Is the static temperature of the exhaust gas at the outlet section.
The combination of the formulas (5) and (6) shows that when the exhaust temperature T is higher9Increasing, with the remaining conditions remaining unchanged, by increasing the outlet exhaust velocity V9Thereby improving the thrust of the engine.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.

Claims (10)

1. A hybrid turbofan engine propulsion system based on bypass heating, comprising:
forming an inner duct (159) from the fan (200) to the mixer (700);
-forming an outer duct (101) from said fan (200) to said mixer (700);
a high-pressure compressor (300) and a combustion chamber (400) are arranged on the inner duct (159);
the high-pressure air engine (300) and the combustion chamber (400) are connected to the downstream of the fan (200) in sequence;
when the fan (200) works, the external air can be sucked from the air inlet channel (100), and the external air is pressurized by the high-pressure air machine (300) to form first gas, so that the first gas advances along the flow direction of the inner duct (159);
wherein a portion of the outside air is accessible from the fan (200) into the bypass (101) such that the portion of the outside air is accessible to the mixer (700);
it is characterized by also comprising:
a heat exchanger (900);
the heat exchanger (900) is provided with a first heat exchange side and a second heat exchange side;
the heat exchanger (900) is arranged on the bypass (101) so that the outside air can pass through the first heat exchange side and travel along the flow direction of the bypass (101);
wherein the high-pressure air engine (300) also branches a part of the first gas to a second heat exchange side of the heat exchanger (900) and is used for exchanging heat of a part of the outside air passing through the bypass (159);
wherein the first gas after heat exchange by the heat exchanger (900) may be returned to the combustion chamber (400).
2. The outboard heating based hybrid turbofan engine propulsion system of claim 1 wherein the temperature of the first heat exchanging side is greater than the temperature of the second heat exchanging side;
the temperature of the endoprosthesis (159) is greater than the temperature of the extraductor (101).
3. The outboard heating-based hybrid turbofan engine propulsion system of claim 2 wherein the inboard duct (159) comprises:
and the first end of the inner duct second communication part (2) is communicated with the outlet of the fan (200), and the second end of the inner duct second communication part is communicated with the inlet of the high-pressure compressor (300).
4. The outboard heating-based hybrid turbofan engine propulsion system of claim 3 wherein the inboard duct (159) further comprises:
and the first end of the inner duct fourth communication part (41) is communicated with the outlet of the high-pressure air engine (300), and the second end of the inner duct fourth communication part is communicated with the inlet of the combustion chamber (400).
5. The outboard heating-based hybrid turbofan engine propulsion system of any of claims 1-4 wherein the outboard duct (101) comprises:
a first external communication portion (10), the fan (200) having a fan diverging end, a first end of the first external communication portion (10) communicating with the fan diverging end so that the fan (200) can communicate with the bypass (101);
the second end of the first external communication part (10) is communicated with the input end of the first heat exchange side.
6. The overbank heating based hybrid turbofan engine propulsion system of claim 5 wherein the overbank (101) further comprises:
a second external communication portion (11), said mixer (700) having a mixer access, a second end of said second external communication portion (11) communicating with said mixer access so that said mixer (700) can communicate with said external duct (101);
and the first end of the second external communication part (11) and the output end of the first heat exchange side.
7. The hybrid turbofan engine propulsion system based on bypass heating as recited in claim 6 further comprising:
the high-pressure compressor (300) is provided with a high-pressure compressor shunting connecting end, the first end of the third external communicating portion (3) is communicated with the high-pressure compressor shunting connecting end, and the second end of the third external communicating portion (3) is communicated with the output end and the input end of the second heat exchange side, so that first gas formed by the high-pressure compressor (300) can enter the heat exchanger (900).
8. The hybrid turbofan engine propulsion system based on bypass heating as recited in claim 7 further comprising:
and the first end of the outer duct fourth communication part (42) is communicated to the output end of the second heat exchange side, and the second end of the outer duct fourth communication part is communicated to the inlet of the combustion chamber (400).
9. The extraducted heating based hybrid turbofan engine propulsion system of claim 7 wherein downstream of the combustor (400) and in the direction of the flow of the endoprosthesis (159) there is further provided in sequence: a high-pressure turbine (500) and a low-pressure turbine (600);
downstream of the low pressure turbine (600) is the mixer (700).
10. The outboard heating based hybrid turbofan engine propulsion system of claim 9 further comprising a jet nozzle (800);
the tail nozzle (800) is communicated with the second end of the mixer (700) through an eighth inner duct connecting part (8) which is positioned in the flow direction of the inner duct (159).
CN202010118185.1A 2020-02-26 2020-02-26 Mixed exhaust turbofan engine propulsion system based on heating of outer duct Pending CN111305952A (en)

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CN113738532A (en) * 2021-11-04 2021-12-03 中国航发沈阳发动机研究所 Aero-engine with overlapped ducts
CN113738531A (en) * 2021-11-03 2021-12-03 中国航发沈阳发动机研究所 Indirect cooling type high-total-pressure-ratio middle duct turbofan engine
CN114909215A (en) * 2021-02-08 2022-08-16 通用电气公司 Propulsion system configuration and method of operation

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CN103061887A (en) * 2013-01-11 2013-04-24 中国兵器工业集团第七0研究所 Intercooling gas turbine
CN109854377A (en) * 2019-04-08 2019-06-07 沈阳建筑大学 A kind of novel aerial turbo fan engine

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CN101272951A (en) * 2005-09-26 2008-09-24 法国空中巴士公司 Turbofan provided with a pre-cooler
CN101178014A (en) * 2006-11-10 2008-05-14 通用电气公司 Dual interstage cooled engine
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Publication number Priority date Publication date Assignee Title
CN114909215A (en) * 2021-02-08 2022-08-16 通用电气公司 Propulsion system configuration and method of operation
CN113738531A (en) * 2021-11-03 2021-12-03 中国航发沈阳发动机研究所 Indirect cooling type high-total-pressure-ratio middle duct turbofan engine
CN113738531B (en) * 2021-11-03 2022-02-18 中国航发沈阳发动机研究所 Indirect cooling type high-total-pressure-ratio middle duct turbofan engine
CN113738532A (en) * 2021-11-04 2021-12-03 中国航发沈阳发动机研究所 Aero-engine with overlapped ducts
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Inventor after: Wen Jie

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Application publication date: 20200619