CN114151188B - Engine inlet air cooling method - Google Patents
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- CN114151188B CN114151188B CN202111511476.8A CN202111511476A CN114151188B CN 114151188 B CN114151188 B CN 114151188B CN 202111511476 A CN202111511476 A CN 202111511476A CN 114151188 B CN114151188 B CN 114151188B
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- 238000001816 cooling Methods 0.000 title claims abstract description 50
- 239000002826 coolant Substances 0.000 claims abstract description 124
- 239000007788 liquid Substances 0.000 claims abstract description 42
- 239000007791 liquid phase Substances 0.000 claims abstract description 12
- 238000000034 method Methods 0.000 claims description 35
- 230000008569 process Effects 0.000 claims description 14
- 238000002347 injection Methods 0.000 claims description 8
- 239000007924 injection Substances 0.000 claims description 8
- 238000009834 vaporization Methods 0.000 claims description 8
- 230000008016 vaporization Effects 0.000 claims description 8
- 238000010521 absorption reaction Methods 0.000 claims description 7
- 238000013461 design Methods 0.000 claims description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 7
- 238000004134 energy conservation Methods 0.000 claims description 2
- 238000001704 evaporation Methods 0.000 abstract description 28
- 230000008020 evaporation Effects 0.000 abstract description 25
- 239000007921 spray Substances 0.000 abstract description 18
- 238000009835 boiling Methods 0.000 abstract description 16
- 238000004904 shortening Methods 0.000 abstract 1
- 238000005507 spraying Methods 0.000 abstract 1
- 238000000889 atomisation Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 4
- 239000012071 phase Substances 0.000 description 4
- 230000009977 dual effect Effects 0.000 description 3
- 230000006911 nucleation Effects 0.000 description 3
- 238000010899 nucleation Methods 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- CNKHSLKYRMDDNQ-UHFFFAOYSA-N halofenozide Chemical compound C=1C=CC=CC=1C(=O)N(C(C)(C)C)NC(=O)C1=CC=C(Cl)C=C1 CNKHSLKYRMDDNQ-UHFFFAOYSA-N 0.000 description 1
- 239000001307 helium Substances 0.000 description 1
- 229910052734 helium Inorganic materials 0.000 description 1
- SWQJXJOGLNCZEY-UHFFFAOYSA-N helium atom Chemical compound [He] SWQJXJOGLNCZEY-UHFFFAOYSA-N 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 125000004435 hydrogen atom Chemical class [H]* 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention discloses an engine inlet air cooling method, which relates to the technical field of aerospace power, and is characterized in that: s1, determining the flow of a required coolant; s2, enabling the coolant to flow through a heat exchanger to perform convective heat exchange with the air at the inlet of the engine to finish primary cooling of the air, and enabling the coolant to absorb heat and raise the temperature to a high-temperature liquid phase state, wherein the temperature of the coolant is higher than the saturation temperature corresponding to the pressure of the inlet air; and spraying the high-temperature liquid coolant into the air, and evaporating and absorbing heat in the air by spray liquid drops to realize final cooling of the air at the inlet of the engine. The invention makes the coolant flow into the heat exchanger to perform convection heat exchange with the inlet air, so that the coolant absorbs heat and heats up, then sprays air, the viscosity and surface tension of the coolant decrease along with the temperature rise, and meanwhile, the coolant enters an overheat state due to sudden pressure drop to form flash boiling spray, and the spray droplet size is greatly reduced, thereby improving the evaporation rate of the coolant, shortening the evaporation distance and improving the air cooling efficiency.
Description
Technical Field
The invention relates to the technical field of aerospace power, in particular to an engine inlet air cooling method.
Background
With the increase of the working Mach number of the aviation turbine engine, the total temperature of inlet air is continuously increased, a series of problems such as overrun of the working temperature of a compressor, reduction of the thermodynamic cycle performance and the like are caused, the working envelope of the engine is limited, and certain measures are required to be taken to increase the working Mach number of the turbine engine. The air precooling technology is widely studied in recent years, a precooling device is added in front of a traditional turbine engine to cool air at the inlet of a compressor, so that the air temperature can be prevented from exceeding the upper limit of the compressor, the relative conversion rotating speed of the compressor can be improved, the air inlet mass flow of the engine is increased, the thrust is increased, the purposes of expanding a flight envelope and improving the performance of the engine are achieved, and the power requirement of high Mach number flight is met. Existing aircraft turbine engines typically operate to Mach 2 (Ma 2) and may be cooled to increase their operating Mach number by cooling the inlet air.
At present, in the prior art, a way of realizing air pre-cooling of an engine mainly comprises a jet pre-cooling scheme and a heat exchange pre-cooling scheme, wherein the jet pre-cooling scheme injects coolant water into inlet air of the engine, evaporation heat absorption and temperature reduction are realized through water spray, an injection device is simple in structure and small in air flow loss, but under the working condition of the engine, the jet liquid drop evaporation rate is low, the complete evaporation distance is long, and the size of an evaporation chamber is large; the heat exchange precooling scheme cools incoming air by arranging a heat exchanger in front of a compressor, and the coolant generally selects low-temperature working media such as low-temperature helium, liquid hydrogen, liquid methane and the like. The scheme does not change the air components, has good heat exchange effect, but the heat exchanger has complex structure and large air flow loss, the low-temperature coolant easily causes frosting of the outer wall of the heat exchange tube, and the channel is blocked, so that the air flow loss is further increased. In addition, the heat exchange precooling scheme generally changes the original thermodynamic cycle of the engine, the engine needs to be adaptively modified, and meanwhile, the design requirement of the heat exchanger on high efficiency, low resistance and light weight makes the processing and manufacturing process difficult, and key technical relations need to be developed.
Accordingly, the present invention is directed to an engine inlet air cooling method that addresses the above-described issues. The invention is supported by the foundation and leading edge technical research fund PJD20190219 of the China aerodynamic research and development center.
Disclosure of Invention
The invention aims to provide an engine inlet air cooling method, which is characterized in that a cooling agent flows into a heat exchanger through a method of combining convection heat exchange and jet evaporation, the cooling agent performs convection heat exchange with high-temperature air at an engine inlet to finish preliminary cooling of the inlet air, meanwhile, the cooling agent absorbs heat and rises to a high-temperature liquid phase state, the temperature of the cooling agent is higher than the saturation temperature corresponding to air pressure, the cooling agent after absorbing heat and rising temperature is injected into the high-temperature air, and the cooling agent sprays liquid drops to evaporate and absorb heat to finish final cooling of the air. The viscosity and the surface tension of the coolant are reduced along with the temperature rise, so that the atomization diameter of the liquid drops is reduced, meanwhile, the coolant enters an overheat state due to the sudden pressure drop, flash boiling spray is formed, the surface and the inside of the spray liquid drops are quickly vaporized, smaller liquid drops are generated in the processes of nucleation, growth and crushing of bubbles in the liquid drops, and the dual functions of the temperature rise and the flash boiling are achieved, so that the evaporation time is shortened, the evaporation distance is reduced, and the air cooling efficiency is improved.
In the invention, the heat absorption temperature of the coolant in the heat exchanger is increased, but no phase change occurs, the coolant is kept in a high-temperature liquid phase state, then the pressure of the coolant is rapidly reduced in the process of injecting air from the heat exchanger, the corresponding saturation temperature is reduced, and the coolant enters an overheat state because the temperature of the coolant is higher than the corresponding saturation temperature of the air pressure, so that flash boiling phenomenon can occur.
The technical aim of the invention is realized by the following technical scheme: a method for cooling inlet air of an engine specifically comprises the following steps:
s1, calculating and determining the mass flow of the coolant according to the cooling requirement of the inlet air of the engine by using an energy conservation law. The total cooling power Q of the inlet air of the engine is calculated by the following formula:
Q＝m 1 ·Cp 1 ·(T 11 -T 12 ) (1)，
wherein m is 1 Cp for engine inlet air mass flow 1 Specific heat of air, T 11 Temperature of engine inlet air, T 12 To a temperature to which cooling is required; coolant flow m 2 The formula is:
available, wherein T 21 For the initial temperature of the coolant, T 22 To the final coolant temperature, and the final engine inlet air cooling temperature T 12 Equal Cp 2l Constant pressure specific heat for liquid coolant, cp 2g Constant pressure specific heat, T, of gaseous coolant s A coolant saturation temperature, h, corresponding to the engine inlet air pressure lt Is the vaporization latent heat of the coolant;
s2, according to the step S1, the coolant flows through a heat exchanger to perform convection heat exchange with high-temperature air at an inlet of the engine, so that preliminary cooling of the high-temperature air is completed, and meanwhile, the coolant absorbs heat and rises to a high-temperature liquid phase state, and the temperature of the coolant is higher than a saturation temperature corresponding to the pressure of the air inlet; and then injecting the coolant after heat absorption and temperature rising into high-temperature air at an outlet of the heat exchanger, wherein the coolant rapidly drops into an overheat state due to pressure, so as to form flash boiling spray, and evaporating spray droplets in the high-temperature air to absorb heat, so that the final cooling of the high-temperature air at an inlet of the engine is realized.
Further, the coolant is water, and an inlet pressure of the coolant is 1MPa or more.
Further, in the step S2, the process of flowing the coolant through the heat exchanger to perform convective heat exchange with the high-temperature air further includes determining parameters of a thermodynamic scheme of the heat exchanger, and adopting an average temperature difference method, which specifically includes: according to the coolant inlet and outlet temperatures and the air inlet temperature of the heat exchanger, the following formula is adopted:
Q 1 ＝m 2 ·Cp 2l ·(T 215 -T 21 ) (3)
determining the power Q of a heat exchanger 1 Wherein T is 215 The coolant temperature at the outlet of the heat exchanger is then calculated according to the law of conservation of energy by the formula:
determining the air outlet temperature T of a heat exchanger 115 The method comprises the steps of carrying out a first treatment on the surface of the Then the heat exchange average temperature difference delta T between the air and the coolant in the heat exchanger adopts the logarithmic average temperature difference, and delta T is expressed by the formula:
calculating and solving; then selecting the structural parameters of heat exchange tube diameter, tube spacing and the like of the heat exchanger, and determining the convective heat exchange coefficient h according to a heat exchanger design manual tr And according to the formula:
and finally determining the heat exchange area A.
Further, the flow velocity of the air in the heat exchanger is less than 30m/s, and the flow loss of the air is less than 3%.
Further, in step S2, the temperature of the coolant in the heat exchanger is increased to a high temperature liquid phase state by absorbing heat, the temperature is higher than the saturation temperature corresponding to the inlet air pressure, and the temperature difference is more than or equal to 20K, namely the coolant temperature T 215 ≥T s +20。
Further, in the step S2, the mass flow ratio of the coolant to the high-temperature air at the inlet of the engine is less than or equal to 0.2.
Further, the injection means for injecting the coolant in the superheated state into the high-temperature air of the engine inlet in step S2 selects either a straight-flow nozzle or a centrifugal nozzle.
In the scheme of the invention, the coolant absorbs heat in the heat exchanger to rise to a high-temperature liquid phase state, the temperature of the coolant is higher than the saturation temperature corresponding to the pressure of inlet air, then inlet air is injected, the viscosity and the surface tension of the coolant are reduced along with the rise of the temperature, so that the atomization diameter of liquid drops is reduced, meanwhile, the coolant enters an overheated state due to the rapid drop of the pressure in the injection process, the liquid drops are flash boiled, the inside and the surface of the liquid drops are simultaneously and rapidly vaporized, vaporization cores are generated in the liquid drops and are continuously grown, and the thermodynamic disturbance caused by the growth and expansion of air bubbles can lead to the breakage of the liquid drops to form smaller liquid drops. Some experimental and numerical simulation studies show that the particle diameter of flash spray is smaller and the vaporization process is faster than non-flash spray.
In summary, the invention has the following beneficial effects:
1. the invention adopts an air pre-cooling method combining convection heat exchange and jet evaporation, and flows a coolant into a heat exchanger to perform convection heat exchange with high-temperature air at an engine inlet flowing outside to finish primary cooling of the air, meanwhile, the coolant absorbs heat and heats to a high-temperature liquid phase state, the temperature of the coolant is higher than the saturation temperature corresponding to the inlet air, the coolant after absorbing heat and heating is injected into the high-temperature air at an outlet of the heat exchanger, and the coolant spray liquid drops evaporate and absorb heat to finish final cooling of the inlet air. The viscosity and the surface tension of the coolant are reduced along with the temperature, so that the atomization diameter of the liquid drops is reduced, meanwhile, the coolant is rapidly reduced to enter an overheat state due to the pressure, flash boiling is carried out on spray liquid drops, the surface and the inside of the liquid drops are rapidly vaporized, smaller liquid drops are generated in the processes of nucleation, growth and crushing of bubbles in the liquid drops, and the dual effects of the temperature rise and the flash boiling of the liquid drops are achieved, so that the evaporation rate of the liquid drops is improved, the jet flow of the coolant is reduced, and the air precooling efficiency is improved;
2. in the method, the coolant absorbs heat and heats up in the heat exchanger, the coolant is kept in a liquid phase state, no phase change occurs, the heat exchange power is smaller and is only about 20% of the total heat exchange power, and compared with a pure heat exchange precooling method, the heat exchanger size of the method is greatly reduced, and the flow loss and the processing and manufacturing difficulty are both obviously reduced; meanwhile, the evaporation rate of the coolant is obviously improved due to the temperature rise and flash boiling, and the beneficial effects of the coolant are larger than the adverse effects of size and weight increase and the like brought by the heat exchanger.
Drawings
FIG. 1 is a flow chart in an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to fig. 1.
Examples: an engine inlet air cooling method, as shown in fig. 1, specifically comprises the following steps:
s1, calculating and determining the flow of a required coolant according to the cooling requirement of engine inlet air, wherein the coolant has the characteristics of high specific heat, low boiling point, high latent heat and the like, and the coolant is preferably water. StartingThe mass flow of air at the inlet of the machine is m 1 Temperature T 11 Pressure P 11 The temperature is required to be cooled to T 12 Initial temperature T of coolant 21 Pressure P 21 Heat is absorbed by a heat exchanger and is heated to T 215 Then injecting into air to evaporate and absorb heat, and after the liquid drop is completely evaporated, the temperature is continuously raised, and its final temperature T 22 And T is 12 Equal. Wherein the engine inlet air temperature T 11 In the range of 400-900K, pressure P 11 0.1-0.3 MPa, and the temperature T of the cooled air 12 The range is 390-420K (total inlet air temperature of the Ma2 working condition engine is 390K). The mass flow of the coolant is determined according to the law of conservation of energy, and the total cooling power Q can be obtained by the air inlet temperature and the cooling requirement of the engine, and the calculation formula is as follows:
Q＝m 1 ·Cp 1 ·(T 11 -T 12 ) (1)，
wherein Cp is 1 Constant pressure specific heat for air, coolant flow m 2 The formula is:
is available, wherein Cp 2l Constant pressure specific heat for liquid coolant, cp 2g Constant pressure specific heat, T, of gaseous coolant s A coolant saturation temperature, h, corresponding to the engine inlet air pressure lt Is the vaporization latent heat; the denominator in the formula is the heat absorption capacity of the unit flow coolant, and comprises liquid phase heat capacity, phase change latent heat and gas phase heat capacity.
S2, according to the step S1, the coolant flows through the heat exchanger to perform convection heat exchange with the high-temperature air at the inlet of the engine to finish the primary cooling of the high-temperature air, and the coolant absorbs heat and heats up to a high-temperature liquid phase state, wherein the temperature is higher than the saturation temperature corresponding to the pressure of the inlet air (the temperature difference is more than or equal to 20K, namely T) 215 ≥T s +20); then injecting the coolant after heat absorption and temperature rising into high-temperature air at the outlet of the heat exchanger, and evaporating the sprayed liquid drops in the high-temperature air to absorb heat so as to realize the heat absorption of the engineFinal cooling of the port air.
In this embodiment, the inlet pressure of the coolant is 1MPa or more.
In the step S2, the process of enabling the coolant to flow through the heat exchanger to perform convective heat exchange with high-temperature air further comprises the step of determining parameters of a thermodynamic scheme of the heat exchanger, wherein an average temperature difference method is adopted in the invention, and the specific method is as follows: according to the coolant inlet and outlet temperatures and the air inlet temperature, the following formula is adopted:
Q 1 ＝m 2 ·Cp 2l ·(T 215 -T 21 ) (3)
determining the power Q of a heat exchanger 1 Then, according to the law of conservation of energy, the formula is as follows:
determining the temperature T of the heat exchanger outlet air 115 The method comprises the steps of carrying out a first treatment on the surface of the The heat exchange average temperature difference deltat between the air and the coolant in the heat exchanger then takes the logarithmic average temperature difference and is calculated by the formula:
calculating and solving; then selecting the structural parameters of heat exchange tube diameter, tube spacing and the like of the heat exchanger, and determining the convective heat exchange coefficient h according to a heat exchanger design manual tr And according to the formula:
and finally determining the heat exchange area A. In order to reduce the flow loss of air in the heat exchanger, the air flow sectional area is properly increased, the air flow speed in the heat exchanger is reduced, and in the implementation, the air flow speed in the heat exchanger is less than 30m/s, and the flow loss is less than 3%.
In this embodiment, the heat exchanger of the present invention is selected as a tube bundle heat exchanger. In the step S2, two stages of convection heat exchange and jet evaporation are included, and in the stage of evaporation heat exchange, a coolant is sprayed into air, and the air cooling is completed through the processes of atomization, evaporation and mixing in sequence. Generally, after the coolant droplets enter the high-temperature air, they undergo two stages of preheating and equilibrium evaporation, the heat absorbed by the droplets from the environment during the preheating stage being used for self-heating and evaporation, respectively. The heat absorbed by the liquid drops in the balancing stage is equal to the heat dissipated by evaporation, and the liquid drops are maintained at the balancing temperature. In the invention, the coolant at the end of the convection heat exchange stage is in a high-temperature liquid phase state, the temperature of the coolant is higher than the saturation temperature corresponding to the pressure of inlet air, and the coolant is rapidly reduced to enter an overheat state after being injected, so that spray liquid drops undergo flash boiling, the surface and the inside of the liquid drops are rapidly vaporized, vaporization cores are generated in the liquid drops and continuously grow up, smaller liquid drops are generated in the bubble growth expansion and breaking process, the temperature of the liquid drops is rapidly reduced to the saturation temperature and is further rapidly reduced to an equilibrium temperature, and the equilibrium temperature is smaller than or equal to the saturation temperature and is closely related to the air temperature and the humidity. After the droplets are completely vaporized, the vapor temperature continues to rise, eventually equaling the air.
The injection device for injecting the coolant which absorbs heat and heats up in the heat convection stage to the high-temperature air adopts a direct-flow nozzle or a centrifugal nozzle. And (3) completing the design according to a nozzle design manual, wherein the design comprises structural dimensions and working condition parameters. Compared with the injection of normal-temperature coolant, the coolant injected at the stage has higher temperature, the coolant enters an overheated state after injection, flash boiling occurs, and the size of spray liquid drops is greatly reduced under the dual actions of temperature rise and flash boiling, so that the evaporation time and the evaporation distance of the coolant liquid drops are shortened, the size of an evaporator is reduced, and the air cooling efficiency is improved.
The initial temperature of the coolant is T 22 Particle diameter D d Initial mass M of droplet d The formula is:
where ρ is the coolant density,the heat required for the flash boiling vaporization process comes from the enthalpy of superheat ΔH of the droplets d I.e. the enthalpy corresponding to the portion of the droplet temperature exceeding the saturation temperature, see formula:
ΔH d ＝M d ·Cp 2l ·(T 215 -T s ) (8)，
evaporation amount Δm during flash boiling d The formula is:
the mass ratio alpha of the vaporization of the coolant droplets in the flash evaporation process is calculated by the formula:
the higher the degree of superheat of the coolant is, the more severe the flash boiling is.
Working principle: the method of the invention uses the coolant water to flow through the heat exchanger to perform convection heat exchange with the high-temperature air, then sprays the water into the high-temperature air to evaporate and absorb heat, and completes the two-stage cooling of the inlet air of the engine. The temperature of the coolant is higher than the saturation temperature corresponding to the pressure of inlet air, the viscosity and the surface tension of the coolant are reduced along with the temperature rise, so that the atomized particle size is reduced, meanwhile, the coolant enters an overheat state due to the sudden pressure drop in the injection process to form flash boiling spray, the inside and the surface of the liquid drop are rapidly vaporized, smaller liquid drops are generated in the processes of bubble nucleation, growth and crushing in the liquid drop, the evaporation time and the evaporation distance are shortened, the evaporation rate of the coolant is improved, the size of the evaporator is reduced compared with that of the prior scheme, and the air cooling efficiency is obviously improved.
The present embodiment is only for explanation of the present invention and is not to be construed as limiting the present invention, and modifications to the present embodiment, which may not creatively contribute to the present invention as required by those skilled in the art after reading the present specification, are all protected by patent laws within the scope of claims of the present invention.
Claims (7)
1. An engine inlet air cooling method is characterized in that: the method specifically comprises the following steps:
s1, according to the cooling requirement of the inlet air of the engine, calculating and determining the mass flow of the coolant by using an energy conservation law, wherein the total cooling power Q of the inlet air of the engine is calculated according to the formula:
Q＝m 1 ·Cp 1 ·(T 11 -T 12 ) (1)，
wherein m is 1 Cp for engine inlet air mass flow 1 Specific heat of air, T 11 Temperature of engine inlet air, T 12 To a temperature to which cooling is required; coolant flow m 2 The formula is:
available, wherein T 21 For the initial temperature of the coolant, T 22 To the final coolant temperature, and the final engine inlet air cooling temperature T 12 Equal Cp 2l Constant pressure specific heat for liquid coolant, cp 2g Constant pressure specific heat, T, of gaseous coolant s For engine inlet air pressure P 11 Corresponding coolant saturation temperature, h lt Is the vaporization latent heat of the coolant;
s2, according to the step S1, the coolant flows through a heat exchanger to perform convection heat exchange with high-temperature air at an inlet of the engine, so that preliminary cooling of the high-temperature air is completed, and meanwhile, the coolant absorbs heat and heats to a high-temperature liquid phase state, and the temperature of the coolant is higher than the saturation temperature corresponding to the air pressure; and then injecting the coolant which absorbs heat and heats up in the heat exchanger to high-temperature air at an outlet of the heat exchanger, so that the coolant evaporates and absorbs heat in the high-temperature air, and finally cooling the high-temperature air at an inlet of the engine is realized.
2. A method of cooling engine inlet air according to claim 1, wherein: the coolant is water, and an inlet pressure of the coolant is 1MPa or more.
3. A method of cooling engine inlet air according to claim 1, wherein: in the step S2, the process of carrying out convective heat exchange on the coolant flowing through the heat exchanger and the high-temperature air further comprises the steps of determining the parameters of a thermodynamic scheme of the heat exchanger, and adopting an average temperature difference method, wherein the specific method comprises the following steps: according to the inlet and outlet coolant temperature and the air inlet temperature of the heat exchanger, the formula is as follows:
Q 1 ＝m 2 ·Cp 2l ·(T 215 -T 21 ) (3)
determining the power Q of a heat exchanger 1 ，T 215 For heat exchanger outlet coolant temperature, then, according to the law of conservation of energy, the formula:
determining the temperature T of the heat exchanger outlet air 115 The method comprises the steps of carrying out a first treatment on the surface of the The heat exchange average temperature difference deltat between the air and the coolant in the heat exchanger then takes the logarithmic average temperature difference deltat, defined by the formula:
calculating and solving; then selecting the structural parameters of heat exchange tube diameter, tube spacing and the like of the heat exchanger, and determining the convective heat exchange coefficient h according to a heat exchanger design manual tr And according to the formula:
and finally determining the heat exchange area A.
4. A method of cooling engine inlet air according to claim 1, wherein: the flow velocity of the air in the heat exchanger is less than 30m/s and the flow loss of the air is less than 3%.
5. A method of cooling engine inlet air according to claim 1, wherein: in step S2, the temperature of the coolant in the heat exchanger is higher than the saturation temperature corresponding to the inlet air pressure and is equal to or higher than 20K, namely the temperature T of the coolant 215 ≥T s +20。
6. A method of cooling engine inlet air according to claim 1, wherein: the mass flow ratio of the coolant to the engine inlet air in step S2 is less than or equal to 0.2.
7. A method of cooling engine inlet air according to claim 1, wherein: in step S2, the injection device for injecting the high-temperature liquid coolant after heat absorption and temperature rise into the inlet air of the engine selects a direct-flow nozzle or a centrifugal nozzle.
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