CN114248930A - Air energy aircraft engine and method of driving an aircraft - Google Patents
Air energy aircraft engine and method of driving an aircraft Download PDFInfo
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- CN114248930A CN114248930A CN202111112192.1A CN202111112192A CN114248930A CN 114248930 A CN114248930 A CN 114248930A CN 202111112192 A CN202111112192 A CN 202111112192A CN 114248930 A CN114248930 A CN 114248930A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
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Abstract
The invention provides an air energy aircraft engine, which comprises a main cabin system and a nacelle system, wherein the nacelle system is arranged in a nacelle of an aircraft and used for collecting air energy and sending the air energy into the main cabin system, and simultaneously sucking and pressurizing external air from the front of the nacelle and then spraying the external air from the rear of the nacelle so as to generate thrust on the aircraft; the main cabin system is configured in a main cabin of the aircraft and used for converting low-temperature energy into high-temperature energy, sending the high-temperature energy into the nacelle system, and converting the high-temperature energy sent into the nacelle into mechanical energy serving as driving force of the nacelle system. The invention also provides a method of driving an aircraft. The invention can eliminate the dependence on fossil energy, improve the speed of the aircraft, avoid air pollution, reduce the manufacturing difficulty of the engine and reduce the cost.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an air energy aircraft engine and a method for driving an aircraft.
Background
The aircraft is one of the modern civilized signs, but the oil consumption of the aircraft accounts for more than one third of the cost of the aircraft, the flight cost of the aircraft is also one of the reasons for limiting the improvement of the flight speed of the aircraft, and the carbon emission and the air pollution generated by the fuel combustion of the aircraft are also one of the more troublesome problems at present, so that the behavior of human beings moving to the aerial expansion living space is limited, and the existing aircraft engine is slow to develop due to high process requirements and scarce production materials.
The 1900 Planck proposes that the essence of energy is energy quantum, called quantum for short, any object with thermodynamic temperature of more than absolute 0k has thermodynamic energy, and the essence is energy generated by quantum motion;
E＝TC＝NHV
wherein E is energy, T is thermodynamic temperature, C is specific heat of a substance, the number of N-quanta, H is Planck constant, and V is frequency of quanta.
From the theory, it can be seen that the environmental temperature of our people is around 273K, the earth has abundant substances, particularly water and air and environmental heat sources which are available at any time, our people live in the energy ocean and should not have any energy problem, but the reality is that our environmental energy is called low-grade energy and useless energy, and the energy far higher than the environmental temperature is called high-grade energy which is useful energy and can generate high-grade energy, at present, the environmental energy is mainly converted from fossil fuel, and particularly, the aircraft can only use aviation fuel oil. Therefore, solving the energy of the airplane in the carbon peak-reaching, carbon-neutralizing actions developed by human beings is a huge problem.
Disclosure of Invention
In view of one or more of the problems of the prior art, according to one aspect of the present invention, there is provided an air energy aircraft engine, comprising a main cabin system and a nacelle system, wherein the nacelle system is disposed in a nacelle of an aircraft, and is configured to collect air energy and send the air energy to the main cabin system, and simultaneously suck external air from the front of the nacelle into the nacelle and pressurize the air, and then eject the air from the rear of the nacelle, so as to generate thrust on the aircraft; the main cabin system is configured in a main cabin of the aircraft and used for converting low-temperature energy into high-temperature energy, sending the high-temperature energy into the nacelle system, and converting the high-temperature energy sent into the nacelle into mechanical energy serving as driving force of the nacelle system.
Optionally, the main tank system comprises a temperature changing device for converting low-temperature steam into high-temperature steam; the nacelle system comprises a first steam turbine, a turbofan and a first heat exchanger, wherein the first steam turbine is used for converting high-temperature steam generated by the temperature changing device into mechanical energy so as to drive the turbofan, and meanwhile, generated exhaust gas is conveyed to the temperature changing device, the turbofan is used for sucking external air into the nacelle, the external air entering the nacelle provides heat energy for system working media in the first heat exchanger through the first heat exchanger, and the system working media absorbing the heat energy are converted into low-temperature steam to flow to the temperature changing device.
Optionally, the temperature varying device includes a heat exchanger mechanism and a blower, the heat exchange mechanism has a low-pressure loop and a high-pressure loop, an inlet end of the blower is communicated with the low-pressure loop of the heat exchange mechanism, and an outlet end of the blower is communicated with the high-pressure loop of the heat exchange mechanism.
Optionally, the heat exchange mechanism comprises a second heat exchanger, a recuperative heat exchanger and a third heat exchanger, the recuperative heat exchanger, the third heat exchanger and the blower are sequentially connected in series, and the second heat exchanger is connected in parallel with the third heat exchanger.
Optionally, the temperature varying device further comprises a temperature regulating valve, which is configured in the high-pressure loop of the temperature varying device and is used for controlling the flow distribution of the high-temperature and high-pressure steam output by the blower between the second heat exchanger and the third heat exchanger, so as to control the temperature range of the high-temperature steam output by the second heat exchanger.
Optionally, the heat exchange mechanism further comprises a fourth heat exchanger for increasing the temperature difference between the high-pressure circuit and the low-pressure circuit at the high-temperature end of the third heat exchanger.
Optionally, the blower and/or the third heat exchanger and/or the fourth heat exchanger and/or the second heat exchanger are provided with an insulation layer.
Optionally, the main cabin system further comprises a liquid storage tank, the liquid storage tank stores system working media, the liquid storage tank is provided with a gas end and a liquid end, the gas end of the liquid storage tank provides low-temperature steam for the temperature changing device, and the liquid end of the liquid storage tank sucks in low-temperature liquid in the temperature changing device;
optionally, the system working medium comprises a refrigerant, and the refrigerant is one or more of nitrogen, R23 and air.
Optionally, the main deck system further comprises a second turbine, an integrated motor generator, and a battery; the second turbine and the first turbine are connected in parallel at the low-pressure inlet end of the temperature changing device and the high-pressure outlet end of the temperature changing device; the mechanical energy end of the second turbine is mechanically connected with the temperature changing device and used for driving a blower in the temperature changing device through mechanical energy, the electric energy end of the second turbine is electrically connected with the storage battery through the integrated motor generator, and the second turbine drives the integrated motor generator to serve as a generator to supplement electric energy for the storage battery when in operation; the battery-driven integrated motor generator is used as a motor to generate mechanical energy to drive a blower in the temperature varying device when being started.
Optionally, the main cabin system further comprises a second frequency converter, and the integrated motor generator is electrically connected with the storage battery through the second frequency converter.
Optionally, the main cabin system further comprises a regulating valve, and the regulating valve is used for regulating the flow of the gas working medium transmitted to the second turbine by the temperature changing device, so as to regulate the rotation speed of the second turbine and the blower, and thus regulate the flight speed of the aircraft.
Optionally, the main cabin system further comprises a liquid pressure pump, one end of the liquid pressure pump is communicated with the liquid end of the liquid storage tank, the other end of the liquid pressure pump is communicated with the low-temperature inlet end of the first heat exchanger, and the liquid pressure pump is connected with the storage battery.
Optionally, the main cabin system further comprises a first frequency converter, and the electric energy end of the liquid pressurization pump is electrically connected with the storage battery through the first frequency converter.
Optionally, the main shaft of the first turbine is a magnetic bearing.
Optionally, the nacelle system further comprises a vectoring nozzle configured at an aft end of the nacelle of the aircraft.
Optionally, a thrust reverser is arranged at the outlet of the vector nozzle.
Optionally, the turbofan is proximate an end of the nacelle of the aircraft distal from the thrust reverser.
According to another aspect of the present invention, there is provided a method of driving an aircraft using the above-described air-energy aircraft engine, comprising:
the air energy is collected by the nacelle system and sent into the main nacelle system, and external air is sucked in from the front of the nacelle of the aircraft and is pressurized and then is sprayed out from the rear of the nacelle, so that thrust is generated on the aircraft;
the low-temperature energy is converted into high-temperature energy through the main cabin system, the high-temperature energy is sent into the nacelle system, and the high-temperature energy sent into the nacelle is converted into mechanical energy to drive the nacelle system.
Optionally, comprising:
the integrated motor generator is used as a motor, the second steam turbine drives the blower to supply energy to the temperature changing device, the vaporous working medium in the liquid storage tank is extracted to convert the vaporous working medium into high-temperature steam, the temperature of the system working medium in the liquid storage tank is continuously reduced, the temperature of the high-temperature steam output by the temperature changing device is continuously increased, and when the temperature of the high-temperature steam reaches a target temperature, the liquid pressure pump is switched on to convert the system working medium into high-pressure liquid;
high-pressure liquid generated by the liquid booster pump is heated by the first heat exchanger and the temperature changing device to drive the first turbine, the first turbine drives the turbofan, the turbofan sucks outside air into a nacelle of the aircraft, and the outside air entering the nacelle of the aircraft supplies energy to a system working medium through the first heat exchanger;
the system working medium absorbing the heat energy flows to the temperature changing device, is further heated by the temperature changing device and then is conveyed to the first turbine to form circulation;
the high-temperature steam generated by the temperature changing device drives the second turbine connected with the first turbine in parallel to rotate to become the driving power of the temperature changing device, and simultaneously drives the integrated motor generator to rotate, and the integrated motor generator is used as a generator to generate electricity, so that the storage battery is supplemented with electric energy.
Optionally, the method further comprises:
the storage battery supplies power for other devices in the aircraft which need electric energy.
The invention has simple structure, extracts heat energy in the air as the energy source of the first turbine and the aircraft through the circulating system consisting of the temperature changing device, the first turbine and the heat exchanger, thereby driving the turbofan to rotate to absorb more air as the energy source for the aircraft engine, providing thrust for the aircraft through the air of the aircraft engine system, eliminating the dependence on fossil energy by the aircraft engine through the mode of extracting energy from the air, and reducing the temperature of the air flowing out of the aircraft engine to form a low-temperature environment, so that the manufacturing material of the aircraft engine is easier to solve, the production cost is reduced, and carbon emission and air pollution are eliminated.
Drawings
FIG. 1 is a schematic view of one embodiment of an air-energy aircraft engine according to the present invention;
FIG. 2 is a schematic view of one embodiment of the temperature change device of the present invention;
in the figure: 1-a first heat exchanger, 1 a-a low-temperature inlet end of the first heat exchanger, 1 b-a high-temperature outlet end of the first heat exchanger, 2-a temperature varying device, 2 a-a low-pressure inlet end of the temperature varying device, 2 b-a low-pressure outlet end of the temperature varying device, 2 c-a high-pressure inlet end of the temperature varying device, 2 d-a high-pressure outlet end of the temperature varying device, 3-a second heat exchanger, 3 c-a high-pressure loop input end of the second heat exchanger, 3 d-a high-pressure loop output end of the second heat exchanger, 4-a regenerative heat exchanger, 4 a-a low-pressure loop input end of the regenerative heat exchanger, 4 b-a low-pressure loop output end of the regenerative heat exchanger, 4 c-a high-pressure loop input end of the regenerative heat exchanger, 4 d-a high-pressure loop output end of the regenerative heat exchanger, 5-a high-pressure loop of the temperature varying device, 6-a low-pressure loop of the temperature changing device, 7-a third heat exchanger, 7 a-a low-pressure loop input end of the third heat exchanger, 7 b-a low-pressure loop output end of the third heat exchanger, 7 c-a high-pressure loop input end of the third heat exchanger, 7 d-a high-pressure loop output end of the third heat exchanger, 71-a fourth heat exchanger, 71 a-a low-pressure loop input end of the fourth heat exchanger, 71 b-a low-pressure loop output end of the fourth heat exchanger, 71 c-a high-pressure loop input end of the fourth heat exchanger, 71 d-a high-pressure loop output end of the fourth heat exchanger, 8-a blower, 8 a-an inlet end of the blower, 8 b-an outlet end of the blower, 9-a temperature adjusting valve, 9 a-an inlet end of the temperature adjusting valve, and 9 b-an outlet end of the temperature adjusting valve, 10-a liquid pressure pump, 10 a-a high-pressure inlet end of the liquid pressure pump, 10 b-a low-pressure outlet end of the liquid pressure pump, 10 e-an electric energy end of the liquid pressure pump, 11-a second turbine, 11 a-a high-pressure inlet end of the second turbine, 11 b-a low-pressure outlet end of the second turbine, 11 e-an electric energy end of the second turbine, 11 m-a mechanical energy end of the second turbine, 12-an integrated motor generator, 13-a nacelle, 14-outside air, 15-a regulating valve, 16-a second frequency converter, 17-a storage battery, 18-a first frequency converter, 19-a liquid storage tank, 19 a-a gas end of the liquid storage tank, 19 b-a liquid end of the liquid storage tank, 20-a main tank, 21-a thrust reverser, 22-a vector nozzle, 23-first turbine, 23 a-high pressure inlet end of first turbine, 23 b-low pressure outlet end of first turbine, 24-turbofan, 200-heat exchange mechanism, 200 a-low pressure loop input end of heat exchange mechanism, 200 b-low pressure loop output end of heat exchange mechanism, 200 c-high pressure loop input end of heat exchange mechanism, 200 d-high pressure loop output end of heat exchange mechanism.
Detailed Description
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be further noted that unless otherwise explicitly stated or limited, the terms "disposed," "mounted," "connected," and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
FIG. 1 is a schematic view of one embodiment of an air-energy aircraft engine of the present invention, as shown in FIG. 1, including a main nacelle system and a nacelle system disposed within a nacelle 13 of an aircraft for capturing air energy and delivering the air energy into the main nacelle system, while drawing in pressurized outside air from the front of the nacelle and then ejecting the air from the rear of the nacelle, thereby generating thrust on the aircraft; the main cabin system is arranged in the main cabin 20 of the aircraft for converting low temperature energy into high temperature energy and feeding the high temperature energy into the nacelle system, the high temperature energy fed into the nacelle being converted into mechanical energy as driving force for the nacelle system.
The method for driving the aircraft by the air energy aircraft engine comprises the following steps:
step S11, collecting air energy through the nacelle system and sending the air energy into the main nacelle system, and simultaneously sucking and pressurizing external air from the front of the nacelle of the aircraft and then spraying the external air from the rear of the nacelle so as to generate thrust on the aircraft;
and step S12, converting the low-temperature energy into high-temperature energy through the main cabin system, sending the high-temperature energy into the nacelle system, and converting the high-temperature energy sent into the nacelle into mechanical energy to drive the nacelle system.
In one embodiment, as shown in fig. 1, the main tank system comprises a temperature changing device 2 for converting low temperature steam into high temperature steam; the nacelle system comprises a first steam turbine 23, a turbofan 24 and a first heat exchanger 1, wherein the first steam turbine 1 is used for converting high-temperature steam generated by the temperature changing device 2 into mechanical energy so as to drive the turbofan 24 and simultaneously transmit generated exhaust gas to the temperature changing device 2, the turbofan 24 is used for sucking external air into the nacelle 13, the external air 14 entering the nacelle 13 provides heat energy for system working media in the first heat exchanger through the first heat exchanger, and the system working media absorbing the heat energy are converted into low-temperature steam flow to the temperature changing device 2.
In one embodiment, the main cabin system further comprises a liquid storage tank 19, the liquid storage tank storing system working medium, the liquid storage tank 19 having a gas end 19a and a liquid end 19b, the gas end 19a of the liquid storage tank providing low temperature steam for the temperature changing device 2, and the liquid end 19b of the liquid storage tank sucking low temperature liquid in the temperature changing device 2.
Preferably, the system working medium comprises a refrigerant, and the refrigerant is one or more of nitrogen, R23 and air.
In one embodiment, as shown in fig. 1, the temperature varying device 2 has a low-pressure inlet end 2a, a low-pressure outlet end 2b, a high-pressure inlet end 2c and a high-pressure outlet end 2d, the high-pressure outlet end 2d of the temperature varying device 2 is communicated with the high-pressure inlet end 23a of the first turbine 23, the low-pressure outlet end 23b of the first turbine 23 is communicated with the low-pressure inlet end 2a of the temperature varying device 2, the high-temperature outlet end 1b of the first heat exchanger 1 is communicated with the high-pressure inlet end 2c of the temperature varying device 2, the liquid end 19b of the liquid storage tank 19 is communicated with the low-pressure outlet end 2b of the temperature varying device 2, and the gas end 19a of the liquid storage tank 19 is communicated with the low-pressure inlet end 2a of the temperature varying device 2.
In one embodiment, as shown in fig. 2, the temperature changing device includes a heat exchanger mechanism 200 and a blower 8, the heat exchange mechanism is provided with a low-pressure loop input end 200a (also a low-pressure inlet end 2a of the temperature changing device), a low-pressure loop output end 200b, a high-pressure loop input end 200c and a high-pressure loop output end 200d (also a low-pressure outlet end 2b of the temperature changing device, the pressure of the Rankine cycle is higher than that of the high-pressure loop of the temperature changing device, so that the high-pressure loop is high pressure inside the temperature changing device and low pressure relative to the Rankine cycle), a low-pressure loop 6 is formed between the low-pressure loop input end 200a and the low-pressure loop output end 200b, a high-pressure loop 5 is formed between the high-pressure loop input end 200c and the high-pressure loop output end 200d, an inlet end 8a of the blower 8 is communicated with the low-pressure loop of the heat exchange mechanism, and an outlet end 8b of the blower is communicated with the high-pressure loop of the heat exchange mechanism. Under the pumping action of the blower, low-temperature steam enters a low-pressure loop of the heat exchange mechanism, is pressurized and heated by the blower and then returns to a high-pressure loop of the heat exchange mechanism, the high-pressure loop and the low-pressure loop of the heat exchange mechanism have temperature difference, and the high-pressure loop heats the low-pressure loop to realize enthalpy increase of the low-pressure loop and enthalpy decrease of the high-pressure loop.
In one embodiment, the heat exchange mechanism comprises a second heat exchanger 3, a recuperator 4 and a third heat exchanger 7, the recuperator 4, the third heat exchanger 7 and a blower 8 are connected in series, and the second heat exchanger 3 is connected in parallel with the third heat exchanger 7. Under the pumping action of the blower, low-temperature steam enters the low-pressure loop from the input end 4a of the low-pressure loop of the regenerative heat exchanger 4, the low-temperature steam is heated by the heat exchange of the regenerative heat exchanger 4 and then enters the blower through the inlet end of the blower 8, and high-temperature high-pressure steam with higher temperature is formed after the high-temperature high-pressure steam is pressurized and heated by the blower. And high-temperature and high-pressure steam is output from the outlet end of the blower, one part of the high-temperature and high-pressure steam is sent to the third heat exchanger to heat low-temperature steam in the low-pressure loop, and the other part of the high-temperature and high-pressure steam is sent to the second heat exchanger to heat the system working medium sent by the first heat exchanger. The high-temperature and high-pressure steam delivered by the blower is respectively cooled in the second heat exchanger 3 and the third heat exchanger 4, then is converged to the high-pressure loop input end 4c of the regenerative heat exchanger, enters the high-pressure loop of the regenerative heat exchanger, is used for heating the low-temperature steam of the low-pressure loop in the regenerative heat exchanger, and is finally cooled to form liquid working medium which is output through the high-pressure loop output end 4d of the regenerative heat exchanger.
Preferably, the temperature changing device further comprises a temperature regulating valve 9, which is arranged in the high-pressure loop of the temperature changing device and is used for controlling the flow distribution of the high-temperature and high-pressure steam output by the blower fan between the second heat exchanger and the third heat exchanger so as to control the temperature range of the high-temperature steam output by the second heat exchanger, that is, the temperature regulating valve is arranged on the high-pressure loop between the third heat exchanger and the second heat exchanger and is controlled to meet the change of the output temperature range of the second heat exchanger and the flow proportion change brought by the temperature range raised by the third heat exchanger.
In one embodiment, as shown in FIG. 1, the main compartment system further comprises a second turbine 11, an integrated motor generator 12, and a battery 17; wherein, the second turbine 11 and the first turbine 23 are connected in parallel at the low-pressure inlet end 2a of the temperature changing device 2 and the high-pressure outlet end 2d of the temperature changing device; the mechanical energy end 11m of the second steam turbine is mechanically connected with the blower 8 of the temperature changing device and used for driving the blower in the temperature changing device through mechanical energy, the electric energy end 11e of the second steam turbine is electrically connected with the storage battery through the integrated motor generator, and the second steam turbine drives the integrated motor generator to serve as a generator to supplement electric energy for the storage battery when in operation; the battery-driven integrated motor generator is used as a motor to generate mechanical energy to drive a blower in the temperature varying device when being started.
Optionally, the main cabin system further comprises a second frequency converter 16, through which the integrated motor generator is electrically connected with the battery.
Optionally, the main cabin system further comprises a regulating valve 15, and the regulating valve is used for regulating the flow rate of the gas working medium transmitted to the second turbine by the temperature changing device, so as to regulate the rotation speed of the second turbine and the blower, and thus regulate the flight speed of the aircraft.
In one embodiment, the main tank system further comprises a liquid pressurization pump 10, wherein a low-pressure inlet end 10a of the liquid pressurization pump is communicated with a liquid end of the liquid storage tank, a high-pressure outlet end 10b of the liquid pressurization pump is communicated with a low-temperature end 1a of the first heat exchanger 1, and the liquid pressurization pump is connected with the storage battery.
In the air energy aircraft engine, the liquid booster pump is started through the storage battery, so that the system working medium is pressurized and then is conveyed to the first heat exchanger, the liquid working medium is heated by air sucked in the nacelle in the first heat exchanger, then is vaporized and conveyed to the low-pressure inlet end of the second heat exchanger, and is heated by the high-pressure loop of the second heat exchanger and then is output from the high-pressure outlet end of the second heat exchanger. Part of the gas working medium output from the second heat exchanger is conveyed to a first steam turbine, the first steam turbine converts the received heat energy into mechanical energy for driving a turbine fan, and meanwhile, exhaust gas generated by the first steam turbine is conveyed to a low-pressure loop of the temperature changing device to be used as low-pressure steam of the temperature changing device (namely, the exhaust gas generated by the first steam turbine is conveyed to the input end of the low-pressure loop of the regenerative heat exchanger); and the other part of the gas working medium output by the second heat exchanger is conveyed to a second steam turbine, the second steam turbine is used for converting the heat energy into mechanical energy to drive a blower of the temperature changing device, and meanwhile, the exhaust gas generated by the second steam turbine is conveyed to a low-pressure loop of the temperature changing device to be used as low-pressure steam of the temperature changing device (namely, the exhaust gas generated by the second steam turbine is conveyed to the input end of the low-pressure loop of the regenerative heat exchanger).
Preferably, the main cabin system further comprises a first frequency converter 18, and the electric energy end 10e of the liquid pressure pump is electrically connected with the storage battery 17 through the first frequency converter 18.
The method for driving the aircraft by the air energy aircraft engine comprises the following steps:
step S21, supplying power to the integrated motor generator through the storage battery, enabling the integrated motor generator to be used as a motor, driving the air blower to supply power to the temperature changing device through the second steam turbine, extracting the vaporous working medium in the liquid storage tank, converting the vaporous working medium into high-temperature steam, continuously reducing the temperature of the system working medium in the liquid storage tank, continuously increasing the temperature of the high-temperature steam output by the temperature changing device, and turning on a liquid pressure pump when the temperature of the high-temperature steam reaches a target temperature, so that the system working medium is changed into high-pressure liquid;
step S22, high-pressure liquid generated by the liquid booster pump is heated by the first heat exchanger and the temperature changing device to drive the first turbine, the first turbine drives the turbofan, the turbofan sucks outside air into the nacelle of the aircraft, and the outside air entering the nacelle of the aircraft supplies energy to a system working medium through the first heat exchanger;
step S23, enabling the system working medium absorbing the heat energy to flow to the temperature changing device, further heating by the temperature changing device, and then conveying to a first turbine to form a cycle;
and step S24, driving a second turbine connected in parallel with the first turbine to rotate by high-temperature steam generated by the temperature changing device to become driving power of the temperature changing device, and simultaneously driving the integrated motor generator to rotate, wherein the integrated motor generator is used as a generator to generate electricity, so that the storage battery is supplemented with electric energy.
Preferably, the method further comprises the following steps: the storage battery supplies power for other devices in the aircraft which need electric energy.
In one embodiment, the nacelle system further comprises a vectoring nozzle 22 disposed at the aft end of the nacelle of the aircraft, the vectoring nozzle 22 being rotatable through 360 degrees, which improves the operability of the aircraft and enhances the flexibility of the aircraft.
Optionally, a thrust reverser 21 is arranged at the outlet of the vector nozzle 22, and the rotatable thrust reverser 21 is used for deceleration in the air or during landing.
Optionally, the turbofan 24 is located near an end of the nacelle 13 of the aircraft remote from the thrust reverser 21.
In one embodiment, as shown in fig. 2, the heat exchange mechanism further comprises a fourth heat exchanger 71 for increasing the temperature difference between the high-pressure circuit and the low-pressure circuit at the high temperature end of the third heat exchanger 7.
Preferably, the low-pressure loop input end 4a of the recuperator 4 is a low-pressure inlet end 2a of the temperature varying device 2, the low-pressure loop input end 4a of the recuperator 4 is respectively communicated with the gas end 19a of the liquid storage tank 19, the low-pressure outlet end 23b of the first turbine 23, and the low-pressure outlet end 11b of the second turbine 11, the low-pressure loop output end 4b of the recuperator 4 is communicated with the low-pressure loop input end 7a of the third heat exchanger 7, the low-pressure loop output end 7b of the third heat exchanger 7 is communicated with the low-pressure loop input end 71a of the fourth heat exchanger 71, the low-pressure loop output end 71b of the fourth heat exchanger 71 is communicated with the inlet end 8a of the blower 8, and the outlet end 8b of the blower 8 is respectively communicated with the high-pressure loop input end 71c of the fourth heat exchanger 71 and the high-pressure loop input end 7c of the third heat exchanger 7, the high-pressure loop output end 7d of the third heat exchanger 7 is communicated with the air inlet end 9a of the temperature regulating valve 9, the air outlet end 9b of the temperature regulating valve 9 is communicated with the high-pressure loop output end 3d of the second heat exchanger 3, the high-pressure loop output end 71d of the fourth heat exchanger 71 is communicated with the high-pressure loop input end 3c of the second heat exchanger 3, the high-pressure loop output end 3d of the second heat exchanger 3 is also communicated with the high-pressure loop input end 4c of the regenerative heat exchanger 4, the high-pressure loop output end 4d of the regenerative heat exchanger 4 is the low-pressure outlet end 2b of the temperature varying device 2, the high-pressure loop output end 4d of the regenerative heat exchanger 4 is respectively communicated with the liquid end 19b of the liquid storage tank 19 and the low-pressure inlet end 10a of the liquid pressurizing pump 10, the second heat exchanger 3 is further provided with the high-pressure inlet end 2c and the high-pressure outlet end 2d of the temperature varying device 2, the high-pressure inlet end 2c of the second heat exchanger 3 is communicated with the high-temperature outlet end 1b of the first heat exchanger 1, and the high-pressure outlet end 2d of the second heat exchanger 3 is communicated with the high-pressure inlet end 23a of the first turbine 23 and the high-pressure inlet end 11a of the second turbine 11 through the regulating valve 15.
In the above embodiments, the main shaft of the first turbine is a magnetic suspension bearing.
The method for driving the aircraft by the air energy aircraft engine comprises the following steps:
step S31, starting the integrated motor generator 12 through the storage battery 17 and the first frequency converter 18, using the integrated motor generator 12 as a motor, driving the blower 8 of the temperature changing device through the second steam turbine, extracting the steam working medium in the liquid storage tank 19, entering the low-pressure loop 6 of the third heat exchanger 7 through the regenerative heat exchanger 4, heating to obtain high-temperature steam, entering the low-pressure loop 6 of the fourth heat exchanger 71, and further heating; pressurizing the high-temperature steam by a blower 8; a part of the pressurized high-temperature steam returns to the high-pressure loop 5 of the temperature changing device 2 through the third heat exchanger 7, a part of the pressurized high-temperature steam returns to the high-pressure loop 5 of the temperature changing device 2 after being cooled through the fourth heat exchanger and the second heat exchanger 3, the temperature difference between the high-pressure loop 5 and the low-pressure loop 6 at the high-temperature end (the input end 7c of the high-pressure loop) of the third heat exchanger 7 is increased through the fourth heat exchanger 71, the high-pressure loop 5 heats the low-pressure loop 6 to realize the enthalpy increasing temperature increase of the low-pressure loop 6, the enthalpy decreasing temperature of the high-pressure loop 5 is reduced, the high-temperature steam is continuously cooled and finally changed into liquid to return to the liquid storage tank 19, the enthalpy increasing and the enthalpy decreasing are continuously circulated, the temperature of the liquid in the liquid storage tank 19 is continuously reduced, the temperature of the high-temperature steam generated by the second heat exchanger 3 is continuously increased, when the temperature of the high-temperature reaches the target temperature, the liquid pressurizing pump 10 is started, so that the low-pressure liquid passed through the liquid-pressurizing pump 10 becomes a high-pressure liquid;
step S32, the high-pressure liquid generated by the liquid pressure pump is heated by the first heat exchanger and the second heat exchanger to drive the first turbine, the first turbine 23 drives the turbofan 24 to suck the outside air 14 into the nacelle 13 of the aircraft, and the outside air 14 entering the nacelle 13 of the aircraft provides heat energy for the system working medium through the first heat exchanger 1;
step S33, the system working medium absorbing heat in the step S32 flows through the first heat exchanger 1, enters the high-pressure input end of the second heat exchanger to the high-pressure outlet end of the second heat exchanger 3, and is conveyed to the first turbine 23 to form a cycle;
step S34, adjusting the adjusting valve 15 of the rankine cycle, driving the second turbine 11 connected in parallel with the first turbine 23 to rotate under the action of the high-temperature working medium by the high-temperature steam generated by the second heat exchanger of the temperature changing device, so as to become the driving power of the blower 8, and simultaneously driving the integrated motor generator 12 to rotate and generate power, thereby supplementing the electric energy to the storage battery 17 and providing electric energy to other devices in the aircraft that need power.
In one embodiment, the temperature varying apparatus 2 includes a plurality of heat exchange mechanisms and a plurality of blowers 8, one blower 8 is connected in series between the low-pressure circuit 6 and the high-pressure circuit 5 of one heat exchange mechanism, the second heat exchanger 3 of the first heat exchange mechanism is respectively communicated with the first heat exchanger 1, the first turbine 23 and the second turbine 11, and the fourth heat exchanger 71 of the previous heat exchange mechanism is used as the second heat exchanger 3 of the next heat exchange mechanism among the other heat exchange mechanisms, so that the series connection of the plurality of heat exchange mechanisms is realized.
In one embodiment, the blower and/or the third heat exchanger and/or the fourth heat exchanger and/or the second heat exchanger are provided with an insulation layer.
In one embodiment, the second heat exchanger 3 is connected with the heater of the first turbine 23 through a cooler to form a cooling-heating device, the low-pressure outlet end of the first turbine 23 is communicated with the input end of the low-pressure loop of the regenerative heat exchanger 4 of the temperature varying device 2, the high-temperature outlet end of the first heat exchanger 1 is communicated with the low-temperature end (high-pressure inlet end) of the cooling-heating device, and the high-temperature end (high-pressure outlet end) of the cooling-heating device is communicated with the high-pressure inlet end of the first turbine 23.
In each of the above embodiments, preferably, the third heat exchanger 7 is an isenthalpic heat exchanger, and the fourth heat exchanger 71 is a temperature difference amplification heat exchanger.
In the above embodiment, the system working medium is pressurized by the liquid pressurizing pump 10, the temperature of the cooling-heating device is raised, and then the system working medium is changed into high-temperature high-pressure gas, and the high-temperature high-pressure gas enters the first turbine 23, and the high-temperature high-pressure system working medium entering the first turbine 23 is subjected to isentropic expansion, so that the heat energy and the potential energy of the system working medium are converted into mechanical energy to drive the turbofan 24 to rotate. Through the continuous circulation, the rotation speed of the main shaft of the first turbine 23 and the turbofan 24 connected with the main shaft is gradually increased, and when the rotation speed of the turbofan 24 reaches a required rotation speed value, the starting of the air energy aircraft engine is completed. At this time, the turbofan 24 rotates at a high speed, and generates a strong suction force at the front end of the aircraft nacelle 13 to draw more air into the aircraft nacelle 13, and the air flowing through the aircraft nacelle 13 is discharged from the end of the aircraft nacelle 13 through the first heat exchanger 1 to generate a strong thrust to supply power to the engine and push the aircraft forward while continuously supplying power to the system.
The temperature of the air exiting the nacelle 13 of the aircraft is greatly reduced because the present invention extracts energy from the outside air 14 entering the nacelle 13 of the aircraft for use as engine power. When the aircraft flies in parallel at a height of 10 km, the outside air 14 discharged from the nacelle 13 of the aircraft is reduced to about minus 170 ℃, and the resulting low-temperature environment is easier to solve in terms of engine materials than the high-temperature environment produced by a conventional engine burning fossil energy, thereby greatly reducing the production cost of the engine. Meanwhile, the tail end of the engine has no high-temperature effect, so that the infrared radiation of the aircraft is greatly reduced, and the stealth performance of the aircraft can be effectively improved.
The invention comprises an engine comprising a nacelle system and a main cabin system, wherein the nacelle system has simple structure and large thrust-weight ratio, and a gas turbine is replaced by a turbine expander with mature technology, so that the manufacturing difficulty is reduced. Further, the magnetic suspension bearing is adopted at the main shaft of the first turbine 23, so that the loss of the first turbine 23 is small when the first turbine 23 is in the 2-6 ten thousand-turn working state. Meanwhile, the weight and volume of the main cabin system installed in the main cabin 20 of the aircraft are smaller than those of fossil fuel carried by the existing aircraft, so that the loading capacity of the aircraft is increased, and the main cabin system is more practical. And the energy of the invention is derived from the outside air 14, so the flight cost is low and the flight range is not limited.
Based on this, the following examples will explain the beneficial effects of the present invention, and the following are specific:
under the action of the first turbine 23, the mass of the outside air 14 entering the nacelle 13 of the aircraft is M, and the velocity V of this outside air 14 before it enters the nacelle 13 of the aircraft is0The speed of the outside air 14 flowing out of the nacelle 13 of the aircraft under the action of the first turbine 23 is V9The thrust is: f ═ M (V)9-V0) The work that the engine does on the aircraft per unit time is then: m (V)9-V0)V0。
In one embodiment, the system working medium is nitrogen, the inlet pressure is 1.2 mpa, the outlet pressure is 0.2 mpa, the enthalpy drop generated is 120kJ/kg at an inlet temperature of 10 degrees, the temperature drop generated is 120K, i.e. the outlet temperature is minus 110 degrees, when the air-exchange temperature difference between the outside air 14 flowing into the nacelle 13 of the aircraft and the first heat exchanger 1 is 20K at the time of takeoff at sea level, the temperature of the outside air 14 drops to 100 degrees, when the flow rate of the system working medium is equal to the flow rate of the outside air 14 (ignoring the difference in specific gravity between nitrogen and the outside air 14), the temperature of the outside air 14 flowing out of the nacelle 13 of the aircraft will drop to minus 70 degrees after 30 degrees of the outside air 14 flows into the nacelle 13 of the aircraft, so that the first turbine 23 obtains 100kJ/kg of energy, and when the flow rate of the outside air 14 is 300kg/s, the energy obtained by the first turbine 23 is 300 × 100 to 30000kJ, which is converted into kilogram meters 30000 × 102 to 3060000kg · M, i.e. the energy source from which the first turbine 23 obtains thrust, so that P to 3060000 to M (V to 3060000)9－V0)V0。
Taking the Boeing 737 as an example, the liftoff speed at takeoff is 260km/h, the speed per second is converted into 72.22m/s, generally 0.707 of the liftoff speed is taken as a maximum thrust calculation point,
then V0＝72.22×0.707＝51m/s，F＝P/V060000kg 60 tonnes 3060000/51.
The boeing 737 single takeoff thrust is 10 tons, the maximum takeoff thrust which can be obtained by the air energy aircraft engine and the fuel oil aircraft engine under the condition of the same air intake amount of 300kg/s can be seen, and the thrust generated by the air energy aircraft engine is far greater than that of the fuel oil aircraft engine (the energy M (V) carried away by jet air flow is ignored here9－V0)2/2)。
When the aircraft enters into a 1-km altitude cruise, the air density drops to 1/3 on the ground, the energy obtained by the first turbine 231 of the aero-energy aircraft engine also drops to 1/3 on the ground, the aircraft cruise speed is 0.8 mach, the mach number is 295 m at 1-km altitude, 295 × 0.8 equals 236m/s, then:
F＝P/V03060000/3/236-4322 kg-4.322 ton.
The boeing 737 cruise thrust is two tons, and it can be seen that the thrust of the air energy aircraft engine is also greater than that of the fuel oil aircraft engine during cruise (the energy M (V) taken away by jet airflow is ignored here)9－V0)2/2)。
However, there is another case where the air energy engine is a self-contained closed cycle system and is not affected by the ground level, when the aircraft is cruising at 10 km high altitude, the air density drops to 1/3 at the ground level, the work done by the turbofan 24 decreases, the speed of the first turbine 23 increases to 3 times the sea level, the flow rate of the external air 14 at the turbofan 24 is proportional to the rotating speed of the turbofan 24, when the air density drops to 1/3 at the ground level, the rotating speed of the turbofan 24 also increases by 3 times, the amount of the external air 14 flowing through the first heat exchanger 1 should theoretically be the same as that at the sea level, and the energy obtained by the first turbine 23 of the air energy aircraft engine has the property of constant power, and the upper limit thereof depends on the linear speed determined by the material of the turbofan 24.
Meanwhile, the air energy aircraft engine has strong thrust potential, under the condition of not considering oil consumption, the improved and designed common civil aircraft can work above supersonic speed, for the aircraft with special purpose, if the aircraft is designed according to the supersonic speed, the cruising speed can reach more than 3 Mach, and particularly, because the air energy aircraft engine has low temperature, a magnetic suspension bearing can be adopted, the limiting factor for improving the rotating speed of the engine only has the linear speed of a turbofan 24 made of composite materials, and the flying height of the aircraft can also reach 3 kilometers.
When in use, different air energy aircraft engines can be designed according to requirements, so that the flow of the external air 14 is increased from small to large, and under the current technical conditions, the thrust of a single engine can be realized from dozens of kilograms to more than 100 tons. The technology of air energy aircraft engines can be conveniently used for a variety of hovercraft and WIG craft.
The invention can eliminate the dependence on fossil energy, improve the speed of the aircraft, avoid air pollution, reduce the manufacturing difficulty of the engine and reduce the cost.
In the above embodiments, the main cabin 20 of the aircraft and the nacelle 13 of the aircraft are not absolute, and the main cabin 20 of the aircraft including the aircraft body and the wings means a space where parts can be mounted except the nacelle, and if necessary, they are put together without affecting the inventive step of the present invention as long as the basic structure is not changed.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An air-powered aircraft engine characterized by: the system comprises a main cabin system and a nacelle system, wherein the nacelle system is arranged in a nacelle of an aircraft and used for collecting air energy and sending the air energy into the main cabin system, and simultaneously sucking and pressurizing external air from the front of the nacelle and then spraying the external air from the rear of the nacelle so as to generate thrust on the aircraft; the main cabin system is configured in a main cabin of the aircraft and used for converting low-temperature energy into high-temperature energy, sending the high-temperature energy into the nacelle system, and converting the high-temperature energy sent into the nacelle into mechanical energy serving as driving force of the nacelle system.
2. The air-energy aircraft engine of claim 1, wherein: the main cabin system comprises a temperature changing device, and the temperature changing device is used for converting low-temperature steam into high-temperature steam; the nacelle system comprises a first steam turbine, a turbofan and a first heat exchanger, wherein the first steam turbine is used for converting high-temperature steam generated by the temperature changing device into mechanical energy so as to drive the turbofan, and simultaneously, generated exhaust gas is conveyed to the temperature changing device;
preferably, the main shaft of the first turbine is a magnetic bearing.
3. The air-energy aircraft engine of claim 2, wherein: the temperature changing device comprises a heat exchanger mechanism and a blower, the heat exchange mechanism is provided with a low-pressure loop and a high-pressure loop, the inlet end of the blower is communicated with the low-pressure loop of the heat exchange mechanism, and the outlet end of the blower is communicated with the high-pressure loop of the heat exchange mechanism;
preferably, the heat exchange mechanism comprises a second heat exchanger, a regenerative heat exchanger and a third heat exchanger, the regenerative heat exchanger, the third heat exchanger and the blower fan are sequentially connected in series, and the second heat exchanger is connected with the third heat exchanger in parallel;
preferably, the temperature changing device further comprises a temperature regulating valve, the temperature regulating valve is arranged in the high-pressure loop of the temperature changing device and is used for controlling the flow distribution of the high-temperature high-pressure steam output by the blower between the second heat exchanger and the third heat exchanger so as to control the temperature range of the high-temperature steam output by the second heat exchanger;
preferably, the heat exchange mechanism further comprises a fourth heat exchanger for increasing the temperature difference between the high-pressure circuit and the low-pressure circuit at the high-temperature end of the third heat exchanger;
preferably, the blower and/or the third heat exchanger and/or the fourth heat exchanger and/or the second heat exchanger are provided with an insulation layer.
4. The air-energy aircraft engine of claim 3, wherein: the main cabin system further comprises a liquid storage tank, the liquid storage tank stores system working medium, the liquid storage tank is provided with a gas end and a liquid end, the gas end of the liquid storage tank provides low-temperature steam for the temperature changing device, and the liquid end of the liquid storage tank sucks in low-temperature liquid in the temperature changing device;
preferably, the system working medium comprises a refrigerant, and the refrigerant is one or more of nitrogen, R23 and air.
5. The air-energy aircraft engine of any one of claims 1-4, wherein: the main cabin system further comprises a second turbine, an integrated motor generator and a storage battery;
wherein the content of the first and second substances,
the second turbine and the first turbine are connected in parallel at the low-pressure inlet end of the temperature changing device and the high-pressure outlet end of the temperature changing device;
the mechanical energy end of the second turbine is mechanically connected with the temperature changing device and used for driving a blower in the temperature changing device through mechanical energy, the electric energy end of the second turbine is electrically connected with the storage battery through the integrated motor generator, and the second turbine drives the integrated motor generator to serve as a generator to supplement electric energy for the storage battery when in operation; the storage battery driving integrated motor generator is used as a motor to generate mechanical energy to drive a blower in the temperature varying device when being started;
preferably, the main cabin system further comprises a second frequency converter, and the integrated motor generator is electrically connected with the storage battery through the second frequency converter.
6. The air-energy aircraft engine of claim 5, wherein: the main cabin system further comprises a regulating valve, and the regulating valve is used for regulating the flow of the gas working medium transmitted to the second turbine by the temperature changing device, so that the rotating speeds of the second turbine and the blower are regulated, and the flying speed of the aircraft is regulated.
7. The air-energy aircraft engine of claim 5, wherein: the main cabin system also comprises a liquid pressurizing pump, one end of the liquid pressurizing pump is communicated with the liquid end of the liquid storage tank, the other end of the liquid pressurizing pump is communicated with the low-temperature inlet end of the first heat exchanger, and the liquid pressurizing pump is connected with the storage battery;
preferably, the main cabin system further comprises a first frequency converter, and the electric energy end of the liquid pressurization pump is electrically connected with the storage battery through the first frequency converter.
8. The air-energy aircraft engine of claim 2, wherein: the nacelle system further comprises a vectoring nozzle configured at a trailing end of a nacelle of an aircraft;
preferably, a thrust reverser is arranged at the outlet of the vector nozzle;
further preferably, the turbofan is proximate to an end of the nacelle of the aircraft distal from the thrust reverser.
9. A method of driving an aircraft using the air energy aircraft engine of claim 1, wherein: the method comprises the following steps:
the air energy is collected by the nacelle system and sent into the main nacelle system, and external air is sucked in from the front of the nacelle of the aircraft and is pressurized and then is sprayed out from the rear of the nacelle, so that thrust is generated on the aircraft;
the low-temperature energy is converted into high-temperature energy through the main cabin system, the high-temperature energy is sent into the nacelle system, and the high-temperature energy sent into the nacelle is converted into mechanical energy to drive the nacelle system.
10. The method of driving an aircraft according to claim 9, wherein: the method comprises the following steps:
the integrated motor generator is used as a motor, the second steam turbine drives the blower to supply energy to the temperature changing device, the vaporous working medium in the liquid storage tank is extracted, the vaporous working medium is changed into high-temperature steam, the temperature of the system working medium in the liquid storage tank is continuously reduced, the temperature of the high-temperature steam output by the temperature changing device is continuously increased, and when the temperature of the high-temperature steam reaches a target temperature, the liquid pressure pump is switched on, so that the system working medium is changed into high-pressure liquid;
high-pressure liquid generated by the liquid booster pump is heated by the first heat exchanger and the temperature changing device to drive the first turbine, the first turbine drives the turbofan, the turbofan sucks outside air into a nacelle of the aircraft, and the outside air entering the nacelle of the aircraft supplies energy to a system working medium through the first heat exchanger;
the system working medium absorbing the heat energy flows to the temperature changing device, is further heated by the temperature changing device and then is conveyed to the first turbine to form circulation;
the high-temperature steam generated by the temperature changing device drives a second steam turbine connected with the first steam turbine in parallel to rotate to become driving power of the temperature changing device, and simultaneously drives an integrated motor generator to rotate, and the integrated motor generator is used as a generator to generate electricity, so that the storage battery is supplemented with electric energy;
preferably, the method further comprises the following steps:
the storage battery supplies power for other devices in the aircraft which need electric energy.
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| CN202111112192.1A CN114248930A (en) | 2021-09-18 | 2021-09-18 | Air energy aircraft engine and method of driving an aircraft |
| PCT/CN2022/076888 WO2023040183A1 (en) | 2021-09-18 | 2022-02-18 | Air energy aircraft engine and method for driving aircraft |
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| WO2023040192A1 (en) * | 2021-09-18 | 2023-03-23 | 成都佳灵绿色能源有限责任公司 | Temperature-changing device and system, and method for increasing temperature of low-temperature steam |
| WO2023040183A1 (en) * | 2021-09-18 | 2023-03-23 | 成都佳灵绿色能源有限责任公司 | Air energy aircraft engine and method for driving aircraft |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2023040192A1 (en) * | 2021-09-18 | 2023-03-23 | 成都佳灵绿色能源有限责任公司 | Temperature-changing device and system, and method for increasing temperature of low-temperature steam |
| WO2023040183A1 (en) * | 2021-09-18 | 2023-03-23 | 成都佳灵绿色能源有限责任公司 | Air energy aircraft engine and method for driving aircraft |
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