CN115992777A - Dual-fuel precooling variable-cycle engine - Google Patents
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- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims description 19
- DIOQZVSQGTUSAI-UHFFFAOYSA-N decane Chemical compound CCCCCCCCCC DIOQZVSQGTUSAI-UHFFFAOYSA-N 0.000 claims description 16
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/12—Improving ICE efficiencies
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Abstract
The invention discloses a dual-fuel precooling variable-cycle engine. The dual-fuel precooling variable-cycle engine comprises a variable-cycle engine with a variable geometry adjusting mechanism and an equivalent dual-fuel precooler arranged at the front end of the variable-cycle engine; the fuel ratio of the equivalent dual-fuel precooler is designed by taking the maximum flight state of H=30 km and Ma=5.0 as a design point and the relative thrust economic ratio delta F price The maximum is determined for the target. Compared with the prior art, the dual-fuel precooling technology is combined with the variable cycle engine with the variable geometry adjusting mechanism, the proportion of the two fuel precooling working media is optimized, and the thrust performance of the full-envelope variable cycle engine can be effectively improved.
Description
Technical Field
The invention relates to the technical field of aeroengines, in particular to a variable cycle engine.
Background
Supersonic and even hypersonic manned flight is one of the important directions of future aviation industry development, is also an operation module with great commercial value and potential excavation in civil aviation transportation industry, and has been further developed in 2007 under the support of NASA basic aviation planning. Research on supersonic aircrafts promotes rapid development of supersonic power, a traditional high-efficiency turbofan engine is difficult to realize high-Mach-number high-efficiency work, and turbine-based combined power and precooling circulating power are the most hot hypersonic power research directions at present. The turbine-based combined power works in a turbofan mode under a low Mach number, and is switched to a stamping mode through mode conversion under a high Mach number working condition so as to realize high-efficiency work above Mach 3. However, when the turbine-based hybrid power plant operates in the ram mode at high mach numbers, the onboard power extraction can only be generated by the additional power generation equipment due to the stop of the rotating components, which undoubtedly increases the complexity of the power system design. Meanwhile, the punching mode is smaller than the punching mode, so that the existing turbine-based combined power is difficult to realize high-economical operation and is difficult to become an ideal power solution for supersonic civil aviation transportation.
For this reason, fuel chemical pre-cooling methods based on the heat absorption of hydrocarbon fuel cracking are becoming another solution for the performance enhancement of high-speed turbine engines. Yu et al propose a thermodynamic cycle analysis method based on a turbine-compressor design scheme of a fuel precooling, research the influence of the fuel precooling on the combined cycle performance of a turbine-rocket engine [ Series view method based thermodynamic modeling and analysis for innovative precooled aeroengines with different turbine-compressor coupling schemes [ J ] ], and explore the influence of different fuel precooling such as methane, n-dodecane, methanol, hydrogen and the like on the engine performance [ Thermodynamic analysis of the influential mechanism of fuel properties on the performance of an indirect precooled hypersonic airbreathing engine and vehicle [ J ] ]. Wang et al propose a method for designing the overall performance of a turbine-rocket engine based on fuel precooling [ Thermodynamic analysis of chemical precooled turbine combined engine cycle [ J ] ], and found that the total pressure loss of the precooler has a great influence on the engine performance [ Performance comparison of three chemical precooled turbine engine cycles using methanol and n-decane as the precooling fuels [ J ] ]. In order to solve the problem of engine performance degradation caused by fuel consumption, an optimizing method [ Thermodynamic optimization of the indirect precooled engine cycle using the method of cascade utilization of cold sources [ J ] of multistage precooling-compression cycle [ Thermodynamic analysis for a novel chemical precooling turbojet engine based on a multi-stage precooling-compression cycle [ J ] and cold source cascade utilization (cascade utilization of cold sources) is further provided on the basis. To further improve engine performance at high Mach numbers, a novel indirect chemical precooling engine scheme incorporating a Steam Rankine Cycle (SRC) is proposed [ Thermodynamic analysis for a novel steam Rankine cycle based indirect chemical precooled engine used for supersonic flight [ J ] ].
The above-described studies are mainly directed to hypersonic combined power precooled engines (turbine-ram, turbine-rocket) and are basically limited to design point studies, are not sufficiently analyzed for large envelope operating ranges, and are limited in terms of fuel economy, etc., and therefore, it is necessary to explore supersonic commercial flying power schemes suitable for low-cost full-speed domain efficient operation.
Disclosure of Invention
The invention aims to solve the technical problem of overcoming the defects in the prior art and providing a dual-fuel precooling variable cycle engine, which can effectively improve the thrust performance of the full-envelope variable cycle engine.
The technical scheme adopted by the invention specifically solves the technical problems as follows:
a dual-fuel precooling variable-cycle engine comprises a variable-cycle engine with a variable geometry adjusting mechanism and an equivalent dual-fuel precooler arranged at the front end of the variable-cycle engine; the fuel ratio of the equivalent dual-fuel precooler is designed by taking the maximum flight state of H=30 km and Ma=5.0 as a design point and the relative thrust economic ratio delta F price The maximum value of the target is determined for the target,
wherein F is thrust The engine thrust is represented, the engine fuel consumption price per hour is represented by a subscript CP representing a precooler, and the subscript Base representing the variable cycle engine with the variable geometry adjustment mechanism.
Further preferably, the variable geometry adjustment mechanism comprises at least adjustable low pressure turbine vanes, the vane adjustment schedule of which is obtained with maximum thrust as an optimization target.
Preferably, the two fuel precooling working media of the equivalent dual-fuel precooler are n-decane and liquid ammonia, and the proportion of n-decane in the total fuel flow input into the combustion chamber is 0.72.
Further, the variable geometry adjustment mechanism further comprises: a flow dividing ring, a mode selecting valve and a bypass ejector.
Preferably, the guide vane adjustment plan of the adjustable low-pressure turbine guide vane is obtained by taking maximum thrust as an optimization target and using an SQP algorithm.
Compared with the prior art, the technical scheme of the invention has the following beneficial effects:
according to the invention, a dual-fuel precooling technology is combined with a variable-cycle engine with a variable geometry adjusting mechanism, and the proportion of the two fuel precooling working media is optimized, so that the thrust performance of the full-envelope variable-cycle engine can be effectively improved.
In order to relieve adverse effects on an engine when a precooler cannot work efficiently under a low Mach number, the invention further combines an adjustable low-pressure turbine guide vane technology, and obtains low-pressure turbine guide vane adjustment plans of different flight envelopes by taking maximum thrust as an optimization target, thereby effectively improving the performance of a dual-fuel precooling variable-cycle engine under the low Mach number.
Drawings
FIG. 1 is a schematic diagram of a dual fuel precooling variable cycle engine according to one embodiment of the present invention;
FIG. 2 is a bimodal schematic of an engine;
FIG. 3 is a schematic diagram of a aerodynamic thermodynamic modeling flow of a dual-fuel precooled variable-cycle engine;
FIG. 4 is a schematic diagram of an equivalent dual fuel precooler;
FIG. 5 is a schematic diagram of an optimal fuel ratio selection process;
FIG. 6 is a typical climb trajectory for a dual fuel pre-cooled variable cycle engine;
FIG. 7 (a) is a graph showing engine thrust contrast during climb;
fig. 7 (b) shows the comparison of the engine unit thrust during climb.
Detailed Description
Aiming at the defects of the prior art, the invention combines the dual-fuel precooling technology with the variable-cycle engine with the variable geometry adjusting mechanism, and optimizes the proportion of the two fuel precooling working media so as to effectively improve the thrust performance of the variable-cycle engine with the full envelope.
The invention provides a dual-fuel precooling variable-cycle engine, which comprises a variable-cycle engine with a variable geometry adjusting mechanism and an equivalent dual-fuel precooler arranged at the front end of the variable-cycle engine; the fuel ratio of the equivalent dual-fuel precooler is designed by taking the maximum flight state of H=30 km and Ma=5.0 as a design point and the relative thrust economic ratio delta F price The maximum value of the target is determined for the target,
wherein F is thrust The engine thrust is represented, the engine fuel consumption price per hour is represented by a subscript CP representing a precooler, and the subscript Base representing the variable cycle engine with the variable geometry adjustment mechanism.
In order to alleviate the adverse effect on the engine caused by the precooler not operating efficiently at low mach numbers, it is further preferred that the variable geometry adjustment mechanism comprises at least adjustable low pressure turbine vanes, the vane adjustment schedule of which is obtained with maximum thrust as the optimization target.
For the convenience of public understanding, the following detailed description of the technical solution of the present invention will be given with reference to a specific embodiment in conjunction with the accompanying drawings:
the basic structure of the variable cycle engine in this embodiment adopts the variable cycle engine configuration [ P ] based on the multi-duct intake interstage combustion chamber proposed by the university of aviation, beijing, university of aviation, ding Shuiting, professor]]As shown in fig. 1, the engine is a three-rotor solution, a high-pressure turbine drives a compressor, a medium-pressure turbine drives a core drive fan stage, and a low-pressure turbine drives front and rear fans, and energy sources are provided through a main combustion chamber, an interstage combustion chamber and an afterburner. In the conventional adjustable nozzle throat area A 8 Based on the scheme, a large number of variable geometry adjusting mechanisms are adopted, such as a diverter ring, a mode selection valve, an adjustable low-pressure turbine guide vane, a duct injector and the like. In the low Mach number operating state, the mode selector valve is closed, the splitter ring is adaptively adjusted according to the engine bypass ratio demand (shown in the upper diagram of FIG. 2), and the splitter ring operates in a turbofan mode; when operating in the high mach number state, the mode selector valve is open and the splitter ring is closed, operating in the turbo-jet mode (shown in the lower diagram of fig. 2). The working state switching of a large bypass ratio change range in a full speed domain, a turbofan mode and a turbojet mode is realized through variable geometry adjustment, and the economy of low-speed sub-inspection (0.8 Ma), the economy and acceleration of medium-speed supersonic flight (1.3-2.5) and the continuous high thrust of high speed (2.5-5.0 Ma) are considered in a 0-30km space domain and a 0-5Ma speed domain.
Compared with the traditional turbine-based combined power, the scheme is more compact in structure, the problem of thrust traps in the mode switching process is effectively solved, but a fan in a full-speed domain is always in a working state, and the working efficiency of the fan is extremely low due to the fact that the total temperature of an ultra-high inlet is high at a high Mach number.
In the aerodynamic thermodynamic modeling process, as shown in fig. 3, the working mode of the turbofan with h=20km and ma=2.35 is selected as a design point, aerodynamic thermodynamic parameters such as pressure, temperature, flow and the like of each component such as an air inlet channel, a precooler, a front fan and a rear fan are sequentially calculated along the airflow process, and then steady-state calculation and dynamic calculation of the component level model are realized by combining balance equations which are required to be met by matching and working together of each component.
In order to realize the function of the low-pressure turbine guide vane, a guide vane changing turbine characteristic correction method is adopted, and the method is shown as the following formula:
wherein, the subscript turb, cor0 represents the original low-pressure turbine component characteristic diagram, the subscript turb, cor represents the low-pressure turbine component characteristic diagram after the guide vane changes,
for low pressure turbine flow, η is low pressure turbine adiabatic efficiency, Δα Lt C, compared with the state of the design point, the angle change quantity of the low-pressure turbine guide vane 1 ，c 2 And respectively representing the low-pressure turbine flow and the efficiency correction coefficient under the condition of guide vane adjustment.
The low working efficiency caused by the high inlet total temperature under the high Mach working condition is a key problem for restricting the development of the turbine-based engine to the high Mach number power device, and the precooling of the air flow is a key method for effectively reducing the inlet total temperature of the engine. The invention provides a dual-fuel precooling method based on n-decane and liquid ammonia equivalent, the basic principle of which is shown in figure 4, a controller calculates fuel flow instructions in real time, the instructions flow into a precooler from an executing mechanism, the instructions flow into a combustion chamber for combustion after the instructions flow into the precooler for precooling, and the problem that conventional excessive cooling fuel is difficult to fully combust and utilize is avoided.
In the embodiment, the heat exchange calculation of the precooler is carried out by adopting an efficiency-heat transfer unit number method, and the heat exchange efficiency eta of the precooler is defined PC Is that
In which Q act For the actual heat exchange quantity of the precooler, Q max For theoretical maximum heat exchange capacity of precooler, m air Indicating air flow through precooler, c pair,in Represents the specific heat of inlet air of the precooler at constant pressure, T air,in Representing the total temperature of inlet air of the precooler, c pair,outact Represents the actual constant pressure specific heat of the air at the outlet of the precooler, c pair,outideal Represents ideal constant pressure specific heat, T, of air at the outlet of a precooler air,outact Indicating the actual total temperature of the air at the outlet of the precooler, T air,outideal Indicating the desired total temperature of the precooler outlet air.
The actual heat exchange quantity of the dual-fuel precooling working medium and the hot air at the inlet of the engine is expressed as:
Q act ＝Q C10H22,phy +Q C10H22,chem +Q NH3,phy +Q NH3,chem (4)
wherein, the subscript phy represents the physical heat absorption capacity of the fuel, chem represents the chemical cracking heat absorption capacity of the fuel, C 10 H 22 Represents n-decane, NH 3 Is ammonia.
The calculation formula of the physical heat absorption of the fuel is as follows:
Q phy ＝m fuel ·(c p,out ·T fuel,out -c p,in ·T fuel,in ) (5)
wherein m represents flow rate, subscript fuel represents fuel, c p For a constant pressure specific heat, out represents the outlet and in represents the inlet.
The calculation formula of the fuel chemical cracking heat absorption capacity is as follows:
Q chem ＝m fuel ·Hs fuel ·Cr fuel (6)
wherein Hs is a fuel cracking heat sink, cr is a fuel cracking rate
The total pressure of the air outlet of the precooler is as follows:
P t,out ＝P t,in ·σ PC (7)
wherein P represents pressure, subscript t represents total pressure, σ PC Is the recovery coefficient of the total pressure of the precooler.
The solution for the temperature of the air end at the outlet of the precooler can be divided into the following steps:
1) Q equal to maximum heat exchange amount based on air and fuel theory max ＝Q C10H22,ideal +Q ammonia,ideal Under the condition that the inlet temperature of fuel and air is known, calculating theoretical maximum heat exchange quantity Q max Theoretical fuel heat absorption quantity Q C10H22,ideal 、Q NH3,ideal And the outlet temperature T of the air end after theoretical precooling tair,outideal ；
2) Calculating the actual heat exchange quantity Q by combining the heat exchange efficiency of the precooler act Calculating the actual air outlet temperature T tair,outact ；
3) Calculating the heat absorption quantity Q of the actual fuel by combining the heat exchange efficiency of the precooler C10H22,act 、Q NH3,act 。
In this embodiment, the precooler fuel ratio r is defined f The ratio of n-decane in the total fuel flow to the combustion chamber:
the ammonia fuel flow rate into the combustion chamber is:
m NH3 ＝(1-r f )·m fuel (9)
to determine the optimal fuel ratio r of a dual fuel precooler f The invention creatively defines the relative thrust economic ratio delta F price ：
Wherein F is thrust Represents the thrust of the engine, this is perThe hour engine fuel consumption price, the subscript CP represents the precooler, and the subscript Base represents the variable cycle engine with the variable geometry adjustment mechanism, i.e., the variable cycle engine of fig. 1 without the dual fuel precooler.
After the dual-fuel precooling is introduced, compared with a conventional variable cycle engine without a precooler, the ratio of the thrust increment to the fuel consumption price variation is larger than 1, which indicates that the thrust increment is larger than the fuel consumption price increment, and the dual-fuel precooler obtains good forward benefit. The value is smaller than 1, which indicates that the thrust increment amplitude is smaller than the oil consumption price increment amplitude, and the price paid by the dual-fuel precooler is larger than the obtained benefit. At the same time, when the parameter is calculated, F under the same working condition is only considered thrust,CP Greater than F thrust,Base And at this time is CP Is greater than Base Avoid F occurrence thrust,CP ＜F thrust,Base ,￥ CP ＜￥ Base Resulting in a negative to positive condition.
To obtain the optimal fuel ratio, the present embodiment uses the maximum flight state of h=30 km, ma=5.0 as the precooler design point, and changes the fuel ratio to obtain the optimal Δf price FIG. 5 is a corresponding optimal fuel ratio selection process, as can be seen, at supersonic cruise conditions, when the fuel ratio is 0.72, the dual-fuel pre-cooled variable cycle engine performance is most significantly improved over conventional variable cycle engines, and the benefit is greatest, thus determining a dual-fuel precooler fuel ratio of 0.72.
In order to solve the problem that when the working efficiency of the precooler in a low Mach number state is low, the thrust performance of the precooled dual-fuel precooled variable-cycle engine is inferior to that of a conventional variable-cycle engine, the invention further provides a low-pressure turbine guide vane compound adjustment method, and the low-pressure turbine guide vane adjustment plan with different flight envelope points is obtained by adopting an SQP algorithm and taking the maximum thrust as an optimization target.
Based on the method, the thrust performance change conditions of the dual-fuel precooling variable cycle engine and the traditional variable cycle engine are analyzed from a typical climbing process, a typical climbing track is shown in fig. 6, the engine is in a maximum state without stress application during take-off and low-speed climbing, stress application is started at an operating point h=20.76 km and ma=3.41, and mode switching from turbofan to turbojet is realized at an operating point h=24 km and ma=3.7. The corresponding engine thrust performance changes are shown in fig. 7 (a) and 7 (b), wherein a reference curve represents the simulation result of the variable cycle engine without the dual-fuel precooler.
As can be seen from fig. 7 (a) and fig. 7 (b), compared with the conventional variable cycle engine, the dual-fuel precooling variable cycle engine provided by the invention can provide larger thrust in the whole climbing stage, has higher unit thrust, and has a maximum thrust increase of 41% in the climbing process.
Claims (5)
1. The dual-fuel precooling variable-cycle engine is characterized by comprising a variable-cycle engine with a variable geometry adjusting mechanism and an equivalent dual-fuel precooler arranged at the front end of the variable-cycle engine; the fuel ratio of the equivalent dual-fuel precooler is designed by taking the maximum flight state of H=30 km and Ma=5.0 as a design point and the relative thrust economic ratio delta F price The maximum value of the target is determined for the target,
wherein F is thrust The engine thrust is represented, the engine fuel consumption price per hour is represented by a subscript CP representing a precooler, and the subscript Base representing the variable cycle engine with the variable geometry adjustment mechanism.
2. The dual-fuel pre-cooled variable cycle engine of claim 1, wherein the variable geometry adjustment mechanism comprises at least adjustable low pressure turbine vanes, a vane adjustment schedule for the adjustable low pressure turbine vanes being obtained with maximum thrust as an optimization target.
3. The dual-fuel precooling variable cycle engine of claim 1 or 2, characterized in that the two fuel precooling working media of the equivalent dual-fuel precooler are n-decane and liquid ammonia, and the ratio of n-decane in the total fuel flow input into the combustion chamber is 0.72.
4. The dual-fuel pre-chill variable cycle engine of claim 2, wherein the variable geometry adjustment mechanism further comprises: a flow dividing ring, a mode selecting valve and a bypass ejector.
5. The dual fuel pre-cooled variable cycle engine of claim 2, wherein the vane adjustment schedule for the adjustable low pressure turbine vanes is obtained using an SQP algorithm with maximum thrust as an optimization objective.
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- 2023-02-15 CN CN202310115360.5A patent/CN115992777B/en active Active
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|---|---|---|---|---|
| US20160280385A1 (en) * | 2015-03-27 | 2016-09-29 | United Technologies Corporation | Control scheme using variable area turbine and exhaust nozzle to reduce drag |
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