CN1550252A - 平面膜脱氧器 - Google Patents
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Abstract
一种燃料脱氧器包括多个燃料板,所述燃料板限定了穿过外壳的燃料通道。一个被多孔基层支撑的渗透膜与流过燃料通道的燃料相接触。一个与多孔基层相连的真空制造了燃料内和多孔膜之间的氧气分压压差。氧气分压压差造成燃料内的溶解氧穿过渗透膜离开燃料。从出口输出的燃料具有充分降低了含量的溶解氧。
Description
技术领域
本发明主要涉及一种从燃料中去除溶解氧的方法和装置,尤其涉及一种从液烃燃料中去除溶解氧的平面膜。
背景技术
人们通常采用燃料作为飞机上各种系统的冷却介质。某种特定的燃料的冷却能力受限于它的焦炭沉积,而焦炭沉积取决于燃料中溶解氧的量,燃料中的溶解氧是由于先前暴露于空气中所产生的。燃料中溶解氧的减少可以减少飞机发动机的燃料供给和喷射系统中形成的焦炭的量。燃料温度的升高也会造成氧化反应速度的增加。已经确定,减少喷气发动机燃料中溶解氧的含量,可以减少不能溶解的产品的生成,如上文中提到的“焦炭”或“焦化物”等。图1图示了不同等级的飞机燃料所形成的焦炭的量。从该图表中可以看出,在各种不同的飞机燃料等级中,脱氧抑制了焦炭的形成。减少溶解在喷气发动机燃料中溶解氧的含量就会降低焦炭沉积的速度,同时提高最大允许温度。换言之,燃料中具有越少的溶解氧,焦炭沉积成为问题的临界温度也就越高。为了抑制焦炭沉积,在多种燃料中,通常所认定的标准是溶解氧的浓度低于2ppm或大约3%的饱和度。现在,具有较好的焦化性能的飞机燃料通常很昂贵,或者还需要添加剂,因此,这些燃料并不总是可用的。
转让于本申请人的美国专利6,315,815,公开了一种用于去除溶解氧的设备,该设备通过在燃料系统中设置一管状透气膜来去除溶解氧。燃料流经具有包括渗透膜的内壁的管子。当燃料经过渗透膜时,其中的氧气分子溶解到膜中,并在该膜中扩散,完成去除的过程。真空或者膜两侧氧气分压的差异使得氧气从燃料中脱离,而燃料却不受影响并经过该膜。
但是,上文中所述的管状膜却难于制造,而且由于受到管子尺寸和经济因素的制约,它在尺寸和结构上也会受到限制。由于管状膜束的性能非常依赖于间隔以及几何形状,所以它的难于度量,所以也难于预测。同时高压也会影响管状膜。而且,间距和重量是安装在机身上的任何系统的驱动要素,任何间距和重量的减小直接使飞机的操作受益。
因此,需要设计一种渗透膜系统,该系统不仅可以从燃料中去除溶解氧,以将燃料形成的焦炭沉积降低,而且其构成能高效的利用空间,减轻重量,轻松的度量,具有可预测的性能,而且可以低成本的制造。
发明内容
本发明是一种包括一个燃料板的燃料脱氧器组件,所述燃料板限定了位于燃料入口和出口之间的燃料流动通道。所述燃料板被夹在由多孔板支持的渗透膜之间。在燃料流动通道内的燃料和多孔板间创造一个氧气浓度梯度分压差异,以提供将溶解的氧气从燃料中吸出并穿过渗透膜所需的驱动力或化学势,来降低燃料中的氧气含量。氧气浓度梯度由氧气的分压差异表示,并驱动氧气穿过渗透膜。
燃料脱氧器组件包括多个夹在渗透膜之间的燃料板,还包括设置在外壳中的多孔衬板。由每个燃料板限定燃料流动通道的一部分,由多孔板支持的渗透膜限定燃料流动通道的其余部分。渗透膜包括特氟隆或者其它的无定形玻璃状聚合物涂层,该涂层在燃料流动通道内的燃料接触,防止大量的液体燃料穿过渗透膜和多孔板。会有微量的燃料、氮气和其它的气体穿过渗透膜,但不会造成不良的影响。
使用多个具有相似结构的平板可以提高制造效率将并降低成本。而且,在提高了去除燃料中溶解氧气的能力的同时,脱氧器组件的尺寸和重量也比现有的系统有所减小。而且,平面的设计相对于现有的管状设计更容易度量。
因此,按照本发明的燃料脱氧器组件提高了从燃料中去除溶解氧气的量,同时也减少了为了完成燃料脱氧所需要的空间和重量。
附图说明
本领域的技术人员将通过下面的详细说明和实施例更加清晰的了解本发明的特点和优点。与详细说明相应的附图可以如下简要说明:
图1为脱氧抑制焦炭形成示例的图表;
图2为一种燃料脱氧系统的示意图;
图3为另一种燃料脱氧系统的示意图;
图4为燃料脱氧器组件的截面示意图;
图5为穿过燃料入口的板的截面示意图;
图6为穿过真空开口的板的截面示意图;
图7为燃料流动通道的截面图;
图8为燃料脱氧器组件内部的包括燃料流动通道的板的分解视图;
图9为燃料板的透视图;
图10为由燃料板限定的燃料流动通道的示意图;
图11为由燃料板限定的燃料流动通道的另一个实施例。
具体实施方式
参照图2,一个燃料脱氧器系统10包括脱氧器组件12,其用于去除流向发动机14的燃料中的溶解氧。燃料泵24将燃料从燃料箱22中抽出,经过脱氧器12到达发动机14。真空源21创造氧气分压压差(oxygen partial pressuredifferential),使得溶解氧经过脱氧器12从燃料中去除。
参照图3,图示了按照本发明的第二实施例的燃料脱氧器系统10’的示意图。氧气分压压差由不含氧气的剥离气体(strip gas)的流动所控制,如氮气,该气体如箭头11所示在独立环路13内循环。循环泵18使剥离气体11通过收集器20和脱氧器12循环。燃料中的溶解氧经过脱氧器12去除并进入剥离气体11。之后,吸附剂16将剥离气体11中的氧气吸走,剥离气体11再次循环经过脱氧器12。所使用的剥离气体11可以是本领域技术人员公知的任何不含氧气的剥离气体。另外,从剥离气体11中吸取氧气的吸附剂16也可以是任何一种本领域技术人员所公知的吸附剂。
脱氧器12被设计为既能够在使用真空源21的系统中操作也可以在使用循环剥离气体11的系统中操作来制造氧气分压压差,以去除燃料中的溶解氧。
参照图4-6,燃料脱氧器组件12包括一个外壳36,外壳36具有燃料入口26和出口28以及与入口和出口排成一排的真空开口30。所述真空入口30与真空源21(图2)相连。燃料从燃料泵24流进入口26,穿过出口28流到发动机14。组件12包括多个堆叠在外壳36内的板,这些板限定了燃料流动通道50和真空开口30。
燃料流动通道50通过多个夹在氧气渗透复合膜42之间的燃料板46而成形,所述氧气渗透膜由多孔基层38支撑。燃料板46与渗透复合膜42一起限定入口26和出口28之间的燃料流动通道50。真空入口30与每个多孔基层38的末端相连。真空在箭头34所示的方向上制造了分压梯度。在每个多孔基层38内形成的分压梯度,将燃料流动通道50的燃料中的溶解氧通过渗透复合膜42和多孔基层38排出并从真空入口30排出。密封件45位于燃料板之间,以防止燃料的泄漏,还设置有真空密封件,使得通过多孔基层38抽出一个真空。
参照图5,图示了燃料入口26的截面部分,进入组件12的燃料从入口26进入,沿箭头32方向流动,被分配到每个燃料流动通道50内。密封件45位于与入口26相对的一端,防止燃料从燃料板46和外壳36的内表面之间泄漏。每个燃料板46都被夹在渗透复合膜42之间。一个无定形含氟聚合物涂层48位于多孔衬板43上,衬板提供所需的支撑结构,同时保证氧气从燃料中经过多孔膜48的扩散最大化。在优选实施例中,多孔膜48覆盖在多孔衬板43上,并且两者之间形成机械连接。在另外的实施例中,可以使用其它的连接方式(如化学连接等),或者使用其它的设置方法(如物理连接、压力等)将多孔膜48设置在多孔衬板43上。多孔膜48由一个在支撑层43上的0.5-20μm厚的特氟隆AF2400涂层组成,支撑层43是一个约为0.005英寸厚的PVDF(聚偏二氟乙烯或Kynar)层,上面具有大约为0.25μm的孔径尺寸。只要能提供所要求的强度和开口(openness),也能够使用其它采用不同的材料、具有不同的厚度和孔径尺寸的支撑层。最好是,每个渗透膜48都由杜邦(DuPont)的特氟隆AF非结晶氟聚合物(amorphous fluoropolymer)制成,然而本领域技术人员所公知的其它的材料也在本发明的预期之内,比如Solvay Hyflon AD全氟玻璃状聚合物,或者Asahi Glass CYTOP丁烯基聚过氟(polyerfluorobutenyl)乙烯基醚。每个渗透复合膜42都是由多孔基层38支撑的。
参照图6,每个多孔板38都与真空入口30相连。真空是由沿着箭头34所示的方向的通过入口30抽吸而形成的。真空所造成的分压差异将流过燃料流动通道50的燃料中的氧气吸出。
参照图7,组件12包括多个燃料板46,燃料板夹在渗透复合膜42和多孔基层38之间。燃料板46具有侧板53,侧板53限定了燃料流动通道50的侧面。燃料流动通道50还包括混合件52,它使进入通道50的燃料翻滚混合,从而使得所有的燃料都与渗透复合膜42接触,以允许燃料中的溶解氧的扩散。
参照图8和图9,燃料板46为矩形形状。因为通过简单的调节燃料板46的数量就能获得不同的附加容量,矩形形状提供了在专门应用之间的轻松结构。而且,原材料通常都是以矩形的形式提供,所以在利用矩形板制造的过程中也实现了经济效益。燃料板46也可以是圆形的。圆形的板可以提供较好的强度。本领域的普通技术人员可以在本发明的范围内,使用各种变化的形状、尺寸和结构。
参照图8,组件12由多个夹在渗透复合膜42之间的燃料板46组成,所述渗透复合膜42由多孔基层38所支撑。多孔基层38是一个被支撑在真空架40内的板。真空架40限定了入口58,以开口30到多孔基层38真空相连。多孔基层38具有选定的孔隙率,使得来自开口30的真空可以制造多孔基层38和入口58的表面之间的氧气分压压差。孔径尺寸、开放的体积和多孔基层38的厚度,由所需的氧气质量流量所确定。氧气分压将溶解氧从流经燃料流动通道50的燃料中经过多孔膜42吸出。多孔基层38由能与烃燃料共存的材料制成。最好使用重量轻的塑料材料,比如PVDF或聚乙烯。聚乙烯板大约0.080英寸厚,具有标定的孔径尺寸20μm。虽然,这是优选的结构,但是工人却可以在本发明的公开内容的帮助下,根据具体的应用参数改变的板厚和孔径尺寸。
多孔复合膜42被多孔基层38所支撑,并且构成燃料流动通道50的一部分。在多孔复合膜42和燃料板36之间有一个垫圈34。所述垫圈34是本领域的技术人员所公知的,其用于防止燃料从燃料板46所限定的特定燃料流动通道部分泄漏。在优选实施例中,垫圈34连接在膜表面48上。
燃料板46限定了位于入口26和出口28之间的燃料流动通道50。燃料板46只限定了每条燃料流动通道50的两个侧面,渗透复合膜42限定了每条燃料流动通道50其余的两个侧面。燃料流动通道50的结构被限定为,可以保证燃料与渗透复合膜42最大限度的接触。在本发明的范围之内,本领域的普通技术人员能够认识到,所需的燃料和渗透复合膜42的接触的程度就是达到所需的性能的必要的接触程度以及其它程度的接触。
燃料板46、渗透复合膜42和多孔板38的特定数量由特定的应用需要所限定,比如燃料类型、温度以及从发动机流出的质量流需要。而且,不同的燃料包含不同数量的溶解氧,因此需要不同的脱氧量,以去除待除的溶解氧。而且,特定的应用需要特定数量的多孔板38和渗透复合膜42。
参照图9,最好每个燃料板46与燃料流动通道整体成形,以加强燃料和渗透膜42的接触。对燃料流和渗透复合膜42之间接触的加强优化了溶解氧穿过渗透复合膜42的批量转移。而对溶解氧批量转移的改进使得可以减小脱氧器12的体积而不会相应的降低它的性能。
燃料板46包括入口54和出口56。燃料流动通道50被成形为将燃料最大限度的暴露给渗透复合膜42。通过使燃料采用混合和/或最佳流动模式可以达到上述目的。为了从燃料中去除最大量的溶解氧,燃料流动通道50被成形为,使燃料和渗透膜的接触面积最大化。燃料流动通道50的特定尺寸既能保证让所需量的燃料通过,又能提供与渗透膜42的表面的最佳接触。换言之,燃料流动通道50必须足够小,使得燃料与渗透膜42相接触,又必须足够大,不至于阻碍燃料流动。
另一个影响氧气的去除率的因素是燃料的温度。燃料的加热会促进氧气的扩散并降低氧气的溶解性,从而同时增强了混合,又增加了穿过膜的驱动力。因此,在优选实施例中,燃料在进入脱氧器之前被预热到大约200F。许多种燃料,比如JP-8,要避免被加热到200F以上,因为那时会发生过热氧化(炼焦)。过热氧化开始的温度取决于燃料的类型、燃料中的杂质等等,在本发明的范围之内,本领域的技术人员能够认识到燃料可以被加热到其他温度。
参照图10和图11,燃料按照箭头32所示的方向流过通道50。燃料板46具有多个燃料混合件52,燃料混合件52可变间隔的沿着通道50设置,使燃料发生混合。脱氧器12的性能与渗透膜48的渗透能力和渗透膜48表面的扩散率有关。渗透膜48的渗透能力由氧气进入膜和扩散穿过膜的方法所决定。为了达到溶解氧所需的扩散,渗透膜48必须具有特定的厚度。最好是,渗透膜48大约为4微米厚。虽然显示的实施例中使用了一个4微米厚的渗透膜,但是可以理解,按照本发明的预期设计,根据特定的应用需要可以使用其他厚度的渗透膜。比如,在本发明的范围内,渗透膜48的厚度可能为0.5微米-20微米之间。
氧气从燃料穿过渗透膜48表面的扩散率受到燃料与渗透膜48接触的持续时间的影响。为了使从燃料中去除的氧气的量最大化,希望但不是必须保持燃料和渗透膜之间的持续接触。为了使溶解氧的扩散量最优化,需要在最大燃料流量、燃料温度、通过混合而达到的与渗透膜48之间的最优化接触、最小压力损失、制造公差和成本之间达到平衡。如果没有混合,只有沿着渗透膜48流过的燃料中的溶解氧被剥离了,而燃料中其余的大量溶解氧流向燃料流动通道的中心。残留在燃料中的溶解氧,穿过远离渗透膜的燃料流动通道的中心,就不能从燃料中去除了。因此,燃料板46强化了氧气从总流中向渗透表面48扩散的能力,并且大幅度的降低了为了去除90%甚至97%以上的溶解氧所需的燃料流动通道的长度或停留时间,从而抑制了焦炭沉积。
设置在燃料流动通道50中的混合件52促进了燃料的混合,使得在燃料穿过脱氧器组件12的过程中大部分的燃料都与渗透膜48相接触。虽然混合有利于去除燃料中的溶解氧,但紊流却造成了不希望出现的压力下降。因此,混合件52被设置为既具有产生混合效果又不造成紊流效果的结构。混合件52使燃料混合,但燃料仍旧保持在层流范围内流动。该层流穿过脱氧器12减小了在入口26和出口28之间的压力下降。虽然会产生压力下降,但是当紊流在提供了所需程度混合的同时保证可以接受的压力损失时,紊流也是可以使用的。混合件52相对32所指示的燃料的流动方向的横向延伸,造成燃料混合,使得燃料在流经组件12时每个部分都均匀的与渗透膜48相接触。
参照图11,图示了燃料板46的另一个实施例,其中包括的混合件52在燃料板46的一侧横向延伸。在本实施例中,流经混合件52的燃料被促进发生翻转和混合,使得燃料更加均匀的与渗透膜48相接触。可以理解,在本发明的预期设计中,包括了任何结构、形状、尺寸等等的混合件52或混合加强件,利用惯性的、机械的、声学的或其它的方式,以按照特定的参数应用制造所需的混合。
参照图10,在操作中,燃料按箭头32所示方向流过燃料流动通道50,被混合件52改变方向、发生混合,并与渗透膜48相接触。真空所制造的燃料流动通道50的内壁和多孔膜42之间的氧气分压压差致使溶解于燃料的氧气扩散并进入多孔基层38,离开脱氧器组件12并与燃料流32分离。燃料中氧气的含量降低使燃料在热氧化稳定性上有所改善,表现在被称为“焦炭”的沉积物的形成大量的降低。产生“焦炭”的温度的升高使得燃料可利用的冷却能力增加。相对于在燃料系统或发动机的内表面发生自动氧化产生焦炭沉积的温度,燃料的冷却能力是额定的。
去除溶解氧增加了可利用的冷却能力,使得更低等级的燃料可以在升高的温度下使用,并回收浪费的热能。这降低了在操作飞机过程中的燃料消耗成本,还降低了维护要求。而且,增加的冷却能力允许发动机在更高的温度工作,进而全方位的提高了发动机的工作效率。本发明所提供的高效的去除燃料中的溶解氧的方法,增加了热容进而提高了发动机工作效率。
上文中的说明是解释性地说明,而不是一个具体的规范。上面已经以示例的方式描述了本发明,可以理解的是,其中的术语只是用于描述而不是限制。在上文的启示下,本发明还可以做许多的改变和变化。上文公开了本发明的优选实施例,但是,本领域的技术人员能够理解在本发明的范围能还可以做出某种改变。应该理解到在附属的权利要求的范围内,本发明还可以按照上文已述以外的手段实现。因此,下面的权利要求是限定本发明真实范围和内容的依据。
Claims (23)
1.一种燃料脱氧器组件,包括:
一个具有燃料入口和出口的外壳;
一个限定了燃料通道的燃料板,所述通道穿过上述外壳,位于所述入口和出口之间;
一个渗透膜,在其非燃料侧被一个多孔基层支撑,所述渗透膜在燃料侧与流经燃料通道的燃料相接触;
至少一个在所述外壳内的开口,其与所述多孔基层相连,用于产生所述渗透膜的燃料侧和非燃料侧之间的氧气分压压差,以将所述燃料通道内的燃料中的溶解氧吸出。
2.如权利要求1所述的组件,还包括设置在所述所述渗透膜的燃料侧的特氟隆涂层。
3.如权利要求1所述的组件,还包括设置在所述渗透膜燃料侧的SolvayHyflon AD全氟玻璃状聚合物。
4.如权利要求1所述的组件,还包括设置在所述渗透膜燃料侧的Asahi GlassCYTOP丁烯基聚全氟乙烯基醚。
5.如权利要求1所述的组件,其特征在于:在至少一个开口处提供真空,用于提供所述燃料通道和所述多孔基层之间的氧气分压压差。
6.如权利要求1所述的组件,还包括一个第二开口,使得剥离气体通过与所述多孔基层相连的外壳,制造氧气分压压差。
7.如权利要求1所述的组件,其特征在于:所述燃料板限定了燃料通道的两侧。
8.如权利要求7所述的组件,其特征在于:所述燃料板包括多个在所述燃料通道两侧延伸的构件,在燃料流过燃料通道时造成混合。
9.如权利要求7所述的组件,其特征在于:所述燃料板包括一入口部分和一出口部分。
10.如权利要求1所述的组件,其特征在于:所述燃料板被夹在渗透膜之间,使得所述渗透膜形成所述燃料通道的一部分。
11.如权利要求1所述的组件,还包括多个燃料板,这些燃料板被夹在设置在所述外壳内的渗透膜之间,形成多个燃料通道。
12.如权利要求11所述的组件,其特征在于:每个多孔基层被夹在所述渗透膜之间,而且每个燃料板也被夹在所述渗透膜之间。
13.如权利要求1所述的组件,其特征在于:所述渗透膜包括特氟隆AF非结晶氟聚合物。
14.如权利要求1所述的组件,其特征在于:所述渗透膜包括聚四氟乙烯。
15.如权利要求1所述的组件,其特征在于:所述渗透膜的厚度约为4微米。
16.如权利要求1所述的组件,其特征在于:所述渗透膜的厚度为14微米。
17.如权利要求1所述的组件,其特征在于:所述渗透膜的厚度小于4微米。
18.如权利要求1所述的组件,其特征在于:所述多孔基层是一块板。
19.如权利要求18所述的组件,其特征在于:所述多孔基层被设置在真空架内,所述真空件包括一个与所述至少一个开口相连的入口。
20.如权利要求1所述的组件,其特征在于:大约有97%或更多的溶解氧是被从燃料通道内的燃料中去除。
21.如权利要求1所述的组件,其特征在于:所述燃料通道内的燃料约为200华氏度。
22.如权利要求1所述的组件,其特征在于:所述燃料通道内的燃料高于150华氏度。
23.如权利要求1所述的组件,其特征在于:所述渗透膜连接在多孔基层上。
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DE602004027859D1 (de) | 2010-08-12 |
RU2004110022A (ru) | 2005-10-10 |
US6709492B1 (en) | 2004-03-23 |
EP1464376A1 (en) | 2004-10-06 |
EP1464376B1 (en) | 2010-06-30 |
JP2004306031A (ja) | 2004-11-04 |
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