RU178152U1 - GAS TURBINE TURBOUS CAR RADIAL ENGINE WITH CENTRIFUGAL GAS OUTLET - Google Patents

Abstract

The utility model relates to automobile engine manufacturing, which allows the use of combustion products with a working fluid temperature of about 2000 degrees [F02C 3/067] as a working fluid. The technical result is the cyclic operation of the blades, which allows to increase the temperature of the gases at the turbine inlet to 2000 degrees, which , in turn, allows you to reduce the intensity of the thermal effect of gases on the rotor blades, increasing their service life, as well as engine efficiency. Also, the technical result is the ability to use a gearbox with a low gear ratio. In addition, the technical result is the ability to refuse to use the gearbox, the ability to use a turbine for engine braking, and get additional fuel savings. The claimed technical result is achieved due to the fact that they use a compressor connected by a pipe to the combustion chamber into which the feed pipe fuel from the fuel pump, characterized in that the compressor is double, where each compressor rotor is mounted on the shaft of the corresponding turbine first stages, while both rotors of the twin turbines of the first stage are installed at the same level next to each other in the turbine housing and contain holders with radially mounted hollow blades, while the holders are perforated, which communicates the internal volume of the blades and holders, coaxially mounted inside the rotors perforated shafts made for rotation, on which spiral blades are installed forming an auxiliary compressor, in the case of a twin turbine of the first stage, an input the nipples for the removal of hot gases into a free turbine of the second stage and the pipes for suctioning atmospheric air, also in the casing of the turbine of the first stage there is a common inlet pipe for introducing hot gases from the combustion chamber, and pipes for air outlet to the combustion chamber; the rotor of the free turbine of the second stage has a hollow shaft and perforation in the cage, as well as hollow blades.

Description

The utility model relates to automotive engine manufacturing, which allows the use of combustion products with a working fluid temperature of about 2000 degrees [F02C 3/067] as a working fluid.

BACKGROUND GAS TURBINE INSTALLATION [SU 171697 A1, publ. 1965], on one shaft of which there is a medium-pressure compressor and a low-pressure turbine, and on the other - low and high-pressure compressors and a high-pressure turbine, characterized in that it is equipped with a bypass line with a valve connecting the air duct behind the medium-pressure compressor with gas the path behind the high pressure turbine.

The disadvantage of this analogue is the low reliability of use and low torque, which are due to the axial arrangement of compressors and turbines, at which the permissible ranges of their diameters are limited, which entails the need to significantly increase the temperature of the working gas, as well as their speed, to provide large torque.

Also known from the prior art TWO-TYPE ARRANGEMENT OF A GAS TURBINE ENGINE WITH A HIGH PRESSURE COMPRESSOR RELATED TO A LOW PRESSURE TURBINE [RU 2599085 C2, publ. 10.10.2016] comprising a low pressure compressor, a high pressure compressor, a low pressure turbine, a high pressure turbine and means for controlling the rotation speed of the low pressure turbine to an essentially constant speed, in which the low pressure turbine is connected by the first shaft to the high pressure compressor , while the high-pressure turbine is connected by the second shaft to the low-pressure compressor, while the first shaft coaxially passes through the second shaft, while the first and second shafts determine the axial direction, about characterized in that the high pressure compressor, low pressure compressor, high pressure turbine and low pressure turbine are arranged in this order along the axial direction.

The disadvantage of this analogue is also the low reliability of use and low torque, which are due to the axial arrangement of compressors and turbines.

The closest in technical essence is a TRANSPORT GAS-TURBINE TWO-SHAFT ENGINE [RU 2126906 C1, publ.: 02.27.1999], comprising an inlet device with an air cleaner, a stator with a jacket and supports, a shaft of a free power turbine with supports, a combustion chamber, a heat exchanger, an exhaust device, fuel supply system, ignition system and engine starting system, characterized in that the turbocompressor rotor is made centrifugal with one hub, on one disk and on one plane of rotation, the hub of which is fixed with two bearings and on the engine’s power shaft, and the turbine is moved to its periphery, the stator is cylindrical in shape with nozzle windows along its circumference, in the number of combustion chambers of the engine, a free power turbine is made centrifugal, multi-stage with at least steps than for expanding gases to atmospheric pressure , on the periphery of the rotor disk, the hub is firmly, removably mounted on the power shaft of the engine and rotates freely on two bearings parallel to the rotor of a centrifugal turbocompressor, while between the steps of the turbines are made flat, cooled stator annular partitions, in the nozzle windows of which the blades of the straightening apparatus are made, the scroll of the centrifugal compressor and the casing of the combustion chamber are made in one block, which is detachably fixed on the engine stator, between the centrifugal compressor and its turbine, on the same plane, while the centrifugal scroll block the compressor and the casing of the combustion chamber consists of at least one scroll of a centrifugal compressor and one casing of the combustion chamber, the details and elements of the cochlea and casing being mutually used They are designed to create each other, and the casing of the combustion chamber is made insulated from externally surrounding parts. The main technical problem of the prototype is the use of several combustion chambers of the nozzle, which are evenly distributed around the circumference of the rotor, while the rotor blades receive a significant thermal effect, which reduces their service life and reliability of engine use.

The objective of the utility model is to eliminate the disadvantages of the prototype.

The technical result is the cyclic operation of the blades, which allows to increase the temperature of the gases at the turbine inlet to 2000 degrees, which, in turn, allows to reduce the intensity of the thermal effect of gases on the rotor blades, increasing their service life, as well as the engine efficiency.

Also, the technical result is the ability to use a gearbox with a low gear ratio.

In addition, the technical result is the possibility of refusing to use the gearbox, the ability to use a turbine for engine braking, and get additional fuel economy.

The claimed technical result of the invention is achieved due to the fact that the claimed gas turbine turboshaft automobile engine containing a compressor connected by a pipe to a combustion chamber, into which a pipe for supplying fuel from a fuel pump is output, characterized in that the compressor is made double, where each compressor rotor is mounted on a shaft the corresponding turbine of the first stage, while both rotors of a dual turbine of the first stage are installed at the same level next to each other in the turbine housing and contain we are with radially mounted hollow blades, with perforations made in the holders, which informs the internal volume of the blades and holders, perforated shafts arranged rotationally coaxially mounted inside the rotors, on which spiral blades are installed that form the auxiliary compressor in the casing of the twin turbine stages for each rotor are installed inlet pipes for the removal of hot gases into a free turbine of the second stage and pipes for suction of atmospheric air, also in the turbine housing the first stage has a common inlet pipe for introducing hot gases from the combustion chamber, and pipes for air outlet to the combustion chamber; the rotor of the free turbine of the second stage has a hollow shaft and perforation in the cage, as well as hollow blades.

Preferably, the engine comprises an auxiliary air cylinder connected by a pipe to the combustion chamber.

In particular, in the adjacent region of the rotors of the first stage turbine for introducing hot gases from the combustion chamber, a damper is installed, which is configured to direct the flow of hot gases to both rotors or to one of the rotors.

In particular, the shutter is made of refractory material.

A brief description of the drawings.

In FIG. 1 shows the device of the turbine rotor of the compressor of the first stage (top view).

In FIG. 2 shows a block diagram of a gas turbine engine (side view).

In FIG. Figure 3 shows the arrangement of a free turbine of the second stage (a - top view, b - bottom view).

The figures indicate: 1 - the compressor turbine rotor of the first stage, 2 - rotor cages, 3 - rotor blades, 4 - auxiliary compressor perforated shafts, 5 - auxiliary compressor blades, 6 - common inlet pipe for hot gases, 7 - pipes for the output of hot gases, 8 - pipes for air intake, 9 - pipe for air outlet to the combustion chamber, 10 - damper, 11 - combustion chamber, 12 - auxiliary cylinder for air, 13 - high-pressure compressor, 14 - fuel pump, 15 - free housing second stage turbines, 16 - drive second shaft 17 - transmission 18 - load 19 - direction output gases from the high pressure compressor to the combustor, 20 - free turbine blades of the second stage, 21 - free turbine of the second stage.

Implementation of a utility model.

The claimed technical result is achieved due to the fact that the blades of the turbine rotor of the first stage make part of the revolution in the flow of hot gas, and the rest of the revolution is performed as an auxiliary compressor, sucking in cold air from the atmosphere, while cooling and pre-compressing the air. Partial heat exchange also occurs (in addition, it is possible to use a heat exchanger). The compressor is located on the turbine shaft of the first stage. The use of two rotors allows you to turn off one of them when there is no need for maximum power (and this is more than half the work of an automobile engine), it allows you to significantly save fuel.

At the same time, compressor blades are located in the center of the rotor, which absorb cold air from the atmosphere through a hollow shaft and, through centrifugal forces, remove it through hollow blades through hollow blades, further cooling them. From the combustion chamber, the gases first enter the twin turbine, spin it and exit through the gas duct to the power free turbine, in which work is performed to rotate the second stage of the free turbine, in which the gases are discharged to the outside. It is also possible to turn off half the power of the turbine when there is no need to use the full power of the engine, while the gases of only one of the rotors of the first stage turbine are used.

This is achieved by using a damper that shuts off the gases into one of the rotors of the first stage. The second stage (free turbine) also has a hollow shaft and perforation in the holder, and air is drawn in from the atmosphere and passing through the hollow shaft, the perforation in the holder and leaves through the hollow blades cools them.

Preferably, the engine has an auxiliary cylinder with air, which is used only for a few seconds during engine start-up and for a sharp acceleration of the car (throttle response), after which it is switched off and is not involved in the normal operation of the engine.

A possible implementation of the engine design is shown by the following examples.

The main gas turbine turboshaft engine for a car is the design of the turbine rotor of the compressor of the first stage (see Fig. 1), which is a dual turbine of the first stage, which simultaneously serves as an auxiliary for the compressor. This turbine contains two rotors 1, made for rotation and mounted on the same level next to each other. The rotors 1 contain clips 2 with blades 3, while the blades 3 on the clips 2 are mounted radially and hollow, and in the clip 2 perforations are made that communicate the internal volume of the blades 3 and clips 2. Inside the rotors, perforated shafts 4 coaxially mounted with perforated shafts 4 made with the possibility of rotation, on which spiral blades 5 are installed, which form an auxiliary compressor for cooling.

The rotors 1 of the turbine of the first stage drive the hollow perforated shafts 4 of the auxiliary compressor, the blades 5 of which create a vacuum, suck air through the perforation in the shaft 4 into the rotor cavity and direct it through the perforation in the holder into the cavity of the blades 3.

The shafts 4 are rigidly fixed turbines of high pressure compressors 13 (see. Fig. 2). At the inlet in front of the rotors 1, an inlet pipe is installed for supplying hot gases 6 to the adjacent area of the rotors, along the diagonal of the relative of which the rotors communicate with the pipes for outputting hot gases 7 to a free turbine 15 of the second stage, next to which there are inlet pipes for air intake 8 from the atmosphere (air intakes), opposite which near the nozzle 6 there is a nozzle for air outlet 9 into the combustion chamber 11.

In the adjacent area of the rotors at the outlet of the nozzle 6, a shutter 10 can be installed, configured to direct the flow of hot gases to both rotors or to one of them, while this shutter should be made of a refractory alloy. When it is not necessary to use the full power of the engine, by means of the shutter 10 they block the flow of hot gases going to one of the turbines of the first stage of the turbine.

The use of adjustable shutters allows you to widely adjust the power and quickly spin the rotors 1.

The claimed gas turbine automobile engine is used using a fuel pump 14 (see Fig. 2), which is connected by a fuel line to a nozzle located in the combustion chamber 11, in which a spark plug (not shown) or another spark supply system is also located.

The internal volume of the combustion chamber 11 is in communication with an auxiliary cylinder for air 12, the function of which is the primary formation of high pressure in the combustion chamber before the rotation of the rotors 1 begins.

From the high pressure compressors 13, the rotation of the blades forcing air, which are set by the shafts 4 of the turbine of the rotors 1 of the first stage, the air flow is sent to the combustion chamber 11.

The nozzles for discharging hot gases 7 communicate with the housing of the free turbine 15 of the second stage (see Fig. 3), where the incoming hot gases rotate the blades 20 of the free turbine 21 of the second stage. The turbine 21 of the second stage, by its rotation, drives the drive shaft 16, connected through a transmission 17 with a load of 18, for example, with the wheels of a car.

A free turbine 15 of the second stage, which has hollow blades, a hollow shaft and perforation in the cage, is sucked into the air from the atmosphere and when air passes through the hollow shaft 16 and the perforation on the cage, it is discharged through the hollow blades.

Gas turbine turboshaft car engine is used as follows.

Fuel pump 14 delivers any fuel, and when starting, air from the auxiliary cylinder 12, the mixture enters the combustion chamber 11 and is ignited by a candle. Next, the twin high-pressure compressor 13, mounted on the shaft of the rotors 1 of the twin turbine of the first stage, unwinds from the corresponding turbines of the first stage and pumps air into the combustion chamber 11. Also, air is supplied to the combustion chamber 11 after preliminary compression in the rotor 1 of the turbine of the first stage.

Thus, the cyclical operation of the blades described above allows them to be cooled during engine operation and to use a high temperature of the working gas at the turbine inlet, which significantly increases the efficiency of the engine as a whole.

The design of the gas turbine turboshaft engine of the radial circuit allows the use of larger diameter rotors, while at lower revolutions to obtain greater torque and hence greater power on the output shaft of a free turbine. This allows the use of a gearbox with a low gear ratio.

In addition, the free turbine 15 allows you to abandon the gearbox and allows you to use the turbine for engine braking, while the fuel supply to the combustion chamber 11 does not occur and this gives additional fuel savings.

When fuel is supplied to the combustion chamber 11 by the fuel pump 14, and when starting from the auxiliary cylinder 12, air is formed from which the fuel mixture forms in the combustion chamber 11, after which the spark plugs or another system of formation of the first spark are ignited once in the fuel mixture (until the engine is turned off, ignite more it is not needed and the combustion chamber works in continuous combustion), after that it ignites and heats up to 2000 ° С, it expands and enters the adjacent space of rotors 1 through pipe 6 (direction of movement of hot gases as it is indicated by discontinuous arrows) and acts on their blades 3, which untwist the cage 2, while the hot gases pass half a turn of the rotors and through the nozzles 7 enter the turbine 15 of the second stage, setting in motion its shaft 16, transmitting the rotation moment to the transmission 17, which forms a payload 18. Some of the gases from the dual turbine of the first stage, where the rotors 1 are located, is discharged through the pipe 9 into the combustion chamber 11. And the internal shafts 4 of the rotors 1 of the dual turbine of the first stage are untwisted by the flywheels of the high-pressure compressors 13 tions that continuously air is injected into the combustion chamber 11.

With further operation of the engine, the blades 3 of the rotors of the twin turbines of the first stage suck in atmospheric air from the nozzles 8 (the direction of air movement is shown by solid arrows) and through the nozzle 9, pre-compressed cold air feeds it into the high pressure compressor 13, which compresses the air and delivers it to the combustion chamber eleven.

The rotors 1 drive the hollow perforated shafts 4 of the auxiliary compressor, the blades 5 of which create a vacuum, suck air through the perforation in the shaft 4 into the rotor cavity and direct it through the perforation in the ferrule 2 into the cavity of the blades 3.

The cylinder 12 only works when the engine 14 is started, and if sharp acceleration is necessary, it is no longer used during normal operation of the installation. Further work of the propulsion system is carried out in the same manner.

Claims (4)

1. A gas turbine turboshaft automobile engine containing a compressor connected by a pipe to a combustion chamber, into which a fuel pipe from a fuel pump is output, characterized in that the compressor is doubled, where each compressor rotor is fixed to the shaft of the corresponding first stage turbine, both rotors the twin turbines of the first stage are installed at the same level next to each other in the turbine housing and contain holders with radially mounted hollow blades, while A walkie-talkie that communicates the internal volume of the blades and cages, perforated shafts rotatably mounted on the inside of the rotors, on which spiral blades are installed that form an auxiliary compressor, inlet pipes for the removal of hot gases are installed in the case of a dual turbine of the first stage at each rotor a free turbine of the second stage and nozzles for aspirating atmospheric air, also in the turbine housing of the first stage there is a common inlet pipe for introducing hot gases from the chambers s of combustion, and pipes for air outlet to the combustion chamber; the rotor of the free turbine of the second stage has a hollow shaft and perforation in the cage, as well as hollow blades. 2. The engine according to claim 1, characterized in that the engine comprises an auxiliary cylinder for air connected by a pipe to the combustion chamber. 3. The engine according to claim 1, characterized in that in the adjacent area of the rotors of the first stage turbine for introducing hot gases from the combustion chamber, a damper is installed, configured to direct the flow of hot gases to both rotors or to one of the rotors. 4. The engine according to claim 3, characterized in that the damper is made of refractory material.

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