RU2251505C1 - Jet gas-turbine locomotive - Google Patents

Abstract

FIELD: railway transport; locomotives.

SUBSTANCE: proposed locomotive contains body, running gear, brake system, jet gas-turbine engine with air intake, air cleaner, starting system, system to supply fuel into dual combustion chamber, noise dampers, engine compressor air intake system, outlet device with flat jet nozzle, ejector and flap thrust reverser. Proposed jet gas-turbine engine is of by-pass design. Brake system consists of reactive part formed by thrust reverser and air reverser and air reservoirs, and shoe-type parking part. Thrust reverser flaps in nonworking position are installed behind outer surface of ejector, and axle of reverser flap turning into working position is square to axis of engine in vertical plane. Air reservoir are connected with engine compressor air intake system and are furnished with working valves and brake jet nozzles. Brake system pipeline can be connected to air main line of train brake system.

EFFECT: simplified design of traction and brake systems of locomotive and improved reliability.

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Description

The invention relates to railway transport and can be used in passenger and freight trains.

A device for a gas turbine locomotive is known, in which the traction system includes a gas turbine engine equipped with input and output devices, starting and automatic control systems, connected through a gearbox to the traction generators, and the torque for generating traction when the wheels interact with the rails is transmitted to the driving axles of the bogies from traction electric motors. The brake system of the block type is connected to the air compressor as a source of compressed air, and the compressor is driven by an electric motor. Braking force is created by the interaction of brake pads with the wheel surface [1].

The disadvantages of the known device include the complexity of the design and the lack of reliability of the traction system, the complexity of the design of the brake system shoe type and low reliability of the brake system.

A device for a gas turbine locomotive is known, in which the traction system includes a gas turbine engine with mechanical or electric power transmission on the axis of the drive wheels to create traction by interacting wheels and rails. The brake system of a block-type locomotive creates a braking force by the interaction of brake pads and wheels on the skating surface [2].

The disadvantages of the known device include the complexity of the design and the lack of reliability of the traction system and the brake system due to the need for interaction of wheels and rails, brake pads and wheels to create traction and braking force.

A device for a jet gas turbine locomotive is known, in which the traction system includes two gas turbine turbojet engines mounted on the roof of the body to create traction. The body is mounted on carts equipped with elements of the brake system of the block type [3].

The disadvantages of the known device include high noise due to the high velocity of the jet stream from the jet nozzle, the complexity of the design and the lack of reliability of the brake system shoe type. This technical solution is selected by the author as a prototype.

The technical result of the invention is to simplify the design and at the same time increase the reliability of the traction and brake systems due to the exclusion of contact force interaction of wheels with rails, brake pads with wheels, the exclusion of levers and assemblies of brake equipment, noise reduction due to a decrease in the velocity of the jet stream and the use of noise attenuation elements.

The technical result is achieved by the fact that the gas turbine engine mounted on the locomotive is made of a double-circuit turbojet with a high bypass ratio (the ratio of air flow through the external circuit to the air flow through the internal circuit of the engine) in the range of 5 ... 10. This allows for operation on kerosene or diesel fuel reduce specific fuel consumption

instead

turbojet engines. When the traction force R necessary for movement, the hourly fuel consumption decreases, equal to the product C _beats · R, and, consequently, fuel consumption per 1 km of track. The gas turbine engine allows you to work both on ordinary liquid hydrocarbon fuel (kerosene, diesel fuel) and gas fuel (propane, natural gas) simultaneously or separately, which provides a dual-fuel system for supplying fuel to the dual-fuel combustion chamber and units of the engine control system. When working on liquefied natural gas, which is preferable than on propane, due to the widespread prevalence of natural gas and its large natural reserves, an additional reduction in fuel consumption is, taking into account the energy losses for its gasification before being fed into the combustion chamber, 13 ... 14 % Liquefied natural gas is a cryogenic substance (boiling point is –161 ° С), and the containers for its storage on board the locomotive have a special thermally insulated design. In this regard, to ensure their safety and improve traffic safety, these containers (tanks) are installed inside the body or on the roof of the locomotive.

The high value of the bypass ratio of a gas turbine engine allows to reduce the rate of outflow of a gas-air jet from a jet nozzle, which reduces the noise emitted into the environment. An additional noise reduction was achieved by performing a flat jet nozzle in the output device, in which the ratio of the width “B” to the height “H” in the cross section is B / H ≤ 0.25 ... 0.55. Such a nozzle, whose height is substantially greater than the width, reduces the noise emitted in the direction perpendicular to the side walls of the nozzle, i.e. to both sides of the locomotive, as well as to the driver’s cab (nozzle similar to a vertical fishtail nozzle). The use of an ejector in the output device around a flat nozzle, taking into account the low degree of air ejection due to the small total pressure at the jet nozzle exit (1.2 ... 1.5 kgf / cm ² ), allows only 3 ... 5% increase the flow rate of the working fluid and, equivalently to this value, increase traction and reduce noise due to some additional decrease in jet velocity at the ejector section. The increase in reverse thrust is also ensured by the operation of the ejector when the thrust reverser flaps are installed in the working position, when the jet behind the ejector cut is turned and directed forward. Therefore, in the idle position, the thrust reverser flaps are installed behind the outer surface of the ejector, and the axis of rotation of the flaps in the working position is perpendicular to the axis of the gas turbine engine in the vertical plane.

Mixing the air flows of the external circuit and the gas of the internal circuit in front of the output device reduces the temperature of the jet at the jet nozzle exit to 55 ° C ... 75 ° C, and the ejector further reduces it to 45 ° C ... 65 ° C. high pressure from the engine compressor is connected to the brake system, which consists of the reactive part of the block type. The reactive part is formed by a thrust reverser and air reservoirs connected to an air extraction system and provided with brake jet nozzles. From the brake jet nozzles, for example, with a flat section at the cut, the jet flows forward, creating a braking force.

The reactive part of the brake system provides a complete stop of the locomotive from the actual speed, and the parking part ensures that it is held in place. Such braking eliminates the need for interaction between brake pads and wheels to create braking force, eliminates the possibility of malfunctions of the wheels, brake equipment and rail track.

Figure 1 is a General view of a jet gas turbine locomotive; figure 2 is a schematic longitudinal section of a twin-shaft double-circuit turbojet gas turbine engine mounted on the frame; figure 3 is a flat jet nozzle of the output device with an ejector and thrust reverser flaps installed in the working position to create reverse thrust (dashed - thrust reverser flaps in the idle position).

The locomotive has a frame 1 with a body 2, trolleys 3, parking brake pad 4, a dual-circuit turbojet gas turbine engine 5 on the frame 6, a kerosene fuel tank 7 with a feed system 8, air tanks 9 with brake jet nozzles 10 and operating valves 11, fuel tanks 12 for liquefied natural gas with a gas fuel supply system 13, an inlet channel 14 with an air intake 15 and an air purification device 16, sound attenuation elements 17, an output device 18 with a flat jet nozzle 19, a thrust reverser 20, an ejector 21, s Stem 22 bleed air from the compressor with check valve 23 and conduit 24, 25 an aerodynamic fairing.

A double-circuit turbojet gas turbine engine contains a low-noise fan 26, an external circuit channel 27, an internal circuit compressor 28, a dual-fuel combustion chamber 29, a turbine 30, a liquefied natural gas heat exchanger-gasifier 31, a mixer 32, gas fuel supply system units 33, start-up system units 34, units of the automatic control system 35, supports 36 and 37, attachment points 38, levers 39, trunnion 40, sash 41.

The movement of the locomotive, the engine and brake system are as follows.

Air from the atmosphere (Fig. 1) enters the air intake 15 and the inlet channel 14, where it is cleaned of dust and small foreign objects by an air-cleaning device 16, and the noise generated by the movement of air in the channel 14 is absorbed by the elements 17 in the form of sound-absorbing structures (panels). Next, the air (figure 1, continued 1) enters the engine 5, which is started using the units 34 of the start system. Silent fan 26 during rotation (figure 2) increases the total pressure of the air flow. Behind the fan 26, the air flow is divided into two parts. One part enters the channel 27 of the external circuit with sound attenuation elements 17, and the second part enters the compressor 28 of the internal circuit, where there is a further increase in the total pressure of this part of the air. The ratio of the air flow rates of the external and internal circuits represents the engine bypass ratio, for example, in the range of 5 ... 10. From the compressor 28, air enters the dual-fuel combustion chamber 29, as well as into the air intake system 22 from the compressor 28 to the brake system. In the dual-fuel combustion chamber 29, the supply system 8 delivers kerosene or diesel fuel from the kerosene tank 7. At the same time, the supply system 13 provides, through the units 33, the supply of liquefied natural gas from the tanks 12 through the heat exchanger-gasifier 31 to the combustion chamber 29 (the supply of kerosene can then be turned off) . When the fuel is burned, high temperature combustion products are formed, which enter the turbine 30, which rotates the fan 26 and the compressor 28. The hot gas from the turbine 30 flows around the surface of the heat exchanger-gasifier 31, due to which the liquefied natural gas is gasified. After that, the flow of the working fluid from the internal circuit is mixed with air from the channel 27 of the external circuit by the mixer 32, and the total exhaust stream (Fig. 1, continued 2) enters the output device 18 with sound attenuation elements 17 and then into a flat jet nozzle 19. Such a nozzle , in which the ratio of width to height is not more than 0.25 ... 0.55, reduces the noise emitted on both sides of the locomotive. The outflow of the jet from the nozzle 19 creates a reactive thrust, which is perceived by the engine parts 5 and through the bearings 36 and 37, the frame 6 of the engine 5, the nodes 38 of the fastening of the frame 6 to the frame 1 and the locomotive frame 1 is transmitted on the axis of the wheelsets of the bogies 3. As a result, wheels rolling on rails and locomotive moving forward. Wheels and rails perceive the locomotive weight force and the moment of traction relative to the center of gravity, and their force interaction through the friction force in contact to create traction is excluded. Units 35 of the automatic control system allow you to increase or decrease the fuel supply to the combustion chamber 29 and, thereby, change the speed of the fan 26 and compressor 28, change the air flow through the engine 5 and change the traction force. With an increase in fuel consumption and an increase in traction, an increase in the locomotive forward speed occurs. At the same time (Fig. 3), the valves 41 of the thrust reverser 20 are turned around the pins 40 by levers 39 and are in an inoperative position behind the outer surface of the ejector 21, through which a certain amount of air from the atmosphere is sucked in, which reduces the jet noise and increases the thrust force. The installation of the aerodynamic fairing 25 reduces the resistance to movement and the required traction force for movement, and also protects the tank 12 of liquefied natural gas, located on the roof of the body 2, from possible damage.

For braking the locomotive from the realized speed V to a complete stop (V = 0), the flaps 41 of the thrust reverser 20 by levers 39 are moved to the working position at an angle β to the axis of the jet from the nozzle 19. The exhaust gas stream is turned and directed forward almost at an angle β, which allows to obtain a reverse traction force equal to

R _arr = -R _straight cos β

where R is _direct - the engine thrust in the “direct thrust” mode.

The value of R is _directly determined by the expression

- секундные расходы воздуха через наружный и внутренний контуры двигателя, кг/сек;Where

- second consumption of air through the external and internal circuits of the engine, kg / s;

- секундный расход топлива через камеру сгорания, кг/сек;

- second fuel consumption through the combustion chamber, kg / s;

- секундный отбор воздуха из компрессора, кг/сек;

- second air sampling from the compressor, kg / s;

W _with - the velocity of the jet from the jet nozzle, m / s;

V - locomotive speed, m / s;

g = 9.81 m / s ² - acceleration of gravity.

As a result, the main part of the braking force is

X _DOS = R _arr. + X _{aer. comp.} kgf

where is X _{aer. comp.} - aerodynamic drag force.

To create an additional braking force X of _extra compressor 28, the system 22 shown in air in an amount _{in the} Δ G _sel and through check valve 23 is fed into the air tank 9, where it ends open through the service valves 11 and brake jet nozzle 10.

where W _trc is the velocity of air flow from the brake jet nozzles, m / s.

The total braking force of the locomotive is

Holding the locomotive in place after a complete stop is provided by the parking brake 4 shoe type.

The reverse of the locomotive after stopping is provided by a thrust reverser 20 and brake jet nozzles 10.

The use of a jet gas turbine locomotive, taking into account energy losses at the inlet and outlet of the engine, allows to reduce fuel consumption by 2.2 ... 2.3 times, reduce noise, eliminate the interaction of wheels, rails and brake equipment when creating traction and braking power strength, which improves traffic safety.

Sources of information

1. Schnee J.I. Gas turbines. - M .: Mashgiz, 1960 .-- 506 p. (on p. 496-503).

2. Feldman ED Comparative technical and economic efficiency of autonomous types of traction / Transactions of VNIIZhT, issue 333. - M.: Transport, 1967. - 179 p.

3. Ermishkin I.S., Yukhnevsky A.A. The creation of wagons for high-speed trains // Railway transport. - 2002. - No. 7. - S. 59-63 (prototype).

Claims (1)

A gas turbine locomotive containing a body, chassis, liquefied natural gas tanks, a kerosene tank, a brake system with a compressed air source, air tanks, pipelines, check valves, brake shoes, and a traction system that includes at least one jet gas turbine engine with air intake, air purifier, start-up system, automatic control system, fuel supply system to the dual-fuel combustion chamber, noise suppression elements I, by a system for extracting air from the engine compressor, an output device with a flat jet nozzle, an ejector and a flapper reverse thrust, characterized in that the jet gas turbine engine is double-turbojet with a bypass ratio in the range of 5 ... 10, a cut-off section of its flat nozzle is made with the ratio of width to height is not more than 0.25 ... 0.55, tanks for liquefied natural gas are installed inside or outside the body of the locomotive, the brake system consists of a reactive part formed by reverse thrust and stuffy tanks, and the parking part of the shoe type, the thrust reverser flaps in the idle position are installed behind the outer surface of the ejector, and the axis of rotation of the reverser flaps in the working position is perpendicular to the engine axis in the vertical plane, the air reservoirs are connected to the air intake system from the engine compressor, equipped with operating valves and brake jet nozzles, and the brake pipe is configured to connect to the air line of the brake system of the train.

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