RU2730691C1 - Lavrentiev gas turbine engine - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: present invention represents a heat differential engine which uses an internal heat exchanger to use waste heat from an external heat source at the inlet and perform mechanical operation at the output, unlike conventional gas turbine engines, such as jet turbines, internal combustion engines. Lavrentiev gas-turbine engine includes in its housing at least one fan comprising a set of rotating inlet blades which inject air into the engine; at least one heat exchanger placed in engine housing to power turbine, after fan; at least one set of rotating blades designed to extract mechanical work from air, moving through the engine rear part from heat exchanger, thereby acting as power turbine, which is connected to input blades wings for their rotation.EFFECT: technical result is an increase in the rate of conversion of heat energy into useful mechanical work with minimum loss of heat/energy.11 cl, 3 dwg

Description

FIELD OF TECHNOLOGY

[001] This technical solution generally relates to the field of heat engines, and in particular to external combustion engines.

LEVEL OF TECHNOLOGY

[002] The historically invented heat engine or external combustion engine is known as the Sterling engine. This is a reciprocating piston engine that exploits the fact that gases expand when heated and contract when cooled, converting heat into kinetic energy. This design uses an external heat source that heats and expands the air inside in such a way that it pushes the power piston, which includes a single crankshaft with a compressor piston, which pushes hot air to the cold side, cooling it again and pushing it back to the hot side of the engine. ...

[003] This type of engine is incredibly simple and often more efficient than reciprocating internal combustion engines. However, it is still an inefficient piston engine. At a higher speed, it is necessary to overcome a large change in inertial forces due to the presence of reciprocating masses, and with an increase in the operating speed, friction increases, since the piston rings wipe the cylinder walls with a higher speed. This is problematic because the efficiency of temperature difference motors depends on the rate of heat dissipation. Therefore, where the engine is most efficient (at high rpm), these disadvantages are most often observed.

[004] Another problem with the Sterling engine is that the heat that the engine converts into kinetic energy can only pass through the engine housing. And since the heat is outside the engine, it is difficult to focus the heat on the surface of the engine housing, and most of it is lost to the environment.

[005] A two-circuit turbojet engine is known from the prior art, consisting of an inlet device, a fan, an internal circuit, inside of which are located: a compressor with air extraction for cooling the fan and compressor drive turbine, a combustion chamber, a fan and compressor drive turbine, an internal circuit outlet ; external circuit, inside which there is a heat exchanger, inside which circulates the air coming from the mixer, in which the air coming from the compressor and the air coming from the heat exchanger are mixed, the output device of the external circuit (patent RU 2617026 C1, 2017).

[006] Known gas turbine engines that use a free turbine (Theory and calculation of air-jet engines / Ed. By SM Shlyakhtenko - M: Mechanical Engineering, 1987, S. 354, Fig. 11.4).

[007] Known gas turbine engines, in which a diffuser pipe is installed behind the turbine, allowing to increase the pressure drop in the turbine more than the available one (Nechaev YN, Fedorov PM Theory of aircraft gas turbine engines. Part 2. M .: Mashinostroenie, 1978, p. 268, fig.19.2).

[008] Known gas turbine engines with heat recovery (Theory and calculation of air-jet engines / Ed. By SM Shlyakhtenko - M .: Mashinostroenie, 1987, S. 354, Fig. 11.3).

[009] The main disadvantage of these technical solutions is the low rate of conversion of thermal energy into useful mechanical work, which is solved by the claimed technical solution.

SUMMARY OF THE INVENTION

[0010] This technical solution is aimed at eliminating the disadvantages inherent in solutions known from the prior art.

[0011] The technical problem or problem solved in this technical solution is to provide a temperature difference engine in the form of a rotating fan / turbine configuration to get rid of the problems of using a reciprocating piston engine at high rotation speeds, and also having a heat exchange process in the engine inside, and not on its surface.

[0012] The technical result achieved by solving the above technical problem or task is to increase the rate of conversion of thermal energy into useful mechanical work with minimal heat / energy losses.

[0013] The specified technical result is achieved due to the implementation of the gas turbine engine Lavrentiev, which contains in its housing at least one supply fan containing a set of rotating inlet blades forcing air into the engine; at least one heat exchanger placed in the engine casing before the power turbine, after the fan; at least one set of rotating blades configured to extract mechanical work from air moving through the rear of the engine from the heat exchanger, thereby acting as a power turbine that is coupled to the inlet blade wings to rotate them.

[0014] In some embodiments, the engine includes a decreasing internal volume after the power turbine that acts as an exhaust nozzle.

[0015] In some embodiments of the technical solution, the thermally conductive materials are made of aluminum or an alloy thereof.

[0016] In some embodiments of the technical solution, the supply fan includes bearings inside.

[0017] In some embodiments, the heat exchanger receives exhaust gases and / or liquid from a vehicle radiator.

[0018] In some embodiments, the intake fan pressure is lower than the pressure at the engine turbine.

[0019] In some embodiments, the heat exchanger is hollow and conductive.

[0020] In some embodiments of the technical solution, the heat exchanger has a hollow streamlined shape.

[0021] In some embodiments, the turbine wings are connected to the supply fan wings through a single shaft.

[0022] In some embodiments of the technical solution, a generator is connected to the turbine, and a motor is connected to the cold air supply fan, and the motors are connected to each other by a wire.

[0023] In some embodiments of the technical solution, the surface area of the heat exchanger is increased by adding heat transfer fins to the trailing edge of the airfoils.

[0024] In some embodiments, the supply fan blade angle is less than the turbine blade angle.

BRIEF DESCRIPTION OF DRAWINGS

[0025] The features and advantages of the present technical solution will become apparent from the following detailed description and the accompanying drawings, in which:

[0026] FIG. 1 shows a schematic example of the implementation of the Lavrentiev gas turbine engine (3/4 view).

[0027] FIG. 2 shows schematic examples of the implementation of the Lavrent'ev gas turbine engine (two types of engine shapes), in which air passes through the heat exchanger.

[0028] FIG. 3 shows a schematic example of the implementation of the Lavrentiev gas turbine engine (side view).

DETAILED IMPLEMENTATION OF THE INVENTION

[0029] Below will be discussed in detail the terms and their definitions used in the description of the technical solution.

[0030] A heat engine is any engine that converts thermal energy (usually combusted fuel) into usable mechanical energy.

[0031] A heat exchanger is an apparatus for transferring heat from a medium with a higher temperature (a heat-carrying medium) to a medium with a lower temperature (a heated body).

[0032] Aerodynamic profile - the shape of the cross-section of a wing, blade (propeller, rotor or turbine), sail, or other hydroaerodynamic structure.

[0033] Power Turbine (ST) —A gas turbine coupled to the engine crankshaft.

[0034] A stator (English stator, from Latin sto - I stand) is a fixed part of an electric, blade and other machine interacting with a moving part - a rotor.

[0035] Because of the cooling nature of the engine, any radiator, condenser, or any other heat exchanger 110 can be included as shown in FIG. 1.

[0036] For example, in a car radiator, a fan is usually added to increase the cooling efficiency sufficient for the engine. This fan is powered by either the car's engine or the electricity from the alternator generated by the engine. Thus, not only is 100% of the heat energy from the radiator wasted, the additional input energy is also used to transfer this heat energy to the atmosphere. This technical solution also reduces or eliminates the need for any consumed energy required for cooling, and also extracts mechanical work from the existing waste heat energy.

[0037] Similarly, hot exhaust gases from, for example, an internal combustion engine, can be directed through heat exchanger 110 to Lavrentiev engine 100 and thereby be converted into useful work. This device makes it possible to convert incoming heat into torque / motion.

[0038] From the point of view of fundamental physics, this technical solution 100 can be implemented in a closed system: a chamber, for example, in the form of a cone, although not limited to a shape filled with air, in which all the walls of the cone are made of a strong material, for example, steel, except for its hollow base, which houses a freely rotating fan / turbine.

[0039] If a heat source is added to the cone to heat the indoor air, the volume of this air must increase. The heat source may be, but is not limited to, exhaust gases or a radiator of a motor vehicle, a liquid, a cooling or computer server, and the heat source enters the heat exchanger 110 through the hollow pipes 110.1. In some embodiments, one of the heat transfer fluids flows through the pipes, and the other through the annular space. Heat from one coolant to another is transferred through the surface of the pipe walls. Typically, the heated heat carrier is fed from below, and the cooled heat carrier is fed from top to bottom in counterflow. Such a movement of heat carriers contributes to a more efficient transfer of heat, since in this case the direction of movement of each heat carrier coincides with the direction in which this heat carrier seeks to move under the influence of a change in its density during heating or cooling. The most common way of placing pipes in tube sheets is along the tops of regular hexagons. The considered shell-and-tube heat exchanger is one-pass, i.e. in this heat exchanger, both coolants, without changing direction, move along the entire section (one along the pipe, the other along the annular). In cases where the speed of movement of the coolant is low and, therefore, the heat transfer coefficients are low, in this technical solution, a multi-pass heat exchanger can be used. In a multi-pass heat exchanger along the tube space, with the help of transverse partitions installed in the heat exchanger covers, the tube bundle is divided into sections, or passages, along which the coolant moves sequentially. Moreover, the number of pipes in each section is usually approximately the same. It is obvious that in such heat exchangers at the same flow rate of the coolant, the speed of its movement through the pipes increases in multiples of the number of strokes. To increase the speed in the annular space, a number of segmented baffles are installed in it. In horizontal heat exchangers, these baffles are also intermediate pipe supports.

[0040] In some embodiments, the heat exchanger may be a floating head heat exchanger, an elemental heat exchanger, a double tube heat exchanger, a coil heat exchanger, a plate heat exchanger, etc., but is not limited to.

[0041] Other pipe placement methods are also used. In this technical solution, it is important to choose a placement method that will provide the maximum possible compactness of the heat exchange surface in the device. In some embodiments, the hollow tubes through which the coolant flows are formed in the form of an airfoil (or other airfoil) such that the flow of air or gas moving from the supply fan 120 through the heat exchanger to the power turbine does not form vortices.

[0042] This creates pressure on the walls of the device 100 and fan / turbine 130, causing them to rotate. In some embodiments, the chamber can be made not in the form of a cone, but of another shape, not limited to, however, in the form of a cone, the technical solution works more efficiently. Additionally, it should be noted that the chamber may be filled in some embodiments with any other gas, such as smoke, etc., but not limited to.

[0043] For this process to be a continuous rather than a one-off event, an inlet is needed to supply fresh cold air to the system, and a constant source of heat is needed to expand this fresh air through the turbine fan 130, which may be a supply fan 120. In some embodiments, the supply fan 120 may include bearings internally.

[0044] The front section (engine front) shown in FIG. 2 will be explained in detail below. 1 as section A.

[0045] A supply fan 120, consisting of rotating blades 120.1 at the front of engine A at the intake, supplies cold air (which should be colder than the radiator fluid) to the front of engine A. In some embodiments, the supply fan may have a water or electric heater for heating, if necessary. Also, in some embodiments, the supply fan 120 is comprised of air supply devices; air purifying filters; cooler (freon or water); heater (glycol, water, electric), air intake; automation system (relays, sensors); soundproof materials; housing; humidification chambers (if necessary).

[0046] The front section A, as shown in FIG. 1 has a reduced internal volume in cross section. In this case, the rear section B of the technical solution is defined as the part of the engine from which air comes out, which is already heated and passed through the heat exchanger 110. The pressure of the supply fan 120 is lower than the pressure on the turbine 130 of the engine. This can be achieved, for example, if the blade angle of the supply fan 120 is less than the blade angle of the turbine 130.

[0047] Since air flows from a large cross-sectional volume to a small cross-sectional volume, its velocity increases in accordance with the Bernoulli principle. This negatively affects the efficiency of the engine: since there is a space between the surfaces of the heat exchanger, as shown in FIG. 2, where the boundary layer resistance is at its maximum, and the incoming cold air must remain in contact with the hot surface of the heat exchanger 110 as long as possible in order to efficiently conduct heat at t, i.e. so that the maximum amount of heat passes through the turbine. The boundary layer becomes larger with increasing air volume.

[0048] A solution to this problem is the implementation of the internal cross-sectional area between the planes with the hollow conductive heat exchanger 110, where a diffusion effect appears that slows down and straightens the air and helps it stay in contact with the hot conductive surfaces of the heat exchanger 110 longer to improve the volumetric efficiency of the engine 100 ...

[0049] Heat exchanger 110 will be described in detail below.

[0050] The streamlined shape of the heat exchanger 110 helps to reduce the wake as cold air passes through it, and therefore improves aerodynamic efficiency as well as eliminates possible vortices, as shown in FIG. 2. Likewise, the leading edge of the airfoil is attached to the front of the hollow tubes 110.1 of the heat exchanger 110, for example, by any mating operation such as gluing, soldering, welding, etc., to reduce the resistance of the incoming air.

[0051] As air passes through the heat exchanger 110, the internal cross-sectional area increases and the air begins to diffuse. This diffusion decreases the air flow rate, which increases the air pressure as it travels towards the power turbine 130.

[0052] Also at this stage, the air contacts the surfaces of the heat exchanger 110, for example, made of aluminum, thereby cooling the heat exchanger 110 and heating the air, thereby expanding its volume.

[0053] Although FIG. 1, the heat exchanger 110 is integrated in the rear edge of the blades 110.2 by means of a mating operation such as gluing, brazing, etc., these blades 110.2 being possible examples of implementation. They are illustrated to show that most of the heat transfer should ideally take place in or behind the engine midsection, with hot air diffusing only upstream of the power turbine 130. Therefore, heat exchanger 130 should be located at the rear of the engine for efficiency.

[0054] As the air upstream of turbine 130 (in section B) absorbs heat from heat exchanger 110, it expands. This hot air flows through the moving fenders 130.1 of the exhaust turbine 130 and applies force to them, causing them to move / rotate. The wings of the turbine 130.1 can be connected to the wings of the supply fan 120 through a single shaft. In some embodiments, a generator can be connected to the turbine 130, and a motor can be connected to the cold air supply fan 120 (or hair dryer), and which are connected to each other by a wire. For example, if the supply fan 120 needs 80 kW to operate, and the turbine 130 generates 100 kW, then the extra 20 kW can come from the battery. Thus, the turbine 130 rotates and the blades, once again pushing fresh cold air into the engine and repeating the process, i. the system is closed because only energy comes in in the form of heat and only energy comes out in the form of rotating turbine 130. This can be done using a mutual shaft or electrical coupling between power turbine 130 and supply fan 120 (or hair dryer).

[0055] Since the air passing through the power turbine 130 adds heat to it, it is larger in volume than the air sucked in by the supply fan 120, thereby generating more energy than used. This assumes minimal frictional losses and adequate wing geometry.

[0056] The stators that hold the rear engine casing up to the power turbine 130 around the shaft may have ailerons at the trailing edge. This allows for a nozzle effect to accelerate and decelerate air flow to turbine 130 and redirect energized air flow to turbine 130, allowing it to be used as a jet and pulse turbine 130 depending on the amount of power supplied. The stator blades can be used after the supply fan 120 so that the fan 120 cannot cyclone the air flow.

[0057] For more efficient heat transfer to air, the surface area of the heat exchanger can be increased by adding heat transfer fins to the trailing edge of the airfoils.

[0058] The faster the engine fans (120 and 130) rotate, the more heat exchange begins, which makes the engine more efficient until the drag and friction resistance reaches a critical level. In this case, the rotation energy of all masses will be greater than the energy of the passing air, and the rotation will slow down.

[0059] It should also be noted that the front part A of the engine does not have to be in the form of a converging nozzle: the inner cross section does not have to be reduced. This is done in order to maintain the same inlet and outlet diameters of the fan 120 and turbine 130 using the diffusion effect.

[0060] Therefore, an exemplary embodiment of the engine consists of: a supply fan connected to a turbine with a heat exchanger therebetween, enclosed in one single housing.

[0061] Although the shape of the blade is usually biconvex, it would be advantageous for the trailing edge to have a concave shape in order to form a vortex, which gives the passing air a swirling effect. This promotes greater heat transfer from the conductive surface to the passing air and thereby increases the speed of mechanical work performed per unit mass of air on the turbine.

[0062] The shape / geometry of the engine should be in the form of a converging and diverging nozzle. This shape can be achieved between aerodynamic surfaces when they are stacked on top of each other. Alternatively, this shape can also be achieved simply by forming the inner engine casing in this way, or any combination of both. FIG. 1 illustrates the use of a combination of converging-diverging nozzles and aerodynamic surfaces acting as aerodynamic heat exchangers in the reverse mid section.

[0063] Thus, it was shown above that all elements of the device are in a constructive and functional relationship.

[0064] The present detailed description has been compiled with various non-limiting and exhaustive embodiments. At the same time, it will be obvious to those skilled in the art with an average level of expertise that various substitutions, modifications or combinations of any of the embodiments disclosed herein (including in part) can be reproduced within the scope of the present technical solution. Thus, it is intended and understood that the present description of the technical solution includes additional options for implementation, the essence of which is not set forth here in an explicit form. Such embodiments can be obtained by, for example, combining, modifying, or transforming any of the actions, components, elements, properties, aspects, characteristics, limitations, and so forth, related to the non-limiting embodiments disclosed herein.

Claims (14)

1. A gas turbine engine containing in its housing: at least one supply fan containing a set of rotating inlet blades forcing air into the engine; at least one heat exchanger placed in the engine casing before the power turbine, after the fan, wherein the heat exchanger is supplied with the liquid from the vehicle radiator; at least one set of rotating blades configured to extract mechanical work from air moving through the rear of the engine from the heat exchanger, thereby acting as a power turbine that is coupled to the inlet blade wings to rotate them. 2. The gas turbine engine of claim. 1, characterized in that it contains a decreasing internal volume after the power turbine, which acts as an exhaust nozzle. 3. Gas turbine engine according to claim 1, characterized in that the heat-conducting material is made of aluminum or an alloy thereof. 4. The gas turbine engine according to claim 1, characterized in that the supply fan contains bearings inside. 5. Gas turbine engine according to claim 1, characterized in that the diameter of the supply fan is greater than the diameter of the engine turbine. 6. The gas turbine engine of claim 1, wherein the heat exchanger is hollow and conductive. 7. Gas turbine engine according to claim. 1, characterized in that the heat exchanger has a hollow streamlined shape. 8. A gas turbine engine according to claim 1, characterized in that the turbine wings are connected to the supply fan wings by means of a single shaft. 9. The gas turbine engine according to claim 1, characterized in that a generator is connected to the turbine, and a motor is connected to the cold air supply fan, and which are connected to each other by a wire. 10. The gas turbine engine of claim. 1, characterized in that the surface area of the heat exchanger is increased by adding heat-conducting fins to the trailing edge of the aerodynamic surfaces. 11. A gas turbine engine according to claim 1, characterized in that the angle of the supply fan blades is less than the angle of the turbine blades.

Images