RU2810865C1 - Nozzle with external cooling jacket - Google Patents

Abstract

FIELD: power engineering.

SUBSTANCE: invention can be used in engines, power plants and technical systems based on liquid and gaseous hydrocarbon fuels and coolers for single and multiple use on the ground, in the air, and in space. The injector contains a housing with two holes for supplying fuel, made integral with the swirl blades and the mixing sleeve, a centrifugal atomizer, a fuel strainer, a nut for fastening to the plate, and sealing rings. An external cooling jacket is structurally made on the outer surface of the nozzle mixing sleeve. The surface of the inner walls of the cooling jacket is structurally made with artificial roughness in the form of conical fins with a tooth height of 3-5 mm.

EFFECT: ability to completely prevent the negative process of sedimentation or slow it down by lowering the temperature of the nozzle walls to a temperature of 373 K or less through creating an external cooling jacket.

4 cl, 5 dwg

Description

The invention relates to energy and can be used in engines and power plants (EP) using liquid and gaseous hydrocarbon fuels and coolants, single and reusable (EUMI) ground, air, aerospace based.

It is known that during the operation of air-breathing jet engines (ARE), gas turbine engines (GTE) and power plants, EUMI on liquid hydrocarbon fuels and coolants, the service life is reduced and emergency situations arise due to the negative process of sedimentation in the nozzles [1-14]. For example, the injectors of the NK-8-2U gas turbine engine of the Tu-154 aircraft completely coke after 900 cycles (hours) of operation [8, 9, 12-14, 18-21], which can lead to various emergency situations associated with loss of thrust, with the formation of a fuel leak, fire and explosion. Partial coking of the injectors can lead to partial loss of traction. Partial coking of even just one nozzle can also lead to improper jet spray, burnout of the flame tube, fire and explosion.

NK-8-2U gas turbine engines are also used [8, 9, 12-14] as base engines on various ekranoplanes. These gas turbine engines, including conversion ones, are widely used as ground-based power units for heating and production of bitumen oils, to ensure the pumping of natural gas through pipes over various distances at gas pumping stations, as stationary power plants, heating plants, etc. At gas pumping stations, these power units are used , mainly run on methane gas, but in emergency situations they can also run on liquid hydrocarbon fuels.

One of the existing ways to combat sedimentation, or more precisely, to prevent it, in liquid hydrocarbon fuels and coolants is the method of introducing various additives at oil refineries (refineries) [1-14]. However, these additives prevent sedimentation only up to a temperature of 473 K, and with a further increase in heating of the metal wall, for example, the injector wall, a solid deposit appears, grows and disables the injector and the entire engine or EI, EUMI. Solid carbon deposits appear on almost all walls of the nozzle parts that come into contact with liquid hydrocarbon fuel or coolant, i.e. on the walls of the injector inlet channels, on the fuel strainer, on the walls of the injector nozzle outlet channel.

It is much easier, safer and more economically profitable to combat sediment formation at an early stage of design, calculation and creation of engines and power plants, EUMI, than to organize their cleaning during operation, without disassembling engines and power plants, EUMI or with their disassembly and repair or replacement in factory conditions.

Therefore, it is necessary to organize the fight against this very dangerous and negative process already during the design, calculation and creation of injectors and the engines themselves and power plants, EUMI on liquid and gaseous hydrocarbon fuels and coolants.

The technical objective of the present invention is to develop a new design scheme for an injector with improved characteristics, which ensures complete prevention of the negative process of sedimentation or its slowdown by lowering the temperature of the injector walls to a temperature of 373 K or less by creating an outer cooling jacket.

This technical problem is solved by:

- conducting experimental studies of the negative process of sedimentation in liquid and gaseous hydrocarbon fuels and coolants;

- development of new methods of combating sediment formation in engines and power plants, power plants using liquid and gaseous hydrocarbon fuels and coolants;

- application of the results of experimental studies and various existing and promising methods of combating sediment formation in the development and creation of new design schemes of injectors, including those with an external cooling jacket, with increased characteristics in terms of service life, reliability, efficiency, safety, economy and environmental friendliness.

Analysis of scientific and technical literature [1-7], as well as experimental studies of the authors of the proposed invention [8-14, 20] with liquid and gaseous hydrocarbon fuels and coolants showed that:

- negative process of sedimentation in the liquid hydrocarbon fuels and coolants themselves, i.e. the process of their thermal decomposition begins when they are heated to a temperature of 373 K or more;

- the negative process of sedimentation on heated metal parts of the nozzle in contact with liquid hydrocarbon fuel or coolant begins when they are heated to a temperature of 373 K and above, while the temperature of the liquid hydrocarbon fuel or coolant itself may be lower than this temperature;

- when the temperature of the metal parts of the injector and liquid carbon fuel or coolant is less than 373 K, no deposits form on their surfaces; on the basis of this, a new and promising method was developed to prevent solid carbon deposits on a heated metal surface;

- the process of reducing the temperature of the nozzle walls to a temperature of 373 K or less is possible by increasing the pumping speed of liquid hydrocarbon fuel or coolant, as well as increasing pressure, for example, it was discovered that in the critical pressure zone in liquid hydrocarbon fuels and coolants due to the peculiarities of thermophysical properties ( TFS) heat transfer coefficient increases by 2-3 times, this effect can be used to intensify heat transfer to liquid hydrocarbon fuels and coolants in heated fuel channels, in cooling jackets, which will help reduce or prevent sediment formation in specific design schemes of engines and power plants, EUMI; for example, for liquid hydrocarbon fuel grade TS-1, the critical pressure zone is: p _cr = (1.6-2.2) MPa; based on these effects, a new and promising method has been developed to reduce and prevent solid carbon deposits on heated metal surfaces;

- a metal surface with artificial roughness in the form of longitudinal, transverse or annular conical threads or screw conical threads with a tooth height of (3-5) mm limits the growth of a layer of solid carbonaceous sediment to the height of the teeth; on the basis of this, a new and promising method was developed to limit the growth of solid carbon deposits on heated metal surfaces (see Figs. 4, 5);

- the structure of the layer of carbon deposits that forms on the heated metal parts of the nozzle in liquid hydrocarbon fuels and coolants has a solid structure from light brown to dark brown and black;

- in gaseous methane, the negative process of sedimentation on heated metal surfaces begins at a temperature of 550 K.

- the rate of sedimentation in gaseous methane is 10 times less than in liquid hydrocarbon fuels and coolants;

- the structure of the layer of carbon deposits on the heated parts of the nozzle in gaseous methane has a loose or “velvet” structure of light gray color;

- an increase in the heat transfer coefficient to gaseous methane under conditions of natural convection in a closed volume occurs with an increase in pressure, and under forced conditions, also with an increase in the mass pumping speed.

A patent search for cooled nozzles VRD, GTE, EC, EUMI showed that:

1) information materials on thermal protection and cooling of injectors on liquid and gaseous hydrocarbon fuels and coolants of various VRDs, gas turbine engines, power plants, EUMI are given and described in the USSR copyright certificates and in patents for inventions of the Russian Federation: No. 2272963, 2696158, 267205, 2388966, 2447362, 1562599 [15-19, 32]:

- in the patent (see Lavi A. (FR), Martelli S., Michaud M., Rodriguez J., Tiepelle A. A device for cooling a fuel injector of a combustion chamber and a fuel injector containing this device (variants) // Patent for an invention of the Russian Federation No. 2272963. Bulletin No. 9 dated March 27, 2006 [15]) shows a liquid jet nozzle, in which its cooling and prevention of sedimentation are ensured by a special arrangement of the first, second and third supply tubes, but it is not specifically indicated how the prevention will be carried out sedimentation on all metal parts and in all difficult places of this nozzle, it is also not indicated to what temperatures the nozzle can be cooled by such methods and cooling systems, it is not indicated what operating parameters must be observed in terms of pressure and pumping speed of the liquid coolant, possible characteristics of the new modernized nozzle in terms of service life and time of safe and reliable operation, compared with the original nozzle, and the design of this jet nozzle itself is fundamentally different from the NK-8-2U GTD centrifugal nozzle considered in the proposed invention, because In addition, it does not contain a mixing chamber (reflector) with an air supply system, with swirl blades and reflective walls; thus, this invention can be considered and taken into account only as an analogue of a cooled nozzle developed by the authors of the present invention;

- in the patent (see Rustomi B. (US), Gilla P.D., Piper D.S., Bandaru R.V. Thermally insulated fuel injector for a gas turbine engine // Patent for invention of the Russian Federation No. 2966158. Bulletin No. 22 dated 07/31/2019 [16]) shows a jet nozzle with liquid and gas supply channels, which ensures its cooling and prevents sedimentation in it by additionally placing protective screens inside these channels, but it is not indicated to what temperatures it is possible to cool the parts of such a nozzle the proposed protective screens, at what speeds of pumping liquid and gaseous fuels, their initial temperatures and pressures in the fuel system ensure cooling of the entire injector to prevent sedimentation, how much the resource and time of safe, reliable and trouble-free operation of the injector increases, it is also not indicated in what condition , in liquid or gaseous form, gaseous fuel is used, at what temperatures does the negative process of sedimentation begin on metal parts when using liquid and gaseous fuels; The design of this jet nozzle itself is also fundamentally different from the NK-8-2U GTD centrifugal nozzle considered in the proposed invention, because it also lacks a mixing chamber or reflector with an air supply system, with swirl blades and reflective walls, i.e., this invention can be considered and taken into account, also only as an analogue of a cooled nozzle developed by the authors of the present invention;

- in the patent (see Bandara R.V. (US), Piper D.S., Leindner S.M., Batakis E.P., Gilla P.D. Gas turbine unit with a fuel injector equipped with an internal heat shield // Patent for invention of the Russian Federation No. 2672205. Bulletin No. 32 dated November 12, 2018 [17]) shows a jet dual-fuel gas-liquid nozzle with a heat-shield that forms additional air space, which leads to a reduction or prevention of sedimentation in the nozzle; however, it is not indicated here to what temperatures the walls of the fuel liquid and gas channels are cooled, what thermodynamic characteristics in terms of pressure, temperature and pumping speed the liquid and gas flows in the old and new modernized nozzle have, what is the efficiency of the new modernized nozzle compared to the old original nozzle by resource and time of safe and efficient operation; The design of this jet nozzle itself is also fundamentally different from the NK-8-2U GTD centrifugal nozzle considered in the proposed invention, because it also lacks a mixing chamber or reflector with an air supply system, with swirl blades and reflective walls; thus, this invention can be considered and taken into account only as an analogue of a cooled nozzle developed by the authors of the present invention;

- in the patent (see Altunin K.V. Nozzle // Patent for invention of the Russian Federation No. 2388966. Bulletin No. 13 dated May 10, 2010 [18]) shows a standard nozzle of a gas turbine engine brand NK-8-2U, in which the fight is organized with sediment formation and the following methods are used to reduce and prevent sediment formation on the fuel strainer: a) by installing heat-insulating and sealing gaskets on the left and right filter bushings, which allows limiting its heating to a temperature of 373 K and below, as well as preventing the appearance of sediment on it , the service life of such an injector can be increased by 2 times, because Other parts of the nozzle will continue to be subject to sedimentation; b) by constructively moving the filter to the working area with the lowest temperature, for example, to the area in front of the nozzle inlet, this opens up the possibility of installing a second filter - in front of another inlet, the service life of such a nozzle can be increased by 2 times, because Other parts of the nozzle will also continue to be subject to sedimentation; c) by using cassette replaceable filters, here the life of the nozzle can be increased by 2 or more times; this invention can be accepted not only as an analogue, but also as a prototype, however, in this invention, cases of preventing sediment only on the fuel strainer are considered, cases of lowering the temperature and preventing sediment formation for the entire injector are not considered, and there is no injector cooling jacket;

- in the patent (see Altunin K.V. Nozzle // Patent for invention of the Russian Federation No. 2447362. Bulletin No. 10 dated April 10, 2012 [19]) shows a standard nozzle of a gas turbine engine brand NK-8-2U, in which the fight is organized with sedimentation and the following methods are used to reduce and prevent sedimentation: the injector has several outlet channels and several fuel strainers, which are located in individual cylindrical fuel channels with a sedimentation control system, and each cylindrical channel is cone-shaped in a common manifold with pumped liquid or gaseous hydrocarbon fuel, i.e. forced convection of liquid or gaseous hydrocarbon fuel is ensured, resulting in regenerative cooling of all cylindrical channels with all parts in them, including fuel strainers, which, in turn, are equipped on their flanges with thermally insulating and sealed gaskets, which effectively protects the filters from heating and the appearance of sediment on them; in the area of attachment to the front plate, the nozzle is equipped with a heat-insulating gasket, which significantly limits the overall heating of the nozzle parts located after the mixing chamber (reflector); This invention can be taken as a prototype, however, it does not provide cooling for the walls of the mixer (reflector), there is no external cooling jacket for the mixer (reflector), which will result in general heating of the remaining parts of the nozzle.

- in the patent (see Romanovsky G.F., Serbia S.I., Aga Yu.A. Nozzle. // AS for the invention of the USSR No. 1562599. Bulletin No. 17 of 05/07/1990 [32] ) shows a nozzle for spraying viscous liquids in the furnaces of heating installations, in which the incoming air is heated by a plasma torch to high temperatures and turns into plasma, then mixed with liquid fuel, igniting and evaporating it, then the air-fuel mixture flows into the Laval nozzle, while part of the fuel, passing through the annular channel, it cools the sleeve for mixing air plasma with fuel and then mixes with the main jet of the atomizer at the outlet of the sleeve with further entry into the output nozzle; this invention can be taken as a prototype, however, it: lacks an outer cooling jacket; it is not indicated which liquid fuel is used in the injector in question: hydrocarbon or non-hydrocarbon; the annular channels are intended only for cooling the mixing sleeve with incoming liquid fuel, but it is not specifically indicated to what temperatures it is ultimately cooled; there is not even a mention of the negative process of sedimentation and any methods of combating it in order to increase the resource, reliability, safety, environmental friendliness and efficiency, and the goal is only to increase the efficiency of the injector; this nozzle can only be used in ground-based thermal power plants, but not in aircraft engines; Based on the above, we can conclude that this invention can only become an analogue of the submitted invention;

2) information materials on thermal protection and cooling of injectors on liquid and gaseous hydrocarbon fuels and coolants of various VRDs, gas turbine engines, power plants, EUMI are given and described in foreign applications for inventions and patents, for example, USA: No. US 7993131, US 9481839, US 2020/0011526 [29-31]:

- the patent (see US 7993131. Aug. 9, 2011 [29]) shows a burner for technological operations related to ensuring the supply of oxidizer and gasified raw materials into the reaction chamber; inlet and outlet channels for the oxidizer are located along the burner body, which partially cool burner body; the design of this burner is fundamentally different from the standard NK-8-2U GTE nozzle and it cannot be used in aircraft engines, there is also no external cooling jacket, and only oxidizer flows in the inlet and outlet channels, there is not even a mention of liquid hydrocarbon fuel , there are no heating and cooling temperatures of the burner, there is no information at all about the negative process of sedimentation in the burner channels and ways to combat it; thus, this invention can be considered and taken into account only as an analogue of a cooled nozzle developed by the authors of the present invention;

- the patent (see US 9481839. Nov. 1, 2016 [30]) shows a nozzle for hot oxygen, which is used in a gasifier and in the final process of preparing synthesis gas; the oxygen in the nozzle can be heated by burning fuel gas, and then heated oxygen can directly ignite carbonaceous materials such as coal-water slurry and coke oven gas; this nozzle is very far from the design diagram of the standard NK-8-2U GTE nozzle and cannot be used in aircraft engines, there is also no external cooling jacket, and the side channels are intended only for the promotion and supply of oxygen, there are no specific temperature conditions for the nozzle and its walls , there is no data on the ability to cool the nozzle with side channels with oxygen, and there is not even a mention of the negative process of sedimentation and methods of combating it, i.e., this invention can be considered and taken into account only as an analogue of the cooled nozzle developed by the authors the proposed invention;

- the application for the invention (see US 2020/0011526. Jan. 9, 2020 [31]) shows a gas burner intended for melting furnaces, in which, due to the output protective nozzle, it is protected from damage and clogging from molten metal and slag ; cooling channels are located inside the burner wall along its body; there is no external cooling jacket; this burner is fundamentally different from the design of the standard NK-8-2U GTE nozzle and cannot be used as a nozzle for aircraft engines; the burner uses gaseous fuel, there is no mention of thermal conditions, the role of cooling channels in the cooling process of the entire burner, there is no information about the negative process of sedimentation and ways to combat it; Thus, this invention can be considered and taken into account only as an analogue of a cooled nozzle developed by the authors of the present invention.

For the closest analogue, i.e. As a prototype, you can take a standard NK-8-2U GTE injector (see Kuznetsov N.D., Radchenko V.D., Tatarinov V.V., Markushin N.A., Reznik V.E., Slauto A. N., Epeikin L.F., Korovin L.S. Head of the annular combustion chamber of a gas turbine engine // AS USSR No. 240391. Published 01/30/1983 [21]), because it is on it that it is possible to more clearly and specifically show the ways, directions and stages of modernization of such a fuel injector, aimed at combating sediment formation, and the emergence of new injectors for engines and power plants, EUMI of the “NK” family, including by creating an external cooling jacket for the injector with the introduction of existing and new promising methods for reducing, limiting and preventing the growth of solid carbon deposits.

From the review and analysis of scientific and technical information on the cooling of injectors of VRD, GTE, EI and EUMI and the organization of combating sedimentation in them [1-20], we can conclude that:

1) the standard NK-8-2U GTE nozzle does not have any system for protecting its parts from the negative process of sedimentation;

2) the standard NK-8-2U GTE nozzle does not have any system for cooling its parts to a temperature of 373 K or less;

3) in the standard NK-8-2U GTE nozzle there is no external cooling jacket;

4) to organize the fight against sedimentation and increase the resource, reliability and efficiency of the NK-8-2U GTE nozzle, it is necessary and possible to create an outer cooling jacket for it.

If you create an external cooling jacket for this standard injector and ensure its cooling to 373 K, then the internal parts of the injector will not be subject to negative sedimentation, which means that the service life of such an injector can be increased twofold or more.

If the cooling jacket ensures cooling of the standard injector to temperatures above 373 K, but less than 473 K, for example, to a temperature of 423 K, then sedimentation on the surfaces of the internal parts of the injector will occur much more slowly, i.e. the rate of increase in the thickness of the layer of solid carbon deposits will be reduced compared to the rate in a standard nozzle without a cooling jacket, which means that the final resource and time of reliable and safe operation of such a standard modernized nozzle will also be increased.

To ensure even more reliable and deep cooling of the injector, it is possible to create and maintain in the engine fuel supply system or only in the cooling jacket of the injector or injectors a critical pressure zone at which the heat transfer coefficient can increase 2-3 times due to the TPS of liquid hydrocarbon fuel.

It should be noted that a negative sedimentation process can also occur inside the nozzle cooling jacket itself. The internal walls of the injector cooling jacket, including the internal walls of the inlet and outlet channels of the cooling jacket, can and will gradually become covered with a layer of solid carbonaceous sediment. Here it is possible to apply a new method of limiting the growth of solid carbon deposits - by creating a finned surface of the inner walls of the cooling jacket, where the growth of sediment in the recesses between the teeth will be stopped at the height of these fin teeth. And in addition, the organization of forced convection of a liquid hydrocarbon cooler, and even with the creation of a zone of critical pressures, will ensure the cooling process of the internal walls of the cooling jacket, which will prevent sediment or slow down its growth.

But in any case, the function of the cooling jacket to reduce the overall heating of the nozzle and its internal parts will be preserved, which means that the negative process of sedimentation on the surfaces of the internal parts of the nozzle during its operation will be prevented altogether or the rate of sedimentation on them will be inhibited, which will ultimately lead to to increase its service life, reliability, time of safe and trouble-free operation and efficiency.

That is, organizing the fight against sedimentation inside the outer cooling jacket of the nozzle will lead to an increase in the resource, reliability, time of safe and trouble-free operation and efficiency of not only the cooling jacket, but also the entire nozzle as a whole.

Structurally, the outer cooling jacket of a standard nozzle can be created on the outer surface of the mixing sleeve, which is also called either the nozzle mixing chamber or the nozzle reflector.

Figure 1 shows a standard GTE injector of the NK-8-2U brand [15, 18, 19, 21], consisting of a housing 1 with two holes for supplying fuel 2, 8, made integral with the swirl blades 4 and the mixing sleeve 5 , centrifugal sprayer 6, fuel strainer 3, nut 10 for fastening to the plate and sealing rings 7, 9.

Figure 2 shows a modernized standard nozzle with an outer cooling jacket, where 11 is the wall of the outer cooling jacket of the injector, 12 is the internal cavity of the outer cooling jacket of the injector.

The inlet channel of the nozzle cooling jacket can be created in different designs, at different entry angles, etc. The same applies to the nozzle outlet channel. For example, Fig. 3 shows a variant of the outer cooling jacket of the injector, where 13 is the inlet channel of the outer cooling jacket of the injector, it is located on top of the cooling jacket body; 14 - output channel of the outer cooling jacket of the nozzle, it is located at the bottom of the cooling jacket housing.

The nozzle cooling jacket can have different design designs: regenerative, common, separate and mixed.

The regenerative scheme of the injector cooling system involves the use of a standard fuel supply system and the entry of on-board liquid hydrocarbon fuel, for example, TS-1 grade, first into the injector cooling jacket, and after its passage into the injector body itself in the area in front of the fuel filter with its further atomization and combustion .

The general design of the injector cooling system also provides for the use of a standard fuel supply system, but on-board liquid hydrocarbon fuel, for example, TS-1 grade, is supplied through a common supply channel simultaneously into the injector cooling jacket and into the injector itself, where the fuel, after passing through the cooling jacket, can supplied either to the injector in the area in front of the fuel strainer, or to the common fuel manifold, or to the fuel tank, for example, an on-board tank.

The separate scheme of the injector cooling system provides for the creation of a separate system for pumping on-board liquid hydrocarbon fuel, for example, TS-1 brand, or some other coolant through the injector cooling jacket with separate additional inlet and outlet channels, a pump and a tank. When using on-board fuel nozzles, for example, TS-1 brand, for the cooling jacket, it can also be taken from the standard main fuel tanks of the aircraft or ground-based EUMI. After the onboard fuel or coolant has passed through the injector cooling jacket or injector cooling jacket, the onboard fuel can be directed and returned to the standard onboard tank, and any other coolant used can be sent to a separate tank.

A mixed nozzle cooling scheme is a variation of any of the two schemes described above or a combination of all three schemes; such a scheme will further increase the reliability, survivability, survivability, resource, efficiency and safety of the nozzle or nozzles and the engine of the aircraft or ground-based power unit, but This scheme will be the most cumbersome, so in reality it can only be created in ground-based EUMI.

In any of these four design schemes of injector cooling systems, it is possible to create and apply the following schemes for supplying on-board fuel or some other coolant to the volume of the cooling jacket:

an individual scheme for supplying on-board fuel, for example, TS-1 brand, or some other coolant to the injector cooling jacket, which ensures the supply of on-board fuel or some other coolant specifically to each cooling jacket of each injector;

a general scheme for supplying on-board fuel, for example, TS-1 brand, or some other coolant to the injector cooling jackets, where all the cooling jackets of all injectors are connected in series with each other by channels, forming a common manifold in which on-board fuel or coolant is supplied to some first cooling jacket of some first injector, then onboard fuel or any coolant flows through all subsequent cooling jackets of all subsequent injectors, and onboard fuel or any coolant is discharged from the last cooling jacket of the last injector; this scheme is less effective, because it does not ensure simultaneous operation of all cooling jackets of all injectors when starting the engine or EUMI, does not provide equal, uniform and effective cooling of the injectors during operation of the engine or EUMI due to the increasing heating of on-board fuel or any coolant as it flows sequentially through all cooling jackets for all injectors.

Let us consider examples of the possible use of coolers in various proposed designs of cooling jackets for GTE injectors of the NK-8-2U brand for aircraft.

With a regenerative design scheme, on-board liquid hydrocarbon fuel, for example, TS-1 grade, can be used as a coolant, which in this case - due to the cooling function - can also be called a liquid hydrocarbon coolant.

In this case, the following options are possible:

a) onboard fuel, or liquid hydrocarbon coolant, for example, TS-1 brand, enters the nozzle cooling jacket from the main standard onboard tanks by pumping with the main standard pumps, and after leaving the channel of the cooling jacket, it enters the supply channels and injector inlets with further its filtration, spraying and combustion;

It should be noted here that in the process of passing through the cooling jacket, the on-board fuel cools the nozzle, heating itself at the same time, and in a heated state is supplied for combustion; heating the fuel before burning it is an element of pre-fuel preparation, which is very important, because at the same time, there is an increase in the efficiency of atomization and completeness of combustion of the fuel with the release of increased thermal energy and the characteristics of the gas-dynamic jet as a whole, this is also important when the aircraft flies at various altitudes, where the air temperature can reach below 273 K, where the tanks along with the fuel are cooled to such same negative temperatures, this is also relevant when operating aircraft engines and ground-based power plants, EUMI in winter or in the northern and arctic regions of our country; Thus, this version of the outer cooling jacket of the injector has several positive effects at once: ensuring reliable control of sediment formation, increasing the resource, reliability, efficiency, economy and environmental friendliness of the injector, providing pre-fuel preparation by additional associated heating of on-board fuel, increasing the efficiency of combustion of on-board fuel with an increase in the energy of aircraft engines and ground-based power plants and electronic devices in difficult climatic conditions;

b) onboard fuel, or liquid hydrocarbon coolant, enters the nozzle cooling jacket from the main standard onboard tanks by pumping with the main standard pumps, and after leaving the cooling jacket channel it returns back to the fuel tanks; in this case, the nozzle will be cooled to prevent or reduce sedimentation, i.e. the resource of reliable and trouble-free operation of the injector will increase, and there will also be some slight heating of the on-board fuel in the main standard fuel tanks.

In the general design scheme, on-board liquid hydrocarbon fuel, for example, TS-1 grade, can also be used as a coolant, which in this case - due to the cooling function - can also be called a liquid hydrocarbon coolant. A standard fuel supply system is also used here, but the onboard fuel enters through a common supply channel simultaneously into the injector cooling jacket and into the injector itself, where the onboard fuel, after passing through the cooling jacket, can be supplied either to the injector in the area in front of the fuel strainer, or to a common fuel manifold, or into the standard onboard fuel tank.

With a separate design scheme, on-board liquid hydrocarbon fuel, for example, grade TS-1, as well as other liquid hydrocarbon fuels or mixtures thereof, or various coolants, or in extreme cases - ordinary water, with its preheating to positive temperatures, can be used as a cooler temperatures, or air.

It should be noted that [1-8, 12, 22-28]:

1) other liquid hydrocarbon fuels can be flammable materials such as, for example, liquid hydrocarbon fuels of grades T-1, T-5, T-6, RG-1, etc.;

2) mixtures of liquid hydrocarbon fuels are new liquid hydrocarbon fuels obtained by mixing two or more different grades of liquid hydrocarbon fuels in different proportions, for example, “50% TS-1+50% T-1”, “50% TS- 1+25% T-1+25% T-6” and others;

3) coolants [22-28] are artificial coolants: for example, antifreeze brands “Tosol”, “Tosol-A40M”, “Tosol A65M”; for example, aqueous solutions of propylene glycol of the brands RVP60, RVP70, etc.; mixed solutions of water with any one or several liquid hydrocarbon fuels in various proportions.

In this case, the following options are possible:

a) when using onboard liquid hydrocarbon fuel as a coolant, for example, TS-1 brand: onboard liquid hydrocarbon fuel enters the nozzle cooling jacket from the main standard onboard tanks, but the pumping process is carried out by additional pumps through separate channels, after passing through the cooling jacket the onboard fuel returns to the main standard onboard tanks; on-board liquid hydrocarbon fuel is delivered to the nozzle cooling jacket from the additional tank by additional pumps through separate channels, and after passing through the cooling jacket, it is returned back to the additional tank;

b) when using a mixture of liquid hydrocarbon fuels as a coolant: the mixture enters the nozzle cooling jacket from an additional tank, the pumping process is carried out by an additional pump through separate channels, after passing through the cooling jacket the mixture returns back to the additional tank;

c) when used as a coolant cooler: the liquid enters the nozzle cooling jacket by an additional pump from an additional tank through separate channels, and then returns to it;

d) when used as a water cooler: water preheated to positive temperatures enters the nozzle cooling jacket from an additional heated tank through separate channels using an additional pump, and then returns to it;

e) when used as an air cooler - options are possible: selection and use of air from the central system, with the help of which swirl and mixing of air with fuel in the nozzle mixing chamber is already ensured, and this option is acceptable both for aircraft for various purposes, and for ground-based ES and EUMI; the use of outside air coming from additional air intakes created specifically for the operation of the injector cooling jacket or injector cooling jackets, and this option is acceptable for aircraft for various purposes; After passing through the cooling jacket, the air can flow either back into the pre-injector air system, or directly into the nozzle mixing chamber through separate channels, or in the form of an air discharge - directly into the atmosphere.

With a mixed cooling scheme for the injector as fuel and coolant, as well as specific design schemes, the above options can be used, the choice of which must be made by the designer or developer of new equipment.

It should be noted that for aircraft engines of various classes and purposes running on liquid hydrocarbon fuels, the most effective, simple and reliable nozzle cooling system can be considered a liquid regenerative system. A separate nozzle cooling system with various types of coolers, including liquid hydrocarbon fuels or their mixtures, can be created and used only in some special cases of the development and creation of aircraft engines and special-purpose aircraft themselves, single and reusable, most In reality, such a system, as well as other systems, for example, general, mixed, can be created for power plants and electronic devices for ground use.

For ground-based jet engines, gas turbine engines, power plants and EUMI, which can operate on both liquid and gaseous fuels, the following options are possible:

1) when using on-board liquid hydrocarbon fuel, for example, TS-1 grade, as the main fuel for combustion, then it is possible to use in the nozzle cooling jacket:

a) the same liquid hydrocarbon fuel of the TS-1 brand - in regenerative, common, separate or mixed nozzle cooling jackets;

b) gaseous hydrocarbon fuel, for example, methane or other gaseous fuel, for example, propane, etc. - in a separate nozzle cooling jacket;

c) a mixture of liquid hydrocarbon fuels - in a separate nozzle cooling jacket;

d) a mixture of gaseous hydrocarbon fuels, for example, a mixture of methane with propane in various proportions and other options for mixing with other hydrocarbon gases - in a separate nozzle cooling jacket;

e) coolants - in a separate nozzle cooling jacket;

f) water - when preheated to positive temperatures - in a separate nozzle cooling jacket;

g) air - in a separate nozzle cooling jacket;

2) when using on-board gaseous hydrocarbon fuel, for example, methane gas, as the main fuel for combustion, then it is possible to use in the nozzle cooling jacket:

a) the same gaseous hydrocarbon fuel, for example, methane gas - in a regenerative, common, separate or mixed nozzle cooling jacket;

b) liquid hydrocarbon fuel, for example, brand TS-1 or others - in a separate nozzle cooling jacket;

c) a mixture of gaseous hydrocarbon fuels, for example, a mixture of methane with propane and other options for mixing with other hydrocarbon gases - in a separate nozzle cooling jacket;

d) a mixture of liquid hydrocarbon fuels - in a separate nozzle cooling jacket;

e) coolants - in a separate nozzle cooling jacket;

f) water - when preheated to positive temperatures - in a separate nozzle cooling jacket;

g) air - in a separate cooling jacket of the nozzle. The authors of the invention proposed the following changes to modernize the standard injector:

- an external cooling jacket is structurally made on the outer surface of the nozzle mixing sleeve;

- the surface of the internal walls of the cooling jacket is structurally made with artificial roughness in the form of conical fins with a tooth height of 3-5 mm;

- when using liquid hydrocarbon fuels and coolants, a critical pressure zone is created and maintained in the cooling jacket, for example, for liquid hydrocarbon fuel of the TS-1 grade p _cr = (1.6-2.2) MPa;

- for engines operating on on-board liquid or gaseous hydrocarbon fuels, the following are used as coolants in the injector cooling jackets: on-board liquid or gaseous hydrocarbon fuels; mixtures of liquid or gaseous hydrocarbon fuels; coolants, water, air;

- the fuel-cooling system of the injector is made in the form of either regenerative, or separate, or common, or mixed design schemes with an individual supply of fuel or coolant directly to each injector cooling jacket or with a common supply to all cooling jackets at once;

The scientific novelty of the proposed invention can be considered the following information:

- for the first time, it was proposed to organize the fight against sedimentation using a new method of preventing and inhibiting the growth of solid carbon sediment in a standard nozzle of a gas turbine engine of the NK-8-2U brand by cooling the nozzle parts to temperatures of 373 K or less;

- for the first time, the implementation of a new method of preventing and inhibiting the growth of solid carbon deposits in a standard nozzle of a gas turbine engine of the NK-8-2U brand by cooling the nozzle parts with an external cooling jacket has been proposed;

- for the first time it was proposed to increase the efficiency of the outer cooling jacket of an injector with on-board liquid hydrocarbon fuel or coolant to create and maintain a critical pressure zone either only in the cooling jacket, or in the entire fuel supply and cooling system of the injector;

- for the first time, it was proposed to use a new method of limiting the growth of sediment by creating a ribbed surface of the internal walls of the cooling jacket to limit the growth of solid carbon deposits inside the outer cooling jacket of a modernized GTE nozzle of the NK-8-2U brand;

- for the first time, new design schemes for cooling systems of a standard gas turbine engine nozzle of the NK-8-2U brand with various systems for supplying and discharging liquid or gaseous on-board fuel or coolant have been proposed;

- for the first time it was proposed for engines operating on on-board liquid hydrocarbon fuel to use in injector cooling jackets: the same on-board liquid hydrocarbon fuel, mixtures of liquid hydrocarbon fuels, coolants, water, gaseous hydrocarbon fuel, mixtures of gaseous hydrocarbon fuels, air;

- for the first time it was proposed for engines operating on on-board gaseous hydrocarbon fuel to use in injector cooling jackets: the same on-board gaseous hydrocarbon fuel, mixtures of gaseous hydrocarbon fuels, coolants, water, on-board liquid hydrocarbon fuel, mixtures of liquid hydrocarbon fuels, air;

- for the first time, the resource, time of trouble-free and safe operation of the upgraded nozzle is guaranteed to be increased by two or more times.

Since for the closest analogue, i.e. a standard GTE injector of the NK-8-2U brand was adopted as a prototype (see Kuznetsov N.D., Radchenko V.D., Tatarinov V.V., Markushin N.A., Reznik V.E., Slauto A.N. ., Epeikin L.F., Korovin L.S. Head of the annular combustion chamber of a gas turbine engine // A.S. USSR No. 240391. Published 01/30/1983 [21]), and also takes into account other inventions with cooling systems (see Lavi A. (FR), Martelli S., Michaud M., Rodrigues J., Tiepelle A. A device for cooling a fuel injector of a combustion chamber and a fuel injector containing this device (options) // RF Patent for Invention No. 2272963. Bull. No. 9 of 03.27.2006 [15]; see Rustomi B. (US), Gilla P.D., Piper D.S., Bandaru R.V. Thermally insulated fuel injector for a gas turbine engine // Patent for an invention of the Russian Federation No. 2966158. Bulletin No. 22 dated July 31, 2019 [16]; see Altunin K.V. Nozzle // RF Patent for Invention No. 2447362. Bulletin No. 10 dated April 10, 2012 [19]), then The independent claim can be formulated as follows:

an injector having a body with two holes for supplying fuel, made integral with the swirl blades and the mixing sleeve, a centrifugal atomizer, a fuel strainer, a nut for fastening to the plate and sealing rings; an outer cooling jacket is structurally made on the outer surface of the injector mixing sleeve.

The proposed invention will differ from the independent claim in that:

- the surface of the internal walls of the cooling jacket is structurally made with artificial roughness in the form of conical fins with a tooth height of 3-5 mm;

- when using on-board liquid hydrocarbon fuels and coolants, a zone of critical pressures is created and maintained in the nozzle cooling jacket, for example, for liquid hydrocarbon fuel of the TS-1 grade p _cr = (1.6-2.2) MPa;

- for engines operating on on-board liquid or gaseous hydrocarbon fuels, the following are used as coolants in the injector cooling jackets: on-board liquid or gaseous hydrocarbon fuels, mixtures of liquid or gaseous hydrocarbon fuels; coolants, water, air;

- the design diagram of the injector cooling jacket is made in the form of either regenerative, or separate, or common, or mixed design schemes with an individual supply of on-board fuel or coolant directly to each injector cooling jacket or with a common supply - to all cooling jackets at once.

The use of this invention will contribute to the creation of new domestic injectors, as well as VRDs, gas turbine engines, power plants and EUMIs for various purposes and based on single and reusable use with increased characteristics in terms of service life, reliability, efficiency, economy and environmental friendliness.

List of information sources used

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2. Bratkov A.A., Seregin E.P., Gorenkov A.F. and others. Chemmotology of rocket and jet fuels / Ed. A.A. Bratkova /. M.: Publishing house "Chemistry", 1987, 304 p.

3. Dubovkin N.F., Malanicheva V.G., Massur Yu.P. and others. Physico-chemical and operational properties of jet fuels. Directory. M: Publishing house "Chemistry", 1985, 240 p.

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8. Altunin V.A. Study of the characteristics of heat transfer to hydrocarbon fuels and coolants in reusable power plants. Book one. Kazan: Kazan State University named after. IN AND. Ulyanov - Lenin. 2005. 272 p.

9. Altunin K.V. Functional and cost analysis of burner devices and nozzles: monograph. Kazan: Publishing house KNRTU - KAI, 2020. 156 p.

10. Altunin K.V. Development of a formula for calculating the temperature of the inner wall of a multi-fuel injector in order to prevent sedimentation and overheating // Innovative scientific research, 2020, No. 12-1 (2), p. 68-79.

11. Altunin K.V. Development of a method for calculating the temperature of the inner wall of a multi-fuel injector in order to prevent sedimentation and overheating. // News of higher educational institutions // Mechanical engineering, 2021, No. 6, p. 37-47, doi: 10.18698/0536-1044-2021-6-37-47

12. Altunin V.A., Altunin K.V., Aliev I.N., Gortyshov Yu.F., Davlatov N.B., Zaripova M.A., Kernozhitsky V.A., Kolychev A.V., Raznoschikov V.V., Safarov M.M., Yanovsky L.S., Yanovskaya M.L. Some ways to increase the efficiency of liquid-propellant jet engines of aircraft using hydrocarbon and nitrogen-containing fuels and coolants / V.A. Altunin and others / Under the general. ed. Doctor of Technical Sciences, Professor L.S. Yanovsky. Monograph. Kazan: Editorial and Publishing Center “School”, 2020. 148 p. (ISBN 978-5-00162-290-1).

13. Altunin V.A., Altunin K.V., Abdullin M.R., Lvov M.L., Shchigolev A.A., Platonov E.N., Yusupov A.A., Aliev I.N., Yanovsky L.S., Yanovskaya M.L. Some ways to improve engines and power plants of the NK brand. Part 1. // Thermal processes in technology. 2021. T. 13. No. 12. P.530-542. DOI: 10.34759/tpt-2021-13-12-530-542

14. Altunin V.A., Altunin K.V., Abdullin M.R., Lvov M.L., Shchigolev A.A., Platonov E.N., Yusupov A.A., Aliev I.N., Yanovsky L.S., Yanovskaya M.L. Some ways to improve engines and power plants of the NK brand. Part II // Thermal processes in technology. 2022. T. 14. No. 1. P.9-21. DOI: 10.34759/tpt-2022-14-1 -9-21.

15. Lavi A. (FR), Martelli S., Michaud M., Rodrigues J., Thiepelle A. A device for cooling a fuel injector of a combustion chamber and a fuel injector containing this device (variants) // RF Patent for Invention No. 2272963. Bull. No. 9 dated March 27, 2006

16. Rustomi B. (US), Gilla P.D., Piper D.S., Bandaru R.V. Thermally insulated fuel injector for a gas turbine engine // RF Patent for Invention No. 2966158. Bull. No. 22 dated July 31, 2019

17. Bandaru R.V. (US), Piper D.S., Leindner S.M., Batakis E.P., Gilla P.D. Gas turbine unit with a fuel injector equipped with an internal heat shield // // RF Patent for Invention No. 2672205. Bull. No. 32 dated November 12, 2018

18. Altunin K.V. Nozzle // RF patent for invention No. 2388966. Bulletin No. 13 dated May 10, 2010

19. Altunin K.V. Nozzle // Patent for invention of the Russian Federation No. 2447362. Bulletin No. 10 dated April 10, 2012

20. Altunin V.A. Method for intensifying heat transfer to hydrocarbon fuels and coolants in ground-based and space-based reusable power plants // RF Patent for Invention No. 2467195. Bull. No. 34 of December 10, 2006

21. Kuznetsov N.D., Radchenko V.D., Tatarinov V.V., Markushin N.A., Reznik V.E., Slauto A.N., Epeikin L.F., Korovin L.S. Golovka annular combustion chamber of a gas turbine engine // A.S. USSR No. 240391. Publ. 01/30/1983

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31. US 2020/0011526. Jan. 9, 2020.

32. Romanovsky G.F., Serbia S.I., Aga Yu.A. Nozzle. // A. s. for invention of the USSR No. 1562599. Bull. No. 17 of 05/07/1990

Claims (4)

1. An injector having a body with two holes for the fuel supply, made integral with the swirl blades and the mixing sleeve, a centrifugal atomizer, a fuel strainer, a nut for fastening to the plate and sealing rings; an outer jacket is structurally made on the outer surface of the injector mixing sleeve cooling, characterized in that the surface of the inner walls of the cooling jacket is structurally made with artificial roughness in the form of conical fins with a tooth height of 3-5 mm. 2. The nozzle according to claim 1, characterized in that when using on-board liquid hydrocarbon fuels and coolants, a critical pressure zone is created and maintained in the nozzle cooling jacket, for example, for liquid hydrocarbon fuel grade TS-1 p _cr = 1.6 - 2, 2 MPa. 3. Nozzle according to any one of paragraphs. 1, 2, characterized in that for engines operating on on-board liquid or gaseous hydrocarbon fuels, the following are used as coolants in the injector cooling jackets: on-board liquid or gaseous hydrocarbon fuels, mixtures of liquid or gaseous hydrocarbon fuels; coolants, water, air. 4. Nozzle according to any one of paragraphs. 1-3, characterized in that the design diagram of the injector cooling jacket is made in the form of either regenerative, or separate, or common, or mixed design schemes with an individual supply of on-board fuel or coolant directly to each injector cooling jacket or with a common supply to all of them at once cooling jackets.

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