TWM451320U - Integrated electrical power and jet propulsion device for aero vehicle engine - Google Patents

Abstract

A vehicle mounted propulsion jet engine powered by electricity, this conceptual design comprises fan, compressors and combustor in flow series with turbine, or the fan and compressors with combustor in flow series and motor generator without turbine. Since the combustor releases thermal energy into high speed and high temperature jet flow, to utilize it more efficiently, this design also integrates a fuel cell device afterward the combustor or the turbine, the device could separate jet flow into two streams for both engine and fuel cell, and generates both thrust and electricity simultaneously.

Description

Integrated power and jet propulsion device for injection engine

This creation is related to the field of aero-jet engines, which mainly combines a fuel cell with a split flow and a flow guiding device; the device uses a fuel cell to generate an electrochemical reaction, and in combination with the combustion reaction in the burner, the injection engine can Higher efficiency for energy conversion in fuel, and further reuse of high-temperature high-speed jets generated by burning fuel, part of the jet is used to assist power generation, and the generated electricity can be used in addition to the carrier itself. The compressor is driven to rotate the compressor of the injection engine to generate a change in the fluid flow rate; and the other portion of the jet produces the speed difference required for the thrust, and the two effects produce the propulsion of the injection engine.

The aircraft engine, the aero engine, currently releases its thermal energy mainly by the combustion of fossil fuels, and drives the propeller or blades of the engine through the piston crankshaft or turbine to generate work for the fluid, which forces the air fluid flow. Lifting occurs through the surface of the wing, allowing the flying gear to rise and fly; its emissions and fuel used, as well as its use of petrochemical fuel-driven internal combustion engines, are limited to limited reserves of fossil fuels, and Will emit greenhouse gases. In response to the increasing demand for consumption and the impact on the environment, several designs have been designed to circumvent the use of fossil fuels and to try to meet environmental requirements.

Hydrogen fuel is one of the many sources to consider in order to replace existing fossil fuels and can be used as a fuel for air engines; it is known that under the same energy release, liquid The weight of hydrogen is one-third that of existing aviation fuel, and only water and a small amount of nitrogen oxides are released. Looking back at the history of aviation engines, we can learn that the early aviation turbojet engines have used hydrogen fuel. Record: In 1957, the US Air Force actually modified a B-57 bomber as a test and successfully tested it. In the near future, it was like Boeing Aerospace. The hydrogen fuel cell was successfully used as a power conversion method to test a small manned aircraft. In this way, the aviation engine that uses hydrogen fuel as a fuel source and is developed accordingly, the information that has been publicly confirmed so far can be roughly divided into two types: direct combustion to generate heat energy and first to electricity.

The direct combustion method is a conventional turbine blade jet engine that is modified to be used to burn liquid hydrogen to output heat energy, as exemplified by the document "Liquid Hydrogen Fuelled Aircraft-System Analysis" published by European Airbus Aerospace Corporation. The article mentions several ideas for retrofitting active engines, including direct injection of liquid hydrogen into combustion, and the use of liquid hydrogen to cool high pressure compressor sections, cooling turbine cooling air to increase operating limits, or preheating liquids from exhaust heat from engine outlets. Hydrogen to improve combustion efficiency; the design of the above combination, the performance results obtained according to the calculation simulation are improved compared with the existing petrochemical fuel engine.

Another way is to convert to electrical energy, then drive the propeller with a motor, or use a fan as the propulsion power. Such a power-driven propulsion device, such as the electrochemical reaction of the existing fuel cell, is a conversion method that is superior to the existing chemical combustion conversion method described above, and such a design has been physically verified, such as that manufactured by Boeing Aerospace. To test the aircraft, but as of 2012, as the new machine sponsored by the European Research Institute, the RAPID 200 FC small single-propeller power base machine, the speed is about 150 Km / hr, endurance 45 minutes, if commuting It is acceptable for the demander and has achieved carbon emissions. The possibility of site recovery, but in terms of interval flight or even large-scale transoceanic flight demand, at least higher flight speed is required, so injection is still an inevitable demand.

In design, the engine system in this creation can consider the electric motor to drive the fan blades and the compressor to generate most of the thrust, so it is not necessary to drive the compressor by the turbine behind the burner, so the visual condition is omitted. The turbine is modified to directly integrate the integrated fuel cell power generation group and the jet flow distribution system, and the injection engine equipped with the turbine can also be installed; this device is compared with the conventional engine and the conventional engine. The turbine section drives the high-pressure shaft of the compressor to connect the drive shaft to drive the mechanical generator. The fuel cell has higher energy conversion efficiency than the conventional generator from the power generation system, and can reduce the speed after the turbine is cancelled. The discharge of the jet directly causes energy waste; on the one hand, in all kinds of fuel cells, the solid molten fuel cell itself is suitable for operation because it requires a relatively high temperature, which results in a battery that requires a long start-up time and needs a good separation. Heat and heating systems, high cost and other unfavorable conditions, but if integrated into the gas turbine engine, this is inherent In the high-temperature operating environment, it has become a suitable advantage, and with the battery itself in all fuel cells, with high conversion efficiency and low emissions (relative to the emissions of traditional internal combustion engines), there are already Siemens - SOFC-GT composite power generation system made by manufacturers such as Westinghouse Electric and Rolls Royce; this design is similar to this system, but it is an open thermodynamic cycle, which is more compact than that used for power generation. The vehicle is propelled; this design is more avoidable than some designs that integrate the fuel cell into the combustion section of the gas turbine engine. Miscellaneous stable lean combustion, and gas diffusion during fuel cell power generation, while mutually interfering with temperature or pressure instability, can simplify the combustion chamber design and control procedures.

Figure 1

10‧‧‧Fuel cell and jet flow splitting device

11‧‧‧High-temperature jet acceleration guide

12‧‧‧High pressure air connection

13‧‧‧jet flow guiding structure

14‧‧‧ fuel pipe

15‧‧‧Reorganizer

16‧‧‧jet stream split structure

17‧‧‧Power Distribution System

18‧‧‧ Inner interval

19‧‧‧ fuel cell

20‧‧‧Meeting rectification structure

21‧‧‧ device housing

27‧‧‧ outer interval

28‧‧‧ fuel cell and jet flow splitting device

Figure 2

15‧‧‧Reorganizer

17‧‧‧Power Distribution System

19‧‧‧ fuel cell

22‧‧‧Compressor

23‧‧‧Motor generator

24‧‧‧ shaft

25‧‧‧ burner

26‧‧‧ Turbine

300‧‧‧Unreorganized fuel

301‧‧‧Supply fuel without recombination of burners

302‧‧‧Supply of recombined fuel for recombiners

303‧‧‧Recombined fuel

310‧‧‧Compressed air supplied to the burner

311‧‧‧Provided pressurized air for fuel cells

320‧‧‧Power supply

321‧‧‧Power supply for driving motor generators

322‧‧‧Supply vehicle power

331‧‧‧High temperature and high pressure jet generated by the burner

332‧‧‧Split high temperature and high pressure jet

333‧‧‧High-speed jet of heated recombinator

334‧‧‧High-speed jets discharged after the flow

341‧‧‧Remaining airflow after fuel cell reaction

Figure 3

15‧‧‧Reorganizer

17‧‧‧Power Distribution System

19‧‧‧ fuel cell

22‧‧‧Compressor

23‧‧‧Motor generator

24‧‧‧ shaft

25‧‧‧ burner

300‧‧‧Unreorganized fuel

301‧‧‧Supply fuel without recombination of burners

302‧‧‧Supply of recombined fuel for recombiners

303‧‧‧Recombined fuel

310‧‧‧Compressed air supplied to the burner

311‧‧‧Provided pressurized air for fuel cells

320‧‧‧Power supply

321‧‧‧Power supply for driving motor generators

322‧‧‧Supply vehicle power

331‧‧‧High temperature and high pressure jet generated by the burner

332‧‧‧Split high temperature and high pressure jet

333‧‧‧High-speed jet of heated recombinator

334‧‧‧High-speed jets discharged after the flow

341‧‧‧Remaining airflow after fuel cell reaction

Figure 1 is a cross-sectional view of the upper half of the fuel cell and jet flow splitting device of the present invention.

Figure 2 is a system diagram of the split device of this creation integrated into the jet engine with turbine

Figure 3 is a system diagram of the split device of this creation integrated into the jet engine without turbine.

None of the above 3 figures are drawn on the actual scale.

Please refer to the first schematic diagram, which shows a cross-sectional view of the fuel cell and jet flow splitting device 10. The device is backward in the axial direction, and is connected with the engine burner or the turbine by the high-temperature jet acceleration guide 11 from the front, and the high-temperature jet acceleration guide 11 is followed by the jet flow guiding structure 13 and the jet flow guiding structure 13 The recombiner 15 is provided with a gap between the two, and the recombiner 15 is externally connected to a fuel pipe 14, and a fuel cell 19 is coupled to the rear, and the fuel cell 19 is externally connected to a power distribution system 17, and the fuel cell 19 and the injection There is an inner layer interval 18 between the streams, and the recombiner 15 is spaced apart from the high-speed jet stream by a jet stream splitting structure 16. Further, the inner layer spacing 18 extends rearward to have a rendifying structure 20, and the outer rectifying structure 20 includes an outer portion. The device casing 21, the front end of the device casing 21 is combined with the high pressure air connection port 12, and the gap between the device casing 21 and the jet flow guiding structure 13, the fuel cell 19 and the outer layer space 27 constitutes an air anode reaction path of the fuel cell 19; Recombinator 15, spray The jet shunt structure 16, the fuel cell 19, the inner layer spacing 18, the outer layer spacing 27, and the rendezvous rectifying structure 20 form a fuel cathode reaction path for the fuel cell 19.

For the operation of the fuel cell and jet flow splitting device, please refer to the first, second and third schematic diagrams, wherein the second schematic diagram shows a system flow diagram after integrating the fuel cell and jet flow splitting device into the turbine of the engine. The components of the fuel cell and jet flow splitting device 10 introduced in FIG. 1 are separately depicted to facilitate the expression of its functions and operation modes. First, as shown in Fig. 1, the pressurized air 311 is connected from the compressor 22 of the engine to the high-pressure air connection port 12 via the pipeline, and then flows through the fuel cell 19 via the air reaction path in the device; and at the same time, as shown in the second figure The high temperature and high pressure jet 331 generated after the combustion of the fuel 301 from the burner 25 enters the turbine 26 to drive the rotating shaft 24 to rotate the motor generator 23, and the compressor 22 takes in air to pressurize the burner 25 to burn the fuel. The high-temperature high-pressure jet 331 discharged again enters the high-temperature jet acceleration guide 11 of the apparatus 10 in the first drawing and is accelerated, and is deflected by the jet flow guiding structure 13 of the apparatus 10 in the first drawing, and passes through the first The jet flow splitting structure 16 of the apparatus 10 is illustrated, and at this point a portion of the high temperature high speed jet stream 332 is split to flow through the reformer 15 as in the second illustration, while the main portion of the high temperature high speed jet stream 334 Then, as shown in Fig. 2, the device is directly discharged; as in the first illustration, the recombiner 15 is supplied with the fuel 302 by the fuel pipe 14, and the heating of the high-speed jet 332 causes the touch contained in the recombiner 15. The medium produces a recombination reaction The material 302 is converted into a decarburized and hydrogen-rich fuel 303, which is then passed through the flow path into the fuel cell 19 and participates in an electrochemical reaction with the delivered pressurized air 311 to produce a power 320 as in the second illustration. And distributed by electricity The system 17 is sent to the frequency modulator for power modulation 322 for use by other systems of the vehicle, and further supplies the power 321 required to drive the engine blades and the motor 23 of the compressor 22. As shown in FIG. 1, the high velocity gas stream 333 flowing through the reformer 15 and the jet stream splitting structure 16 is again conducted back into the main high temperature jet stream 334; and due to the barrier of the inner layer spacing 18, the high temperature jet stream 334 is avoided. The carbon in the reaction affects the reaction of the fuel cell 19, and the product after the reaction of the fuel cell 19, such as the pressurized air and the remaining recombined fuel shown in Fig. 2, i.e., the reaction residual gas stream 341, is reintroduced into the main jet stream 334. In the middle, together with the high-speed discharge device 10 and the outside of the injection engine, the speed difference can be caused to provide the thrust required by the engine.

As shown in FIG. 3, this is a system flow chart after integrating the fuel cell and the jet flow splitting device into the engine burner, and the components of the fuel cell and jet stream splitting device 10 introduced in FIG. Delineated separately to facilitate the expression of its function and operation. First, as shown in Fig. 1, pressurized air 311 is connected from the compressor 22 of the engine to the high-pressure air connection port 12 via a pipeline, and then flows through the fuel cell 19 via the air reaction path in the device; at the same time, as shown in Fig. 3. It is shown that the high-temperature high-pressure jet 331 generated after the combustion of the fuel 301 from the burner 25 directly enters the high-temperature jet acceleration guide 11 of the apparatus 10 in Fig. 1 and is accelerated, and passes through the jet of the apparatus 10 in the first illustration. The flow guiding structure 13 is folded and passes through the jet flow splitting structure 16 of the apparatus 10 in the first illustration, and at this time a part of the high temperature high speed jet stream 332 is split and flows through the recombiner 15 as shown in the third figure. And the main part of the high-temperature high-speed jet stream 334 is directly discharged as shown in FIG. 3; as in the first illustration, the recombiner 15 is supplied with the fuel 302 by the fuel pipe 14 at this time, and because of the high The heating of the rapid jet stream 332 causes the catalyst contained in the recombiner 15 to produce a recombination reaction, which converts the fuel 302 into a decarburized and hydrogen-rich fuel 303, which is then passed through the flow path into the fuel cell 19, and The delivered pressurized air 311 participates in the electrochemical reaction together to produce the power 320 as shown in the third diagram, and is sent to the frequency modulator via the power distribution system 17 for power modulation 322 for use by other systems of the vehicle. The drive motor generator 23 is further supplied so that its motor generator 23 drives the engine compressor 22 via the rotary shaft 24 to pressurize the intake air to supply the burner 25 to burn the fuel 301 to generate the high temperature and high pressure jet 331. As also shown in Figure 1, the high velocity gas stream 333 flowing through the reformer 15 and the jet stream splitting structure 16 is again directed back into the main high temperature jet stream 334; and due to the barrier of the inner layer spacing 18, high temperature, high velocity jets are avoided. The carbon in 334 affects the reaction of the fuel cell 19, and the product after the reaction of the fuel cell 19, such as the pressurized air and the remaining recombined fuel shown in Fig. 3, that is, the reaction residual gas stream 341, is reintroduced into the main jet stream. In 334, together with the high-speed discharge of the device 10 and the outside of the engine, a speed difference can be generated to provide the thrust required by the engine.

As shown in the first, second and third figures, the fuel cell 19 can be a solid oxide fuel cell in the form of a sheet or a tile, or can be changed to a cylindrical shape, and the detailed flow path and other dimensional parameters follow. The water produced by the electrochemical reaction of the fuel is discharged into the high-temperature high-speed jet stream, and is vaporized into water vapor to be discharged from the engine. After the recombination reactor recombines the fuel, the carbon emissions formed by the concentrated recovery pipeline are not shown in the figure for simplification; in addition, in order to optimize the performance of the overall injection engine, other types of fuel cells Nor is it excluded from the possibility of adopting the form of this creation. Jet engine There are many users of the vehicle, but its function is inherently not limited to aviation use. Therefore, the integrated engine and electric propulsion device of the jet engine is not limited to aviation use, but contains any thrust that needs to be generated by the device. And the status of electricity.

10‧‧‧Fuel cell and jet flow splitting device

11‧‧‧High-temperature jet acceleration guide

12‧‧‧High pressure air connection

13‧‧‧jet flow guiding structure

14‧‧‧ fuel pipe

15‧‧‧Reorganizer

16‧‧‧jet stream split structure

17‧‧‧Power Distribution System

18‧‧‧ Inner interval

19‧‧‧ fuel cell

20‧‧‧Meeting rectification structure

21‧‧‧ device housing

27‧‧‧ outer interval

28‧‧‧ fuel cell and jet flow splitting device

Claims (7)

An electric power and injection propulsion device integrated with an injection engine, the structure comprising: an injection engine, and combining electric power and an injection propulsion device at an end of the engine; the structure of the injection engine includes at least a compressor, a rotating shaft, a motor generator, a burner, and Forming a sequence of jet channels, and optionally adding turbines; power and jet propulsion devices are constructed from the outside to the inside, sorted from front to back in the flow field direction, including the device casing, fuel pipe, high pressure air connection, power distribution system , outer layer spacing, high temperature jet acceleration guide, jet flow diversion structure, recombinator, fuel cell, jet splitting structure, inner layer spacing, and rendezvous rectification structure. The electric power and the injection propulsion device of the integrated injection engine as described in claim 1 , wherein the electric power and the injection propulsion device and the spray engine are connected to each other, and are connected behind the turbine of the injection engine, and the centers of the devices are aligned. Eli jet flow is smooth. The electric power and the injection propulsion device of the integrated injection engine as described in claim 1 may be connected to the injection engine and the injection engine, or the injection engine itself. Then the turbine is omitted, and the centers of the two devices are aligned to facilitate the smooth flow path. The power and injection propulsion device of the integrated injection engine as described in claim 1 has a device housing integrally protecting the internal components of the device and forming an end of the injection engine to provide a high-speed jet air flow outlet; the high pressure air connection The interface is coupled to the front end of the device casing as an inlet for the compressed air delivery line of the compressor that injects the engine, and the high pressure air connection port is not combined with the turbine of the injection engine, nor with the burner; the high temperature jet acceleration guide The sheet is combined with the turbine of the injection engine, or the rear end of the burner, and is coupled to the front end of the jet flow guiding structure of the electric power and the injection propulsion device, and functions to accelerate the high temperature and high pressure jet generated in the self-injection engine burner. And accelerating the high-temperature jet after the mechanical energy is converted from the jet engine; the jet flow guiding structure is combined with the high-temperature jet accelerating guide, as the guide of the accelerated high-temperature jet, and the flow-limiting to the jet shunt For the structure; the outer layer is covered by the high-temperature jet acceleration guide and the jet flow guiding structure , reorganization and department In addition to the fuel cell, the device itself is covered by the device casing and the high-pressure air connection port, and the outer space and the high-pressure air connection port and the device casing, and part of the fuel cell volume form a compressed air reaction flow path. The pressurized air is circulated, and the pressurized air can be later merged into the main high-speed jet in the electric power and the injection propulsion device; the jet flow diverting structure is independently disposed after the jet flow diversion structure and within the inner interval And a gap flow channel is left between the recombiner and the rectifier, which can be used as a channel separator for the main high-speed high-temperature jet in the electric power and the jet propulsion device, so that part of the high-temperature jet flow is heated by the recombiner and then introduced into the main flow path. The inner layer interval is combined with the jet flow guiding structure and integrated before the rendezvous rectifying structure, and the outer structure is sandwiched and constructed to accommodate the recombiner and part of the fuel cell, and form a recombined fuel reaction stream. The road, while the inner layer spacing also separates the main flow path of the high-temperature jet from the fuel cell, and forms a support for the recombiner to form a common shape with the jet flow splitting structure. The recombiner heats the flow path; the rendezvous structure is combined with the inner layer interval, and is separated from the outer casing and the outer layer to form a mixed flow channel, which can remix the remaining reformed fuel and compressed air after the fuel cell reaction to the high temperature. The jet flow main flow path forms a jet flow and a thrust to discharge the device and the outside of the injection engine. The electric power and injection propulsion device of the integrated injection engine as described in claim 1, wherein the fuel cell is disposed behind the recombiner and is supported by the outer layer structure, and part of the fuel cell is exposed by the outer casing and the outer layer. In the compressed air reaction channel constructed, another part of the fuel cell is exposed in the recombination fuel reaction channel formed by the outer layer interval and the inner layer interval, and the recombination fuel reaction channel can be connected to the recombinator; The type of battery is not limited in style, and the inside thereof contains at least one solid electrolyte membrane of a usable material, a compressed air reaction electrode and a flow path of a material, and a recombination fuel reaction electrode and a flow path of a usable material. The power and injection propulsion device of the integrated injection engine as described in claim 1, wherein the recombiner is installed in a space formed by the outer layer interval and the inner layer interval, and is supported by the inner layer interval and arranged in the fuel cell. Previously, there was a recombination fuel reaction channel formed by the outer and inner intervals between the two, and the recombiner again engaged the fuel pipe, and the pipe body passed through the outer space and the outer casing to connect to the fuel outside the injection engine. Supply system A gap is left between the recombiner itself and the jet flow splitting structure to allow a portion of the shunted high temperature jet to flow through the recombiner, which is transferred to the recombiner as heat is promoted to vaporize and partially oxidize the fuel in the reformer. Reaction; the shape of the recombiner body can be any configuration that can perform a recombination reaction, and the interior thereof contains at least one catalyst reaction device, a reaction and transport flow path system, and a corresponding reaction temperature adjustment system. The power distribution system of the integrated injection engine as claimed in claim 1 , wherein the power distribution system comprises at least one power modulation system and a power cable, which can be taken out from the fuel reaction electrode of the fuel cell and the compressed air reaction electrode. Connected to the outside of the injection engine through the outer casing of the device and adjusted in parallel with the injection engine control system to sense and control the recombiner as described in claim 1 depending on the power demand of the vehicle itself and the jet engine thrust demand And the fuel-to-air reaction amount of the fuel cell, and the reaction temperature of the recombiner, and the generated electric power is transferred to the power modulation system for modulation, and then transmitted to the motor generator of the injection engine according to claim 1 to drive The compressor operates and provides the required compressed airflow and thrust, as well as any means of electrical power on the carrier.