WO2010111909A1 - 一种涡轮轴发动机 - Google Patents

一种涡轮轴发动机 Download PDF

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Publication number
WO2010111909A1
WO2010111909A1 PCT/CN2010/071073 CN2010071073W WO2010111909A1 WO 2010111909 A1 WO2010111909 A1 WO 2010111909A1 CN 2010071073 W CN2010071073 W CN 2010071073W WO 2010111909 A1 WO2010111909 A1 WO 2010111909A1
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Prior art keywords
compressor
power
engine
shaft
turbine
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PCT/CN2010/071073
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English (en)
French (fr)
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严政
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Yan Zheng
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Publication of WO2010111909A1 publication Critical patent/WO2010111909A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • F02C3/10—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor with another turbine driving an output shaft but not driving the compressor
    • F02C3/103—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor with another turbine driving an output shaft but not driving the compressor the compressor being of the centrifugal type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F02C6/20—Adaptations of gas-turbine plants for driving vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention relates to a turboshaft engine, and more particularly to a turboshaft engine that can be applied to transportation tools such as automobiles and trains.
  • the turboshaft engine is a type of gas engine, which appeared late in the type of turbine engine with a compressor, but has been widely used in helicopters and vertical/short-range landing and landing aircraft.
  • turboshaft engine began to be mounted on a helicopter in December 1951 for the first flight. At the time it was a turboprop and it was not self-contained. Turboshaft engines gained independence as helicopters became more common in the military and national economy.
  • the turboshaft engine is similar to the turboprop engine root. They all evolved from the principle of a turbofan engine, except that the latter turned the fan into a propeller, while the former turned the fan into a helicopter rotor.
  • the turboshaft engine has its own characteristics: it is usually equipped with a free turbine (ie, a power turbine that does not drive the compressor and is designed for output power).
  • a turboshaft engine utilizes the airflow generated by the combustion chamber to drive the freewheel output shaft power, rather than the jet thrust.
  • the turboshaft engine has a comparison with a reciprocating piston engine commonly used in vehicles such as automobiles and trains. Advantages:
  • the unit power quality is less than that of the reciprocating piston engine. When the power is equivalent, the weight and size are better than the latter.
  • the light weight means that it is more fuel efficient at the same efficiency, and the output power is larger in the same volume;
  • the turboshaft engine has the above-mentioned advantages. If it can be applied to common transportation vehicles such as automobiles and trains with huge energy consumption, it will bring many benefits such as energy saving, environmental protection, comfort and easy maintenance, but the existing turbine shaft is launched. It has not been applied to the above-mentioned transportation tools, and there are mainly two problems that have not been solved:
  • turboshaft engine that can solve the problem of poor acceleration performance and high energy consumption at low speeds, to adapt to the operating characteristics of vehicles, trains, etc., so that the turboshaft engine can It is used in transportation tools such as automobiles and trains to bring its own advantages and bring energy saving, environmental protection, comfort and easy maintenance benefits to the above-mentioned transportation vehicles.
  • a turboshaft engine includes a compressor, a combustion chamber, and a power turbine, the engine further including a compressor motor, a generator, a compressor shaft, and a power shaft, wherein the compressor is rotatably coupled to the compressor motor through a compressor shaft, The power turbine is rotatably connected to the generator through a power shaft, and the compressor shaft and the power shaft are two-stage shafts separated from each other, and the generator and the compressor motor have an electrical connection.
  • the generator is electrically connected to a battery, and the battery is electrically connected to the compressor motor.
  • the battery is electrically connected to an engine controller, and the engine controller is electrically connected to the compressor motor.
  • the compressor is not rotatably connected to the power turbine, but is rotatably connected to the compressor motor, and the power turbine and the generator are rotationally connected to output mechanical kinetic energy outward, and the electrical connection relationship between the generator and the compressor motor is effective.
  • FIG. 1 is a schematic structural view of a conventional turboshaft engine
  • Figure 2 is a schematic structural view of a turboshaft engine of the present invention
  • 1 is the compressor
  • 2 is the combustion chamber
  • 3 is the drive turbine
  • 4 is the power turbine
  • 5 is the turbine shaft
  • 6 is the compressor motor
  • 7 is the engine controller (ECU)
  • 8 is the battery
  • 9 is the power generation Machine
  • 10 is the power shaft
  • 11 is the compressor shaft.
  • FIG. 1 it is a structural diagram of an existing turboshaft engine.
  • the utility model comprises a compressor 1 disposed in the casing, a combustion chamber 2 located in the middle of the casing 2, a driving turbine 3 located on the right side of the combustion chamber 2 and rotatably connected to the compressor 1 through the turbine shaft 5, and the rotating connection in the present specification refers to two The connection can be rotated simultaneously.
  • the right side of the driving turbine 3 is provided with a power turbine 4 (also referred to as a "free turbine” for outputting power), which is rotatably connected to the power shaft 10, and the power shaft 10 is isolated from the turbine shaft 5, Those are two segments that are not connected to each other.
  • the free turbine output shaft power is driven by the air flow generated by the combustion chamber.
  • ⁇ ⁇ is the supercharging ratio
  • k is the gas constant, which is about 1.421
  • ⁇ is the mechanical efficiency
  • ⁇ ⁇ increases as the drive turbine speed (ie, compressor speed) increases.
  • ⁇ is very low.
  • the mechanical force generated is small, so the acceleration performance is poor.
  • it can be improved by increasing the fuel injection, it will cause high temperature, and the existing turboshaft engine of the above structure is accelerated.
  • the power required by the compressor increases in quadruple with its speed.
  • the present embodiment has been improved on the existing turboshaft engine.
  • the turboshaft engine of the present embodiment includes a compressor 1, a combustion chamber 2, a compressor shaft 11, and a power turbine 4 disposed in a casing, and a compressor motor 6, a generator 9, and a power shaft 10
  • the compressor 1 is rotatably connected to the compressor motor 6 through the compressor shaft 11, and the power turbine 4 is rotatably connected to the generator 9 through the power shaft 10, and the compressor shaft 11 and the power shaft 10 are two-stage shafts separated from each other, and the generator 9 is electrically
  • a battery 8 is connected, and the battery 8 is electrically connected to an engine controller (ECU) 7, and the engine controller 7 is electrically connected to the compressor motor 6.
  • ECU engine controller
  • turboshaft engine of the embodiment does not drive the turbine, and the compressor is not driven by the drive turbine, and It is driven by a compressor motor 6 controlled by the engine controller 7.
  • the air compressor 1 When the air compressor 1 operates, is supplied by the energy storage battery 8 and the generator 9, and by controlling the motor controller 7, and thus change ⁇ ⁇ easily controlled.
  • the engine controller 7 controls the compressor 1 to collect a lot of information.
  • the speed of the compressor can be calculated from the rotational speed of the power turbine 4, or the ⁇ ⁇ of the compressor can be directly measured, and the rotational speed of the compressor can be estimated. ⁇ Set the flow rate of the compressor.
  • the reciprocating piston engine of 100 kW has a weight of 100 kg, which is a very good product, and the unit power quality of the turboshaft engine does not exceed 0.35 kg/kW, which is a turboshaft engine of 100 kW.
  • the quality does not exceed 35kg, and the current brushless motor (500W 60000 rev / min) on the model aircraft can reach 80g.
  • the reduction in the mass of the turboshaft engine of the present embodiment is more fuel efficient at the same efficiency, and the output power is larger in the same volume.
  • the differential pressure ratio between the inlet and outlet of the turboshaft engine when in the subcritical state, increases the differential pressure ratio, that is, when the rotational speed is small, the power turbine dampens the gas.
  • turboshaft engine of the present embodiment can be applied to vehicles such as automobiles and trains.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Description

一种涡轮轴发动机 技术领域
本发明涉及一种涡轮轴发动机， 尤其是一种可应用于汽车、 火车等运输工 具的涡轮轴发动机。
背景技术
涡轮轴发动机是燃气发动机的一种，在带有压气机的涡轮发动机这一类型 中，其出现得较晚，但已在直升机和垂直 /短距起落飞机上得到了广泛的应用。
涡轮轴发动机于 1951年 12月开始装在直升机上，作第一次飞行。那时它 属于涡轮螺桨发动机， 并没有自成体系。 以后随着直升机在军事和国民经济上 使用越来越普遍， 涡轮轴发动机才获得独立的地位。
在工作和构造上， 涡轮轴发动机同涡轮螺桨发动机根相近。它们都是由涡 轮风扇发动机的原理演变而来， 只不过后者将风扇变成了螺旋桨， 而前者将风 扇变成了直升机的旋翼。 除此之外， 涡轮轴发动机也有自己的特点： 它一般装 有自由涡轮（即不带动压气机， 专为输出功率用的动力涡轮）。
作为涡轮发动机的一种，涡轮轴发动机利用燃烧室产生的气流带动自由涡 轮输出轴功率， 而不是喷气推力。
涡轮轴发动机与汽车、火车等运输工具常用的往复式活塞发动机相比，具 有^。下的优点：
1、 没有往复部件， 因而平衡性好， 振动轻微， 舒适感更好；
2、 单位功率质量小于往复式活塞发动机， 在功率相当时， 重量和尺寸都 优于后者， 其自重轻则意味着在同效率时更省油， 相同体积时输出功率更大；
3、 摩擦副少， 机械效率高， 同效率时对外 ^1功更多；
4、 摩擦部件少且不与燃气接触， 使润滑问题简化， 润滑油油耗低且故障 率低；
5、 燃烧适应性好， 可以燃用气体燃料和液体燃料； 6、 不需要水冷， 避免了因水冷系统在天气寒冷时可能出现的结水、 爆裂 等故障；
7、 起动性好， 在环境温度 -5 (TC情况下都能很好地起动；
8、 排气中有害物质少， 在带负荷工作时， 其有害物排放量仅为柴油机的 1 /7 ~ 1 / 3,对环境保护意义重大。
涡轮轴发动机具有上述的各优点， 如果能应用于能源消耗量巨大的汽车、 火车等常用运输工具， 将带来节能、 环保、 舒适和易于维护等诸多益处， 但现 有的涡轮轴发动之所以一直未能应用于上述运输工具，主要存在两方面的问题 没有解决：
1、 加速性能差；
2、 低速时能耗大。
这两方面的问题不解决， 则不能适应汽车、 火车等运输工具经常需要刹车 停行、 起动再行的运行工况。 发明内容
本发明的目的是提供一种改进的涡轮轴发动机，使其能够解决加速性能差 和低速时能耗大的问题， 以适应汽车、 火车等运输工具的运行特点， 以使这种 涡轮轴发动机可以应用于汽车、 火车等运输工具， 发挥其作自身优点， 为上述 运输工具带来节能、 环保、 舒适和易于维护的益处。
本发明的目的通过下述技术方案来实现：
一种涡轮轴发动机， 包括压气机、 燃烧室和动力涡轮， 所述发动机还包括 压气电机、 发电机、 压气机轴和动力轴， 所述压气机通过压气机轴与压气电机 转动连接， 所述动力涡轮通过动力轴与发电机转动连接， 压气机轴与动力轴为 彼此分离的两段轴， 发电机与压气电机之间具有电连接。
所述发电机电连接有蓄电池， 所述蓄电池与压气电机电连接。
所述蓄电池电连接有发动机控制器， 所述发动机控制器与压气电机电连 接。 本发明釆用上述结构， 压气机不和动力涡轮转动连接， 而与压气电机转动 连接， 动力涡轮和发电机转动连接向外输出机械动能， 通过发电机与压气电机 之间的电连接关系， 有效解决加速差和低速耗油大的问题， 从而可以使涡轮轴 发动机适用于汽车、 火车等运输工具的运行工况， 使涡轮轴发动机的优点可以 在保有量巨大的汽车、 火车等运输工具上发挥， 与此类运输工具现有的往复式 活塞发动机相比， 可具有节能、 环保、 舒适和易于维护的优点。 附图说明
本发明将通过例子并参照附图的方式说明， 其中：
图 1是现有涡轮轴发动机的结构简图；
图 2是本发明的涡轮轴发动机的结构简图；
图中标号： 1是压气机， 2是燃烧室， 3是驱动涡轮， 4是动力涡轮， 5是 涡轮轴， 6是压气电机， 7是发动机控制器（ECU ), 8是蓄电池， 9是发电机， 10 是动力轴， 11是压气机轴。 具体实施方式
下面结合具体实施例和附图对本发明作进一步的说明。
在说明本发明之前， 先将现有的涡轮轴发动机作一简要介绍， 并对其不能 适用于汽车、 火车等运输工具进行分析。
如图 1所示， 为现有涡轮轴发动机的结构简图。 包括设置在机壳内的压气 机 1、 位于机壳中部的燃烧室 2、 位于燃烧室 2右侧与压气机 1通过涡轮轴 5 转动连接的驱动涡轮 3,本说明书中的转动连接是指两者可以同步转动的连接。 驱动涡轮 3的右侧，设置有用于输出功率用的动力涡轮 4(也称为 "自由涡轮"；)， 该动力涡轮 4与动力轴 10转动连接， 动力轴 10与涡轮轴 5相隔离， 两者为互 不连接的两段。 利用燃烧室产生的气流带动自由涡轮输出轴功率。
从上面的结构来看， 由于压气机 1与驱动涡轮 3装配同一根涡轮轴 5上， 则压气机的转速与驱动涡轮 3的转速相等，根据 Brayton循环，具有如下公式： η = \—
Yv (k-\)lk
其中， γρ为增压比， k为气体常数， 约为 1.421, η为机械效率。
从上式可以看出， γΡ值大， 则 η值也大。
γΡ随着驱动涡轮转速（即压气机转速） 的增大而增大。
在怠速时， γΡ很低， 所以 η也很低， 导致低速时很耗油。
在怠速时， η很低， 当加速时， 产生的机械力也小， 因而加速性能差， 虽 然通过加大喷油可以有一定改善， 却会导致高温， 而且现有上述结构的涡轮轴 发动机加速时， 压气机需要的功率与其转速成四次方增长。
压气机功率 ¥压 = a xn4
其中 a为常数。
怠速时， 转速如果提升， 则压气机需要的功率成四次方增长， 这样加速性 能就更差了。
如果将怠速时的增压比 γΡ设计得较大， 这样 η会变大， 低速时耗油量会 下降， 但随着转速的增加， γΡ会过大， W a也会过大， 燃料也可能超出其燃烧 压力范围， 导致转速难以上升。
现有的上述涡轮轴发动机应用于飞机、轮船等运行过程中较少停车减速的 工况时， 其加速性能差、 低速油耗大的缺点影响不大， 而对于汽车、 火车等处 于时常需要停车、 减速工况的运输工具而言， 则会带来显著的影响， 不适用。
因此， 本实施例对现有的涡轮轴发动机进行了改进。
如图 2所示， 本实施例的涡轮轴发动机， 包括设置在机壳内的压气机 1、 燃烧室 2、压气机轴 11和动力涡轮 4, 以及压气电机 6、发电机 9和动力轴 10, 压气机 1通过压气机轴 11与压气电机 6转动连接， 动力涡轮 4通过动力轴 10 与发电机 9转动连接， 压气机轴 11与动力轴 10为彼此分离的两段轴， 发电机 9电连接有蓄电池 8, 蓄电池 8电连接有发动机控制器 （ECU) 7, 发动机控制 器 7与压气电机 6电连接。
即本实施例的涡轮轴发动机没有驱动涡轮， 压气机不由驱动涡轮驱动， 而 由受发动机控制器 7控制的压气电机 6驱动。
下面说明本实施例的工作原理。
压气机 1压缩空气进行工作时， 由蓄电池 8和发电机 9供给能量， 并受电 动机控制器 7的控制， 因而 γ Ρ的变化易于控制。发动机控制器 7控制压气机 1 釆集信息的来源很多， 可以通过动力涡轮 4的转速推算出压气机的转速， 也可 以直接测量出压气机的 γ Ρ ,推算出压气机的转速，还可以通过釆集流量推出压 气机的转速。
因压气电机 6的引入， 其上会消耗部分功率， 本实施例中约为整个发动机 功率的 10%。
与往复式活塞发动机相比， l OOkW的往复式活塞发动机其重量达到 100kg 已经是非常好的产品， 而涡轮轴发动机的单位功率质量不超过 0. 35kg/kW,即 l OOkW 的涡轮轴发动机其质量不超过 35kg,而目前航模上的无刷电机（ 500W 60000转 /分）， 其质量已经可以达到 80g。
100kW涡轮轴发动机需要的压气电机为 1 0kW, 则其压气电机可达到 80g x 10kW/ 0. 5kW = 1. 6kg,加上发电机的质量， 整个涡轮轴发动机的质量仅为 35kg+l. 6kg X 2 = 38. 2kg,即使加上误差等各因素，质量也远小于现有的往复式 活塞发动机。
本实施例的涡轮轴发动机自身质量的减少， 则在同效率时更省油， 相同体 积时输出功率更大。
涡轮轴发动机进口和出口的压差比， 在处于亚临界状态时， 转速增长会造 成压差比提高， 即在转速小时， 动力涡轮对气体的阻尼大一些。
起动时， 压气机的转速由压气电机驱动， 远大于动力涡轮的转速， 增压比 γ Ρ增大的同时， 动力涡轮的转速会增加一点， 当 γ Ρ增大到设定值时， 喷油点 火， 因为 γ Ρ大， 输出的机械能高， 低速时油耗降低， 且加速机械能大， 动力 涡轮的转速快速增长， 随动力涡轮的转速增长， 涡轮轴发动机进口和出口的压 差比提高， γ Ρ下降， 发动机控制器 7则会控制压气机的转速提高， 使 γ ρ得以 维持。 机械效率得以保证， 内部压力得以控制， 解决了低速油耗大、 加速性能 差的问题。
整个过程中， 当压气电机的功率大于发电机的功率时， 蓄电池对外放电； 当压气电机的功率小于发电机的功率时， 蓄电池被充电。
从而本实施例的涡轮轴发动机可以应用于汽车、 火车等运输工具。
本说明书中公开的所有特征， 或公开的所有方法或过程中的步骤， 除了互 相排斥的特征和 /或步骤以外， 均可以以任何方式组合。
本说明书 （包括任何附加权利要求、 摘要和附图 )中公开的任一特征， 除 非特别叙述， 均可被其他等效或具有类似目的的替代特征加以替换。 即， 除非 特别叙述， 每个特征只是一系列等效或类似特征中的一个例子而已。 本发明并不局限于前述的具体实施方式。 本发明扩展到任何在本说明书中 披露的新特征或任何新的组合，以及披露的任一新的方法或过程的步骤或任何 新的组合。

Claims

权 利 要 求 书
1、 一种涡轮轴发动机， 包括压气机、 燃烧室、 动力涡轮， 其特征在于， 所述发动机还包括压气电机、 发电机、 压气机轴和动力轴， 所述压气机通过压 气机轴与压气电机转动连接， 所述动力涡轮通过动力轴与发电机转动连接， 压 气机轴与动力轴为彼此分离的两段轴， 发电机与压气电机之间具有电连接。
2、 如权利权利要求 1 所述一种涡轮轴发动机， 其特征在于， 所述发电机 电连接有蓄电池， 所述蓄电池与压气电机电连接。
3、 如权利要求 2 所述一种涡轮轴发动机， 其特征在于， 所述蓄电池电连 接有发动机控制器， 所述发动机控制器与压气电机电连接。
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CN104358619A (zh) * 2014-10-21 2015-02-18 罗显平 转换燃气发动机废气动能为输出动力的装置
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CN106368820B (zh) * 2016-10-28 2018-04-10 清华大学 连续旋转爆震舰船
CN106337738B (zh) * 2016-10-28 2018-04-10 清华大学 连续旋转爆震坦克
CN107355314A (zh) * 2017-08-24 2017-11-17 刘雨棣 分段串列式电动转子涡扇发动机及其控制方法
CN113266468B (zh) * 2021-06-22 2022-06-21 合肥工业大学 一种三轴式燃气涡轮发动机混合电推进方法及装置
CN114934857B (zh) * 2022-07-21 2022-12-20 中国航发四川燃气涡轮研究院 一种变循环涡轮发动机

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