EP4193049A1 - Moteur thermique avec dispositif d'alimentation en vapeur - Google Patents

Moteur thermique avec dispositif d'alimentation en vapeur

Info

Publication number
EP4193049A1
EP4193049A1 EP21765831.9A EP21765831A EP4193049A1 EP 4193049 A1 EP4193049 A1 EP 4193049A1 EP 21765831 A EP21765831 A EP 21765831A EP 4193049 A1 EP4193049 A1 EP 4193049A1
Authority
EP
European Patent Office
Prior art keywords
steam
compressor
heat engine
combustion chamber
turbine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21765831.9A
Other languages
German (de)
English (en)
Inventor
Hermann Klingels
Oliver Schmitz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MTU Aero Engines AG
Original Assignee
MTU Aero Engines AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MTU Aero Engines AG filed Critical MTU Aero Engines AG
Publication of EP4193049A1 publication Critical patent/EP4193049A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/14—Cooling of plants of fluids in the plant, e.g. lubricant or fuel
    • F02C7/141—Cooling of plants of fluids in the plant, e.g. lubricant or fuel of working fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
    • B64D27/18—Aircraft characterised by the type or position of power plants of jet type within, or attached to, wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D29/00—Power-plant nacelles, fairings, or cowlings
    • B64D29/06—Attaching of nacelles, fairings or cowlings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/04—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
    • B64D33/10—Radiator arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/32—Collecting of condensation water; Drainage ; Removing solid particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/0205—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using heat exchangers
    • 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
    • F02C3/20—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products
    • F02C3/30—Adding water, steam or other fluids for influencing combustion, e.g. to obtain cleaner exhaust gases
    • F02C3/305—Increasing the power, speed, torque or efficiency of a gas turbine or the thrust of a turbojet engine by injecting or adding water, steam or other fluids
    • 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
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • 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
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/082—Other arrangements or adaptations of exhaust conduits of tailpipe, e.g. with means for mixing air with exhaust for exhaust cooling, dilution or evacuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/02—Exhaust treating devices having provisions not otherwise provided for for cooling the device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • 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
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • 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
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • F02C7/185—Cooling means for reducing the temperature of the cooling air or gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/32—Application in turbines in gas turbines
    • F05D2220/323—Application in turbines in gas turbines for aircraft propulsion, e.g. jet engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/70—Application in combination with
    • F05D2220/72—Application in combination with a steam turbine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/20—Heat transfer, e.g. cooling
    • F05D2260/213—Heat transfer, e.g. cooling by the provision of a heat exchanger within the cooling circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/60—Fluid transfer
    • F05D2260/602—Drainage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/08—Purpose of the control system to produce clean exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/08—Purpose of the control system to produce clean exhaust gases
    • F05D2270/082—Purpose of the control system to produce clean exhaust gases with as little NOx as possible
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/08—Purpose of the control system to produce clean exhaust gases
    • F05D2270/083—Purpose of the control system to produce clean exhaust gases by monitoring combustion conditions
    • F05D2270/0831—Purpose of the control system to produce clean exhaust gases by monitoring combustion conditions indirectly, at the exhaust
    • 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 heat engine which has a first compressor for supplying at least one combustion chamber of the heat engine with air, a first turbine for driving the first compressor and a steam supply device for supplying steam to the combustion chamber, an aircraft, in particular an airplane, with the heat engine and a Method of operating the heat engine.
  • WO 2019/223823 A1 discloses an aircraft propulsion system that represents a combination of a gas turbine cycle and a steam turbine cycle in one machine.
  • a steam generator arranged downstream of the turbine, steam is generated by means of exhaust gas energy, which is then fed to the area of the combustion chamber of the machine.
  • the higher mass flow in the turbine due to the addition of steam results in an increase in output, and the efficiency of the gas turbine is improved by the heat recovery.
  • the moist exhaust gas passes through other components that serve to separate the water from the exhaust gas so that it is available for steam generation.
  • the The machine should therefore be able to be operated both as a pure gas turbine and as a combination of gas turbine and steam turbine.
  • the narrowest cross-section in the flow channel of an engine downstream of the combustion chamber is usually the guide vane in front of the high-pressure turbine (directly downstream of the combustion chamber).
  • the pressure gradient across the turbine cascade increases, its Ab flow number increases and finally reaches the supersonic range.
  • the reduced mass flow that is achieved in the blocking state is called capacity and is directly related to the narrowest flow area.
  • the capacity is therefore a fixed value that belongs to a turbine, which does not change between the operating points.
  • the flow through the high-pressure turbine is critical over almost the entire operating range. At a given total pressure p and total temperature T, the natural mass throughput m no longer changes. The turbine therefore determines the mass throughput.
  • the object of the invention is to improve a heat engine with steam supply and its operation.
  • a heat engine in particular an aircraft engine, has at least a first compressor for supplying a combustion chamber of the heat engine with air and one downstream of the Combustion chamber arranged first turbine or high-pressure turbine for driving the first compressor.
  • the heat engine has the typical main components of a gas turbine, namely a gas expansion turbine, an upstream first compressor and a combustion chamber in between, in which a fuel (e.g. kerosene or hydrogen) is burned.
  • the heat engine additionally has at least one steam supply line for supplying steam from a steam source into the combustion chamber and a steam supply device.
  • the steam supply device comprises a second compressor arranged downstream of the first compressor and is set up to further compress the air delivered by the first compressor at least temporarily as a function of a steam mass flow conducted through the steam supply line before it enters the combustion chamber.
  • the second compressor can be arranged upstream of the combustion chamber as the last/most downstream compressor stage ⁇ ).
  • the steam supply device can be designed to operate the second compressor in such a way that when the supply of steam into the combustion chamber is increased, the latter causes a higher compression of the air and vice versa. More preferably, the steam supply device can be designed not to operate or to shut down the second compressor when no steam is supplied to the combustion chamber.
  • the vapor supply device can preferably be set up to drive the second compressor in such a way that the throttling state of the first compressor does not change when vapor is supplied, i.e. the stationary working line in the compressor characteristic map remains unchanged.
  • the position of the working line is therefore independent of the amount of steam supplied. This means that if there is a change in mass flow at the outlet of the combustion chamber due to the supply of steam, the air pressure can be increased proportionally by the second compressor. For example, if no steam is supplied, there is no additional compression by the second compressor. With 10% steam supply into the combustion chamber (i.e. a mass flow
  • the second compressor can be driven in front of the combustion chamber in such a way that it achieves a pressure ratio of 1.1 with steam supply 30%, the second compressor can be operated to achieve a pressure ratio of 1.3, etc.
  • the engine can be operated in different operating states with different steam proportions in the mass flow from the combustion chamber.
  • the steam supply device can be set up and designed in such a way that it operates the second compressor in such a way that the working line or the respective working point in the first compressor between two different operating states (e.g. 0% steam proportion and 20% steam proportion) by a maximum of 10%, in particular deviates by a maximum of 5%, in one version by a maximum of 1%, of the assigned pressure ratio and is identical in one version.
  • the present invention is based on the following idea: compared to the (higher) supply of steam in a first operating state.
  • a second operating state the actual mass flow into and at the outlet of the combustion chamber or entry into at least one turbine is increased.
  • Appropriate design and operation of the steam supply device and in particular the second compressor can at least partially compensate for this higher mass flow in terms of design and operation or the heat engine can be designed for both operating states at the same time, i.e. equally well in both operating states, in particular with advantageous efficiencies , low risk of compressor pumps.
  • the second compressor Since the second compressor is not driven by a turbine downstream of the combustion chamber in the flow channel, its pressure increase can be decoupled from the engine core mass flow and the degree of compression can be flexibly adapted to the steam content and the external conditions.
  • the steam supply device can further have a steam turbine for driving the second compressor.
  • a steam turbine for driving the second compressor.
  • at least part of the steam from the steam supply line is preferably passed through the steam turbine and relaxed in this before it enters the Combustion chamber flows.
  • the second compressor and the steam turbine can preferably be seated on a common shaft.
  • the steam source can comprise an evaporator or heat exchanger which is set up to evaporate water with the exhaust gas heat of the heat engine.
  • evaporator or heat exchanger which is set up to evaporate water with the exhaust gas heat of the heat engine.
  • a condenser can be used to recover water from the exhaust plume of the heat engine, which is then pumped into an evaporator where the water is vaporized, or supercritically heated, for delivery to the combustor (and steam turbine).
  • part of the steam can flow from the steam supply line through the steam turbine and another part of the steam can be guided past the steam turbine into the combustion chamber via a bypass line.
  • the power recovered from the exhaust heat during evaporation can significantly exceed the demand of the second compressor.
  • the steam supply device can, if designed appropriately, ensure that the pressure increase at the second compressor is proportional to the mass flow increase due to the steam supply.
  • the supply of steam into the steam turbine can be regulated by a steam control valve. This allows an even more flexible adjustment of the turbine output.
  • an operating mode can be desired in which the pressure change is temporarily not proportional to the change in mass flow due to the steam supply. If, for example, the heat engine is operated with increased temperature at the outlet of the combustion chamber when accelerating, it can be advantageous to increase the compressor output of the second compressor or its pressure ratio in order to lower the working line in the first compressor and thus reliably prevent dangerous compressor pumping.
  • the steam control valve can preferably control a mass flow ratio between the steam turbine and the bypass line.
  • the second compressor and/or the steam turbine can be arranged non-coaxially to the first compressor.
  • the compressor and the steam turbine can preferably run on their own shaft, which is offset from the shaft of the first compressor.
  • a staggered arrangement has the advantage that the compressor can be designed with a comparatively small hub ratio and thus with large blade heights.
  • the turbomachine part of the aircraft engine can be built axially shorter.
  • the heat engine can have at least one third compressor for supplying the combustion chamber and/or a fan (propulsor) and/or at least one further turbine, in particular for driving the third compressor and/or fans.
  • the fan can be connected to the shaft of the additional turbine via a (reduction) gear.
  • the heat engine described above can form the core engine of an aircraft engine and can be supplemented by a fan, a low-pressure turbine and possibly another compressor module.
  • the heat engine can have a second steam turbine through which steam from the steam supply line also flows.
  • the power of the second steam turbine can be fed into a shaft of the heat engine or into an auxiliary unit. The reason for this is that the power recovered from the heat of the exhaust gas during the evaporation can exceed the demand of the second compressor. In order to use this excess power, it can be used in a second (third, fourth..) steam turbine for other purposes.
  • FIG. 1 shows a heat engine according to an embodiment of the present invention
  • FIG. 2 shows a heat engine according to a further embodiment of the present invention
  • Fig. 1 shows schematically a heat engine 1, which is based on the basic principle of the invention.
  • the problem of the large working point or working line shift in the compressor 10 when steam is supplied from a steam source 25 to the combustion chamber 11 is solved by the heat engine 1 with a steam supply device 2 .
  • the main components of the steam supply device 2 are a second compressor 20 which is driven by a steam turbine 21 .
  • Air that is conveyed by the compressor 10 of the heat engine 1 is routed to the compressor 20 of the vapor supply device 2 .
  • the steam turbine 21 feeds its power into the compressor 20 and this is designed in such a way that the pressure increase is proportional to the change in mass flow due to the steam.
  • the steam supply device 2 is designed such that when the mass flow in the turbine is 30% higher than the mass flow in the compressor, the second compressor 20 also increases the pressure in front of the combustion chamber by 30%.
  • the exhaust gas energy of the heat engine 1 is used to vaporize water, which is pumped by a feedwater pump 26 to the steam source 25, in this case to a steam generator (an evaporator/heat exchanger), and then passed through the steam line 24 to the steam turbine 21.
  • the steam is brought to a pressure which is much higher than the pressure in the combustion chamber 11 . This increases the usable heat gradient.
  • the pressure in the exhaust steam line 23 must be greater than or at least equal to the pressure in the combustion chamber 11 .
  • the energy flow in the steam supply line 24 is greater than the power requirement for driving the compressor 20. Therefore, the steam turbine 21 is only supplied with as much steam that the power is sufficient to achieve the desired pressure increase in the compressor 20. The remaining steam is routed directly to the combustion chamber 11 via a bypass line 22 .
  • FIG. 2 shows an exemplary aircraft engine 3 with the heat engine 1 shown in FIG. 1 with the steam supply device 2 and some useful extensions.
  • the heat engine 1 of FIG. 1 forms the core engine of the aircraft engine 3 (with some slight adjustments).
  • Elements with the same function have the same reference numbers as in Fig. 1.
  • a propulsor is added, in the example shown a fan 30, which is driven by a low-pressure turbine 13, optionally via an intermediate gearbox 31. Also optionally, a further compressor (low-pressure compressor or booster) 32 can be arranged in the direction of flow between the fan 30 and the first compressor 10 .
  • the steam supply device 2 is arranged in FIGS. 1 and 2 next to or offset from the main axis of the heat engine 1 or the aircraft engine 3 . It is basically irrelevant whether the arrangement is parallel, diagonal or transverse. In an alternative embodiment not shown here, a coaxial arrangement would also be conceivable. Since an engine with steam in the working gas achieves a very high specific power, the air mass flow for the compressors is low. With a coaxial arrangement of the steam supply device 2, this would result in very small blade heights in the compressor 20. This would result in high gap losses and the risk of pumping.
  • the offset arrangement has the great advantage that the compressor 20 can be designed with a small hub ratio and thus with large blade heights.
  • the turbomachine part of the aircraft engine can be built axially short.
  • the energy flow in the steam supply line 24 is greater than the power requirement for driving the compressor 20. For this reason, it can be advantageous to reduce the excess energy in an (optional) second steam turbine 28.
  • Fig. 2 a possible embodiment is shown schematically.
  • the second steam turbine 28 is arranged here coaxially to the engine axis and feeds its power into a shaft of the aircraft engine via an optional second gearbox 27 .
  • the steam turbine 28 is connected in series with the steam turbine 21, ie the steam from the steam source 25 (here the Steam generator) first flows through the second steam turbine 28 and then through the first steam turbine 21.
  • a parallel connection of the steam turbines 21, 28 (not shown) is also conceivable.
  • the steam turbine 28 could also be used to drive ancillary units or, for example, a generator.
  • the heat engine from FIG. 1 shows how the position of the working line of the working point in the compressor map can be kept constant by the steam supply device.
  • the steam supply device 2 can also be used to specifically influence the position of the operating point.
  • a steam control valve 29 is integrated into the steam supply line 24 for this purpose. With the steam control valve 29, the amount of steam of the steam turbine 21 can be varied. With an unchanged vapor mass flow to the combustion chamber, the pressure build-up in the compressor 20 can thus be regulated.
  • the greater the bypass quantity the lower the pressure build-up in the compressor 20, as a result of which the compressor 10 is throttled and its operating point moves in the direction of the surge limit. With a lower bypass quantity, exactly the opposite behavior.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Abstract

La présente invention concerne un moteur thermique (1), en particulier un moteur d'aéronef (3), comprenant un premier compresseur (10) pour alimenter une chambre de combustion (11) du moteur thermique (1) avec de l'air et une première turbine (12) disposée en aval de la chambre de combustion (11) pour entraîner le premier compresseur (10), le moteur thermique ayant également au moins une conduite d'alimentation en vapeur (24) pour fournir de la vapeur à partir d'une source de vapeur (25) dans la chambre de combustion (11). Le moteur thermique (1) comprend également un dispositif d'alimentation en vapeur (2), qui comporte un second compresseur (20) et est conçu pour comprimer davantage le gaz de travail au moyen du second compresseur (20) en fonction d'un débit massique conduit à travers la conduite d'alimentation en vapeur (24), avant que ledit gaz de travail ne s'écoule dans la chambre de combustion (11).
EP21765831.9A 2020-08-05 2021-08-02 Moteur thermique avec dispositif d'alimentation en vapeur Pending EP4193049A1 (fr)

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DE102020209850 2020-08-05
DE102021201627.8A DE102021201627A1 (de) 2020-08-05 2021-02-19 Wärmekraftmaschine mit Dampfzufuhrvorrichtung
PCT/DE2021/100664 WO2022028651A1 (fr) 2020-08-05 2021-08-02 Moteur thermique avec dispositif d'alimentation en vapeur

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EP21759238.5A Pending EP4193048A1 (fr) 2020-08-05 2021-08-02 Aéronef
EP21759237.7A Pending EP4193047A1 (fr) 2020-08-05 2021-08-02 Dispositif de traitement de gaz d'échappement pour moteur d'aéronef
EP21765831.9A Pending EP4193049A1 (fr) 2020-08-05 2021-08-02 Moteur thermique avec dispositif d'alimentation en vapeur

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EP21759237.7A Pending EP4193047A1 (fr) 2020-08-05 2021-08-02 Dispositif de traitement de gaz d'échappement pour moteur d'aéronef

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EP (3) EP4193048A1 (fr)
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US20230332522A1 (en) 2023-10-19
WO2022028651A1 (fr) 2022-02-10
EP4193048A1 (fr) 2023-06-14
WO2022028653A1 (fr) 2022-02-10
DE102021201627A1 (de) 2022-02-10
DE112021004156A5 (de) 2023-08-10
WO2022028652A1 (fr) 2022-02-10
DE102021202602A1 (de) 2022-02-10
US11965462B2 (en) 2024-04-23
US20230366349A1 (en) 2023-11-16
DE102021201629A1 (de) 2022-02-10
US20230286661A1 (en) 2023-09-14
EP4193047A1 (fr) 2023-06-14

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