阅读说明：本技术 一种航空发动机余热回收利用系统 (Waste heat recycling system of aircraft engine ) 是由 胡剑英 罗二仓 吴张华 陈燕燕 张丽敏 于 2019-02-25 设计创作，主要内容包括：本发明涉及发动机技术领域,尤其涉及一种航空发动机余热回收利用系统。该航空发动机余热回收利用系统包括航空发动机、热声发动机和载热流体管路,所述载热流体管路的部分管路与所述航空发动机的壳体贴合设置,所述载热流体管路的两端分别与所述热声发动机的载热流体入口和载热流体出口对应连接。本发明提供的航空发动机余热回收利用系统,能够利用航空发动机内部气流传递给壳体的热量驱动热声发动机工作,将热能转化为机械能,不但回收了航空发动机工作时的热量,提升了航空发动机的能源利用效率,同时减少了航空发动机用于冷却壳体而产生的气量损失,有效解决了航空发动机的冷却问题,提升了航空发动机的整体性能,满足飞行器不同需求。(The invention relates to the technical field of engines, in particular to a waste heat recycling system of an aircraft engine. The aero-engine waste heat recycling system comprises an aero-engine, a thermoacoustic engine and a heat-carrying fluid pipeline, wherein part of the pipeline of the heat-carrying fluid pipeline is attached to a shell of the aero-engine, and two ends of the heat-carrying fluid pipeline are respectively and correspondingly connected with a heat-carrying fluid inlet and a heat-carrying fluid outlet of the thermoacoustic engine. The waste heat recycling system of the aero-engine provided by the invention can drive the thermo-acoustic engine to work by utilizing the heat transferred to the shell by the airflow in the aero-engine, so that the heat energy is converted into mechanical energy, the heat generated when the aero-engine works is recycled, the energy utilization efficiency of the aero-engine is improved, the air loss generated when the aero-engine is used for cooling the shell is reduced, the cooling problem of the aero-engine is effectively solved, the overall performance of the aero-engine is improved, and different requirements of aircrafts are met.)

1. The utility model provides an aeroengine waste heat recovery utilizes system which characterized in that: the heat-carrying fluid pipeline comprises an aeroengine, a thermoacoustic engine and a heat-carrying fluid pipeline, wherein part of pipelines of the heat-carrying fluid pipeline is attached to a shell of the aeroengine, and two ends of the heat-carrying fluid pipeline are respectively and correspondingly connected with a heat-carrying fluid inlet and a heat-carrying fluid outlet of the thermoacoustic engine.

2. The aircraft engine waste heat recovery system according to claim 1, wherein: and part of pipelines of the heat-carrying fluid pipeline are arranged on the outer side surface of the shell of the aircraft engine.

3. The aircraft engine waste heat recovery system according to claim 1, wherein: a cavity is arranged in a shell of the aero-engine, part of pipelines of the heat-carrying fluid pipeline penetrates through the shell, and part of pipelines of the heat-carrying fluid pipeline are arranged on the periphery of the cavity.

4. The aircraft engine waste heat recovery system according to claim 3, wherein: and a heat insulation layer is arranged on the outer side surface of the shell of the aircraft engine.

5. The aircraft engine waste heat recovery system according to claim 1, wherein: the thermoacoustic engine comprises a thermoacoustic high-temperature heat exchanger, a thermoacoustic regenerator, a thermoacoustic cooler and a cold carrier fluid pipeline, wherein the thermoacoustic high-temperature heat exchanger, the thermoacoustic regenerator and the thermoacoustic cooler are sequentially connected, two ends of the hot carrier fluid pipeline are respectively and correspondingly connected with a heat carrier fluid inlet and a heat carrier fluid outlet of the thermoacoustic high-temperature heat exchanger, and two ends of the cold carrier fluid pipeline are respectively and correspondingly connected with a cold carrier fluid inlet and a cold carrier fluid outlet of the thermoacoustic cooler.

6. The aircraft engine waste heat recovery system according to claim 1, wherein: the thermoacoustic engine is connected with the power generator.

7. The aircraft engine waste heat recovery system according to claim 1, wherein: the heat-sound refrigerating machine comprises a refrigerating machine cooler, a refrigerating machine heat regenerator and a refrigerating machine low-temperature heat exchanger which are sequentially connected.

8. The aircraft engine waste heat recovery system according to claim 1, wherein: and a circulating pump is arranged on the heat-carrying fluid pipeline.

9. The aircraft engine waste heat recovery system according to claim 1, wherein: the aero-engine comprises an air inlet compression section, a combustion section, an expansion section, an afterburner and a nozzle section which are sequentially connected; and part of pipelines of the heat-carrying fluid pipeline are respectively arranged at the shell of the combustion section, the expansion section and the afterburner, or part of pipelines of the heat-carrying fluid pipeline are arranged at the shell of the afterburner.

10. The aircraft engine waste heat recovery system according to claim 9, wherein: when part of the heat-carrying fluid pipeline is arranged at the shell of the afterburner, cooling airflow channels are arranged on the outer sides of the shells of the combustion section and the expansion section and communicated with the afterburner.

Technical Field

The invention relates to the technical field of engines, in particular to a waste heat recycling system of an aircraft engine.

Background

The aircraft engine is the heart of the aircraft and provides power to the entire aircraft. However, the thermal efficiency of the current aircraft engine is very low due to the high exhaust heat removal temperature of the exhaust gas. When the aircraft engine works, airflow entering an inlet of the aircraft engine is compressed and pressurized by the air inlet compression section and then mainly divided into two parts, wherein one part enters the combustion section, and the other part serves as cooling airflow and enters a shell interlayer of the engine. The air flow entering the combustion section pushes an expansion turbine in the expansion section to do work after being combusted and expanded in the combustion section, and the air flow enters the afterburner chamber at an accelerated speed, is further combusted with the injected fuel oil in the afterburner chamber to be heated, is sprayed out at an accelerated speed through the nozzle, and pushes the aircraft to advance. The temperature in the combustion section, the expansion section, the afterburner and the nozzle section can reach more than 1500K, so the surface of the aircraft engine needs to be cooled and protected, and part of the incoming flow gas of the intake compression section enters an interlayer of an aircraft engine shell as cooling airflow to cool the inner wall surface of the engine. Since part of the airflow is used to cool the aircraft engine walls, the airflow for engine combustion propulsion is reduced and propulsion efficiency is greatly reduced. In addition, the heat transferred to the wall surface by the high-temperature propulsion airflow is taken away by the cooling airflow in the engine interlayer, and the thermal efficiency of the aircraft engine is also greatly reduced. That is, the current aircraft engine has the disadvantages of large loss of compressed air flow and low efficiency.

Disclosure of Invention

Technical problem to be solved

The invention aims to provide a waste heat recycling system of an aircraft engine, which solves the problems of high loss and low efficiency of compressed airflow of the existing aircraft engine.

(II) technical scheme

In order to solve the technical problem, the invention provides an aircraft engine waste heat recycling system which comprises an aircraft engine, a thermoacoustic engine and a heat-carrying fluid pipeline, wherein part of the pipeline of the heat-carrying fluid pipeline is attached to a shell of the aircraft engine, and two ends of the heat-carrying fluid pipeline are respectively and correspondingly connected with a heat-carrying fluid inlet and a heat-carrying fluid outlet of the thermoacoustic engine.

In particular, part of the heat-carrying fluid line is arranged on the outer side of the shell of the aircraft engine.

Specifically, a cavity is arranged in a shell of the aircraft engine, part of pipelines of the heat-carrying fluid pipeline penetrate through the shell, and part of pipelines of the heat-carrying fluid pipeline are arranged on the periphery of the cavity.

Specifically, the outer side surface of the shell of the aircraft engine is provided with a heat insulation layer.

Furthermore, the thermoacoustic engine comprises a thermoacoustic high-temperature heat exchanger, a thermoacoustic regenerator, a thermoacoustic cooler and a cold-carrying fluid pipeline, wherein the thermoacoustic high-temperature heat exchanger, the thermoacoustic regenerator and the thermoacoustic cooler are sequentially connected, two ends of the hot-carrying fluid pipeline are respectively and correspondingly connected with a heat-carrying fluid inlet and a heat-carrying fluid outlet of the thermoacoustic high-temperature heat exchanger, and two ends of the cold-carrying fluid pipeline are respectively and correspondingly connected with a cold-carrying fluid inlet and a cold-carrying fluid outlet of the thermoacoustic cooler.

Further, the thermoacoustic engine also comprises a generator connected with the thermoacoustic engine.

The thermoacoustic refrigerator comprises a refrigerator cooler, a refrigerator heat regenerator and a refrigerator low-temperature heat exchanger which are sequentially connected.

Further, a circulating pump is arranged on the heat-carrying fluid pipeline.

Furthermore, the aircraft engine comprises an air inlet compression section, a combustion section, an expansion section, an afterburner and a nozzle section which are connected in sequence.

Specifically, part of the heat-carrying fluid pipeline is respectively arranged at the combustion section, the expansion section and the shell of the afterburner.

Specifically, part of the heat-carrying fluid pipeline is arranged at the shell of the afterburner, and cooling airflow channels are arranged on the outer sides of the shells of the combustion section and the expansion section and communicated with the afterburner.

(III) advantageous effects

The technical scheme of the invention has the following advantages:

according to the aero-engine waste heat recycling system provided by the invention, part of pipelines of the heat-carrying fluid pipeline are attached to the shell of the aero-engine, and two ends of the heat-carrying fluid pipeline are respectively and correspondingly connected with the heat-carrying fluid inlet and the heat-carrying fluid outlet of the thermo-acoustic engine, so that the heat transferred to the shell by the airflow in the cavity of the aero-engine is utilized to drive the thermo-acoustic engine to work, and the thermo-acoustic engine converts the heat energy into mechanical energy in the form of sound waves, thereby not only recovering the heat generated when the aero-engine works, improving the energy utilization efficiency of the aero-engine, but also reducing the air loss generated when the aero-engine is used for cooling the shell, effectively solving the cooling problem of the aero-engine, further improving the overall performance of the aero-engine and meeting.

Drawings

FIG. 1 is an embodiment of an aircraft engine waste heat recovery system of the present invention;

FIG. 2 is an embodiment of the invention, an aircraft engine waste heat recovery system;

fig. 3 is a schematic structural diagram of a shell of an aircraft engine in the waste heat recycling system of the aircraft engine according to an embodiment of the invention.

In the figure: 1: an intake air compression section; 2: a combustion section; 3: an expansion section; 4: an afterburner; 5: a nozzle segment; 6: a heat-carrying fluid line; 7: a thermoacoustic high temperature heat exchanger; 8: a thermoacoustic regenerator; 9: a thermoacoustic cooler; 10: a generator; 11: a circulation pump; 12: a housing; 14: a heat insulating layer; 15: a refrigerator cooler; 16: a refrigerator regenerator; 17: a refrigerator low-temperature heat exchanger; 18: a cooling gas flow channel; 19: a cold carrier fluid line.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

As shown in fig. 1 to 3, an embodiment of the present invention provides an aircraft engine waste heat recycling system, which at least includes an aircraft engine, a thermoacoustic engine, and a heat-carrying fluid pipeline 6.

Part of the heat-carrying fluid pipeline 6 is attached to the shell of the aero-engine, and two ends of the heat-carrying fluid pipeline 6 are correspondingly connected with a heat-carrying fluid inlet and a heat-carrying fluid outlet of the thermo-acoustic engine respectively.

One or more heat-carrying fluid pipelines 6 can be arranged according to actual use requirements. And the partial lines of the heat-carrying fluid lines 6 refer to any portions of each heat-carrying fluid line 6 except for two ends.

The application aeroengine waste heat recovery utilizes system, aeroengine during operation inside air current is with heat transfer to casing, because the partial pipeline of heat-carrying fluid pipeline 6 with aeroengine's casing laminating sets up for the heat transfer of casing is for heat-carrying fluid in the heat-carrying fluid pipeline 6, heat-carrying fluid carries the heat again the thermoacoustic engine, the thermoacoustic engine can be with the mechanical energy of heat energy conversion sound wave form to the realization is to the recycle of heat energy.

The application aeroengine waste heat recovery utilizes system, not only can retrieve the heat that the aeroengine during operation produced, can convert the utilization to the heat of retrieving moreover, promoted aeroengine's energy utilization efficiency, still reduced the aeroengine simultaneously and be used for cooling the casing and the tolerance loss that produces, effectively solved aeroengine's cooling problem, and then promoted aeroengine's wholeness ability to can satisfy the different demands of aircraft.

In a specific embodiment of the present application, a part of the heat-carrying fluid line 6 may be wound around and disposed on an outer side of a housing of the aircraft engine, so that heat inside the aircraft engine can be transferred to the heat-carrying fluid line 6 through the housing.

In the specific embodiment of this application, be equipped with the cavity in aeroengine's the casing, the air current in the aeroengine during operation cavity is with heat transfer to casing. As shown in fig. 3, a part of the heat-carrying fluid line 6 may pass through the housing 12, and a part of the heat-carrying fluid line 6 is disposed at the periphery of the cavity. That is, a part of the heat-carrying fluid pipeline 6 is embedded in the housing 12, so that when the aircraft engine works, the heat in the cavity can be transferred to the heat-carrying fluid pipeline 6 through the housing 12.

In particular, part of the heat-carrying fluid line 6 may be integrated with the casing 12, that is, the casing 12 is provided with a flow channel for the heat-carrying fluid to flow through, so that when the aircraft engine is in operation, the heat in the cavity can be directly transferred to the heat-carrying fluid in the flow channel through the casing 12.

In particular, the outer side and the inner side of the housing 12 may be respectively provided with an undulating structure adapted to the heat-carrying fluid line 6, as shown in fig. 3. The structure is beneficial to stabilizing the combustion of the aircraft engine on one hand and enhancing the heat exchange between high-temperature gas and the shell on the other hand.

More specifically, an insulating layer 14 may also be provided on the outside of the casing 12 of the aircraft engine to reduce heat exchange losses between the casing 12 and the ambient air flow.

In a further embodiment of the present application, the thermoacoustic engine includes a thermoacoustic high-temperature heat exchanger 7, a thermoacoustic regenerator 8, a thermoacoustic cooler 9, and a cold carrier fluid pipeline 19, the thermoacoustic high-temperature heat exchanger 7, the thermoacoustic regenerator 8, and the thermoacoustic cooler 9 are sequentially connected, two ends of the hot carrier fluid pipeline 6 are respectively connected to a heat carrier fluid inlet and a heat carrier fluid outlet of the thermoacoustic high-temperature heat exchanger 7, and two ends of the cold carrier fluid pipeline 19 are respectively connected to a cold carrier fluid inlet and a cold carrier fluid outlet of the thermoacoustic cooler 9.

When the heat-carrying fluid heat exchanger works, the heat-carrying fluid in the heat-carrying fluid pipeline 6 conveys heat into the thermoacoustic high-temperature heat exchanger 7, and then the thermoacoustic engine converts the heat into mechanical energy in the form of sound waves. In the process, the cold carrier fluid in the cold carrier fluid line 19 exchanges heat from the thermoacoustic cooler 9 and dissipates it by exchanging heat with the ram air stream of the aircraft. When the temperature of the ram air flow is too high during the high-speed flight of the aircraft, the heat of the cold carrier fluid can be taken away by the low-temperature fuel oil of the aircraft.

In a further embodiment of the present application, as shown in fig. 1, the thermoacoustic engine may be connected to a generator 10, the thermoacoustic engine converts heat into mechanical energy in the form of sound waves, and then the sound waves may push a piston of the generator 10 to move, so as to convert the mechanical energy into electrical energy for output, and the output electrical energy may be supplied to an aircraft.

In a further embodiment of the present application, as shown in fig. 2, the thermoacoustic engine may be connected to a thermoacoustic refrigerator, and the mechanical energy in the form of sound waves generated by the thermoacoustic engine is used to drive the thermoacoustic refrigerator for refrigeration, so as to cool the human-machine environment in the cabin. The thermoacoustic refrigerator comprises a refrigerator cooler 15, a refrigerator heat regenerator 16 and a refrigerator low-temperature heat exchanger 17 which are connected in sequence.

In a further embodiment of the present application, the thermoacoustic engine may be connected to the generator 10 and the thermoacoustic refrigerator, respectively, so that the generator 10 and the thermoacoustic refrigerator are driven by mechanical energy in the form of sound waves generated by the thermoacoustic engine, thereby realizing combined supply of cooling and power.

In the specific embodiment of the present application, a circulation pump 11 is disposed on the heat-carrying fluid line 6, and the heat-carrying fluid in the heat-carrying fluid line 6 is driven to circulate by the circulation pump 11.

In the specific embodiment of the present application, the heat carrying fluid in the heat carrying fluid line 6 may adopt high temperature molten salt, liquid metal, heat conducting oil, or the like.

In the embodiment of the present application, the heat-carrying fluid pipeline 6 can also transfer heat by means of a high-temperature heat pipe. When a high-temperature heat pipe is used for heat transfer, the circulating pump 11 is not required.

In the embodiment of the application, the aircraft engine comprises an intake air compression section 1, a combustion section 2, an expansion section 3, an afterburner 4 and a nozzle section 5 which are connected in sequence.

In a specific embodiment, as shown in fig. 1, part of the heat-carrying fluid pipeline 6 may be respectively attached to the casings of the combustion section 2, the expansion section 3 and the afterburner 4, so as to maximally recycle the waste heat of the aircraft engine casing. The heat of the shells of the combustion section 2, the expansion section 3 and the afterburner 4 is taken away by the heat-carrying fluid in the heat-carrying fluid pipeline 6, so that the shells of the aero-engine do not need to be subjected to heat exchange and cooled by special compressed air flow, the energy of a compressor is saved, and meanwhile, the structure of the aero-engine can be further simplified because a flow channel structure for cooling air does not need to be arranged.

When more sensors and accessories are provided on the casing of the combustion section 2 and the expansion section 3 of the aircraft engine, it is difficult to arrange the heat-carrying fluid line 6. Thus, in one embodiment, as shown in fig. 2, a portion of the heat-carrying fluid line 6 may be attached to the housing of the afterburner 4.

In the embodiment of the present application, when the residual heat of the casing of the afterburner 4 is recycled, but the residual heat of the casing surfaces of the combustion section 2 and the expansion section 3 cannot be recycled, a cooling air flow channel 18 can be provided outside the casing of the combustion section 2 and the expansion section 3, the cooling air flow channel 18 is communicated with the afterburner 4, so that the casing of the combustion section 2 and the expansion section 3 is also cooled by the cooling air in the cooling air flow channel 18, and the required cooling air flow can be greatly reduced. After cooling the surfaces of the combustion section 2 and the expansion section 3, the cooling airflow enters the afterburner 4 to participate in further combustion work.

In summary, the waste heat recycling system for the aircraft engine, provided by the embodiment of the invention, can drive the thermoacoustic engine to work by utilizing the heat transferred to the shell by the airflow in the aircraft engine, and then the thermoacoustic engine converts the heat energy into the mechanical energy in the form of sound waves, so that the heat generated when the aircraft engine works is recycled, the energy utilization efficiency of the aircraft engine is improved, meanwhile, the air loss generated when the aircraft engine is used for cooling the shell of the engine is reduced, the cooling problem of the aircraft engine is effectively solved, the overall performance of the aircraft engine is improved, and different requirements of aircrafts can be met.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "connected" and "connected" are to be interpreted broadly, e.g., as being fixed or detachable or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the description of the present invention, unless otherwise specified, "a plurality" means one or more; "plurality" means two or more; the terms "upper", "lower", "left", "right", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.