WO2003010432A1 - Statoreacteur rotatif avec un stabilisateur de flammes s'etendant avec un jeu fonctionnel au niveau de la paroi interieure du carter moteur - Google Patents

Statoreacteur rotatif avec un stabilisateur de flammes s'etendant avec un jeu fonctionnel au niveau de la paroi interieure du carter moteur Download PDF

Info

Publication number
WO2003010432A1
WO2003010432A1 PCT/US2002/023318 US0223318W WO03010432A1 WO 2003010432 A1 WO2003010432 A1 WO 2003010432A1 US 0223318 W US0223318 W US 0223318W WO 03010432 A1 WO03010432 A1 WO 03010432A1
Authority
WO
WIPO (PCT)
Prior art keywords
inlet
set forth
rotor
strakes
centerbody
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.)
Ceased
Application number
PCT/US2002/023318
Other languages
English (en)
Inventor
Shawn P. Lawlor
Robert C. Steele
Donald Kendrick
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.)
Ramgen Power Systems LLC
Original Assignee
Ramgen Power Systems LLC
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 Ramgen Power Systems LLC filed Critical Ramgen Power Systems LLC
Publication of WO2003010432A1 publication Critical patent/WO2003010432A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K7/00—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof
    • F02K7/10—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof characterised by having ram-action compression, i.e. aero-thermo-dynamic-ducts or ram-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
    • F05D2220/10—Application in ram-jet engines or ram-jet driven vehicles
    • 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
    • F05D2220/34—Application in turbines in ram-air turbines ("RATS")
    • 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
    • F05D2250/00—Geometry
    • F05D2250/20—Three-dimensional
    • F05D2250/25—Three-dimensional helical
    • 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

Definitions

  • This invention relates to the field of combustion technology. More particularly, the
  • invention relates to the design of a ramjet inlet and combustion chamber for a rotary
  • J PdA parasitic "J PdA” drag (i.e., aerodynamic pressure P acting over an exposed area A), or
  • a ramjet engine realistically adapted to stationary power production, it is desirable, particularly in locales with strict environmental regulations, to provide a device in which undesirable combustion products are reduced.
  • a ramjet inlet and more particularly, a supersonic ramjet inlet and the accompanying combustion chamber structure, that enables the engine to maintain high efficiency power output while reducing the generation of undesirable products of combustion (such as nitrogen oxides) or incomplete products of combustion (such as carbon monoxide).
  • a novel rotary ramjet engine design disclosed herein has a combustor configuration in which a flameholder is provided that extends toward the running clearance at a stationary, preferably substantially cylindrical tubular peripheral wall.
  • This design preferably utilizes an inlet centerbody in which ramjet compression is achieved at supersonic inlet velocities, by exploiting an oblique shock extending from a leading edge structure laterally outwardly to, at the design velocity, confining inlet and outlet strakes.
  • the combustor and accompanying strakes are affixed to the rotor in a preselected, substantially matched helical angle orientation, so as to smoothly and continuously acquire clean inlet air and discharge the resulting products of combustion.
  • the combustion chamber is simplified in that a rear wall of the inlet centerbody serves as a forward wall of a combustion chamber, providing for flame holding.
  • a combustor cavity is defined to provide for thorough mixing of fuel and air, and to provide sufficient residence time for reaction of fuel with oxidant in order to minimize the escape of incomplete combustion products from the combustor.
  • the foregoing combustion chamber configuration provides for efficient mixing of fuel and air at supersonic inlet inflow velocities.
  • this combustor flameholder extends outward from the rim of the rotor toward the stationary, substantially cylindrical tubular interior peripheral wall (less running clearance).
  • multiple shear layers are created, i.e., on both sides of the inlet centerbody, so that fuel/air mixing is improved.
  • the shear layers lead to the creation of mixing vortices behind the rear wall of the inlet centerbody (i.e., within the flameholder), which provides for a more compact primary zone and for stable flameholding that is desirable at the design operational velocity.
  • a still further feature is provided by an embodiment incorporating multiple inlet centerbodies, wherein multiple flameholders are utilized.
  • multiple flameholders are utilized.
  • a combustor cavity having roughly a segmented annulus shape and having a substantially rectangular cross-section at any selected station along the flow path is depicted, other designs utilizing an inlet body rear wall flameholder shape other than that just described are also possible (e.g, non- rectangular cross-sectional shape).
  • the "hot section" components of the ramjet engine are reduced.
  • a fuel/air mixture may be supplied at high velocity via inlet fluid compression ducts adjacent to the inlet centerbody, so that flashback from the combustor may be reliably avoided even in the case of fuels that have a very high flame velocity.
  • the high velocity inlet can also acoustically decouple the upstream fuel system acoustics from the combustion chamber acoustic perturbations.
  • combustion may be more easily confined to the mixing zones behind the flameholder, i.e., the rear wall of the inlet centerbody.
  • Yet another aspect may involve matching the axial and tangential flows at the inlet inflow plane and at the exhaust outlet nozzle, providing a primarily tangential flow engine with reduced energy loss due to unmatched flow rates, or due to excess or unnecessary axial flow.
  • FIG. 1 shows a partially sectioned perspective view of a rotary ramjet engine having an inlet centerbody for lateral compression of inlet fluid, and a combustion chamber with a rear wall flameholder extending to the stationary peripheral circular wall (less running clearance).
  • FIG. 2 shows a detailed perspective view of a set of rim segments, detached from a rotor, illustrating one inlet centerbody design, here using a pentagon shape, and showing in broken lines the shock pattern at supersonic design conditions, illustrating how the shock structure is contained between an inlet strake and an exhaust strake, after reflection from the leading edge structure of the inlet centerbody.
  • FIG. 3 is a detailed perspective view of a set of rim segments, detached from a rotor, illustrating the inlet centerbody design similar to that of FIG. 2, but now showing the construction of the rear wall of the inlet centerbody and the combustion chamber extending rearwardly therefrom.
  • FIGS. 4, 5, and 6 illustrate a method of operating the rotary ramjet engine at design conditions, and the resultant Shock wave patterns, using a substantially polygonal shaped centerbody, such as a seven sided centerbody design.
  • FIG. 4 illustrates the operation of an inlet centerbody at design conditions, which, for one preferred embodiment, is Mach 2.75.
  • FIG. 5 illustrates the operation of an inlet centerbody at moderate speed off- design conditions, e.g., at about Mach 2.0.
  • FIG. 6 illustrates the operation of an inlet centerbody at low speed off-design conditions, e.g., at about Mach 1.5.
  • FIG. 7 shows a circumferential view, looking down on a set of rim segments which incorporate therein an inlet strake, and outlet strake, and an inlet centerbody design having a rear wall flame stabilizing structure, and further showing the combustion zone in the shaded area, and recirculation and fuel/air mixing zone with various reference arrows.
  • FIG. 8 shows a sectional view of a rim segment, taken along line 8-8 of FIG. 7, which illustrates the inlet and outlet strakes, and a pair of sidewalls of an inlet centerbody.
  • FIG. 9 shows a sectional view of a rim segment, taken along line 9-9 of FIG. 7, which illustrates the rear wall of the inlet centerbody (i.e, the combustion chamber front plate), extending outward to the stationary circular peripheral wall (less running clearance).
  • FIG. 10 illustrates the inlet and exhaust velocity vector triangles for the rotary ramjet employed in the ramjet engine design disclosed herein.
  • FIG. 11 illustrates a side view of a ramjet hot section rotor cartridge, illustrating the full circumferential length of the combustor chamber, and also showing the ramjet outlet nozzle.
  • FIG. 11 A illustrates the detail of a ramjet outlet nozzle region.
  • FIG. 12 is a graphical depiction, on a logarithmic scale, of the nitrogen oxides (NOx) and carbon monoxide (CO) emissions from a proposed 800 kW rotary ramjet engine, showing the emissions at full rotor speed as a function of percent of rated output power.
  • FIG. 13 is a cross-sectional view of a prior art ramjet burner design for a stationary, rotary ramjet engine, illustrating the use of a single, long flame front.
  • FIG. 14 is view taken along the circumference of a rotor, looking down on the novel combustor taught herein, showing the use of at least two short length flame fronts.
  • FIGS. 15, 16, 17, and 18 illustrate various enhanced embodiments of a novel combustor design for a stationary rotary ramjet engine.
  • FIGS. 15A, 16A, 17A, and 18A illustrate the same combustor designs as in FIGS. 15, 16, 17 and 18, but enhanced with the use of a pilot flame. In each of the just mentioned figures, use of both impingement and effusion cooling of the rear wall are shown.
  • the combustor design utilizing a simple bluff body, as earlier shown in
  • FIG. 7 is now shown enhanced with respect to required cooling load, with the combination of impingement and effusion cooling on the flameholder.
  • the combustor design is further enhanced via use of side ramps to increase the flame holding surface area and to encourage higher combustion intensity in the primary zone.
  • the combustor design is further enhanced via use of flow splitting devices to enhance mixing through the impingement of multiple transverse jets via the action of side skirts and side ramps.
  • the combustor efficiency is further enhanced via use of a trapped vortex design, which locks stationary vortices between the fore and aft bodies, and enhances primary air entrainment through the pumping of secondary airflow into the primary zone.
  • FIG. 19 provides a perspective of the design first set forth in FIG. 17A above, and further illustrates the use of both side skirts and side ramps to change direction of an inlet air stream to achieve thorough mixing in the combustion chamber,
  • FIG. 20 illustrates the use of multiple inlet centerbodies in a ramjet inlet, where in two or more centerbodies are located between an inlet strake and outlet strake.
  • FIG. 21 illustrates a trapped vortex design that provides a forebody and an aft body to provide a combustor.
  • FIG. 22 illustrates a trapped vortex design that provides an enhanced trapped vortex embodiment, which may improve flame stability and increase combustor performance, by the addition of a forebody, a first aft body, and a second aft body.
  • FIG. 23 further illustrates the design first set forth in FIG. 16A, and further illustrates the use of side ramps.
  • FIG. 1 A detailed view of an exemplary embodiment of a rotary ramjet engine E is provided in FIG. 1.
  • Inlet air as indicated by reference letter A is supplied via inlet duct 14 to a circumferential inlet air supply plenum 16 and thence through radial air inlet 18 for supply to a pre-swirl compressor inlet 20.
  • a pre-swirl compressor 22 provides compression of the inlet air A from inlet pressure to a desired superatmospheric pressure sufficient to create the desired relative inlet velocity between the rotating ramjet inlet and the inlet air or fuel/air premix stream.
  • the compressed inlet air (or fuel/air premix) is allowed to decelerate in a diffuser portion 24 of pre-swirl compressor outlet duct 26, to build a reservoir of low velocity pressurized inlet air. Subsequently, portion 28 of outlet duct 26 supplies pressurized air to the inflow plane of the air inlet. Primary fuel is supplied at injectors 30. Then, the resultant fuel air mixture is deflected and expanded by inlet guide vanes 32 (of which only one guide vane 32 in the guide-vane row is shown in FIG.
  • this rotary ramjet engine E acts on an air mass having two basic flow field components - namely an axial flow component (along the longitudinal shaft axis), and a tangential flow component (along the plane of, and tangential to, the rim 38 of the rotor).
  • the inlet fluid stream Vi has a tangential velocity Virn, i.e., the rim speed of the rotor 40 in front of the leading edge 34 of ramjet inlet centerbody 36, and an axial velocity V
  • Virn tangential velocity
  • (A) tan (9() V
  • VE is substantially equal to the inverse tangent of the ratio of the axial velocity of the exhaust gas V E( AJ to the tangential velocity of the exhaust gas
  • V E (A) tan ( ⁇ ) E(T)
  • the angle alpha ( ) of the inlet fluid matches
  • the inlet and exhaust strakes 50 and 52 are
  • FIG. 10 as angle delta (A)S
  • the inlet centerbody structure 36 is preferably offset at the
  • angle delta (A)C for the inlet centerbody structure in FIG. 10.
  • angles alpha, theta, and delta Si, delta SE, and delta C are advantageous.
  • those angles are preferably conformed in the range from more than zero up to about 15 degrees; more preferably from more than zero up to about 10 degrees, is advantageous.
  • these angles are in one embodiment in the 1 degree to 5 degree range, and may, in such embodiment be in the 1 degree to 2 degree range, and in one exemplary embodiment, may be established at about 1.5 degrees, and may be more precisely established at about 1.554 degrees.
  • the inlet axial velocity would be about 82 feet per second, and inlet tangential velocity would be about 3076 feet per second.
  • the exhaust axial velocity would be about 131 feet per second, and the exhaust tangential velocity would be about 5005 feet per second (in the rotating frame of reference).
  • both the inlet flow vector angle alpha and the exhaust flow vector angle theta are about 1.5 degrees.
  • the inlet strake 50 angle delta si and the outlet strake 52 angle deltas ⁇ are set at about 1.5 degrees.
  • the inlet strake angle delta, ⁇ f is 1.554 degrees.
  • the matched velocity vector technique enables the inlet fluid to be supplied with minimal pressure loss, viscous fluid flow complications, or parasitic power losses.
  • increasing the amount of positive pressure provided by the pre-swirl impeller results in an increased tangential velocity component entering the plane of rotation of the ramjet rotor, and an increase in the inlet inflow Mach number, and thus an increased ramjet cycle compression ratio.
  • the supersonic ramjet inlet utilizes the kinetic energy inherent in the air mass due to the relative velocity between the ramjet inlet and the supplied air stream, depicted as V
  • the inlet stream is compressed utilizing a flow pattern operating with compression primarily laterally with respect to the plane of rotation of the rotor, via an oblique shock compression fan 58 (see FIGS.
  • the compressed inlet fuel/air mix is also contained by the substantially cylindrical tubular interior sidewall portion 60 of the engine casing 62.
  • the compressed inlet fluid stream is preferably maintained at a very high velocity through a constant area supersonic diffuser D, as shown in FIGS. 7 and 10.
  • a constant area supersonic diffuser D as shown in FIGS. 7 and 10.
  • an at least partially subsonic diffuser Dl having increasing diffuser cross-sectional area may be provided rearward of a leading edge 34' and more precisely, rearward flow-wise of a constant area diffuser DC, as shown in the alternate inlet center body structure 36'.
  • This alternate inlet centerbody structure 36' design as illustrated in FIGS. 4, 5, and 6 provides a seven sided structure, having an inlet leading edge 34', a pair of compression sidewalls 70 and 72 that project shock waves 74 and 76 laterally outward, a pair of constant area diffuser DC walls 78 and 80, a pair of increasing area diffuser Dl walls 82 and 84, and a rear wall 86 which operates as a flameholder.
  • the centerbody 36 is of a pentagon design, with leading edge 34, a pair of compression sidewalls 92 and 94 that project shock waves 96 and 98 laterally outward, a pair of opposing sidewalls 100 and 102 that also operate with inlet 50 and exhaust 52 strakes to define a constant area diffuser D, and a rear wall 104 that operates as a flameholder for the combustion chamber 56.
  • a running clearance C 04 is provided between the top 105 of rear wall 104 and the interior sidewall portion 60 of engine casing 62.
  • this running clearance is about 0.025 inches, although those skilled in the art will appreciate that the value will differ for other operating conditions.
  • a running clearance C 5 o of about 0.005 inches to about 0.010 inches is provided between the top 106 of outlet strake 50 and the interior sidewall portion 60 of engine casing 62; a running clearance C 52 of about 0.005 inches to about 0.010 inches is provided between top 108 of outlet strake 52 and the interior sidewall portion 60 of engine casing 62.; and the sidewalls 100 and 102 of inlet centerbody 36 have height H-ioo and H 102 , respectively, and a running clearance of C-ioo and of C 1 02, respectively, of about 0.025 inches each.
  • the compression and combustion is achieved utilizing only a small number of ramjets, (preferably expected to be in the range from 2 to 5 total, with accompanying inlet and outlet strakes for each ramjet), and within an aerodynamic duct formed by the spirally disposed, or more specifically, helically disposed inlet and outlet strakes, as opposed to a traditional gas turbine or other axial flow compressor using many rotor and stator blades.
  • a method of constructing the inlet strakes 50, exhaust strakes 52, inlet centerbody 36, and related rotating parts including rim portions of the rotor are shown manufactured as individual rim segments RS, a plurality N (where N is a positive integer, preferably of more than 100, depending on the size of the rotor 40) of which taken in a group comprising the series of rim segments from RS 1 to RSN, together provide the various structures discussed above.
  • N is a positive integer, preferably of more than 100, depending on the size of the rotor 40
  • one method of attachment of each of the rim segments RS to the rotor 40 is via use of dove tail shaped features 110 on each rim segment RS; these features interlock with complementary features on the rotor 40.
  • Any single rim segment RSx may comprise an inlet strake 50 portion, an outlet strake 52 portion, or both, and may further comprise, alternately, one or more inlet centerbody 36 portions, a combustor floor 120 portion, a converging portion 122 of a ramjet outlet nozzle, a ramjet ⁇ ozzle/throat 124 portion, or the diverging portion 126 of a ramjet outlet nozzle.
  • Various elements of such construction can be easily appreciated from a review of FIGS. 2, 3, and 7 through 10.
  • FIGS. 2 and 3 it is not necessary to provide structure for an interior of inlet centerbody 36, as a quiescent zone 130 can be provided interior to the above described components which comprise the centerbody 36 structure.
  • fuel injectors 30 add the fuel to an inlet fluid (which may be either be a fuel free oxidant containing stream, or which may contain some high value fuel such as hydrogen, or some low value fuel, such as coal bed methane, coal mine purge gas, landfill methane, biomass produced fuel gas, sub-quality natural gas, or other low grade fuels) provided through diffuser 24.
  • an inlet fluid which may be either be a fuel free oxidant containing stream, or which may contain some high value fuel such as hydrogen, or some low value fuel, such as coal bed methane, coal mine purge gas, landfill methane, biomass produced fuel gas, sub-quality natural gas, or other low grade fuels
  • the velocity of the compressed inlet fuel/air mixture should preferably be high at the intermixing point between the combustion chamber and the delivery point of the combustible fuel/air mixture, so that flashback of the flame front from the combustor toward the inlet is reduced or avoided.
  • the residence time in the diffuser is too short to initiate an auto-ignition process in the prescribed residence time. Further, the aerodynamics of the diffuser design and of the inlet section are not conducive to flame holding.
  • a combustion chamber 56 having substantially larger cross-sectional flow area than provided by the inlet ducts thereto (for example, ducts D & D, as illustrated in FIGS. 7, 8, and 9.
  • Localized recirculation zones may also be provided in order to have an adequate residence time to substantially minimize creation of carbon monoxide in the combustor, in order to bring the remaining CO in the exiting combustion gases to an environmentally acceptable low residual level. Overall, this configuration reduces the size of the primary zone by introducing a short flame front at the entrance of the combustor flow path.
  • a combustion chamber with a constant duct height and a predetermined overall length Lc is provided (see FIG. 3).
  • this overall length Lc is determined by providing a combustor residence time of about 5 ms to about 10 ms for the oxidation of CO to C0 2 , based on equilibrium flame temperature calculations and current gas turbine industry practice.
  • a ramjet exhaust nozzle is provided at the outlet of the combustion chamber 56, so that exhaust gas outlet velocity will propel the rotor 40 at the desired rim speed under design load conditions.
  • the recirculation zone 150 behind the rear wall 104 of the inlet centerbody 36, the shear layer zone 152 (seen at the downstream edges of the gray zone in FIG. 7), where the inflowing premixed fuel and air mixes with the burning gases from the recirculation zone, and the burnout zone 154 (see FIG. 11 ), which is located downstream from the recirculation zone 150 and shear layer 152 zones.
  • the recirculation zone 150 was modeled as a perfectly stirred reactor.
  • inlet fluid is decelerated to a suitable velocity level, and longitudinal (flow stream wise) vortices (see reference arrows 151 in FIG. 7) are generated at rearward of the rear wall 104 of the inlet body 36.
  • the shear layer 152 was modeled as a series of perfectly stirred reactors, to simulate the mixing of the inflowing air-fuel stream with the recirculation zone gases.
  • the burnout zone 154 was then modeled as a plug flow reactor. The interaction or flow exchange among the various components was based on estimates predicted by the computational flow dynamics results.
  • air-fuel combustion chemistry was simulated utilizing accepted methodology developed by the Gas Research Institute for modeling the combustion of natural gas. In FIG.
  • the projected emissions of an exemplary 800 kW rotary ramjet engine are shown, assuming operation at full rotor speed (as in synchronous electrical generator service) from idle to full load conditions.
  • the full load condition emissions are projected at less than 5 ppm of NOx, and are actually expected at only 4 ppm of NOx and 36 ppm of CO, corrected to an O 2 concentration dry basis of 15 percent. Therefore, the rotary ramjet engine E with inlet centerbody 36 and combustor 56 design configuration illustrated herein provides emission results which are well within the range of measured NOx and CO data from various lean pre-mixed, gas turbine and laboratory combustors that were operating under conditions similar to that of the proposed 800 kW engine at full load.
  • NOx is maintained below 100 ppm, and more preferably below 50 ppm, and yet still preferably at less than 25 ppm, and ideally below 10 ppm, and more ideally below 9 ppm. Projections of NOx below 5 ppm, and even at 4 ppm, when achieved in practice, will provide outstanding benefits to the operator of the equipment.
  • the hot exhaust gases 156 (products of combustion), directly after discharge from the combustion chamber, flow through the ramjet outlet nozz!e124, and thence along the outlet strake 52, and are directed, preferably at low pressure but still containing axial and tangential swirl kinetic energy to exhaust gas blades 157 in an impulse turbine 158, for extraction of the kinetic energy based on the overall swirl energy inherent in such hot exhaust gases 156.
  • the hot exhaust gases 156 may be further utilized by being directed to an exhaust heat exchanger 160 to heat condensate 161 and produce steam 162.
  • the steam 162 can optionally be directed through high- pressure steam supply nozzles 164 and thence through inlet vanes 166, preferably fixed in orientation, and thence into the steam blades 168 in the impulse turbine, for added energy recovery. Subsequently, low pressure steam 170 is exhausted from the impulse turbine 158 via steam discharge nozzles 172 and is directed to a condenser (not shown) and pumped to the heat exchanger 160 for replenishment of the supply of high pressure steam 162 to be sent to the high pressure steam supply nozzles 164 mentioned above.
  • a planetary gear system 200 is used for transmission of power from the impulse turbine 158 to a geared spline 202 on output shaft portion 204.
  • the impulse turbine 158 is not directly affixed to, and turns at a different speed and direction than rotor 40.
  • means can be provided to reduce drag of the rotor.
  • This can take the form of a fixed housing with a small interior gap G between the rotor surface 210 and an interior housing 212, or, alternately, take the form of a vacuum means to remove air from adjacent the rotor.
  • FIGS. 4, 5, and 6 schematically illustrate how the inlet fluid spill in a proposed 800 kW engine design transitions from a high spillage condition at low inflow Mach number (FIG. 6) to lower spill levels at increasing inflow (FIG.5), and finally to no spill when the shock 58 on inlet strake 50 lip 222 design condition is achieved (FIG. 4).
  • Spillage occurs in front of the intake strake 50, and through a plurality of slots 220 in the exhaust strake 52.
  • This inlet spillage mechanism enables the inlet to smoothly and continuously transition from operating in a fully un-started, normal shock mode to a fully started condition with full inlet shock capture.
  • aerodynamic drag occurs due to the spillage process, which drag is accounted for in the system starting characteristics, and startup power is provided accordingly.
  • FIGS. 13 through 19 Attention is now directed to FIGS. 13 through 19, where yet further improved combustor designs are illustrated.
  • FIG. 13 a cross- sectional view of a prior art ramjet burner design for a stationary, rotary ramjet engine is illustrated, showing a rotor 300 having at the outer reaches thereof a ramjet burner section 302 having a flameholder 304, rearward of which, flow-wise, is a single, long flame front 306, behind which hot combustion products 308 circulate. The flame front 306 spreads outward until contacting the adjacent stationary peripheral wall 310.
  • a relatively long primary mixing zone "L ⁇ P Z " results.
  • rear wall 326 of the centerbody 328 includes provision by way of a perforated wall 330 operably communicating with cooling gas source, for impingement cooling of rear wall 326 by the addition of perforations for coolant passageways 348 in wall 326.
  • effusion cooling is provided for rear wall 326.
  • FIG. 14 at least two short length flame fronts 332A and 332B are provided. This results in a primary mixing zone of length "L 2 P Z " which is roughly half as long as when a single flame front is utilized as in the prior art design such as shown in FIG. 13.
  • the burnout zone, L 2 B Z is lengthened when such a combustor 320 arrangement is utilized.
  • FIGS. 15, 15A, 16, 17, and 18 illustrate yet further enhanced embodiments of an exemplary combustor for a stationary rotary ramjet engine.
  • the combustor design utilizes a simple bluff body 340, as earlier shown in FIG. 7.
  • this embodiment is now shown enhanced with the combination of impingement and effusion cooling on the rear wall/flameholder 342 of centerbody 344, utilizing an interior wall 346 with coolant passageways 348 therethrough, similar to the configuration just indicated in FIG. 14.
  • combustion efficiency is less than optimum since the length of primary zone is not as compact as it could be, and perhaps would encounter unsteady vortex shedding, and thus combustion efficiency might be less than optimal. Therefore reduced combustion intensity would be expected, compared to even further improved combustors as explained below. Also, this design may be expected to be somewhat susceptible to vortex shedding, and thus, would not be an optimum design solution for many commercially important rotary ramjet combustor designs.
  • FIG. 16 an exemplary combustor 350 has been developed that is further enhanced via use of side ramps 352 and 354 which convert some tangential fluid momentum to transverse fluid momentum.
  • Side ramps 352 and 354 cooperate to deflect combustion gases away from the inlet strake 322 and outlet strake 324 and towards a centerline CL of the rear wall 342 of the inlet centerbody 344, by each extending transversely into the combustor 350 a distance L b .
  • this length L b is the same for each vortex generator.
  • This combustor 350 configuration increases the flame holding, because in this modified bluff body design, increased flame holding surface area is provided due to side ramps 352 and 354.
  • This combustor 350 also affords a short length of primary combustion zone "Lp z ".
  • this design may also have additional (potentially) undesirable pressure drop, flow-wise through the combustor 350, as compared to the configuration just illustrated in FIG. 15 above.
  • a perspective view of this embodiment is provided in FIG. 23.
  • another exemplary combustor 370 is further enhanced via use of flow splitting side skirts 372 and 374 to enhance mixing with multiple jets, i.e., the side skirts 372 and 374 moves entering fuel air mixtures in a radially inward or outward direction, and another set of side ramps 376 and 378 move the burning gases in transverse, axial and opposing direction.
  • the combustor 370 configuration has a strong recirculation zone due to the jet impingement in the swirller space 380, defined by a distance d s between the tails 390 and 392 of the side skirts 372 and 374, and the trailing edges 394 and 396 of the side ramp vortex generators 376 and 378, respectively.
  • the combustor 370 has a high efficiency, i.e., heat release per unit volume, due to the increased turbulence activity resulting from jet impingement. This
  • first extended centerbody wall 382 and a second side skirt 374 is are provided on the inlet side of a second extended centerbody wall 384.
  • an exemplary combustor 400 is
  • combustor 400 configuration has lower pressure drop through the combustor 400
  • zone Pz having a relatively high combustor efficiency is provided. Note that this or the other just provided designs are shown utilizing the impingement and effusion cooling
  • combustor volume is made possible with a highly turbulent primary zone.
  • FIG. 20 illustrates the use of multiple inlet centerbodies 500 and 502 on a rotor
  • 512 are provided rearward of flameholding rear walls 514 and 516 of centerbodies 500 and 502, in order to provide for trapping of a vortex between the rear walls 514 or 516 and the aft bodies 510 or 512, respectively.
  • an exemplary enhanced double wall flameholding rear wall 600 with both impingement cooling passageways 602 in a first wall 603 and effusion cooling passageways 604 in a second wall 605 is provided for inlet centerbody 610. Also, pilot fuel ports 612 and 614 are provided. Additionally, an aft body 620 with pilot fuel ports 622 and 624 provide for trapped vortex operation of combustor 630.
  • FIG. 22 an exemplary double bluff body configuration is shown.
  • a first aft bluff body 620 and a second aft bluff body 700 are illustrated.
  • This exemplary embodiment may utilize the double wall flameholding rear wall 600 configuration as just illustrated in FIG. 21 above.
  • a second bluff body 700 having a rear wall 704 is provided for creating both a second recirculation zone 730, in addition to the first recirculation zone 630 as illustrated in FIG. 21 above.
  • This configuration allows further enhancement of combustion efficiency.
  • the various aspects and embodiments of the inlet and combustion chamber designs described herein are an important improvement in the state of the art of rotary ramjet engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne un statoréacteur (E) qui fonctionne avec une composante d'écoulement axial très faible. Le moteur possède un rotor (210), un arbre (204), et une pluralité de dispositifs combustors montés sur la périphérie du rotor (210). Un ensemble de listons hélicoïdaux s'étendent à partir de la surface extérieure du rotor en direction de la paroi intérieure du carter moteur, avec un jeu fonctionnel entre ces derniers. Un corps central (36) est prévu pour chaque moteur statoréacteur. Le corps central est placé de manière parallèle par rapport aux listons et comprend une structure de bord de tête (34) , des parois latérales opposées, une cavité en forme, et une paroi d'extrémité arrière.
PCT/US2002/023318 2001-07-23 2002-07-23 Statoreacteur rotatif avec un stabilisateur de flammes s'etendant avec un jeu fonctionnel au niveau de la paroi interieure du carter moteur Ceased WO2003010432A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US91226501A 2001-07-23 2001-07-23
US09/912,265 2001-07-23

Publications (1)

Publication Number Publication Date
WO2003010432A1 true WO2003010432A1 (fr) 2003-02-06

Family

ID=25431611

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2002/023318 Ceased WO2003010432A1 (fr) 2001-07-23 2002-07-23 Statoreacteur rotatif avec un stabilisateur de flammes s'etendant avec un jeu fonctionnel au niveau de la paroi interieure du carter moteur

Country Status (1)

Country Link
WO (1) WO2003010432A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1627185A4 (fr) * 2003-05-05 2017-01-11 Dresser-Rand Company Trapped vortex combustor
WO2020193309A1 (fr) 2019-03-22 2020-10-01 Basf Se Procédé de culture de plantes
CN115234944A (zh) * 2022-07-14 2022-10-25 中国人民解放军国防科技大学 一种旋流组合火焰稳定的冲压发动机燃烧室

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2680950A (en) * 1946-12-18 1954-06-15 Lewis D Burch Direct reaction rotary translation engine
US3727409A (en) * 1961-03-30 1973-04-17 Garrett Corp Hypersonic aircraft engine and fuel injection system therefor
US3864907A (en) * 1973-11-05 1975-02-11 Us Air Force Step cylinder combustor design
WO1998027330A1 (fr) * 1996-12-16 1998-06-25 Ramgen Power Systems, Inc. Statoreacteur pour la production d'energie

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2680950A (en) * 1946-12-18 1954-06-15 Lewis D Burch Direct reaction rotary translation engine
US3727409A (en) * 1961-03-30 1973-04-17 Garrett Corp Hypersonic aircraft engine and fuel injection system therefor
US3864907A (en) * 1973-11-05 1975-02-11 Us Air Force Step cylinder combustor design
WO1998027330A1 (fr) * 1996-12-16 1998-06-25 Ramgen Power Systems, Inc. Statoreacteur pour la production d'energie

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1627185A4 (fr) * 2003-05-05 2017-01-11 Dresser-Rand Company Trapped vortex combustor
WO2020193309A1 (fr) 2019-03-22 2020-10-01 Basf Se Procédé de culture de plantes
CN115234944A (zh) * 2022-07-14 2022-10-25 中国人民解放军国防科技大学 一种旋流组合火焰稳定的冲压发动机燃烧室

Similar Documents

Publication Publication Date Title
US6694743B2 (en) Rotary ramjet engine with flameholder extending to running clearance at engine casing interior wall
CN108800205B (zh) 一种旋流加力/冲压燃烧室
US6263660B1 (en) Apparatus and method for fuel-air mixing before supply of low pressure lean pre-mix to combustor for rotating ramjet engine driving a shaft
JP4831364B2 (ja) 予混合装置内での混合を強化するための高膨張燃料噴射スロットジェット及び方法
US9279334B2 (en) Gas turbine engine
CA2551711C (fr) Barre radiale a carburant pulverise pour dispositif d'augmentation de puissance avec bouclier thermique a contre-tourbillonnement
JP4555654B2 (ja) 二段パルスデトネーションシステム
JP4997018B2 (ja) 一次燃料噴射器及び複数の二次燃料噴射ポートを有するガスタービンエンジン燃焼器のミキサ組立体のためのパイロットミキサ
RU2686652C2 (ru) Способ работы сжигающего устройства газовой турбины и сжигающее устройство для газовой турбины
WO2002004794A2 (fr) Chambre de combustion multicanaux compartimentee
CN101153558A (zh) 预混设备、包括预混设备的燃气涡轮机及使用方法
JPH07507862A (ja) 燃焼室装置及び燃焼方法
JP6086391B2 (ja) ガス・タービン・エンジンで使用するための段階的で接線方向の燃料空気ノズルを備えた環状筒型燃焼器
JP6110854B2 (ja) ガス・タービン・エンジンで使用するための予混合燃料空気を用いた接線方向環状燃焼器
US20180356099A1 (en) Bulk swirl rotating detonation propulsion system
US20210108801A1 (en) System for Rotating Detonation Combustion
KR20170042485A (ko) 가스 터빈용 연료 공기 예혼합기
US20180355795A1 (en) Rotating detonation combustor with fluid diode structure
CN113883550B (zh) 一种采用周向切向供油方式的低排放回流燃烧室
CA1040873A (fr) Moteur a turbosoufflante a chambre de combustion amelioree en vertu du principe de tourbillonnement
CA2630721C (fr) Injecteurs de premelange de turbine a gaz
US20040025509A1 (en) Compact rotary ramjet engine generator set
WO2003010432A1 (fr) Statoreacteur rotatif avec un stabilisateur de flammes s'etendant avec un jeu fonctionnel au niveau de la paroi interieure du carter moteur
CN112050256B (zh) 一种多级旋流部分预混的地面燃机燃烧室头部
KR20240085702A (ko) 연소기 및 이를 포함하는 가스터빈

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ OM PH PL PT RO RU SD SE SG SI SK SL TJ TM TN TR TT TZ UA UG UZ VN YU ZA ZM ZW

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BY BZ CA CH CN CO CR CU CZ DE DM DZ EC EE ES FI GB GD GE GH HR HU ID IL IN IS JP KE KG KP KR LC LK LR LS LT LU LV MA MD MG MN MW MX MZ NO NZ OM PH PL PT RU SD SE SG SI SK SL TJ TM TN TR TZ UA UG UZ VN YU ZA ZM

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR IE IT LU MC NL PT SE SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ UG ZM ZW AM AZ BY KG KZ RU TJ TM AT BE BG CH CY CZ DK EE ES FI FR GB GR IE IT LU MC PT SE SK TR BF BJ CF CG CI GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: JP

WWW Wipo information: withdrawn in national office

Country of ref document: JP