WO1998037323A1 - Combined magnet-gas-dynamic ramjet engine - Google Patents

Abstract

The combined magnet-gas-dynamic ramjet engine is designed for use in hypersonic and aerospace planes. This engine comprises supersonic and hypersonic engine modules as well as magnet-hydro-dynamic (MHD) generators and magnet-hydro-dynamic (MHD) accelerators electrically interconnected and installed on overhead circuits of mixed modules with mutually opposed polarities. The energy exchange chambers of the MHD generators and MHD accelerators are divided by two electrically insulating walls which present windows (fig. 4) on which are mounted controlled panels (fig. 5) allowing for the energy exchange process to be implemented between the MHD converters. Magnet-gas-dynamic means are used to raise the operation speed limitation of the hypersonic statoreactor by increasing the flight Mac numbers from 8-10 to 20-25.

Description

1

Engineering department

The invention relates to air-jet engines for hypersonic and air-space aircraft.

Improvement in technology

The hypersonic direct-flow air-jet engine is known

(GPVRD), in the diffuser of which the air is accelerated not to a subsonic speed, but to certain supersonic speeds, when the static temperature and pressure increase to moderate values, allowing the implementation of thermodynamic cycle during the compression of the supersonic flow along the entire length of the gas tract of the engine (R.I. Kurziner. "Jet engines for high supersonic flight speeds". M. Machine building, 1977). Also known is an air-jet combined magnetogasdynamic engine containing a direct current module and electrically interconnected MGD energy converters with energy exchange chambers, wherein the MGD generator chamber is installed in the air tract, and MGD chamber - accelerator in the module combustion products main line. Electric energy is received in the generator and transmitted to the accelerator by means of solid electric wires and current conductors. The peculiarity of the engine is that part of the kinetic energy of the hypersonic air flow at the engine inlet is converted by the MGD generator into electricity, which is used by the MGD accelerator to accelerate products. combustion at the output of the direct-current module (see, for example, the journal "Science and Life" No. 8, 1993). In addition to the Mach number, the workability of the GPΒΡD corresponds to the κρititic number. Reynolds /?е6, denoting the beginning of the physis flow, which depends on the current density of the volume and thickness pagan layer Ь at the engine inlet. The relatively low speed limit of the working capacity of the GPGDE is due to the action of as yet unknown strong destabilizing factors appearing at hypersonic flight speeds and leading to an intensive increase in thickness boundary layer Ь in 2 diffuser at the inlet to the combustion chamber. The increased thickness of the boundary layer promotes the development of a critical flow in the combustion chamber at high values of the total enthalpy and the combustion temperature. For example, at a flight speed of 3500 m/s, the total enthalpy is 6.36 × 10 ⁶ J/kg, and the temperature at a pressure of about one atmosphere, taking into account dissociation, exceeds 3600 K. When the flow is limited within the boundary layer thickness, the kinetic energy is converted into heat, causing the static temperature to increase to values close to the freezing temperature. The high temperature of the gas in the near-wall flow layers leads to an increase in the local sound velocity (in our example up to 1150 m/s) and, accordingly, to a decrease in the local Mach numbers to subsonic values. Here reverse currents arise, leading to a flow reversal.

The beginning of the column corresponds to the critical values of the Reynolds numbers ЫеЛ, calculated from the average air parameters at the engine inlet using the boundary layer thickness Ь as a linear dimension:

Kеь = νъь / ν (1) ν - coefficient of kinematic viscosity, m ² /s.

The process of fuel combustion, being a source of strong flow disturbances, contributes to the spread of critical and subsonic currents over a large part of the combustion chamber volume. The flow crisis is accompanied by an increase in the temperature level in the combustion chamber to the gas supply temperature, which leads to a sharp decrease in the second consumption, which is perceived as channel filling. To assess the limit of the working capacity of the gas turbine engine of cars, it seems advisable to use not the entire Reynolds criterion, but only its numerator YЬ, which is the inertial factor. In this way, GPΒΡD is similar to the values of hy- posonic speeds ποτοτο, κοτορыχ κοτοορ at the entrance to the diφφτοοορ there appears to be less κοτοτοροκκοτορρορ engine type, In our opinion, it is approximately 700-800 ^m2 /s. In the electrical circuit of the MGD-geoelectric generators of the engine, this circuit contains four sequentially installed electricity, absorbing more than a kilovolt of voltage generated by the generator, regardless of its coils. The electromotive force (EMF) of the MGD generator, as is known, depends on the value of the interelectrode distance. MGDG with solid-state electrodes in the composition of small and medium-sized motors cannot produce voltage, significantly exceeding the losses, a significant proportion of the cathode goes to heating the electric elements, as a result of which the efficiency of converters of this type turns out to be low. This feature of the engine makes its performance difficult on small-scale models.

Disclosure of the invention

The technical results that are intended to be achieved by the present invention are:

- increase in the working capacity of the air-jet engine, from 8-9 flight speed numbers to 20-25;

- increasing engine efficiency;

- extension of the operational period to a hundred or more years; - obtaining the possibility of processing physical processes in the engine on its small-scale models.

The results are achieved by the fact that in the air-jet combined magnetogasdynamic engine, containing a direct-current module with an MGD accelerator and an MGD generator electrically connected to it, the energy exchange chamber of the engine is mounted on the air tract module, an additional direct module is introduced, and the MGD-accelerator chamber is placed on the air tract of this module, located parallel to the first one, and is separated from the MGD-generator chamber by two electrically insulating walls with windows, on which The valves with devices for controlling their position are installed, while partitions are fastened in the cavity between the walls, forming channels for gas currents, and a gas mixing chamber is installed in front of the common nozzle. Increasing the speed of the GPPVD to greater ^hypersonic flight speed It is proposed by artificially supplementing the complex UЪ at the level below the cyclone with magnetogasdynamics (MGD).

The speed limit of the engine increases due to two factors:

- part of the extremely high kinetic energy of the hyposonic air is generated ΜGD-geneate into an electric one, which is fed through gas pipelines with experienced joints in the OGD amplifier for acceleration of ^air in the contour of the adjacent core module. Capacity 4 and the total enthalpy behind the MHD generator, at the inlet to the combustion chamber of the GPRJ, decreases to values at which the engine maintains its operating capacity at higher flight speeds;

- the thickness of the boundary layer of the electric conductive air flow at the outlet of the MHD converters of each type is reduced to the optimum value, which delays the onset of the critical flow in the combustion chambers of the direct current modules. Both factors lead to a decrease in the UY complex to a level below the cytic level.

Thus, the MGD converters, in accordance with the invention, are introduced into the composition of the combined engine for artificially maintaining the complex UЬ below the critical value by acting on both parameters UЬ and Ь.

To prevent loss of thrust due to possible unevenness of the working gas velocity behind the engine, a gas mixing chamber is installed in front of its nozzle, where the average flow parameters are achieved. The efficiency of the engine is increased by installing solid-state electrics, resulting in a reduction in mass and piezoelectric losses.

What about the writing of the drawings

The essence of the invention is explained by the haptic material in Fig. 1-9: Fig. Ι-circuit diagram of the engine: Fig.2-section Α-Α; Fig.Z-section πο С-С; Fig.4 - drawing of a segment of a thin separating wall; Fig.5 - drawing of a wall with a structure and a solenoid; Fig.b-graphics of changes in the complex VY, according to the number of flights; Fig. 7 - diagram of the flow of electric current through the square channel in the presence of a magnetic field; Fig.8 - profile of strengths and different values of Gatman's diet; Fig. 9 - comparative graphs of the specific thrust impulse /imp according to the Mach numbers of the aircraft. The best way to implement the idea

The proposed engine with two gas tracts (Fig. 1) contains: energy exchange chambers of the MGD generator 1 and MGD accelerator 2, solenoids 3, an insulating hollow separating wall 4, transition valves 5, intermediate pipes 6, diffusers 7 and 8, a chamber combustion chamber GPVRD 9, gas mixing chamber 10, gas-dynamic nozzle 1 1 and combustion chamber SPVRD 12. The direction of magnetic induction is indicated by curly arrows and symbols B, and the direction of air flows is indicated by arrows E and YU.

In Fig. 2, in section A-A, the average line of the electric discharge current /ρ is shown. The interelectrode distances / r and / y correspond to the generator and the accelerator. In Fig. 3, in section C-C, the configuration of the combustion chambers of the gas turbine engine 9 and the combustion chamber of the exhaust gas turbine 12 is shown. The fragment of the hollow dividing wall 4 (Fig. 4) contains windows with open and closed valves 5 and partitions 6, which form the current channels. The path of the middle line of the discharge current /ρ is shown by shaped arrows.

About the area of the separating wall of the pedusmium there are five to ten parallel channels of gas pipelines, The inputs and outputs of each type are separated by gates 5 in the “Experience” position.

Communications / g and / y between the well-fed compounds in the same-named kametas correspond to the communications between the anode and the cathode. And the relationship determines the mode of energy transmission from the gene to the amplifier, which depends on the speed flight. Only a few of the latest types of gas pipeline channels can be completely Caretakers use 5 joints to create a section of the stone of the required length, where the shape of the electrical fluid is How is it leveled in magnetic field, thereby reducing the thickness of the boundary layer Ь.

Fig. 5 shows a wall fragment with a window and shutter 5, demonstrating one of the options of the executive system for regulating the energy exchange process. The rise of the whole is produced by the influence, for example, of frame 13, mounted inside the frame, in which control system 14 supplies electrical power. When this current interacts with the magnetic field B induced by solenoids 3 (Fig. 2), a moment arises that throws the valve into a given position. 6 In Fig. 6, the upper curves refer to engine operation without using magnetogasdynamics principles at two values of the air pressure. The horizontal line conventionally denotes the limit of performance, and the lower curves correspond to the engine with MGD converters according to the proposed application. In Fig.7, in the area where there is a channel of pit-carbon cross-section, in which the electric water flows Seda in the presence of a furnace magnetic field with induction B. The curve U Z) shows that the velocity profile at the entrance to the channel has a parabolic shape, and the closed lines with arrows mean the induced current /u. Figure 8 shows a change in the profile of the electrolytic fluid depending on the Hatmann numbers (Ha) in the range οτ 0 to 10.

Fig. 9 shows the dependences of the specific thrust impulse of the engine modules included in the project shown for the example of a combined engine on the flight Mach numbers. The numerals indicate the curves corresponding to the components: 15 - rocket engine; 16 - rocket engine with ejector; 17 - well with subsonic flow in a combustion chamber (SPBD); 18-hole with light sound flow (GPFAD); 19 -GPΒΡD with ΜGD-ππρροροττο, according to this application. The engine operates as follows: When the speed limit of the GPGED module, which is part of the combined engine, is reached, the magnetodynamics means are put into action by excitation and subsequent maintenance, for example, SHF discharge at the inputs to the MGD converter, which allows creating the required level of initial ionization of rarefied air in a small initial section of each energy exchange chamber. The device for providing SHF discharge is not shown in the diagrams. Free electrons in the discharge gap, under the influence of the induced (in the MGD generator) or applied (in the MGD accelerator) electric field, accelerate, acquiring energy sufficient to ionize neutral particles. Energy exchangers generate avalanches of electrons with an average temperature of about 5000K, so as to ensure an air fluidity of 5-20 Sym/m in the direction of movement of the electronics.

The engine control system, acting in a consistent manner depending on the flight characteristics of the aircraft, fails 5 (Figs. 1 and 4) in the kamephas of the geneta and amplifier. The distances / r and / y acquire different, but strictly defined values, changing along the length of the tract, and, for the purpose of coordinating the modes of joint 7 jobs of food processors. continuously corrected by the control system, ensuring conditions such that, when there is a break, the difference between the generator EMF and the accelerator EMF in each section of the circuit realizes the optimal current at a given resistance of the electric circuit in in accordance with the equation: Uy I g Β - Yy I y Β = /ρ( Гг+ Гу) (2)

Here }'г and /*у are the electrical circuit resistances, taking into account the costs of gas ionization and electron acceleration in the generator and accelerator chambers. The remaining designations correspond to Fig. 1. The electrical discharge /ρ, induced in the ΜGD gene, creates an electrodynamic force ΙρΒΙ in the magnetic field g, obstructing the movement of the airborne aircraft. The air, overcoming the resistance of this force, does work, transforming its kinetic energy into electrical energy. In this case, the speed and total enthalpy of the air behind the generator decrease, similar to how this occurs on the blades of gas turbines. Τοκ/ρ through the window with οτ-κρyτοy 5 πο electric air flows along the channel gas pipeline to the opposite side with experience, through which it passes into cameo MGD accelerator. In this chamber, an EMF is generated, directed in the same way as in the generator, i.e. opposite to the developed voltage of the discharge current (Fig. 4). The engine control system, in accordance with equation (2), ensures the condition / r > / y for each row of gas current channels. This process creates a closed loop, parts of some kind of genealogy and amplifier, as well as in the channels of gas pipelines. However, in the cameo of the amplifier, there is a direction of enrichment in the cameo of the genepath, so this is the electrodynamic force]. y, operating there, is aimed at strengthening the airborne weapon. The electrodynamic force acting in each channel of the gas current does not affect the gas velocity and the kinetic energy of the flow.

As a result of the implementation of the processes of transformation and transfer of energy, the speed and total enthalpy of the air behind the MHD generator decreases, and behind the MHD accelerator increases. A GPR engine with a MGD generator installed at its inlet receives an air flow suitable for operation at higher flight speeds than one without a MGD generator.

οϊ аη Εϊесϊπсаϊϊу Сοηёисϊινе Ιлςшά ιη а Ηοтοηеηеοиз Μа§ηПϊе Ρϊекϊ. (Или, наπρимеρ, в κниге Μ.Μиτчеρ, Ч.Κρугеρ."Часτичнο иοнизοванные газы". Μ. Μиρ, 1976г., сτρ.200)]. Ρассмοτρен сτациοнаρный ламинаρный ποτοκ элеκτροπροвοднοй сρеды в κанале πρямοугοльнοгο сечения с бοльшим οτнοшением сτοροн, движущийся в οднοροд- нοм ποсτοяннοм ποле с магниτнοй индуκцией Β , наπρавленнοм πеρπендиκуляρнο шиροκим сτοροнам κанала (см.φиг.7). Движение сρеды в наπρавлении οси X ποπе- ρеκ ποля Β πρивοдиτ κ ποявлению индуциροваннοгο элеκτρичесκοгο τοκа вдοль οτρицаτельнοгο наπρавления οси Υ.The flow of combustion products, accelerated in the GPGEE circuit by implementing the thermodynamic cycle, and the air flow, accelerated in the MHD accelerator, are processed 8 in the mixing chamber 10 a common, averaged gas-air flow is additionally accelerated in the common channel of the gas-dynamic nozzle 1 1 (Fig. 1. Energy exchange between the MHD converters is envisaged not so much for deep energy conversion as for maintaining the required level of non-uniform electrical conductivity of rarefied air under conditions of diffuse electric discharge by setting the optimum current density. The presence of non-uniform electrical conductivity, in addition to changing the air flow rates, of the stuffy currents, allows to decrease the thickness of the boundary layer in the chambers of the MGD-converters. To explain this effect, below is a description of the flow of an electric medium in a transverse magnetic field (the Hartmann flow), which character- nous by equalizing the flow velocity profile and, as a consequence, by decreasing the thickness of the boundary layer Ъ, at the non-conducting walls of the chamber intersected by the magnetic field. [Haptic magnetic ^field ., Otkryt. Mat. zur. Mech., 15, No. 6 (1937). Η§-Οуηаιшсз 1:Τηеοgu οГ Ιηе Ι_аππηag

οϊ аη Εϊесϊπсаϊϊу Сοηеиϊινе Ιлςшά ιη а Ηοтοηеηеοуз Ма§ηПϊе Ρϊekϊ. (Or, for example, in the book by M. Mitche, Ch. Kouge. “Partially ionized gases.” M. Mitche, 1976, p. 200)]. A stationary laminar flow of an electron conductive medium in a channel of rectangular cross-section with a large aspect ratio, moving in a uniform constant field with magnetic induction B, directed perpendicular to the wide sides of the channel, is considered. (see Fig.7). The movement of the soda in the direction of the X axis of the axis of the field leads to the appearance of an induced electric current along Indicative direction of the ο-axis.

Ιу = σ Εу- νΒ) (3) σ is the average specific electrical conductivity of the medium, Sym/m;

Εу is the constant electric field (Ω/m) between the upper and lower electric walls of the water, depending on the boundary conditions specified by the external electric circuit, which in the example under consideration is considered open. In this case Εу = ср Β . At the center of the channel, where the local velocity is maximum and the current value V exceeds £y, then /y has an accreditation sign. Near the vertical walls of the channel, where V tends to zero, it takes on a positive value. In the channel volume, loop currents are formed, passing through the gas flow through the central part and returning back near the channel walls, intersected by the magnetic field. The central part of the chamber cross-section, where 9. The capacity of the heater exceeds the average value, carries the functions of a generator that produces electrical energy, which Forms a processing branch of the metabolic chain near the channel walls in the volume of the gastrointestinal layer, which results in strengthening air in limits of its thickness. Thus, part of the kinetic energy of the central flow structures is converted into electricity, which is spent on accelerating the peripheral structures. As a result of the gradual separation of kinetic energy, the ππρορτοττττρκικικια is leveled out and approaches coal pit. It becomes flat in the center, rapidly decreasing near the walls intersected by the magnetic field, which constitutes the effect of decreasing the thickness of the boundary layer (see Fig. 8). The process of equalizing the velocities is realized along the entire length of the chambers of both converters. The velocity profile equation has the form: ν(ζ) / ν сρ = Яа [ Ск( #а )- Ск На ζ/α )} / [ НаСк ( На )- Ξк ( На ) } (4)

Here, HA = αB ( σ/ν ) ^t is the Hartmann criterion. α is half the distance between the walls of a symmetric channel, m. σ is the specific electrical conductivity, Sym/m, ν is the coefficient of dynamic viscosity, kg/ms,

If, for example, a = 0.3 m; ν = 4.3x10 - ⁵ κg/ms, (Τ= 1000K); σ = 1 Sim/m; Β =2.4 TL; - το Ηа = 1 10 and V (ζ)/ Усρ = 0.9907, πρи ζ = 0.2936 m. σ = a - ζ = 6.4x10 ³ m. This means that at the 6.4 mm joint the wall thickness will be called its average value by 1%, which divides the gap of the governmental layer. Without a magnetic field, the thickness of the boundary layer, with a length of the air-spacecraft hull (ASC) to the air intake entrance of 30 m, will be about 250 mm. In each flight mode, the thickness of the boundary layer in the gas tract has an optimal value, since its value, in addition to the speed limit of engine performance, depends on the heat resistance in the chambers of the MHD converters, increasing with an increase in the velocity gradient due to a decrease in its thickness Ъ at the walls intersected by the magnetic field.

It is proposed to regulate the value of Ъ by changing the number of gas pipeline channels covered by controlled valves 5

(see Fig. 4 and 5) at the end of the energy exchange chamber of each MHD converter.

The effect of reducing the thickness of the boundary layer can be obtained both for

MHD generators, as well as MHD accelerators. The results of the calculation of the νЬ complex taking into account the reduction in the thickness of the boundary layer by MHD means are shown in Fig. 6 by the two lower curves. It follows from the graph that the speed limit 10 The performance capacity of the GPGD, which is part of the engine corresponding to this application, exceeds the rated capacity capacity (Μπ> 25).

Industrial name

The proposed invention is based on the concept of a combined engine. containing rocket, supersonic and hypersonic direct engines, and the main sections of the technical shape of a multi-stage single-stage air-space vehicle (ASV) were identified, providing for vertical launches and landings.

The forward mounts of the engine are located around the cylindrical part of the cylindrical shaft. All engines have a common ring-type air intake, divided by partitions with tilting shields installed on them, the planes of the shields in the neutral position coincide with the planes of the partitions. The combined engine provides six operating modes: ejector; rocket-direct current (RDC); supersonic direct current with subsonic flow in the combustion chamber; hypersonic direct current with supersonic flow in the combustion chamber; hypersonic direct current with MHD energy exchange between engine circuits; rocket. Straight contours, which at the moment do not create traction, perform the functions of air ducts, the ultrasonic flow regime in which is maintained by the position of the deflecting shields at their inlets.

The combined engine, sequentially using the RPD, SPVRD and GPPRD modules, provides the required thrust forces with high efficiency up to Mach numbers of 8-9, after which the supersonic flow in the gas circuit of the GPPRD goes into critical mode and The thrust stops. To maintain its operation, magnetogasdynamics means are put into action in advance. The air tracts of each VRD contain in their volume the chambers of the MGD-converters with a magnetic field of tangential direction induced in them.

The change in the specific thrust impulse of the combined engine, when using its components in various active flight modes, depending on the Mach numbers is shown in Fig. 9. Key 19 shows an increase in the speed of the engine to Μπ> 20 due to the name of the medium Magnetogasdynamics. 11

The engine under consideration is intended for creation of the CCK. The cost characteristics of the engine, when a number of conditions are met, can be approached to the level corresponding to modern aviation technology. Profitable operation must be ensured due to the high load-bearing capacity of the machine. in its multiple applications with a high frequency of launches and when using a simplified launch-landing complex.

Below is some information about the engine and the VKK.

- Starting weight 160 tons.

- The mass of the payload launched into a circular orbit with an altitude of 200 km and an inclination of 57° is 10 t.

- Final mass in orbit 69 t.

- Combined engine weight is 25 tons.

- including a magnetic system of 4.9 tons.

- Average magnetic induction in the chambers of the MGD 2.3 Tl

- Magnetic field energy 45 ΜJ.

- Water mass 63 tons.

- Mass of oxygen 28 tons.

- The specified number of launches of each spacecraft into orbit, not less than 100.

- Project launch frequency is 3 per month.

- Duration of stay on the orbit is 60 hours.

- Specific cost of launching cargo into orbit < 500 USD/kg.

Claims

12 ΦΟΡΜULΑ IZΟΡΕΤΕΗIYA 1. An air-jet combined magnetogasdynamic engine containing a direct current module, an MGD accelerator and an MGD generator electrically connected to it, the energy exchange chamber of the chamber is mounted on the air tract of the module, characterized in that a additional direct current module, and the MHD accelerator chamber is placed on the air traverse of this module, located parallel to the first one, and is separated from the MHD generator chamber by two electrically insulating walls with windows. 2. An air-jet combined magnetogasdynamic engine according to item 1, characterized in that the windows are equipped with valves with control devices for their position, while in the cavity between the walls, bridges are fastened, forming gas channels Current. 3. Air-jet combined magnetogasdynamic engine according to p.1, characterized in that a gas mixing chamber is installed in front of the common nozzle. 13 IZΜΕΗЁΗΗΑЯ ΦΟΡΜULΑ IZΟБΡΕΤΕΗΗΑ [received by the International Bureau on December 29, 1998 (12/29/98) the originally declared claims 1-3 of the invention formula have been amended; (1 page)] 1 Air-jet combined magnetogasdynamic engine. containing at least two parallel-arranged direct ^current modules with electrically interconnected MHD energy converters mounted on them, one of which is configured in the generator mode, the other in the accelerator mode, etc. that the cavities of the converters are combined with the air tracts of each module and are separated from each other by two electrically insulating walls with windows. 2. Engine according to item 1. differing in that shutters with control devices for their position are installed on the windows, and partitions are fixed between the walls, forming channels for gas currents. 3. Engine no. 1, distinguished by the fact that a gas mixing chamber is installed in front of the common nozzle. THY 19