The paper presents methods and techniques used in increasing gas temperature in front of the turbine blades of the gas turbine engine making it possible in the aggregate to reach the gas temperature of 2300 K. Gas turbine blades made on the basis of the best nickel alloys could operate for a long time without cooling at the temperature of not more than 1300 K. Convective-film cooling today appears to be the most effective method of air cooling the blades, due to which (in combination with the heat-shielding coatings) gas temperature of 2000 K is reached in the fifth-generation gas turbine engines. Significant increase in the efficiency of the turbine blades internal cooling (convective, convective-film, porous) is obtained with using the external cooling, i.e. decreasing the cooling air temperature by the cooling resource of the external environment: atmospheric air (secondary air), water and fuel. External cooling when using the convective-film cooling makes it possible to increase gas temperature in front of the turbine blades by 0.6 ... 1.5 K for each degree in the cooling air temperature decrease. A circulating heat exchanger is proposed, which lowers the cooling air temperature almost to the ambient temperature making it possible in combination with the known methods and techniques for increasing the gas temperature (heat-resistant materials, heat-shielding coatings, convective-film cooling) to increase gas temperature in front of the turbine blades by 300...400 K and bring it up to at least 2300 K. This would allow today to start creating stoichiometric and hyperforced gas turbine engines and to increase the bypass turbojet engines efficiency up to 45%. Air-liquid cooling is a variation of the turbine blades external cooling. The possibility (technical solutions were patented) of introducing the air-liquid cooling in gas turbine engines at the high flight speeds, including the turbojet engines, was studied.
This paper introduces a thrust augmentation method for super- and hypersonic jet engines by means of applying water at the engine intake. This method expands the use of jet engines with subsonic combustion, allowing velocities up to Mach 8 and altitude up to 45 km. At velocities higher than 3–4 Mach, stagnation temperature of the air is getting higher than the critical temperature of water, which makes the existence of water at the gas turbine engine intake impossible. Water vapour as a working medium of a jet engine creates the so-called inner thermodynamic circle. This phenomenon defines the physics of the thrust augmentation method proposed. The author discusses three variants of hyper afterburner application: hyper afterburner turbojet, hyper afterburner ramjet, and hyper afterburner turbo ejecting engine. The presented basic specifications of the hyper afterburner engines qualitatively differ from those of their prototypes (engines without the hyper afterburner thrust augmentation function). The proposed thrust augmentation method of jet engines is of a special interest for the aerospace field, particularly, for creating air launch systems. It is shown that the application of hyper afterburner in turbo ejecting engines can increase velocity and altitude of the launch aircraft up to Mach 7 and 40 km respectively, thus opening new avenues in space exploration.
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.