CN214063139U

CN214063139U - Turbofan engine and anti-icing system

Info

Publication number: CN214063139U
Application number: CN202120130187.2U
Authority: CN
Inventors: 许成; 周颂平; 张灵林
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2021-01-18
Filing date: 2021-01-18
Publication date: 2021-08-27
Anticipated expiration: 2031-01-18

Abstract

The turbofan engine and anti-icing system comprises a bleed port and a return port which are arranged at different cross-section positions of a tail nozzle flow channel, a bleed pipeline from the bleed port to an anti-icing part, and a return pipeline from the anti-icing part to the return port, wherein the cross-section area of the flow channel corresponding to the bleed port is larger than that of the flow channel corresponding to the return port.

Description

Turbofan engine and anti-icing system

Technical Field

The utility model relates to a turbofan engine and anti-icing system.

Background

When flying in a high-altitude low-temperature environment, the lips and the splitter ring of the nacelle of the aircraft engine can be frozen, so that the starting performance of the engine can be reduced, and ice blocks can fall into the engine to cause other faults. The current designs of anti-icing systems are of two kinds: one is hot gas anti-icing, namely an anti-icing pipeline is arranged in a lip, a hot gas flow is led out from the inside of a high-pressure compressor and is directly sprayed at the lip position by utilizing hot gas flow, so that the heat of the hot gas flow is transferred to the outer surface of an air inlet channel; and secondly, the electric heating anti-icing is realized, and the temperature of the outer surface of the air inlet channel is improved by heating the air inlet channel. The first common mainstream anti-icing mode is, for example, an LEAP series engine, and the anti-icing function is realized by leading two high-temperature and high-pressure gases out from a seven-stage guide vane position of a high-pressure compressor, leading the two high-temperature and high-pressure gases to a lip position of the engine and a front section of a splitter ring respectively and directly spraying hot gases.

Whether the nacelle is anti-icing or the shunting ring is anti-icing, required hot gas is led out from the inside of the high-pressure compressor, and the anti-icing function is realized by directly spraying the hot gas. This approach requires a portion of the power to be extracted from the engine interior, which causes a certain reduction in engine performance. Without this power consumption, the fuel consumption of the engine can be further reduced, which is a very important indicator for commercial aircraft engines.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an anti-icing system, it prevents icing through bleed air, does not cause material consumption to the power of engine.

The utility model also aims at providing a turbofan engine, it includes aforementioned anti-icing system.

In order to realize the anti-icing system of purpose, it includes bleed port and backward flow mouth that different cross-sectional positions set up at the tail spout runner, follow bleed pipeline of bleed port to anti-icing position, follow anti-icing position to the backward flow pipeline of backward flow mouth, wherein the runner cross sectional area that the bleed port corresponds is greater than the runner cross sectional area that the backward flow mouth corresponds.

In one embodiment, the bleed port is provided with a cascade of guide vanes.

In one embodiment, the return port is provided with a cascade of guide vanes.

In one embodiment, the anti-icing section comprises a diverter ring.

In one embodiment, the anti-icing location comprises a nacelle lip.

In one embodiment, the nacelle lip has a hollow U-shaped structural cross-section.

In one embodiment, the bleed line and the return line are covered with insulation wool.

In an embodiment, the bleed air line is provided with a control valve which can shut off the bleed air line.

A turbofan engine comprising any of the anti-icing systems described herein.

The beneficial effects of the anti-icing system are as follows:

1. because the required high-temperature airflow comes from the tail injection of the engine, compared with the conventional air temperature led from the air compressor, the high-temperature airflow has better anti-icing effect;

2. after the anti-icing task is finished, the guided gas finally returns to the tail of the engine for spraying and is normally discharged out of the engine, and the power of the engine cannot be lost due to the part of gas flow;

3. because the heat exchange brought by the anti-icing function reduces the temperature of the exhaust gas sprayed from the tail of the engine, which is equivalent to improving the working efficiency of the contained airflow of the engine, the performance of the engine is improved to a certain extent.

Drawings

The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings, in which:

FIG. 1 is an overall block diagram of an anti-icing system;

FIG. 2 is a schematic illustration of an anti-icing flow path of the anti-icing system;

FIG. 3 is a schematic view of a tail jet runner of the anti-icing system;

FIG. 4 is an enlarged view of the bleed ports at C shown in FIG. 3;

FIG. 5 is an enlarged view of the return port shown at D in FIG. 3;

FIG. 6 is a schematic view of a nacelle lip configuration of the anti-icing system;

FIG. 7 is a cross-sectional view taken along line E-E of FIG. 6;

FIG. 8 is a schematic view of a diverter ring lip configuration for an anti-icing system;

fig. 9 is a cross-sectional view taken along line F-F of fig. 8.

Detailed Description

As shown in FIG. 1, in one embodiment of the anti-icing system, the anti-icing system comprises a bleed port 6 arranged at the position of the section A-A of the tail nozzle flow passage and a return port 13 arranged at the position of the section B-B of the tail nozzle flow passage, the section A-A of the tail nozzle flow passage and the section B-B of the tail nozzle flow passage are approximately circular, the annular width of the section A-A of the tail nozzle flow passage is larger than that of the section B-B of the tail nozzle flow passage, and correspondingly, the area of the section A-A of the tail nozzle flow passage corresponding to the bleed port 6 is larger than that of the section B-B of the tail nozzle flow passage corresponding to the return port 13.

As shown in fig. 3 to 5, the bleed port 6 and the return port 13 are provided with a cascade of

guide vanes

60, 130, respectively. A guide vane cascade 60 facing the incoming flow direction is arranged at the interface of the bleed port 6 to facilitate the air flow entering the pipeline, and a guide vane cascade 130 facing the downstream direction is arranged at the interface of the return port 13 to facilitate the air flow exiting the pipeline, thereby enhancing the strength of the air flow in the pipeline.

In one embodiment of the anti-icing system, as shown in fig. 1, the anti-icing portion of the anti-icing system includes a nacelle lip 1 and a diverter ring lip 8. The anti-icing system also comprises a gas-leading pipeline from the gas-leading port 6 to the anti-icing part, and the gas-leading pipeline comprises a gas-leading port 6, a gas-supplying main pipe 5, a nacelle anti-icing gas-supplying pipe 2 and a splitter ring anti-icing gas-supplying pipe 7. The anti-icing system also comprises a return pipeline from the anti-icing part to the return port 13, wherein the return pipeline comprises a splitter ring anti-icing return pipe 10, a nacelle anti-icing return pipe 11, a return main pipe 12 and the return port 13. Furthermore, the bleed air line of the anti-icing system is provided with a control valve 14 which can shut off the bleed air line.

When the nacelle lip 1 and the splitter ring lip 8 of the engine need anti-icing, the anti-icing system introduces high-temperature gas from the bleed port 6 of the tail jet casing, and the high-temperature gas respectively enters the nacelle anti-icing gas supply pipe 2 and the splitter ring anti-icing gas supply pipe 7 along the gas supply main pipe 5 through the control valve 14. Wherein, in the anti-icing flow path of the nacelle lip, high-temperature gas enters the nacelle lip 1 along the anti-icing gas supply pipe 2 of the nacelle. Referring to fig. 6, the high temperature gas is divided into left and right gas flows at the gas inlet 111 of the nacelle lip 1, flows along the left and right semi-annular chambers of the nacelle lip 1, and then joins and flows out to the nacelle anti-icing return pipe 11 from the nacelle lip return port 112. The high-temperature gas raises the temperature of the wall surface of the nacelle lip 1 in the flowing process, thereby realizing the anti-icing function. Similarly, in the diverter ring anti-icing flow path, high temperature gas enters the diverter ring lip 8 along the diverter ring anti-icing gas supply tube 7. Referring to fig. 8, the high-temperature gas is divided into two streams of left and right gas flows at the inlet 81 of the splitter lip, flows along the left and right semi-annular cavities of the splitter lip 8, and then joins and flows out to the anti-icing return pipe 10 of the splitter from the return port 82 of the splitter lip. The high-temperature gas raises the temperature of the wall surface of the lip 8 of the shunting ring in the flowing process, thereby realizing the anti-icing function. Then the gas in the nacelle anti-icing return pipe 11 and the gas in the splitter ring anti-icing return pipe 10 are converged and flow to the return main pipe 12, and the gas returns to the tail nozzle from the return port 13 on the tail nozzle casing to be discharged. The high-temperature gas required by the anti-icing system is from the tail injection of the engine, the temperature is higher than that of the gas introduced from the compressor in the prior art, and the anti-icing effect of the high-temperature gas is better. Moreover, because the pressure difference exists between the communicated bleed port 6 and the return port 13, the generated hot air circulation flow path does not need to consume the power of the engine, and the fuel consumption rate of the engine is reduced.

When the nacelle lip 1 and the diverter ring lip 8 of the engine do not require anti-icing, the bleed line of the anti-icing system can be shut off by means of the control valve 14.

In one embodiment of the anti-icing system shown in FIG. 2, the most basic flow scheme, i.e., an anti-icing flow path, is used. In other embodiments, multiple anti-icing flow paths may be used, for example, the nacelle lip anti-icing flow path and the splitter ring anti-icing flow path may be changed to two flow paths that are independent from each other, and the anti-icing area may further include other locations where icing may occur, for example, an inlet cone, and an independent flow path or a splitter flow path may be added to other anti-icing locations accordingly.

In one embodiment of the anti-icing system shown in fig. 1 to 9, the nacelle lip 1 has only one nacelle lip inlet 111 and one nacelle lip outlet 112, and the diverting ring lip 8 has only one diverting ring lip inlet 81 and one diverting ring lip outlet 82. In other embodiments, a plurality of nacelle lip air inlets 111, a plurality of diverter ring lip air inlets 81, a plurality of nacelle lip air outlets 112, and a plurality of diverter ring lip air outlets 82 may be respectively disposed, so that the distribution of the hot air in the nacelle lip 1 and the diverter ring lip 8 is more uniform based on the principle of uniform distribution.

As shown in fig. 7 and 9, the structural section 100 of the nacelle lip 1 is a hollow U-shape. Because the volume of the nacelle lip 1 is large and the air-entraining amount is limited due to the influence of the air-supply pipe diameter size and the small pressure difference between the air-entraining port 6 and the return port 13, the structural design of adopting the hollow U-shaped section is beneficial to concentrating hot air on the front edge of the nacelle and fully exchanging heat, thereby improving the anti-icing performance. The size of the diverter ring lip 8 is small, and less hot gas is consumed, so the structural section 80 of the diverter ring lip 8 is not designed. In other embodiments, the structural cross-section 80 of the diverter ring lip 8 can also be hollow, U-shaped.

Furthermore, in an embodiment of the anti-icing system, the bleed air line and the return line are clad with heat insulating wool (not shown in the figures). The pipe sections of the lines passing through the core nacelle cover 4 and the fan cover 3 are covered with insulation wool in order to prevent the bleed air duct from increasing the temperature of the cabin along the way.

The anti-icing system in this embodiment is suitable for use with turbofan engines, but may be used in other applications.

The anti-icing system utilizes the Bernoulli principle, adopts reasonable structural design, and is provided with the air-entraining port 6 and the return port 13 respectively at different cross-section positions of the tail jet flow channel and communicated by a pipeline. The pressure difference generated by the difference of the cross section areas of the tail jet flow channels in the tail jet flow channels is utilized to enable high-temperature gas at different cross sections to flow in a communicating pipeline, and meanwhile, the guide vane cascades 60 and 130 in different inclined directions are arranged at the air guiding port 6 and the return port 13, so that the flowing strength is further improved.

The high-temperature gas in the tail spray runner is led out in the mode, the temperature of the gas is higher than that of the gas led out from the conventional gas compressor, and the anti-icing effect is better. The high-temperature gas is introduced into the front end of the engine by adopting a reasonable pipeline layout and respectively enters the nacelle lip 1 and the splitter ring lip 8, so that the nacelle lip 1 and the splitter ring lip 8 become a part of a hot gas circulation flow path, and the anti-icing problem of the lips is naturally solved as the high-temperature gas continuously circulates in the lips. The gas finally returns to the tail jet flow channel through the return port 13 at the rear part of the tail jet to be discharged out of the engine, the power of the engine is not consumed in the whole process, even the temperature of the tail jet gas of the engine is reduced to a certain degree, which is equivalent to improving the working efficiency of the contained air flow of the engine, so the oil consumption rate of the engine is reduced, and the performance of the engine is improved to a certain degree.

Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, any modification, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention, all without departing from the content of the technical solution of the present invention, fall within the scope of protection defined by the claims of the present invention.

Claims

1. The anti-icing system is characterized by comprising an air-entraining port and a backflow port which are arranged at different cross-section positions of a tail-jet flow channel, an air-entraining pipeline from the air-entraining port to an anti-icing part, and a backflow pipeline from the anti-icing part to the backflow port, wherein the cross-sectional area of the flow channel corresponding to the air-entraining port is larger than that of the flow channel corresponding to the backflow port.

2. The anti-icing system according to claim 1, characterized in that said bleed port is provided with a cascade of guide vanes.

3. The anti-icing system of claim 1 or 2, wherein said return port is provided with a cascade of guide vanes.

4. The anti-icing system of claim 1, wherein said anti-icing section comprises a diverter ring.

5. The anti-icing system of claim 1 or 4, wherein said anti-icing location comprises a nacelle lip.

6. The anti-icing system according to claim 5, wherein said nacelle lip is configured to have a hollow U-shaped cross-section.

7. The anti-icing system of claim 1, wherein said bleed line and said return line are covered with insulation wool.

8. An anti-icing system according to claim 1, characterised in that said bleed air line is provided with a control valve which can shut off the bleed air line.

9. Turbofan engine, characterized in that it comprises an anti-icing system according to any of claims 1 to 8.