CN215333139U

CN215333139U - Aeroengine air inlet duct and aeroengine

Info

Publication number: CN215333139U
Application number: CN202120840074.1U
Authority: CN
Inventors: 打玉宝; 谭景磊; 刘海标; 孙利兵
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2021-04-22
Filing date: 2021-04-22
Publication date: 2021-12-28
Anticipated expiration: 2031-04-22

Abstract

The utility model discloses an aircraft engine air inlet channel and an aircraft engine, relates to the field of aircraft engines, and aims to optimize the structure and performance of the aircraft engine air inlet channel. The aircraft engine air inlet comprises an air inlet lip, a first partition frame, an arc-shaped plate and an air inlet channel. The inlet lip is curved. The first bulkhead is connected with the inlet lip to form an annular cavity. The arc-shaped plate is arranged in the cavity and fixedly connected with the first partition frame; the arc-shaped plate divides the cavity into a first cavity and a second cavity; the arc-shaped plate is provided with a first air hole, and the first cavity is communicated with the second cavity through the first air hole. The air inlet flow channel is communicated with the first cavity. The second cavity is communicated with the air inlet flow channel, so that at least part of the gas exhausted from the second cavity flows back to the air inlet flow channel. According to the technical scheme, the anti-icing function and the bird collision resistance function are integrated, and the circulating hot air is adopted for deicing, so that the air entraining amount of the high-pressure air compressor of the engine is reduced.

Description

Aeroengine air inlet duct and aeroengine

Technical Field

The utility model relates to the field of aero-engines, in particular to an aero-engine air inlet channel and an aero-engine.

Background

Icing of the aircraft engine inlet lip reduces the engine air intake, which can lose a portion of the engine thrust. Meanwhile, the ice blocks are gathered to damage the flow field profile of the air inlet channel of the engine, and the aerodynamic resistance is increased. When ice accumulates to some extent, engine surge may be caused. More seriously, ice that falls off the inlet lip may also be drawn into the engine and strike the damaged fan blades, causing mechanical damage. Therefore, an engine intake is usually designed with an anti-icing system to protect the ice formation area of the lip of the intake from ice.

The deicing mode of the lip of the inlet channel of the active aircraft engine is the hot gas deicing mode of the engine. The engine inlet lip hot air deicing device comprises a flute-shaped pipe and a direct injection type. Flute tube configurations are a more common form of anti-icing in hot gas anti-icing. The flute-shaped pipe hot gas deicing mode adopts point-to-point hot gas jet flow in a 360-degree annular icing area of a lip of an air inlet, the efficiency is higher, the requirement on the air entraining amount of an engine is lower, and therefore the flute-shaped pipe hot gas deicing mode is adopted in a large number of traditional machine types. The flute-shaped pipe jet flow hot gas anti-icing structure adopts a 360-degree annular flute-shaped pipe and a fixed support structure thereof, so that the structural weight cost is greatly increased when the anti-icing efficiency is improved; meanwhile, the flute-shaped pipe is usually in a cantilever structure suspended on the front partition plate in a fixed mode, so that the vibration problem is easy to generate, and the design of the flute-shaped pipe anti-icing structure has the risk of Lorentz iteration and even redesign under the condition that input parameters such as the natural frequency of an engine, a vibration load spectrum and the like are uncertain in the early stage of the design.

In order to solve the defects, a DFN direct-injection type hot air deicing configuration is generated in the related technology, namely a deicing method that D-Duct hot air is directly injected to an inlet lip icing area and a 360-degree flute pipe is cancelled is adopted.

The inventor finds that the icing area and area of the inlet lip of the engine are large for civil engines with the diameter of more than two meters and fan grades, and the demand of adopting DFN direct injection type anti-icing needs to introduce more hot gas from the engine to meet the anti-icing requirement. The distribution of hot gases throughout the engine is limited and restricted, which presents challenges for direct injection anti-icing configurations.

SUMMERY OF THE UTILITY MODEL

The utility model provides an aircraft engine air inlet channel and an aircraft engine, which are used for optimizing the structure and the performance of the aircraft engine air inlet channel.

The embodiment of the utility model provides an air inlet channel of an aircraft engine, which comprises:

an inlet lip configured to be arc-shaped;

the first partition frame is connected with the inlet lip to form an annular cavity;

the arc-shaped plate is arranged in the cavity and fixedly connected with the first partition frame; the arc-shaped plate divides the cavity into a first cavity and a second cavity; the arc-shaped plate is provided with a first air hole, and the first cavity and the second cavity are communicated through the first air hole;

the air inlet flow channel is communicated with the first cavity; and

wherein the second chamber is in communication with the inlet conduit such that gas exhausted from the second chamber at least partially re-flows back into the inlet conduit.

In some embodiments, the aircraft engine air intake further comprises:

the second bulkhead is arranged at a distance from the first bulkhead;

the first wall plate is connected with the first partition frame and the second partition frame; and

a second wall plate also connecting the first bulkhead and the second bulkhead; the second wall panel is enclosed on the outer side of the first wall panel;

the first partition frame, the second partition frame, the first wall plate and the second wall plate enclose a transition cavity; the second cavity is communicated with the air inlet flow passage through the transition cavity.

In some embodiments, the portion of the first bulkhead inside the second cavity is provided with a second air hole, and the transition cavity is communicated with the second cavity through the second air hole; partial area of the air inlet flow channel is located in the transition cavity, a third air hole is formed in the wall body of the air inlet flow channel, and the transition cavity is communicated with the air inlet flow channel through the third air hole.

In some embodiments, the third air hole is configured such that a large end opens downstream of the inlet conduit and a small segment opens upstream of the inlet conduit.

In some embodiments, the wall of the transition chamber is provided with a fourth air hole for communicating the transition chamber with the external environment.

In some embodiments, guide vanes are arranged in the third air hole and/or the fourth air hole, and the guide vanes are configured to be grid-shaped.

In some embodiments, the opening direction of the fourth air hole is toward the downstream of the intake runner.

In some embodiments, the upstream end of the inlet conduit is flanged.

In some embodiments, the inlet conduit is fitted with one of a male pipe and a female pipe, and the first bulkhead is fitted with the other of the male pipe and the female pipe; the male head pipe and the female head pipe are detachably connected.

The embodiment of the utility model also provides an aircraft engine which comprises the aircraft engine air inlet provided by any technical scheme of the utility model.

According to the air inlet passage of the aircraft engine, the arc-shaped plate and the first partition frame are used for enclosing a cavity together, so that the structure is light in weight; moreover, the arc-shaped plate is equivalent to a bird collision line, so that the three bird collision lines formed by the inlet lip, the first bulkhead and the second bulkhead of the air inlet passage of the aircraft engine are changed into four bird collision lines. And moreover, the circulating hot air is adopted for deicing, so that the air entraining quantity of the high-pressure air compressor of the engine is reduced, the thrust performance of the engine is influenced, and the thrust loss is small.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the utility model and together with the description serve to explain the utility model without limiting the utility model. In the drawings:

FIG. 1 is a schematic perspective view of an air inlet duct of an aircraft engine according to an embodiment of the present invention;

FIG. 2 is a schematic view of a connection relationship between a first bulkhead, an arc-shaped plate and an air inlet duct of an aircraft engine according to an embodiment of the utility model;

FIG. 3 is a schematic cross-sectional structural view of an air inlet of an aircraft engine according to an embodiment of the utility model;

FIG. 4 is an enlarged view of part A of FIG. 3;

fig. 5 is a partially enlarged view of B of fig. 3.

Detailed Description

The technical solution provided by the present invention is explained in more detail with reference to fig. 1 to 5.

Referring to fig. 1 to 3, an aircraft engine intake duct according to an embodiment of the present invention includes an intake duct lip 1, a first bulkhead 2, an arc-shaped plate 4, and an intake duct 5. The inlet lip 1 is curved; the first frame 2 is connected to the inlet lip 1 to form an annular chamber 3. Arc 4 installs in cavity 3, arc 4 and first bulkhead 2 fixed connection. Wherein the arc-shaped plate 4 divides the chamber 3 into a first chamber 31 and a second chamber 32. The arc plate 4 is provided with a first air hole 41, and the first cavity 31 and the second cavity 32 are communicated through the first air hole 41. The intake runner 5 communicates with the first chamber 31. Wherein the second chamber 32 is in communication with the inlet flow channel 5 such that gas exiting the second chamber 32 at least partially flows back into the inlet flow channel 5.

The first former 2 is annular and has a first through hole 20, which first through hole 20 serves as an air intake runner of the aircraft engine, i.e. in the position indicated by the runner surface in fig. 3. The inlet lip 1 is a plate arched in an arc shape, the inlet lip 1 covers the first partition frame 2, and the first partition frame 2 and the inlet lip 1 form a cavity 3 similar to a D shape. An arc-shaped plate 4 is added in an annular cavity 3 formed by the first partition frame 2 and the inlet lip 1. The convex side of the curved plate 4 faces the inlet lip 1 and the concave side of the curved plate 4 faces the first former 2. The entire annular chamber 3 is divided into two parts: a first cavity 31 and a second cavity 32. The inlet runner 5 introduces hot gas into the first chamber 31, collects in the first chamber 31, and then injects into the second chamber 32 via the first air holes 41 of the arc-shaped plate 4. The inlet lip 1, which is the inner wall of the second cavity 32, is then heated to achieve de-icing. Because the arc-shaped plate 4 is installed in the cavity 3, a flute-shaped pipe in the related art is not needed any more, and the problem of vibration caused by installation and fixation of the flute-shaped pipe is also solved.

Furthermore, according to the technical scheme, the air inlet channel of the aircraft engine adopts hot air for anti-icing, the hot air introduced from the high-pressure compressor of the engine through the air inlet channel 5 is introduced to the front edge of the air inlet channel lip 1 through the first cavity 31, the first air hole 41 and the second cavity 32, and the ice part of the air inlet channel lip 1 at the front edge of the air inlet channel is deiced through jetting the hot air. Moreover, the hot gas passing through the second cavity 32 is reintroduced into the intake runner 5, significantly reducing the amount of gas to be introduced for deicing; the hot air circulation mode is adopted, the service efficiency of the anti-icing hot air is improved, the air entraining quantity of the engine and the performance loss caused by the air entraining of the engine are reduced, and the scheme has light structure weight and is easy to assemble.

Referring to fig. 3 and 4, in some embodiments, the first air hole 41 is provided at the convex tip of the arc plate 4, and the first air hole 41 is provided in plurality. This allows the airflow to enter the second chamber 32 through a specific path, and the flow path of the airflow is extended, thereby improving the deicing effect.

Referring to fig. 1-2, there are various ways to direct the hot gases in the second cavity 32 back into the intake runner 5, and in some embodiments, the aircraft engine intake further comprises a second bulkhead 6, a first wall 7, and a second wall 8. The second former 6 is arranged at a distance from the first former 2. A first wall plate 7 connects the first former 2 and the second former 6. A second wall panel 8 also connects the first former 2 and the second former 6. The first partition frame 2, the second partition frame 6, the first wall plate 7 and the second wall plate 8 enclose a transition cavity 9; the second chamber 32 communicates with the inlet conduit 5 via the transition chamber 9.

The second former 6 has a second through-hole 60. The first wall plate 7 is of annular cylindrical configuration and the second wall plate 8 is also of annular cylindrical configuration. One end of the first wall plate 7 is fixedly connected to the edge of the first through hole 20 of the first bulkhead 22, and the other end of the first wall plate 7 is fixedly connected to the edge of the second through hole 60 of the second bulkhead 6. One end of the second wall plate 8 is fixedly connected with the outer edge of the first bulkhead 2. The other end of the second wall plate 8 is fixedly connected with the outer edge of the second bulkhead 6. The second wall 8 surrounds the first wall 7. The first wall plate 7, the second wall plate 8, the first bulkhead 2 and the second bulkhead 6 enclose a transition chamber 9.

At this time, the entire hot gas flow path is: flows from the inlet runner 5 into the first cavity 31, then enters the second cavity 32 via the first air holes 41, flows from the second cavity 32 into the transition cavity 9, and finally flows back from the transition cavity 9 to the inlet runner 5.

Referring to fig. 3 and 4, in some embodiments, the portion of the first bulkhead 2 located inside the second cavity 32 is provided with a second air hole 21, and the transition cavity 9 is communicated with the second cavity 32 through the second air hole 21. Partial area of the inlet runner 5 is positioned in the transition cavity 9, the wall body of the inlet runner 5 is provided with a third air hole 51, and the transition cavity 9 is communicated with the inlet runner 5 through the third air hole 51.

The second air holes 21 are provided in plural, for example, and the plural second air holes 21 are relatively intensively provided at one place. Due to the arrangement mode, the airflow in the second cavity 32 can only flow out of the second air hole 21, and no outflow way exists in other places, so that the flow path of hot air can be prolonged, and the deicing effect of the hot air on the inlet lip 1 is improved.

Referring to fig. 3 and 5, a third air hole 51 is provided relatively downstream of the intake runner 5, and the flow area of the third air hole 51 is related to the amount of required return air flow. If the required flow rate of the return air is large, the flow area of the third air hole 51 may be set relatively large. Otherwise, it can be set smaller.

Referring to fig. 3 and 5, in some embodiments, the third air hole 51 is configured such that the large end opens downstream of the inlet conduit 5 and the small segment opens upstream of the inlet conduit 5. The third air holes 51 are arranged in such a way that the high velocity air flow in the inlet flow duct 5 can flow into the inlet flow duct 5 with the air flow in the transition chamber 9.

With continued reference to fig. 3 and 5, a trumpet-shaped ring is formed at the third air hole 51, with a small end of the ring abutting the outer wall of the intake runner 5 and a large end of the ring facing downstream of the intake runner 5. This configuration causes the third air hole 51 to be formed in a trumpet shape and open downstream, and the hot air in the transition chamber 9 does not automatically flow into the intake runner 5 but is carried out by the high-speed air flow in the intake runner 5.

With continued reference to fig. 3 and 5, in some embodiments, the walls of the transition chamber 9 are provided with a fourth air hole 91 that communicates the transition chamber 9 with the external environment. When it is not necessary to introduce hot gas in the transition chamber 9 back into the intake runner 5 or when it is not necessary to introduce too much hot gas back into the intake runner 5, the hot gas in the transition chamber 9 is discharged via the fourth gas holes 91.

Referring to fig. 5, in some embodiments, the guide vane 13 is disposed in the third air hole 51 and/or the fourth air hole 91, and the guide vane 13 is configured in a grid shape. The grid-shaped guide vanes 13 are arranged according to the flow velocity and the flow field of the hot gas, so that the hot gas flows according to the required inlet angle and outlet angle, and the hot gas is convenient to flow back and discharge. Wherein, the guide vane 13 arranged at the third air hole 51 facilitates the backflow of the hot gas. The guide vane 13 provided at the fourth air hole 91 facilitates the discharge of hot air.

In some embodiments, the opening direction of the fourth gas hole 91 is toward the downstream of the gas flow passage 5 to facilitate the gas outflow.

With continued reference to FIG. 3, the overall flow path of the hot gases is described below. Specifically, the hot gas S in the intake runner 5 enters the first cavity 31, then enters the second cavity 32 through the first air hole 41, then enters the transition cavity 9 through the second air hole 21, and then is divided into two parts: a return gas stream S1 and a discharge gas stream S2. Most of the hot air S1 serving as backflow is introduced into the air inlet runner 5 again through the rear end opening of the third air hole 51, so that hot air circulation and anti-icing hot air are fully utilized; and a small portion is discharged as a discharge air stream S2 to the atmosphere through a fourth air hole 91 connected to the grill of the second wall panel 8. The flow and pressure are adjusted to control the ratio of the hot gas flow of the two parts which participate in the thermal cycle anti-icing and exhaust into the atmosphere again, thereby realizing the optimization of the hot gas efficiency of the anti-icing thermal cycle.

Referring to fig. 4, in some embodiments, the inlet duct 5 is fitted with one of a male pipe 10 and a female pipe 11, and the first bulkhead 2 is fitted with the other of the male pipe 10 and the female pipe 11; the male pipe 10 and the female pipe 11 are detachably connected.

Referring to FIG. 5, in some embodiments, a flange 12 is mounted to the upstream end of the inlet conduit 5. The hot air EBU bleed pipe of the engine is butted with the air inlet flow channel 5 through a flange 12, and the flange 12 comprises two components: and the EBU flange 12 and the air guide pipe rear flange 12 are welded and fixed. The EBU flange 12 is welded and fixed with an engine hot air EBU bleed pipe, and the flange 12 is welded and fixed with a bleed flow passage behind the bleed pipe. The second former 6 is furthermore bolted to the bleed duct rear flange 12.

In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be considered as limiting the scope of 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: it is to be understood that modifications may be made to the technical solutions described in the foregoing embodiments, or equivalents may be substituted for some of the technical features thereof, but such modifications or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An aircraft engine air intake, comprising:

an inlet lip (1) which is curved;

the first partition frame (2) is connected with the inlet lip (1) to form an annular cavity (3);

the arc-shaped plate (4) is arranged in the cavity (3), and the arc-shaped plate (4) is fixedly connected with the first partition frame (2); wherein the arc-shaped plate (4) divides the cavity (3) into a first cavity (31) and a second cavity (32); the arc-shaped plate (4) is provided with a first air hole (41), and the first cavity (31) is communicated with the second cavity (32) through the first air hole (41); and

an inlet flow channel (5) communicating with the first cavity (31);

wherein the second chamber (32) is in communication with the inlet conduit (5) such that gas exhausted from the second chamber (32) is at least partially re-flowed back into the inlet conduit (5).

2. The aircraft engine air intake according to claim 1, further comprising:

a second former (6) arranged at a distance from the first former (2);

a first wall panel (7) connecting the first former (2) and the second former (6); and

a second wall panel (8) also connecting the first former (2) and the second former (6); the second wall plate (8) is enclosed on the outer side of the first wall plate (7);

wherein the first bulkhead (2), the second bulkhead (6), the first wall plate (7) and the second wall plate (8) enclose a transition cavity (9); the second cavity (32) is communicated with the air inlet flow passage (5) through the transition cavity (9).

3. The aircraft engine air inlet according to claim 2, characterized in that the portion of the first bulkhead (2) located in the second cavity (32) is provided with a second air hole (21), and the transition cavity (9) is communicated with the second cavity (32) through the second air hole (21); partial area of the air inlet flow channel (5) is positioned in the transition cavity (9), a third air hole (51) is formed in the wall body of the air inlet flow channel (5), and the transition cavity (9) is communicated with the air inlet flow channel (5) through the third air hole (51).

4. The aircraft engine inlet according to claim 3, characterised in that the third air hole (51) is configured with a large end opening downstream of the inlet flow channel (5) and a small segment opening upstream of the inlet flow channel (5).

5. The aircraft engine air inlet according to claim 3, characterized in that the wall of the transition chamber (9) is provided with a fourth air hole (91) which allows the transition chamber (9) to communicate with the external environment.

6. The aircraft engine air inlet according to claim 5, characterised in that guide vanes (13) are arranged in the third air opening (51) and/or the fourth air opening (91), the guide vanes (13) being designed as a grid.

7. The aircraft engine air inlet according to claim 5, characterized in that the opening direction of the fourth air hole (91) is directed downstream of the air inlet flow channel (5).

8. The aircraft engine air inlet according to claim 1, characterised in that a flange (12) is mounted to the upstream end of the air inlet conduit (5).

9. The aircraft engine inlet according to claim 1, characterised in that the inlet flow duct (5) is fitted with one of a male pipe (10) and a female pipe (11), the first bulkhead (2) being fitted with the other of the male pipe (10) and the female pipe (11); the male head pipe (10) and the female head pipe (11) are detachably connected.

10. An aircraft engine, characterized in that, includes the aircraft engine intake duct of any of claims 1-9.