CN220687453U - Air inlet assembly for ventilation and cooling of engine core cabin and aeroengine - Google Patents
Air inlet assembly for ventilation and cooling of engine core cabin and aeroengine Download PDFInfo
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- CN220687453U CN220687453U CN202322521101.0U CN202322521101U CN220687453U CN 220687453 U CN220687453 U CN 220687453U CN 202322521101 U CN202322521101 U CN 202322521101U CN 220687453 U CN220687453 U CN 220687453U
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Abstract
本实用新型涉及用于发动机核心舱通风冷却的进气组件及航空发动机。该用于发动机核心舱通风冷却的进气组件包括进气管、预旋式进气结构，其中，进气管的上游端与核心舱壁面相连，下游端与预旋式进气结构相连，预旋式进气结构包括多个内部通道，从而将来自发动机外涵的气流分成多股，且沿不同方向射入核心舱内部或射向核心舱部件，内部通道的纵向轴线相对于预旋式进气结构的整体纵向轴线成偏斜角度。根据上述技术方案，本实用新型能起到以下有益技术效果：能兼顾发动机核心舱的气体流通能力和进气均匀性。
The utility model relates to an air intake assembly used for ventilation and cooling of an engine core cabin and an aeroengine. The air intake component used for ventilation and cooling of the engine core cabin includes an air intake pipe and a pre-swirl air intake structure. The upstream end of the air inlet pipe is connected to the core cabin wall surface, and the downstream end is connected to the pre-swirl air intake structure. The air intake structure includes a plurality of internal channels, thereby dividing the airflow from the engine outer casing into multiple strands and shooting them into the interior of the core cabin or towards core cabin components in different directions. The longitudinal axis of the internal channels is relative to the pre-swirl air intake structure. The overall longitudinal axis is at a deflection angle. According to the above technical solution, the utility model can achieve the following beneficial technical effects: it can take into account the gas circulation capacity and air intake uniformity of the engine core compartment.
Description
Technical Field
The utility model relates to an air inlet assembly for ventilation cooling of an engine core cabin and an aeroengine comprising the air inlet assembly for ventilation cooling of the engine core cabin, and belongs to the technical field of ventilation cooling of aircraft power devices.
Background
Many heat sources exist in the core cabin of the aviation turbofan engine, and when the aviation turbofan engine operates, the heat sources emit heat, so that the heat accumulation temperature in the core cabin is increased, and the service life of components in the core cabin is influenced. At the same time, volatile build-up of flammable liquids within the cabin may also occur, possibly leading to a fire in the system. Therefore, ventilation cooling of the engine core is an indispensable design.
The ventilation cooling scheme of an aircraft engine core generally includes a core ventilation cooling system and a core component specific cooling system. Both of which are used for introducing a small part of the external duct air flow into the core cabin as ventilation cooling air flow, and the core cabin ventilation cooling system is used for introducing the external duct air flow into the core cabin for overall ventilation cooling in the core cabin, and the core cabin part special cooling system is used for introducing the external duct air flow to certain parts by utilizing pipelines as special cooling air flow of the parts.
In order to ensure that ventilation air flow in the core cabin is uniformly distributed and has no flowing dead zone, the cooling effect in the cabin is fully realized, the surface temperature of each part in the core cabin meets the design requirement, and the design of the ventilation cooling air inlet structure form is extremely critical.
The air inlet structure of the prior ventilation and cooling system of the core cabin mainly has two forms:
a) One form is through-type air inlet, and this through-hole air inlet form has guaranteed the interior sufficient ventilation cooling air flow air inflow of core cabin, and along the radial velocity of flow of core cabin faster, can utilize comparatively quick radial air current to realize local forced heat transfer effect, obtain showing local cooling effect, but air current distribution homogeneity is relatively poor, especially in the regional apparent air current dead zone that easily appears in the surrounding area of this air inlet, also be unfavorable for fully realizing the circumference position ventilation cooling in the core cabin, the overall cooling effect is not good.
B) In another form, the straight-through air inlet is changed into a straight cylinder grille type air inlet, and air flow can only flow out along the circumferential direction of the straight cylinder, so that the uniformity of the air flow is improved to a certain extent. However, this structure inevitably comes at the cost of more total pressure loss, and the overall air flow and heat exchange cooling capacity in the core cabin is reduced, and is not suitable for the situation that local heat accumulation exists and concentrated cooling is required.
The air inlet structure of the cooling system special for the core cabin component at present is a straight-through pipeline, and the external air flow is directly blown to the surface of the component to be cooled.
However, prior art cabin ventilation cooling schemes do not compromise the gas flow capacity and intake uniformity of the engine cabin.
Disclosure of Invention
It is an object of the present utility model to provide an air intake assembly for ventilation cooling of an engine nacelle that overcomes the drawbacks of the prior art and that combines the air flow capacity and air intake uniformity of the engine nacelle.
The above object of the utility model is achieved by an air intake assembly for ventilation cooling of an engine core comprising an air intake pipe, a pre-swirl air intake structure, wherein an upstream end of the air intake pipe is connected to a core bulkhead face and a downstream end is connected to the pre-swirl air intake structure, the pre-swirl air intake structure comprising a plurality of internal channels such that an air flow from an engine culvert is split into a plurality of strands and directed into the interior of the core or towards a core component in different directions, the longitudinal axes of the internal channels being at a skewed angle with respect to the overall longitudinal axis of the pre-swirl air intake structure.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the air circulation capacity and the air inlet uniformity of the engine core cabin can be considered.
Preferably, the deflection angle is 30 to 60 degrees.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the preferred deflection angle, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
More preferably, the skew angle is 35 to 55 degrees.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through better deflection angle, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
Preferably, the air intake assembly for ventilation cooling of the engine core compartment further comprises an air intake transition section connected between the air intake pipe and the pre-rotation air intake structure, so as to adjust the deflection angle of the pre-rotation air intake structure relative to the air intake pipe.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the deflection angle of the pre-rotation type air inlet structure relative to the air inlet pipe can be adjusted, so that the air outlet direction of the pre-rotation type air inlet structure is changed, and a strong heat exchange area is formed around a part needing special cooling so as to meet the surface temperature requirement of the part.
Preferably, the deflection angle is 0 to 90 degrees.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the better deflection angle, the air outlet direction of the pre-rotation air inlet structure can be well changed, and a strong heat exchange area is formed around the part needing special cooling so as to meet the surface temperature requirement of the part.
Preferably, the number of the internal channels is 3 to 8.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the better internal channel quantity, the gas circulation capacity and the gas inlet uniformity of the engine core cabin can be better realized.
More preferably, the number of the internal passages is 5 to 6.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through better internal channel quantity, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
Preferably, the plurality of internal passages are uniformly arranged in a circumferential direction of the pre-rotation type air intake structure.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through even internal channel arrangement, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
Preferably, the longitudinal axis of each internal passageway is offset by the same angle relative to the overall longitudinal axis of the pre-rotation inlet structure.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the manufacturing cost of the air inlet component is reduced while the air circulation capacity and the air inlet uniformity of the engine core cabin are considered.
The above object of the utility model is also achieved by an aircraft engine comprising an air intake assembly for ventilation cooling of an engine core as described in any of the above aspects.
According to the technical scheme, the aeroengine provided by the utility model has the following beneficial technical effects: the air circulation capacity and the air inlet uniformity of the engine core cabin can be considered.
Drawings
FIG. 1 is a front view of an air intake assembly for engine core compartment ventilation cooling in accordance with an embodiment of the present utility model.
FIG. 2 is a perspective view of an air intake assembly for engine core compartment ventilation cooling in accordance with an embodiment of the present utility model.
FIG. 3 is a schematic illustration of the mounting location of an air intake assembly for engine core ventilation cooling in accordance with an embodiment of the present utility model.
List of reference numerals
1: a core bulkhead face;
2: an air intake assembly;
3: a core cabin;
4: circular seam at the tail end of the spray pipe;
21: an air inlet pipe;
22: a pre-rotation type air inlet structure;
23: an air inlet transition section;
24: an internal passage;
alpha: a skew angle;
a: a unitary longitudinal axis of the pre-rotation air intake structure;
b: the longitudinal axis of the internal passageway.
Detailed Description
In the following, specific embodiments of the present utility model will be described, and it should be noted that in the course of the detailed description of these embodiments, it is not possible in the present specification to describe all features of an actual embodiment in detail for the sake of brevity. It should be appreciated that in the actual implementation of any of the implementations, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that while such a development effort might be complex and lengthy, it would nevertheless be a routine undertaking of design, fabrication, or manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as having the benefit of this disclosure.
Unless defined otherwise, technical or scientific terms used in the claims and specification should be given the ordinary meaning as understood by one of ordinary skill in the art to which this utility model belongs. The terms "first," "second," and the like in the description and in the claims, are not used for any order, quantity, or importance, but are used for distinguishing between different elements. The terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, is intended to mean that elements or items that are immediately preceding the word "comprising" or "comprising", are included in the word "comprising" or "comprising", and equivalents thereof, without excluding other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, nor to direct or indirect connections.
In the following description, for the purposes of clarity of presentation of the structure and manner of operation of the present utility model, the description will be made with the aid of directional terms, but such terms as "forward," "rearward," "left," "right," "outward," "inner," "outward," "inward," "upper," "lower," etc. are to be construed as convenience, and are not to be limiting.
FIG. 1 is a front view of an air intake assembly for engine core compartment ventilation cooling in accordance with an embodiment of the present utility model. FIG. 2 is a perspective view of an air intake assembly for engine core compartment ventilation cooling in accordance with an embodiment of the present utility model. FIG. 3 is a schematic illustration of the mounting location of an air intake assembly for engine core ventilation cooling in accordance with an embodiment of the present utility model.
As shown in fig. 1-3, an intake assembly 2 for ventilation cooling of an engine core according to an embodiment of the present utility model includes an intake duct 21, a pre-rotation intake structure 22, wherein an upstream end of the intake duct 21 is connected to the core bulkhead face 1 (i.e., to the external duct), a downstream end is connected to the pre-rotation intake structure 22, the pre-rotation intake structure 22 includes a plurality of internal passages 24, such that the air flow from the engine external duct is split into a plurality of streams and directed into the interior of the core or toward the core components (e.g., components having critical surface temperatures within the core) in different directions, and a longitudinal axis B of the internal passages 24 is inclined at an angle α with respect to an overall longitudinal axis a of the pre-rotation intake structure 22.
The term "pre-rotation intake structure" refers to a pre-rotation intake structure in which the downstream end is rotated by a circumferential angle relative to the upstream end and the internal passage is positioned such that the longitudinal axis of the internal passage is at a skewed angle relative to the overall longitudinal axis of the pre-rotation intake structure.
It should be noted that since the pre-rotation air intake structure 22 is generally cylindrical, the overall longitudinal axis a of the pre-rotation air intake structure 22 is also referred to as the longitudinal central axis of the cylindrical pre-rotation air intake structure.
According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the air circulation capacity and the air inlet uniformity of the engine core cabin can be considered.
Specifically, the utility model absorbs the advantages of the two air inlet modes, fully considers the circumferential uniformity of ventilation cooling air flow, designs the air inlet structure of the ventilation air flow into a pre-rotation type air inlet structure, and ensures the ventilation cooling air flow to be uniformly diffused in a core cabin by pre-rotating and spraying the ventilation cooling air flow in different directions, thereby fully avoiding the occurrence of a flow dead zone in the cabin; at the same time, the surface temperature requirements of the core cabin components are met. In addition, compared with the straight-through air inlet, the pre-rotation type air inlet structure has no loss of total air flow pressure, the overall air circulation capacity and heat exchange cooling capacity in the core cabin are not reduced, and the pre-rotation type air inlet structure can be suitable for the situation that local heat accumulation exists and concentrated cooling is required.
In some embodiments, as shown in fig. 1-2, the skew angle α is 30-60 degrees. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the preferred deflection angle, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
More preferably, as shown in fig. 1 to 2, the skew angle α is 35 to 55 degrees. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through better deflection angle, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
In some embodiments, as shown in fig. 1-2, the intake assembly 2 for ventilation cooling of the engine core further includes an intake transition 23, the intake transition 23 being connected between the intake duct 21 and the pre-swirl intake structure 22, thereby adjusting the angle of deflection of the pre-swirl intake structure 22 relative to the intake duct 21. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the deflection angle of the pre-rotation type air inlet structure relative to the air inlet pipe can be adjusted, so that the air outlet direction of the pre-rotation type air inlet structure is changed, and a strong heat exchange area is formed around a part needing special cooling so as to meet the surface temperature requirement of the part.
In some embodiments, as shown in fig. 1-2, the angle of deflection of the pre-rotation intake structure 22 relative to the intake pipe 21 is 0-90 degrees. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the better deflection angle, the air outlet direction of the pre-rotation air inlet structure can be well changed, and a strong heat exchange area is formed around the part needing special cooling so as to meet the surface temperature requirement of the part. For example, fig. 1-2 illustrate that the angle of deflection of the pre-swirl intake structure 22 relative to the intake pipe 21 is approximately 90 degrees. For another example, fig. 3 shows not only the intake assembly 2 having a deflection angle of substantially 90 degrees, but also the intake assembly 2 having a deflection angle of substantially 45 degrees.
It should be noted that the minimum deflection angle of the pre-rotation type air intake structure 22 with respect to the air intake pipe 21 is 0 degrees, that is, the pre-rotation type air intake structure 22 is not deflected with respect to the air intake pipe 21, and the air outlet direction of the pre-rotation type air intake structure 22 is identical to the air outlet direction of the air intake pipe 21.
In some embodiments, as shown in fig. 1-2, the number of internal channels 24 is 3-8. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through the better internal channel quantity, the gas circulation capacity and the gas inlet uniformity of the engine core cabin can be better realized.
More preferably, as shown in fig. 1 to 2, the number of the internal passages 24 is 5 to 6. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through better internal channel quantity, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better. For example, fig. 1-2 show 5 internal channels 24.
In some embodiments, as shown in fig. 1-2, the plurality of internal passages 24 are uniformly arranged in the circumferential direction of the pre-rotation intake structure 22. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: through even internal channel arrangement, can realize taking into account the gas circulation ability and the homogeneity of admitting air of engine core cabin better.
In some embodiments, as shown in fig. 1-2, the longitudinal axis B of each internal passageway 24 is offset by the same angle α relative to the overall longitudinal axis a of the pre-rotation intake structure 22. According to the technical scheme, the air inlet assembly for ventilation and cooling of the engine core cabin has the following beneficial technical effects: the manufacturing cost of the air inlet component is reduced while the air circulation capacity and the air inlet uniformity of the engine core cabin are considered.
According to an embodiment of the utility model, an aircraft engine comprises an air intake assembly for ventilation cooling of an engine core compartment as described in any of the above aspects. According to the technical scheme, the aeroengine provided by the utility model has the following beneficial technical effects: the air circulation capacity and the air inlet uniformity of the engine core cabin can be considered.
The ventilation and cooling system of the core cabin is shown in fig. 3, the upstream end of an air inlet pipe of an air inlet assembly 2 for ventilation and cooling of the core cabin of the engine is connected with a wall surface 1 of the core cabin, cooling air led from an outer duct flows through the air inlet pipe and enters a pre-rotation air inlet structure of the air inlet assembly 2, then air flows out to the surrounding space through the pre-rotation air inlet structure at a certain speed, air nearby the air inlet assembly 2 flows to the downstream of the core cabin along an arrow in the drawing, heat in the core cabin 3 is absorbed through convection heat exchange, and finally high-temperature air is discharged from a circular seam 4 at the tail end of a spray pipe, so that the ventilation and cooling heat exchange process is completed, and the air circulation capacity and the air inlet uniformity of the core cabin of the engine can be considered.
While the utility model has been described in terms of specific embodiments, those skilled in the art will recognize that the utility model is not limited thereto, but that many modifications can be made by those skilled in the art without departing from the scope of the utility model.
Claims (10)
1. An air intake assembly for ventilation cooling of an engine core compartment, the air intake assembly comprising an air intake pipe, a pre-rotation air intake structure, wherein an upstream end of the air intake pipe is connected to a core bulkhead face and a downstream end is connected to the pre-rotation air intake structure, the pre-rotation air intake structure comprising a plurality of internal passages whereby air flow from an engine external culvert is split into a plurality of strands and directed into the core compartment interior or towards a core compartment component in different directions, the longitudinal axes of the internal passages being at an oblique angle relative to the overall longitudinal axis of the pre-rotation air intake structure.
2. An air intake assembly for engine nacelle ventilation cooling as claimed in claim 1, wherein the angle of deflection is 30 to 60 degrees.
3. An air intake assembly for ventilation cooling of an engine core as claimed in claim 2, wherein the angle of deflection is in the range 35 to 55 degrees.
4. The intake assembly for engine core ventilation cooling of claim 1, further comprising an intake transition connected between the intake duct and the pre-rotation intake structure to adjust a deflection angle of the pre-rotation intake structure relative to the intake duct.
5. The intake assembly for ventilation cooling of an engine core as claimed in claim 4, wherein the angle of deflection is 0 to 90 degrees.
6. The intake assembly for ventilation cooling of an engine core as claimed in claim 1, wherein the number of the internal passages is 3 to 8.
7. The intake assembly for ventilation cooling of an engine core as claimed in claim 6, wherein the number of said internal passages is 5 to 6.
8. The intake assembly for ventilation cooling of an engine core of claim 1, wherein the plurality of internal passages are uniformly arranged in a circumferential direction of the pre-rotation intake structure.
9. The intake assembly for ventilation cooling of an engine core of claim 1, wherein a longitudinal axis of each internal passage is offset by the same angle relative to an overall longitudinal axis of the pre-rotation intake structure.
10. An aircraft engine comprising an air intake assembly for ventilation cooling of an engine nacelle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322521101.0U CN220687453U (en) | 2023-09-15 | 2023-09-15 | Air inlet assembly for ventilation and cooling of engine core cabin and aeroengine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322521101.0U CN220687453U (en) | 2023-09-15 | 2023-09-15 | Air inlet assembly for ventilation and cooling of engine core cabin and aeroengine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220687453U true CN220687453U (en) | 2024-03-29 |
Family
ID=90377445
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322521101.0U Active CN220687453U (en) | 2023-09-15 | 2023-09-15 | Air inlet assembly for ventilation and cooling of engine core cabin and aeroengine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220687453U (en) |
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2023
- 2023-09-15 CN CN202322521101.0U patent/CN220687453U/en active Active
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