EP3271588B1 - Aerodynamisch und akustisch verbesserter fahrzeuglüfter - Google Patents

Aerodynamisch und akustisch verbesserter fahrzeuglüfter Download PDF

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Publication number
EP3271588B1
EP3271588B1 EP16713789.2A EP16713789A EP3271588B1 EP 3271588 B1 EP3271588 B1 EP 3271588B1 EP 16713789 A EP16713789 A EP 16713789A EP 3271588 B1 EP3271588 B1 EP 3271588B1
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EP
European Patent Office
Prior art keywords
curvature
span
blower wheel
variation
ventilation blower
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP16713789.2A
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English (en)
French (fr)
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EP3271588A1 (de
Inventor
Manuel Henner
Bruno Demory
Youssef BEDDADI
François Franquelin
Charles ROLAND
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Valeo Systemes Thermiques SAS
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Valeo Systemes Thermiques SAS
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/32—Rotors specially for elastic fluids for axial flow pumps
    • F04D29/38—Blades
    • F04D29/384—Blades characterised by form
    • F04D29/386—Skewed blades
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/32—Rotors specially for elastic fluids for axial flow pumps
    • F04D29/325—Rotors specially for elastic fluids for axial flow pumps for axial flow fans
    • F04D29/326—Rotors specially for elastic fluids for axial flow pumps for axial flow fans comprising a rotating shroud

Definitions

  • the field of the present invention is that of the automobile, and more particularly that of air circulation for cooling engine equipment.
  • Thermal engine vehicles need to evacuate the calories generated by their operation and are therefore equipped with heat exchangers, in particular cooling radiators, which are generally placed at the front of the vehicle and through which the outside air passes. .
  • heat exchangers in particular cooling radiators, which are generally placed at the front of the vehicle and through which the outside air passes.
  • a fan is placed upstream or downstream.
  • the ventilator which serves to force the air circulation, has an axially oriented flow. It comprises blades which are connected by their foot to a central hub, and generally held together at their head by a rotating ferrule (as illustrated on figure 1 ).
  • curvature effects are also customary to give curvature effects to the blades in order to improve their acoustics.
  • the curvature is said to be forward if the blade is curved in the direction of rotation, considering the plane perpendicular to the axis of rotation; it is said to be rear in the opposite case.
  • the sound sources that are located along the span of the blade are out of phase with each other, and tonal noise reductions of several decibels can be noted.
  • curvature While curvature has beneficial effects for acoustics, it also modifies aerodynamic properties because it produces forces perpendicular to the blade surface, these forces in turn creating radial flows.
  • a rear curvature will produce a flow extending radially outwards, while a front curvature will produce an effect of contraction of the flow (as will be explained in more detail below). detail in relation to the figure 2 ).
  • a rear curvature will work more at the head, and will promote performance at high flow, while a front curvature will promote low flows by working more at the foot.
  • the invention relates to a ventilation propeller comprising a hub and blades extending radially outwards from the hub between a blade root and a blade head, the blades of said propeller having a rear-front curvature due to an inversion of curvature on their wingspan.
  • said blades comprise at least one sudden variation in their pitch extending over a limited span deviation, said pitch variation being located near a point of reversal of curvature of the blades.
  • the term “abrupt” variation is understood to mean at least 2 ° more or less with respect to a linear setting on said difference in scope.
  • the term “limited” span deviation is understood to mean a maximum span deviation of 25% of the total span of the blade.
  • variation situated “close to” a point of inversion of the curvature of the blades is meant situated between 20 and 80% of their span.
  • the setting variation is between 3 and 5 °.
  • This setting inflection with respect to a blade exhibiting a continuous evolution of its setting along the span, makes it possible to avoid detachment of the air flow on the blade and therefore to avoid both noise pollution and losses. performance caused by these detachments.
  • a peak of the variation in timing is positioned, relative to the point of inversion of curvature, at a distance less than or equal to 30% of the wingspan of the blade.
  • the proximity of this peak to the point of inversion of the curvature allows it to act as close as possible to the place where the detachments occur, and therefore improves its efficiency.
  • said distance is less than or equal to 10% of the span of the blade.
  • the variation in setting is said to be positive, the value of the setting being greater than said linear setting over the entire span deviation.
  • the variation in setting is said to be negative, the value of the setting being less than said linear setting over the entire span deviation.
  • the setting variation has a positive slope, respectively negative, up to its peak, followed by a negative slope, respectively positive.
  • This pointed shape represents an optimum in terms of efficiency for the suppression of flow detachments which are generally observed on the upper surface.
  • At least one of the slopes of the variation in setting has, in absolute value, a value greater than 1 ° per 10% of variation in span. And, more preferably, the other slope has, in absolute value, a value of less than 1 ° per 10% of span variation.
  • the curvature of the blades at the point of inversion of its curvature is between -4 and -25 °.
  • the variation in curvature between the point of inversion and the head of the blades is between 4 and 25 °.
  • the curvatures of the blades at the base and at the head differ by less than 10 °. And more preferably, said curvatures are both less than 10 °.
  • the invention also relates to a motor-fan unit comprising a propeller as described above as well as a cooling system comprising such a motor-fan unit.
  • a motor-fan unit comprising a propeller as described above as well as a cooling system comprising such a motor-fan unit.
  • Such a system could include one or more heat exchangers through which the air flow generated by the propeller passes.
  • the figure 1 shows a propeller 1, of the prior art, which is mounted in rotation about an axis passing through its center O and here oriented orthogonally to the plane of the figure.
  • the direction of rotation of the propeller 1 is designated by the arrow F.
  • the propeller 1 stirs the air which passes through it. The air flow then flows in a direction of flow oriented substantially axially.
  • upstream and downstream are understood with reference to the direction of flow of the air flow.
  • axial radial or tangential are used in reference to the axis of rotation of the propeller.
  • blades 3 are generally identical to each other and may have a cross section substantially in the form of an airplane wing, with an upper surface and an lower surface. They thus extend transversely between, respectively, a leading edge which first comes into contact with the air flow during the rotation of the propeller 1, and a trailing edge which is opposite to it.
  • the figure 2 shows the deflection that a fluid undergoes while passing through the propeller 1 in the case, respectively, of a rear curvature, a front curvature and a mixed rear-front curvature of its blades 3.
  • the back curvature produces a flow which extends radially outward while the central figure shows that a forward curvature produces a centripetal deflection of the flow.
  • the two previous effects neutralize each other and together produce a maintenance of an axial direction, with a contraction of the flow which centers at about mid-span.
  • the pressure gradient between the trailing edge and the leading edge is modified and a marked separation can be observed on the upper surface of the blade 3, which then arises substantially at mid-span. It is this detachment effect that the invention proposes to reduce, in particular by adjusting the distribution of the setting along the span of the blade, and in particular around this point at mid-span.
  • the figure 3 shows a propeller 1 whose blades 3 have a mixed curvature, rear at the foot 3a then front from the mid-wingspan up to the head 3b.
  • the figure 4 shows, for its part, a blade, according to the prior art, of the propeller of the figure 3 .
  • the timing of the blade 3 varies continuously along the span, without abrupt variation thereof.
  • the figure 5 shows a propeller blade 3 according to the invention which has an inflection peak 5 for its setting at the point of the wingspan where the curvature is reversed, that is to say where the flow contraction effect.
  • the positioning, shape and intensity of this peak 5 are given by the figures 6 to 8 .
  • the figure 6 shows the evolution of the curvature in the case of a mixed rear-front curvature.
  • the curvature is zero at the root of the blade 3a, which means that the line of points located at mid-chord moves away from the hub 2 while being perpendicular to it.
  • the curvature increases, in the rear direction, until it reaches a maximum rear value equal, in the example shown, to -13 ° and positioned at mid-span. From this point, the blade 3 resumes a forward curvature, reducing its curvature gradually, from -13 ° to 0 ° which it reaches, by way of example, at the head of the blade 3b.
  • the curve which is represented in the figure corresponds to the simplest form conceivable for a blade with mixed curvature, for the purpose of illustration of the invention; on the other hand, this is not limited to these simple geometric shapes.
  • the figures 7 and 8 show the evolution of the setting along the span of a blade 3, in a reference propeller version (so-called initial setting) and, respectively, in two embodiments of the invention (said modified timing).
  • the invention is characterized by an inflection of the wedging forming a wedging peak; this peak is located here at 50% of the span, that is to say precisely around the point of inversion of the curvature. This inflection is either positive ( figure 7 ) or negative ( figure 8 ). But in both cases its amplitude is significant, the slope of the inflection being greater than or equal, in absolute value, to 1 ° per 10% of variation in curvature.
  • the preferred values retained in the version shown in the figures and provided by way of example are 3 and 5 ° for 10% variation in setting, depending on whether the slope is ascending or descending and depending on whether the initial setting curve is it. - even decreasing or increasing around the point of inversion of the curvature.
  • the curvature may have slopes of the same absolute value on either side of the point of inversion.
  • the figures 9 to 11 show three cases of implementation of the invention on mixed curvature propellers.
  • the curvature is rear-front with zero curvatures at the foot 3a and at the head 3b and a curvature inversion located at 75% of the span. At this point the curvature is equal to -4 °.
  • the curvature is rear-front with zero curvatures at the foot 3a and at the head 3b and a curvature inversion located at 50% of the span. At this point the curvature is equal to -25 °
  • the curvature is rear-front with zero curvatures at the foot 3a and equal to 7 ° at the head 3b.
  • the curvature inversion is located at 20% of the span, and at this point the curvature is equal to -30 °.
  • the invention namely the positioning of an inversion, or peak, of setting 5
  • the invention can be implemented on any type of propeller with mixed rear-front curvature, with a wide range of possible values for the curvature at the foot, the curvature at the head and for the position of the inversion of curvature along the span.
  • the curvature at the foot and at the head are close to each other, that is to say with a difference less than or equal to 10 °, and more preferably they are both close to zero. , that is to say less than 10 °.
  • the setting of the blade 3 exhibits a sudden variation, and limited in scope, in its value. This results in a setting which deviates, over a given wing span segment, from the linear timing existing between the two end points of this segment.
  • This variation in timing is defined, according to the invention, advantageously as follows.
  • the pitch variation is in wingspan in an area close to the point of maximum rear curvature.
  • the span difference between the point of maximum curvature and the inflection peak 5 is less than or equal to 30% of the span, more preferably less than or equal to 10%.
  • the inflection peak 5 is constituted by a sudden variation in the setting, of at least 2 ° over a variation of at most 25% of the wingspan. Preferably, this variation is between 3 and 5 °.
  • the wedging is located on the same side with respect to said linear wedging, over the entire span deviation, whether above or below.
  • the sudden change in setting has a positive slope greater than 1 ° per 10% of change in setting, until an inflection peak 5 is reached, then, from this peak , a negative slope of less than -1 ° by 10% of the setting variation.
  • it has, first of all, a negative slope of less than -1 ° per 10% variation of the setting, then a positive slope greater than 1 ° per 10% of the variation of the setting.
  • blades 3 having only one inflection peak 5; in alternative versions, several peaks may be present along the span of the blade 3, at least one of them having the minimum characteristics described above.
  • the geometry proposed for the blade 3 by the present patent application tends to find an optimum both from an aerodynamic and aeroacoustic point of view.
  • the objectives pursued are good efficiency, minimization of the acoustic effects and minimization of the deflection at the head of the blade 3b.
  • the geometry is based first of all on a mixed rear-front curvature, and on a law of timing distribution along the span which is adapted to the three-dimensional nature of the flow.
  • Improved performance is achieved by a shape inflection that is positioned close to the span where the curvature reverses. This inflection has the effect of locally modifying the angle of attack of the flow incident on the aerodynamic profile and thus improving the flow on its upper surface and minimizing detachments. Thanks to this improved design, the drag of the profile is reduced for the same lift, and the elimination of detachments improves the acoustics by minimizing the noises of interaction of the propeller with its support. In terms of aerodynamic performance, there is an improvement with, in the example of the propeller of the figure 3 , an efficiency which goes from 43.8 to 45.2%, at the same speed of rotation and same flow.
  • the invention has been described in the case of a propeller having a ferrule 4 connecting the outer end 3b of the blades. It is obvious that it can just as well be produced in the absence of a ferrule, provided that the shape given to the blades 3 is that described above.
  • the invention also relates to a motor-fan unit comprising such a propeller, and its drive motor.
  • Said group may comprise a nozzle provided with an air passage orifice inside which the propeller rotates around its axis, said drive motor being carried by the nozzle by means of radial arms advantageously forming stator blades.
  • the invention also relates to a system or module for cooling an engine block of a motor vehicle. It then comprises, in particular, the motor-fan unit mentioned above and a cooling radiator.
  • the propeller may be located between the cooling radiator and the engine block or upstream of said radiator. These elements are, for example, substantially aligned along the axis of rotation of the propeller.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Claims (15)

  1. Lüftungspropeller (1) umfassend eine Nabe (2) und Blätter (3), die sich ausgehend von der Nabe (2) zwischen einem Blattansatz (3a) und einem Blattkopf (3b) radial nach außen erstrecken, wobei die Blätter des Propellers aufgrund einer Krümmungsumkehr über ihre Spannweite eine Hinten-Vorne-Krümmung aufweisen,
    dadurch gekennzeichnet, dass die Blätter (3) zwischen 20 und 80 % ihrer Spannweite mindestens eine Variation ihres Einstellwinkel um mindestens 2°, die sich über einen maximalen Spannweitenabstand von 25 % erstreckt, im Plus oder Minus bezogen auf einen linearen Einstellwinkel aufweisen, der zwischen den zwei Endpunkten dieses Spannweitenabstands vorliegt.
  2. Lüftungspropeller nach Anspruch 1, wobei die Einstellwinkelvariation zwischen 3 und 5° beträgt.
  3. Lüftungspropeller nach einem der Ansprüche 1 oder 2, wobei ein Höhepunkt (5) der Einstellwinkelvariation bezogen auf einen Krümmungsumkehrpunkt in einem Abstand kleiner als oder gleich 30 % der Spannweite des Blatts (3) positioniert ist.
  4. Lüftungspropeller nach Anspruch 3, wobei der Abstand kleiner als oder gleich 10 % der Spannweite des Blatts (3) ist.
  5. Lüftungspropeller nach einem der Ansprüche 1 bis 4, wobei die Einstellwinkelvariation positiv ist, wobei der Wert des Einstellwinkels über den gesamten Spannweitenabstand größer als der lineare Einstellwinkel ist.
  6. Lüftungspropeller nach einem der Ansprüche 1 bis 4, wobei die Einstellwinkelvariation negativ ist, wobei der Wert des Einstellwinkels über den gesamten Spannweitenabstand kleiner als der lineare Einstellwinkel ist.
  7. Lüftungspropeller nach Anspruch 5 bzw. 6, wobei die Einstellwinkelvariation bis zu ihrem Höhepunkt (5) eine positive bzw. negative Neigung aufweist, gefolgt von einer negativen bzw. positiven Neigung.
  8. Lüftungspropeller nach Anspruch 7, wobei mindestens eine der Neigungen der Einstellwinkelvariation pro 10 % Spannweitenvariation einen Wert größer als 1° als Absolutwert aufweist.
  9. Lüftungspropeller nach Anspruch 8, wobei die andere Neigung pro 10 % Spannweitenvariation einen Wert kleiner als 1° als Absolutwert aufweist.
  10. Lüftungspropeller nach einem der Ansprüche 1 bis 9, wobei die Krümmung der Blätter (3) am Umkehrpunkt seiner Krümmung zwischen -4 und -25° beträgt.
  11. Lüftungspropeller nach einem der Ansprüche 1 bis 10, wobei die Krümmungsvariation zwischen dem Umkehrpunkt und dem Kopf der Blätter (3b) zwischen 4 und 25° beträgt.
  12. Lüftungspropeller nach einem der Ansprüche 1 bis 11, wobei sich die Krümmungen der Blätter am Ansatz (3a) und am Kopf (3b) um weniger als 10° unterscheiden.
  13. Lüftungspropeller nach Anspruch 12, wobei die Krümmungen beide kleiner als 10° sind.
  14. Lüfteraggregat umfassend einen Propeller (1) nach einem der vorhergehenden Ansprüche.
  15. Kraftfahrzeugkühlsystem umfassend ein Lüfteraggregat nach dem vorhergehenden Anspruch und einen oder mehrere Wärmetauscher, die von dem Luftstrom durchströmt werden, der von dem Propeller erzeugt wird.
EP16713789.2A 2015-03-19 2016-03-21 Aerodynamisch und akustisch verbesserter fahrzeuglüfter Active EP3271588B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1552271A FR3033845B1 (fr) 2015-03-19 2015-03-19 Ventilateur pour automobile ameliore aerodynamiquement et acoustiquement
PCT/EP2016/056139 WO2016146850A1 (fr) 2015-03-19 2016-03-21 Ventilateur pour automobile amélioré aérodynamiquement et acoustiquement

Publications (2)

Publication Number Publication Date
EP3271588A1 EP3271588A1 (de) 2018-01-24
EP3271588B1 true EP3271588B1 (de) 2021-03-03

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EP16713789.2A Active EP3271588B1 (de) 2015-03-19 2016-03-21 Aerodynamisch und akustisch verbesserter fahrzeuglüfter

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US (1) US10584716B2 (de)
EP (1) EP3271588B1 (de)
FR (1) FR3033845B1 (de)
WO (1) WO2016146850A1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107477022B (zh) * 2017-08-25 2023-06-30 佛山市南海九洲普惠风机有限公司 一种梯形扭曲风叶
DE102019105355B4 (de) * 2019-03-04 2024-04-25 Ebm-Papst Mulfingen Gmbh & Co. Kg Lüfterrad eines Axialventilators
US11668228B2 (en) * 2020-05-28 2023-06-06 Deere & Company Variable pitch fan control system
CN115405538A (zh) * 2021-05-28 2022-11-29 冷王公司 高效轴流式风扇

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6065937A (en) * 1998-02-03 2000-05-23 Siemens Canada Limited High efficiency, axial flow fan for use in an automotive cooling system
KR100820857B1 (ko) * 2003-03-05 2008-04-10 한라공조주식회사 축류팬
KR100798103B1 (ko) * 2006-05-04 2008-01-24 주식회사 에어로네트 축류 팬의 다중영역설계방법 및 그 설계방법에 의해 제작되는 축류팬
ATE483916T1 (de) * 2006-05-31 2010-10-15 Bosch Gmbh Robert Axialgebläseanordnung
FR2965315B1 (fr) * 2010-09-29 2012-09-14 Valeo Systemes Thermiques Helice pour ventilateur dont l'angle de calage varie
FR2965314B1 (fr) * 2010-09-29 2017-01-27 Valeo Systemes Thermiques Helice pour ventilateur dont la longueur de corde varie

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
FR3033845A1 (fr) 2016-09-23
US10584716B2 (en) 2020-03-10
FR3033845B1 (fr) 2018-04-27
WO2016146850A1 (fr) 2016-09-22
US20180051712A1 (en) 2018-02-22
EP3271588A1 (de) 2018-01-24

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