GB2509886A - Gas turbine air inlet - Google Patents
Gas turbine air inlet Download PDFInfo
- Publication number
- GB2509886A GB2509886A GB9220007A GB9220007A GB2509886A GB 2509886 A GB2509886 A GB 2509886A GB 9220007 A GB9220007 A GB 9220007A GB 9220007 A GB9220007 A GB 9220007A GB 2509886 A GB2509886 A GB 2509886A
- Authority
- GB
- United Kingdom
- Prior art keywords
- duct
- engine
- protection system
- air
- particle separator
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
- F02C7/05—Air intakes for gas-turbine plants or jet-propulsion plants having provisions for obviating the penetration of damaging objects or particles
- F02C7/052—Air intakes for gas-turbine plants or jet-propulsion plants having provisions for obviating the penetration of damaging objects or particles with dust-separation devices
Abstract
In a gas turbine engine 12 having a compressor 14, a combustor, an air inlet duct 20, and an engine exhaust nozzle 16, an improved engine intake protection system comprises: a first intake particle separator located in the inlet duct, a first duct 22 leading from the first intake particle separator to the compressor section, and a second duct 24 leading from the first intake particle separator and bypassing the engine, the first inlet particle separator comprising lips 30, 32, 34 so as to split an incoming air stream into first and second streams so that the first stream consists of relatively clean air for the compressor and the second stream consists of relatively dirty scavenge air to be mixed with the engine exhaust to reduce its infra-red signature. There is no line of sight from outside the aircraft to the compressor. A second vortex particle separator may be provided at 38.
Description
-1----
IMPROVEMENTS IN OR RELATING TO ENGINE INTAKE PROTECTION
AND SUPPRESSION OF ENGINE INFRA-RED EMISSIONS
This invention concerns improvements in or relating to engine intake protection for an aircraft gas turbine engine, and further concerns improvements in the suppression of infra-red emissions from the engine.
It has long been known that gas turbine engines used in aircraft are vulnerable to the ingestion of foreign matter, and many attempts have been made to limit the passage of sand, dust, salt spray, and other foreign objects into the engine.
Experiences in using military helicopters in desert conditions show that current intake protection systems do not provide sufficiently good separation performance and that there is accordingly a need for significantly improved levels of efficiency in such systems.
It is known that current engine intake protection devices give dust separation efficiencies in the range 70-90%, but we believe an efficiency of greater than 96% is now a more realistic and desirable targetS However, it should be noted that if the dust separation efficiency is improved then there is a corresponding requirement to minimize the pressure loss associated with an intake protection system so as to minimize any power loss to the engine.
Hitherto, most helicopter gas turbine engine intake protection systems have been single staged and comprise either an engine-mounted integral particle separator ("IPS"), an airframe-mounted vortex pack system, or an airframe-mounted offset inertial separation device.
The performance of a typical IFS suggests average to good installed performance over a range of dust sizes; typically 70-90%. Offset inertial devices work using the same principle of operation as an engine-mounted IFS, but due to installation effects their overall performance is usually slightly less than that of the engine-mounted IPS. However, there are known designs of separator which demonstrate that separation efficiencies for larger particles is excellent. This is illustrated in the accompanying Figure 1 of the drawings which shows a graph of typical separation efficiency plotted against particle size.
Vortex pack separation systems generally exhibit excellent performance when tested under ideal conditions, and efficiencies in the range 90-94% may be expected. However, when such vortex pack devices are installed on a helicopter there is a characteristic deterioration in performance.
This characteristic deterioration may be explained with reference to the accompanying Figures 2(a) and 2(b) of the drawings, which show schematic cut away sections of an individual vortex pack tube 1 when being used under ideal test conditions and operational conditions respectively.
Vortex packs are made up of a large number of such individual tubes. The vortex tube 1, as illustrated in Figures 2(a) and 2(b) is of generally circular section and is provided at its upstream end with a set of swirl vanes 3 which impart a swirling or vorticular motion to the incoming airstream 4. The inertial effects brought about by the swirling motion cause dirty air 5 containing a high level of entrained particulate material to be scavenged through an annular downstream outlet 6, whilst relatively clean air 7 is ejected through an axially located outlet 8 into an engine.
The geometry of the vortex tubes can only be optimised to give high separation efficiency when incoming particles are travelling in an uniform direction, as in Figure 2(a). When particle trajectories deviate from this direction, as in Figure 2(b), then random bounce effects will detract significantly from the performance of the device. This is especially so for the larger size of particles, and explains the characteristic shown in Figure 1 wherein efficiency decreases for particles above about 20 microns in size. The fact that large particles cause more damage than small ones on entering an engine makes this characteristic of particular significance. However, separation performance for smaller particles continues to be excellent irrespective of the direction of the incoming particles.
The search for very high levels of separation efficiency has led to a number of prior art solutions based on two-stage designs.
In a first prior art solution, a two-stage vortex pack is used in conjunction with an offset inertial separation device. This is moderately successful but there is a problem whereby installation effects cause poor performance of the vortex pack stage which the downstream offset inertial stage is not adequately able to compensate.
In a second prior art solution, barrier filter covers are employed on engine intakes upstream of an engine-mounted IPS. Whereas this solution gives the required separation efficiency, the system generates a very high engine power loss and requires constant attention to the barrier so that collected sand or other debris may be cleared out.
In a third prior art solution, which is used in military tank turbine engines, a cyclone device is used upstream of a barrier filter. This is inherently heavy and is unlikely to be considered as a viable option for use in aircraft.
There is also a need, for military purposes, to reduce the infra-red signature of the engine exhaust from a helicopter in order to provide protection against infra-red detection of the aircraft or against an attack based on visibility of the aircraft in the infra-red spectrum.
Provision of a suitable device to prevent detection of infra-red emissions from an engine exhaust implies an engine performance penalty, as is the case at the engine intake if a device is fitted there to prevent detection of forward infra-red emissions.
It is an object of the present invention to provide an integrated engine air intake system so as to improve the efficiency of the intake system in removing particles from the intake air stream, and certain constructions of the invention may thus achieve an efficiency approaching or exceeding 96%. It is a further object of the invention to reduce the infra-red signature of the exhaust, and also to effect a significant reduction in the installation power penalty.
According to the present invention there is provided an improved engine intake protection system for a gas turbine engine having a compressor section, a combustor section, an air inlet duct upstream of the compressor section, and an engine exhaust nozzle downstream of the combustor section, the system comprising, a first intake particle separator located in the inlet duct, a first duct leading from the first intake particle separator to the compressor section, and a second duct leading from the first intake particle separator and bypassing the engine, the first inlet particle separator being structured so as to split an incoming air stream into first and second streams so that the first stream consists of relatively clean air and the second stream consists of relatively dirty scavenge air, and to direct said first and second streams into the first and second ducts respectively.
Preferably, the first inlet particle separator is provided by first, second and third lips located within the inlet duct, the first and second lips together defining an entrance to the first duct, and the second and third lips together defining an entrance to the second duct, the inlet duct being structured so that the first lip is positioned so as to direct incoming ambient air against a face of the second lip, the face defining portion of the entrance to the second duct, so that particles entrained in the air stream are directed into the second duct and air relatively free of particles is directed into the first duct.
Preferably, the inlet duct, the first duct, and the first and second lips are arranged so that there is no line of sight from the inlet duct to the compressor section.
Preferably, the second duct is arranged to mix scavenge air with the engine exhaust gases so as to reduce the infra-red emissions of the exhaust gases.
There may be provided downstream of the engine a chamber into which the exhaust nozzle discharges, the chamber being provided downstream of the exhaust nozzle with a discharge opening to ambient atmosphere, and the second duct is arranged to direct scavenge air into the chamber upstream of said discharge opening.
Preferably, there is provided a second, removable, particle separator within the first duct to provide further cleaning of the first air stream before it reaches the compressor section.
The second particle separator may be a vortex pack separator.
The invention will now be described by way of example only with reference to Figure 3 of the accompanying drawings in which, Figure 1. shows a graph of typical separation efficiency plotted against particle size; Figures 2(a) and 2(b) which show schematic cut away sections of an individual vortex pack tube when being used under ideal test conditions and operational conditions respectively; and Figure 3 is a non-scale diagrammatic plan section through a gas turbine engine and an associated air intake system according to the invention.
Referring to Figure 3 there is shown in plan section a portion of a fuselage structure 10 of an aircraft, in this instance a helicopter, incorporating a gas turbine engine indicated generally at 12. The axis of the engine is indicated by chain line 2.
The engine 12 is provided at its upstream end with a turbine compressor 14, well known in the art, and at its downstream end with an engine exhaust nozzle 16, also well known in the art. The exhaust nozzle 16 is enclosed in an exhaust chamber 18 defined by parts of the aircraft structure 10 or by an external casing of the engine 12.
Upstream of the engine 12 there is provided an air intake duct 20 also defined by parts of the aircraft structure or by an external casing of the engine. The inlet duct 20 splits into first and second ducts 22, 24 respectively. The first duct 22 leads to the engine compressor 14, and the second duct 24 (a bypass duct) bypasses the engine 12 generally parallel to the engine axis 2 and feeds into the exhaust chamber 18 at a junction 26. The exhaust chamber 18 is provided with a rearward-facing discharge opening 28 directed into the ambient atmosphere downstream of the junction 26.
A first intake particle separator is provided by the structure of the intake duct 20 and comprises first, second and third lips 30, 32, 34 respectively in the duct wall, lip 34 being located on the opposite side of the duct to lips 30 and 32. Lips 30 and 32 together define the entrance to the duct 22, and lip 34 in cooperation with lip 32 defines the entrance to the bypass duct 24. A surface 36 of lip 32 defines a portion of the entrance to the bypass duct 24.
The first lip 30 is positioned in the wall of the intake duct 20 so as to direct incoming ambient air against surface 36 of lip 32 so that particles entrained in the air stream are directed into the bypass duct 24 and air relatively free of particles is directed into the first duct 22. The first intake particle separator may be referred to as an "offset" inertial separator".
As may be seen from Figure 3, the first duct 22, lips 30 and 32, and the inlet duct 20 are so arranged with respect to each other that there is no line of sight from the inlet duct through duct 22 to the engine compressor 14. Thus, an angle F included between a first line extending from first lip 30 to second lip 32 and a second line extending from the first lip 30 paralle to the engine axis 2 is typically at least 20°.
Duct 22 and the bypass duct 24 will in practice be aerodynamically profiled so as to minimize pressure loss effects.
The junction 26 of the bypass duct 24 with the exhaust chamber 18 is positioned so that cold scavenge air from the bypass duct mixes with hot engine exhaust gases within the chamber so as to cool the exhaust gases and reduce their infra-red emissions. Thus, the cold scavenge air from the bypass duct 24 enters the chamber 18 upstream of the exit from the engine exhaust nozzle 16. The configuration of the bypass duct 24, the exhaust nozzle 16 and the exhaust chamber 18 is not particular to the present invention, and virtually any device could be configured to utilise the scavenge air from the bypass duct.
It should be noted that the ejector action induced by the engine exhaust nozzle 16 serves as a suitable driver to "pull" the scavenge flow through the bypass duct 24 and so assist the performance of the separator.
At the dcwnstream end of duct 22 and immediately upstream of the compressor 14 is provided a region 38 of the duct in which may be located a second separation stage.
One such second separation stage is a vortex pack 40 shaped to fit in region 38 of the duct 22 and containing sufficient individual vortex tubes 42 to allow the passage of the required engine air mass flows at an acceptably low pressure loss. This second separation stage removes the large majority of particles not previously removed by the first intake particle separator described above.
The arrangement of the second separation stage in Figure 3 is suitable for a front drive turboshaft installation where the output transmission shaft passes through the vortex pack 40. To enable this to be achieved and to permit easy removal and maintenance of the vortex pack 40, the pack is provided with an arched cutaway 44.
This feature need not be present for other engine configurations. The removal aspect is important because, although the pressure loss of the vortex pack is low, there is little point in carrying this burden when operating conditions do not necessitate the use of a vortex pack. In such circumstances the vortex pack 40 may be substituted by a dummy pack 46 which provides no separation of particulate material.
We have found that the first and second separation satges in combination complement each other in that the offset inertial stage is excellent at removing large particles (100% efficiency for particle sizes over 100 microns), and the vortex pack has its strength in removing the smaller particles, as shown in Figure 1.
The fact that before the air flow enters the vortex pack it has had to pass along duct 22 gives the additional benefit that the random bounce problem described in relation to Figure 2(b) is reduced because the duct 22 funnels the particles and hence reduces possible variations from an axial inward direction. It will of course be necessary to profile ducts 22 and 24 aerodynamically so as to minimise pressure loss effects.
The overall separation efficiency of the combined separation stages is now expected to be of the order 97-99%, which is a substantial improvement on the efficiencies hitherto obtainable without an unacceptable level of power loss to the engine.
In another embodiment of the invention, the second stage vortex pack may be replaced by a barrier filter (not illustrated) which would then offer an opportunity to achieve overall separation efficiencies in excess of 99% whilst giving a benefit over existing barrier filters in that required maintenance is reduced becuase the offset inertial separator removes a large proportion of contaminants (ie large particles) which would otherwise clog the barrier filter.
In the vortex pack 40, scavenge air from each individual vortex tube 42 is passed to a plenum chamber 48 and thence to an exit tube 50. The vortex pack 40 also requires a scavenge pumping system. This is conveniently provided by either an electric fan or an engine bleed driven ejector (not illustrated).
The scavenge air from the vortex pack 40 may be pumped by this system from the exit tube 50 into the infra-red suppression system in the exhaust chamber 18 to provide additional infra-red signature reduction benefits. / / /
Claims (8)
- -II -CLAIMS: 1. An improved engine intake protection system for a gas turbine engine having a compressor section, a combustor section, an air inlet duct upstream of the compressor section, and an engine exhaust nozzle downstream of the combustor section, the system comprising, a first intake particle separator located in the inlet duct, a first duct leading from the first intake particle separator to the compressor section, and a second duct leading from the first intake particle separator and bypassing the engine, the first inlet particle separator being structured so as to split an incoming air stream into first and second streams so that the first stream consists of relatively clean air and the second stream consists of relatively dirty scavenge air, and to direct said first and second streams into the first and second ducts respectively.
- 2. An engine intake protection system as claimed in claim 1 wherein the first inlet particle separator is provided by first, second and third lips located within the inlet duct, the first and second lips together defining an entrance to the first duct, and the second and third lips together defining an entrance to the second duct, the inlet duct being structured so that the first lip is positioned so as to direct incoming ambient air against a face of the second lip, the face defining portion of the entrance to the second duct, so that particles entrained in the air stream are directed into the second duct and air relatively free of particles is directed into the first duct.
- 3. An engine intake protection system as claimed in claim 2 wherein the inlet duct, the first duct, and the first and second lips are arranged so that there is noA Aline of sight from the inlet duct to the compressor section -
- 4. An engine intake protection system as claimed in any preceding claim wherein the second duct is arranged to mix scavenge air with the engine exhaust gases so as to reduce the infra-red emissions of the exhaust gases.
- 5. An engine intake protection system as claimed in claim 4 wherein there is provided downstream of the engine a chamber into which the exhaust nozzle discharges, the chamber being provided downstream of the exhaust nozzle with a discharge opening to ambient atmosphere, and the second duct is arranged to direct scavenge air into the chamber upstream of said discharge opening.
- 6. An engine intake protection system as claimed in any preceding claim wherein there is provided a second, removable, particle separator within the first duct to provide further cleaning of the first air stream before it reaches the compressor section.
- 7. An engine intake protection system as claimed in claim 6 wherein the second particle separator is a vortex pack separator.
- 8. An improved engine intake system for a gas turbine engine, substantially as hereinbefore described with reference to Figure 3 of the accompanying drawings. /Amendments to the claims have been filed as followsCCLAIMS: An engine intake protection system for a gas turbine engine comprising a two-stage particle separator arrangement, the first stage consisting of a curved inlet duct upstream of the engine which obscures a direct line of sight from the entrance of the inlet duct to the engine compressor section and includes a flow splitter which divides the inlet duct into a first engine intake duct leading to the compressor section and a second scavenge duct bypassing the engine, and in the first engine duct downstream of the flow splitter a second particle separator disposed across the duct, whereby in operation the first stage separator consisting of the curved duct and flow splitter is effective to divert large particles from the airstream entering the engine intake duct and the second stage separator is effective to remove smaller particles from the engine intake airstream.2 An engine intake protection system as claimed in claim 1 wherein the first inlet particle separator is formed by first, second and third lips located within the inlet duct, the first and second. lips together defining an entrance to the first engine intake duct, and the second and third lips together defining an entrance to the second scavenge duct, the inlet duct being structured so that the first lip is positioned so as to direct incoming ambient air against a face of the second lip, so that large particles entrained in the airstream are directed into the second scavenge duct and air free of the C: larger particles is directed into the first, engine intake duct.3 An engine intake protection system as claimed in claim 2 wherein a line extending from the first lip to the second lip subtends an angle relaive to a line parallel to the engine axis of at least 200.4 An engine intake protection system as claimed in any preceding claim wherein the second stage particle separator is removable.An engine intake protection system as claimed in any preceding claim wherein the second particle separator is a vortex pack separator.6 An engine intake protection system as claimed in any preceding claim Mherein the second scavenge duct communicates with the engine exhaust nozzle and is arranged to mix engine bypass air in the second, scavenge duct with engine exhaust gas so as to reduce the infra-red emissions of the exhaust.7 An engine intake protection system as claimed in claim 6 wherein engine exhaust gas and bypass air are mixed in a chamber provided downstream of the engine into which both the exhaust nozzle and the second scavenge duct discharge, the chamber being provided with a discharge opening to ambient atmosphere.* 8 An engine intake protection system for a gas turbine engine substantially as hereinbefore described with reference to Figure 3 of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9220007A GB2509886B (en) | 1992-09-22 | 1992-09-22 | Improvements in or relating to engine intake protection and supression of engine infra-red emissions |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9220007A GB2509886B (en) | 1992-09-22 | 1992-09-22 | Improvements in or relating to engine intake protection and supression of engine infra-red emissions |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9220007D0 GB9220007D0 (en) | 2013-12-25 |
| GB2509886A true GB2509886A (en) | 2014-07-23 |
| GB2509886B GB2509886B (en) | 2015-03-18 |
Family
ID=49818232
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9220007A Expired - Lifetime GB2509886B (en) | 1992-09-22 | 1992-09-22 | Improvements in or relating to engine intake protection and supression of engine infra-red emissions |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2509886B (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160075439A1 (en) * | 2014-09-12 | 2016-03-17 | Airbus Helicopters Deutschland GmbH | Aircraft with an air intake for an air breathing propulsion engine |
| WO2018017459A1 (en) * | 2016-07-20 | 2018-01-25 | General Electric Company | High pressure cyclonic separator for turbomachinery |
| CN109477390A (en) * | 2016-07-20 | 2019-03-15 | 通用电气公司 | Multistation clast separation system |
| US10266275B1 (en) | 2018-04-10 | 2019-04-23 | DMS Aviation Services, LLC | Pressure recovery device for an aircraft engine air intake |
| EP3726024A1 (en) * | 2019-04-19 | 2020-10-21 | Hamilton Sundstrand Corporation | Cyclonic dirt separator for high efficiency brayton cycle based micro turbo alternator |
| US11124310B2 (en) | 2018-04-10 | 2021-09-21 | DMS Aviation Services, LLC | Pressure recovery device for an aircraft engine air intake |
| EP4001616A1 (en) * | 2020-11-19 | 2022-05-25 | Honeywell International Inc. | Asymmetric inlet particle separator for gas turbine engine |
| US11434018B1 (en) | 2021-11-27 | 2022-09-06 | Airbus Defence and Space GmbH | Switchable air inlet device for engine air |
| EP4180639A1 (en) * | 2021-11-11 | 2023-05-17 | Airbus Defence and Space GmbH | Air inlet device for an inlet duct to an engine of an aircraft |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11668237B2 (en) | 2021-08-10 | 2023-06-06 | General Electric Company | Multi-stage inlet particle separator for rotary engines |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1525257A (en) * | 1974-12-02 | 1978-09-20 | Gen Electric | Infrared suppression system for an aircraft gas turbine engine |
| GB1575130A (en) * | 1976-12-07 | 1980-09-17 | Pall Corp | Inlet air cleaner assembly for turbine engines |
| GB2044359A (en) * | 1979-03-16 | 1980-10-15 | Rolls Royce | Gas turbine engine air intakes |
| GB2058929A (en) * | 1979-10-01 | 1981-04-15 | Gen Electric | Foreign particle separator system |
| GB2069053A (en) * | 1980-02-09 | 1981-08-19 | Rolls Royce | Water separator in gas turbine inlet |
| GB2095335A (en) * | 1981-03-20 | 1982-09-29 | Rolls Royce | Gas turbine engine air intake system |
| GB2148749A (en) * | 1983-10-26 | 1985-06-05 | Agusta Aeronaut Costr | Air intake for aircraft engines |
| GB2177162A (en) * | 1982-12-27 | 1987-01-14 | Gen Electric | Inlet particle separator for gas turbine engine |
-
1992
- 1992-09-22 GB GB9220007A patent/GB2509886B/en not_active Expired - Lifetime
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1525257A (en) * | 1974-12-02 | 1978-09-20 | Gen Electric | Infrared suppression system for an aircraft gas turbine engine |
| GB1575130A (en) * | 1976-12-07 | 1980-09-17 | Pall Corp | Inlet air cleaner assembly for turbine engines |
| GB2044359A (en) * | 1979-03-16 | 1980-10-15 | Rolls Royce | Gas turbine engine air intakes |
| GB2058929A (en) * | 1979-10-01 | 1981-04-15 | Gen Electric | Foreign particle separator system |
| GB2069053A (en) * | 1980-02-09 | 1981-08-19 | Rolls Royce | Water separator in gas turbine inlet |
| GB2095335A (en) * | 1981-03-20 | 1982-09-29 | Rolls Royce | Gas turbine engine air intake system |
| GB2177162A (en) * | 1982-12-27 | 1987-01-14 | Gen Electric | Inlet particle separator for gas turbine engine |
| GB2148749A (en) * | 1983-10-26 | 1985-06-05 | Agusta Aeronaut Costr | Air intake for aircraft engines |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160075439A1 (en) * | 2014-09-12 | 2016-03-17 | Airbus Helicopters Deutschland GmbH | Aircraft with an air intake for an air breathing propulsion engine |
| US9731831B2 (en) * | 2014-09-12 | 2017-08-15 | Airbus Helicopters Deutschland GmbH | Aircraft with an air intake for an air breathing propulsion engine |
| US11369905B2 (en) | 2016-07-20 | 2022-06-28 | General Electric Company | Multi-station debris separation system |
| CN109477390A (en) * | 2016-07-20 | 2019-03-15 | 通用电气公司 | Multistation clast separation system |
| US10400795B2 (en) | 2016-07-20 | 2019-09-03 | General Electric Company | High pressure cyclonic separator for turbomachinery |
| WO2018017459A1 (en) * | 2016-07-20 | 2018-01-25 | General Electric Company | High pressure cyclonic separator for turbomachinery |
| CN109477390B (en) * | 2016-07-20 | 2022-07-05 | 通用电气公司 | Gas turbine with multiple particle separators |
| US10266275B1 (en) | 2018-04-10 | 2019-04-23 | DMS Aviation Services, LLC | Pressure recovery device for an aircraft engine air intake |
| US11124310B2 (en) | 2018-04-10 | 2021-09-21 | DMS Aviation Services, LLC | Pressure recovery device for an aircraft engine air intake |
| EP3726024A1 (en) * | 2019-04-19 | 2020-10-21 | Hamilton Sundstrand Corporation | Cyclonic dirt separator for high efficiency brayton cycle based micro turbo alternator |
| EP4001616A1 (en) * | 2020-11-19 | 2022-05-25 | Honeywell International Inc. | Asymmetric inlet particle separator for gas turbine engine |
| US11499478B2 (en) | 2020-11-19 | 2022-11-15 | Honeywell International Inc. | Asymmetric inlet particle separator for gas turbine engine |
| EP4180639A1 (en) * | 2021-11-11 | 2023-05-17 | Airbus Defence and Space GmbH | Air inlet device for an inlet duct to an engine of an aircraft |
| US11434018B1 (en) | 2021-11-27 | 2022-09-06 | Airbus Defence and Space GmbH | Switchable air inlet device for engine air |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9220007D0 (en) | 2013-12-25 |
| GB2509886B (en) | 2015-03-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PE20 | Patent expired after termination of 20 years |
Expiry date: 20120921 |