A high and low pressure air machine of a double-ducted aircraft engine and its intermediate casing components

Abstract

The present application belongs to the field of design of high and low compressors of a double-ducted aircraft engine and their intermediate casing components, and specifically relates to a high and low compressor of a double-ducted aircraft engine and their intermediate casing components, including: a low-pressure compressor, the last row of blades at the outlet of the low-pressure compressor being rotor blades; an intermediate casing component, the inlet of the intermediate casing component being butt-jointed with the outlet of the low-pressure compressor, the leading edges of each support plate therein being bent along a direction opposite to the torsion direction of the last row of blades at the outlet of the low-pressure compressor, an intermediate casing outer flow channel being formed between its inner diverter ring and its outer casing, and an intermediate casing inner flow channel being formed between its inner diverter ring and its inner casing; and a high-pressure compressor, the inlet of the high-pressure compressor being butt-jointed with the outlet of the intermediate casing inner flow channel.

Description

Technical Field

[0001] The present application belongs to the field of design of high and low pressure air machines and intermediate casing components of double-ducted aircraft engines, and specifically relates to high and low pressure air machines and intermediate casing components of double-ducted aircraft engines. Background Art

[0002] The compression system in an aircraft engine is generally composed of a coaxially arranged low-pressure compressor and a high-pressure compressor. The inner and outer diameters of the low-pressure compressor outlet are higher than the inner and outer diameters of the high-pressure compressor inlet. For this reason, an intermediate casing component is designed between the low-pressure compressor outlet and the high-pressure compressor inlet. In a double-duct aircraft engine, a diverter ring is arranged in the intermediate casing component. The diverter ring divides the internal flow channel of the intermediate casing into an inner flow channel of the intermediate casing and an outer flow channel of the intermediate casing. The inner flow channel of the intermediate casing deflects the airflow flowing out of the low-pressure compressor outlet to the inlet of the high-pressure compressor. Figure 1 As shown in the figure, after the airflow in the low-pressure compressor is pressurized by the last stage rotor blades, there is a circumferential velocity. After flowing through the last stage stator blades for rectification, the circumferential velocity is greatly reduced and approaches 0. Then it flows out from the outlet, partly from the outer flow channel of the intermediate casing, and partly from the inner flow channel of the intermediate casing to the inlet of the high-pressure compressor, as shown in the figure. Figure 2 shown.

[0003] The structure of the high and low compressors and their intermediate casing components in a double-ducted aircraft engine is defined as follows:

[0004]

[0005] Where: γ is the compactness of the intermediate casing components; R1 is the average radius of the low-pressure compressor outlet; R2 is the average inlet radius of the high-pressure compressor inlet; L is the axial length of the intermediate casing flow channel.

[0006] The greater the compactness γ of the intermediate casing component, the easier it is for the airflow flowing through the intermediate casing flow channel to separate, and the lower the aerodynamic performance. In order to ensure the aerodynamic performance of the airflow flowing through the intermediate casing flow channel, when the average radius R1 of the low-pressure compressor outlet and the average inlet radius R2 of the high-pressure compressor inlet are constant, the axial length L of the intermediate casing flow channel needs to be designed to be longer due to the aerodynamic flow field characteristics of the high and low pressure compressors and their intermediate casing component composition structure in the double-duct aircraft engine. That is, the intermediate casing component needs to be designed to have a longer length as a whole, which makes it difficult to improve the compactness γ of the intermediate casing component, resulting in a larger overall length and mass of the double-duct aircraft engine.

[0007] This application is proposed in view of the above-mentioned technical defects.

[0008] It should be noted that the disclosure of the above background technology content is only used to assist in understanding the inventive concept and technical solution of the present invention, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above content has been disclosed on the filing date of this application, the above background technology should not be used to evaluate the novelty and creativity of the present application. Summary of the invention

[0009] The purpose of the present application is to provide a dual-duct aircraft engine high and low compressor and intermediate casing components thereof to overcome or alleviate at least one aspect of the known technical defects.

[0010] The technical solution of this application is:

[0011] A high and low pressure air machine of a double-ducted aircraft engine and an intermediate casing component thereof, comprising:

[0012] Low-pressure compressor: the last row of blades at the outlet of the low-pressure compressor are rotor blades;

[0013] An intermediate casing component, the inlet of which is butted against the outlet of the low-pressure compressor, the leading edge of each support plate therein is bent in a direction opposite to the torsion direction of the last row of blades at the outlet of the low-pressure compressor, an intermediate casing outer flow channel is formed between the inner flow divider ring and its outer casing, and an intermediate casing inner flow channel is formed between the inner flow divider ring and its inner casing;

[0014] A high-pressure compressor, the inlet of the high-pressure compressor is connected to the outlet of the flow channel in the intermediate casing.

[0015] According to at least one embodiment of the present application, in the above-mentioned aircraft engine double-duct high and low compressor and intermediate casing components thereof, the length of the curved portion of the leading edge of each support plate is 1 / 3-1 / 2 of the total length.

[0016] According to at least one embodiment of the present application, in the above-mentioned aircraft engine double-duct high and low compressor and intermediate casing component thereof, the trailing edge of each support plate has a notch;

[0017] The leading edge of the diverter ring snaps into each notch.

[0018] According to at least one embodiment of the present application, in the above-mentioned aircraft engine double-duct high and low compressor and intermediate casing component thereof, the leading edge of the diverter ring has a plurality of circumferentially distributed positioning openings;

[0019] The rear edge of each support plate is correspondingly inserted into a positioning opening.

[0020] This application has at least the following beneficial technical effects:

[0021] Provided are a high- and low-pressure air machine of a double-ducted aircraft engine and an intermediate casing component thereof, wherein the last row of stator blades at the original low-pressure compressor outlet and each support plate in the intermediate casing component are integratedly designed so that each support plate in the intermediate casing component has a rectifying and guiding function at the same time, thereby reducing the overall length and weight of the double-ducted aircraft engine to a certain extent, and furthermore, making the airflow path smoother and having a greater ability to resist airflow separation, the overall length of the intermediate casing component can be designed to be shorter, thereby improving the compactness γ of the intermediate casing component. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the high and low compressors of an existing double-ducted aircraft engine and its intermediate casing components;

[0023] Figure 2 It is a schematic diagram of the airflow in the high and low pressure compressors and the intermediate casing components of an existing double-ducted aircraft engine;

[0024] Figure 3 It is a schematic diagram of high and low compressors of a double-ducted aircraft engine and its intermediate casing components provided in an embodiment of the present application;

[0025] Figure 4 It is a schematic diagram of the airflow in the high and low pressure compressors and the intermediate casing components of a double-ducted aircraft engine provided by an embodiment of the present application;

[0026] in:

[0027] 1- low-pressure compressor; 2- intermediate casing components; 3- support plate; 4- splitter ring; 5- outer casing; 6- inner casing; 7- high-pressure compressor;

[0028] A-intermediate casing outer flow channel;

[0029] B-Intermediate casing inner flow channel.

[0030] In order to better illustrate this embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product; in addition, the drawings are used for illustrative purposes, and the terms describing the positional relationship are limited to illustrative purposes and cannot be understood as limitations on this patent. DETAILED DESCRIPTION

[0031] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be further described in detail in detail and in detail in conjunction with the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design. In the absence of conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0032] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall be the common meanings understood by the general technicians in the field to which this application belongs. The words "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inside", "outside" and other words indicating orientation used in the description of this application are only used to indicate the relative direction or positional relationship, and do not imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, so it cannot be understood as a limitation on this application. The "first", "second", "third" and similar terms used in the description of this application are only used for descriptive purposes to distinguish different components, and cannot be understood as indicating or implying relative importance. The similar words "one", "one" or "the" used in the description of this application should not be understood as an absolute limitation on quantity, but should be understood as the existence of at least one. The similar words "including" or "comprising" used in the description of this application mean that the elements or objects appearing in front of the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects.

[0033] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installed", "connected", "connected" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

[0034] The following is combined with Figures 1 to 4 This application is described in further detail.

[0035] A high and low pressure air machine of a double-ducted aircraft engine and an intermediate casing component thereof, comprising:

[0036] Low-pressure compressor 1, the last row of blades at the outlet of low-pressure compressor 1 are rotor blades;

[0037] An intermediate casing component 2, the inlet of which is butted against the outlet of the low-pressure compressor 1, the leading edge of each support plate 3 therein is bent in a direction opposite to the torsion direction of the last row of blades at the outlet of the low-pressure compressor 1, an intermediate casing outer flow channel A is formed between the inner flow divider ring 4 and its outer casing 5, and an intermediate casing inner flow channel B is formed between the inner casing 6 and its inner casing;

[0038] The high-pressure compressor 7 has its inlet connected to the outlet of the flow passage B in the intermediate casing.

[0039] As for the high and low pressure engines and the intermediate casing components of the double-ducted aircraft engine disclosed in the above-mentioned embodiments, technicians in the field can understand that the last row of blades at the outlet of the low-pressure compressor 1 is designed to be rotor blades, that is, the last row of stator blades at the outlet of the original low-pressure compressor 1 is cancelled, and the leading edges of each support plate 3 in the intermediate casing component 2 are designed to be bent along the torsion direction opposite to the last row of blades at the outlet of the low-pressure compressor 1, that is, bend along the torsion direction of the last row of rotor blades at the outlet of the low-pressure compressor 1, that is, the last row of stator blades at the outlet of the original low-pressure compressor is integrated with each support plate in the intermediate casing component, so that each support plate 3 in the intermediate casing component 2 has the functions of rectifying and guiding at the same time, thereby reducing the overall length and weight of the double-ducted aircraft engine to a certain extent.

[0040] For the high and low pressure engines and the intermediate casing components of the double-ducted aircraft engine disclosed in the above-mentioned embodiment, technicians in the field can also understand that after the airflow in the low-pressure compressor 1 is pressurized by the last-stage rotor blades, it has a circumferential speed and flows directly into the intermediate casing flow channel. It will flow circumferentially and bend circumferentially along each support plate 3, and then part of it will flow out through the intermediate casing outer flow channel A, and part of it will flow to the inlet of the high-pressure compressor 7 through the intermediate casing inner flow channel B, so that the airflow path is smoother and has a greater ability to resist airflow separation, such as Figure 4 As shown, when the average radius R1 of the outlet of the low-pressure compressor 1 and the average inlet radius R2 of the inlet of the high-pressure compressor 7 are constant, the axial length L of the intermediate casing flow channel can be designed to be shorter, that is, the overall length of the intermediate casing component 2 can be designed to be shorter, thereby improving the compactness γ of the intermediate casing component and further reducing the overall length and mass of the dual-duct aircraft engine.

[0041] In some optional embodiments, in the above-mentioned aircraft engine double-duct high and low compressor and its intermediate casing components, the length of the curved portion of the leading edge of each support plate 3 is 1 / 3-1 / 2 of the total length. When applying the technical solution disclosed in the present application, the length of the curved portion of the leading edge of each support plate 3 can be designed according to specific actual conditions, and the length of the curved portion can be expanded to within the entire length of the support plate.

[0042] In some optional embodiments, in the above-mentioned aircraft engine double-duct high and low compressor and intermediate casing components thereof, the trailing edge of each support plate 3 has a notch;

[0043] The front edge of the diverter ring 4 is inserted into each notch to achieve reliable fixation of the diverter ring 4 and each support plate 3 in the intermediate casing component 2 .

[0044] In some optional embodiments, in the above-mentioned aircraft engine double-duct high and low compressor and intermediate casing components thereof, the leading edge of the diverter ring 4 has a plurality of circumferentially distributed positioning openings;

[0045] The rear edge of each support plate 3 is correspondingly inserted into a positioning opening, so as to realize reliable fixation of the diverter ring 4 and each support plate 3 in the intermediate casing component 2 .

[0046] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0047] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A high and low pressure compressor of a double-ducted aircraft engine with an intermediate casing component, characterized in that: include: A low-pressure compressor (1), wherein the last row of blades at the outlet of the low-pressure compressor (1) are rotor blades; An intermediate casing component (2), wherein the inlet of the intermediate casing component (2) is butted against the outlet of the low-pressure compressor (1), the leading edge of each support plate (3) therein is bent in a direction opposite to the twisting direction of the last row of blades at the outlet of the low-pressure compressor (1), and an intermediate casing outer flow channel (A) is formed between the inner flow divider ring (4) and its outer casing (5), and an intermediate casing inner flow channel (B) is formed between the inner casing (6); A high-pressure compressor (7), wherein the inlet of the high-pressure compressor (7) is connected to the outlet of the flow passage (B) in the intermediate casing; The length of the curved portion of the front edge of each support plate (3) is 1 / 3-1 / 2 of the total length; The rear edge of each support plate (3) has a notch; the front edge of the diverter ring (4) is inserted into each notch, or, The front edge of the diverter ring (4) has a plurality of positioning openings distributed along the circumferential direction; the rear edge of each support plate (3) is correspondingly inserted into one of the positioning openings.

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