Aeroengines and aircraft

Abstract

The present application relates to an aero-engine and an airplane, the aero-engine comprising: a casing; a rotor assembly (7) rotatably arranged in the casing; a stator blade (3) fixedly installed in the casing; a first friction component (4) installed on the stator blade (3); and a second friction component (5) installed on the rotor assembly (7) and configured to be frictionally heated with the first friction component (4). According to the technical scheme of the present application, the second friction component (5) is configured to be frictionally heated with the first friction component (4), and the first friction component (4) can transmit heat to the stator blade (3) to melt ice on the stator blade (3).

Description

Technical Field

[0001] This invention relates to the field of engines, and more specifically, to an aero engine and an aircraft. Background Technology

[0002] Figure 1 A schematic diagram of the structure of an aircraft engine based on a related technology is shown. Figure 1 As shown, the airflow in an aero-engine (including turbofan engines, turboshaft engines, turboprop engines, etc.) flows in the axial direction, passing sequentially through the compressor 1 that compresses the airflow, the combustion chamber 2 that heats the airflow, the turbine 3 that drives the compressor, and the nozzle 4 that accelerates and ejects the high-temperature, high-pressure airflow.

[0003] An air compressor is a gas compression system composed of a series of blade rows. These blade rows consist of rotor blades and stator blades. The rotor blades rotate around the engine's central axis, while the stator blades are fixed to the engine and remain relatively stationary. During flight, aircraft frequently pass through clouds filled with ice crystals and supercooled water vapor. When the compressor draws in these substances, the centrifugal force generated by the high-speed rotation of the rotor blades makes it difficult for them to freeze. However, when the stator blades come into contact with the ice crystals and supercooled water vapor, their surfaces quickly become covered with ice. This ice buildup reduces compressor efficiency and increases engine fuel consumption. As the ice accumulates to a certain thickness, it naturally breaks off and is carried at high speed by the airflow into subsequent blade rows, potentially colliding with and breaking the blades. Therefore, stator blade icing poses a significant threat to the engine. Currently, mature anti-icing systems for engines primarily target large components such as the nacelle and splitter ring, mainly using methods like heating wires and induced hot air to prevent icing. Methods for preventing icing of stator blades are less common. Summary of the Invention

[0004] The present invention aims to provide an aero engine and aircraft to improve the problem of reduced engine efficiency caused by icing on the stator of the compressor in related technologies.

[0005] According to one aspect of the present invention, an aircraft engine is provided, the aircraft engine comprising:

[0006] Casing;

[0007] The rotor assembly is rotatably mounted inside the casing;

[0008] The stator blades are fixedly mounted inside the casing;

[0009] The first friction component is mounted on the stator blades; and

[0010] The second friction component is mounted on the rotor assembly and configured to generate heat through friction with the first friction component.

[0011] In some embodiments,

[0012] The first friction component is movable relative to the second friction component to switch between a first position and a second position.

[0013] When the first friction component is in the first position, the first friction component and the second friction component are separated.

[0014] When the first friction component is in the second position, the first friction component and the second friction component are in contact.

[0015] In some embodiments, the aircraft engine further includes:

[0016] An anti-icing actuation system is configured to drive the first friction component to move relative to the second friction component;

[0017] An icing detector is configured to detect whether ice has formed on the stator blades; and

[0018] The control system is signal-connected to the anti-icing actuation system and the icing detector, respectively, to control the anti-icing actuation system to drive the first friction component to the second position when ice forms on the stator blade.

[0019] In some embodiments, the control system is further configured to control the anti-icing actuation system to increase or decrease the force driving the first friction component based on the amount of ice detected by the icing detector, so as to increase or decrease the frictional force between the first friction component and the second friction component.

[0020] In some embodiments, the rotor assembly includes a shaft and rotor blades mounted on the shaft, a first friction member is connected to one end of the stator blade near the circumferential surface of the shaft, a second friction member is mounted on the circumferential surface of the shaft, and the stator blades are configured to move radially along the shaft to drive the first friction member to switch between a first position and a second position.

[0021] In some embodiments, the housing includes:

[0022] The rotor casing is located circumferentially to the rotor blades;

[0023] The stator casing is connected to the end of the stator blades away from the shaft. The stator casing is separate from the rotor casing and can move radially relative to the rotor casing to drive the first friction component to switch between a first position and a second position.

[0024] In some embodiments, a groove is provided on the end face of one end of the rotor casing along the axial direction of the aero-engine, and a protrusion is provided on the end face of one end of the stator casing along the axial direction of the aero-engine. The protrusion is inserted into the groove and moves radially within the groove.

[0025] In some embodiments, the first friction component is a heat-conducting component.

[0026] In some embodiments, the aircraft engine further includes a thermal insulation sealing component configured to seal the first friction component and the second friction sealing component.

[0027] In some embodiments, the aircraft engine further includes:

[0028] The first vibration damping component is connected between the stator blade and the first friction component; and

[0029] The second vibration damping component is connected between the rotor assembly and the second friction component.

[0030] According to another aspect of the invention, an aircraft is also provided, which includes the aforementioned aircraft engine.

[0031] Applying the technical solution of the present invention, the second friction component is configured to generate heat through friction with the first friction component, and the first friction component can transfer heat to the stator blades to melt the ice on the stator blades.

[0032] Other features and advantages of the invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 A schematic diagram of the structure of an aircraft engine based on the relevant technology is shown;

[0035] Figure 2 A schematic diagram of the structure of an aircraft engine according to an embodiment of the present invention is shown; and

[0036] Figure 3 A schematic diagram of the structure of an aircraft engine in another operating state according to an embodiment of the present invention is shown. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Figure 2 A schematic diagram of the structure of an aircraft engine according to an embodiment of the present invention is shown. Figure 2 As shown, the aero-engine includes a casing, a rotor assembly 7 rotatably disposed within the casing, stator blades 3 fixedly mounted within the casing, a first friction component 4 mounted on the stator blades 3, and a second friction component 5 mounted on the rotor assembly 7. The second friction component 5 is configured to generate heat through friction with the first friction component 4, which in turn transfers heat to the stator blades 3 to melt any ice buildup on them.

[0039] The first friction component 4 is a heat-conducting component, so that the first friction component 4 can better transfer heat to the stator blade 3 to melt the ice on the stator blade 3.

[0040] In some embodiments, the first friction member 4 may move relative to the second friction member 5 to switch between a first position and a second position. When the first friction member 4 is in the first position, the first friction member 4 and the second friction member 5 are separated; when the first friction member 4 is in the second position, the first friction member 4 and the second friction member 5 are in contact.

[0041] Figure 2 This diagram shows the structure of the aero-engine when the first friction component 4 and the second friction component 5 are separated. Figure 3 A schematic diagram of the structure of an aero-engine is shown when the first friction component 4 and the second friction component 5 are in contact.

[0042] The aero-engine also includes an anti-icing actuation system 10, an icing detector 13, and a control system 11. The anti-icing actuation system 10 is configured to drive a first friction component 4 relative to a second friction component 5. The icing detector 13 is configured to detect whether ice has formed on the stator blade 3. The control system 11 is signal-connected to both the anti-icing actuation system 10 and the icing detector 13, respectively, to control the anti-icing actuation system 10 to drive the first friction component 4 to a second position when ice forms on the stator blade 3.

[0043] The icing detector 13 can detect icing on the stator blade 3 by measuring flight environment parameters, engine performance parameters, or laser detection, and detect the amount of icing M.

[0044] In this embodiment, the control system 11 is connected to the anti-icing system 10 and the icing detector 13 via signal transmission lines. In other embodiments, the control system 11 is connected to the anti-icing system 10 and the icing detector 13 via wireless communication.

[0045] The control system 11 is also configured to control the anti-icing actuation system 10 to increase or decrease the force driving the first friction component 4 according to the amount of ice detected by the icing detector 13, so as to increase or decrease the friction force between the first friction component 4 and the second friction component 5.

[0046] Specifically, when the amount of ice on the stator blade 3 increases, the anti-icing actuation system 10 increases the force by which the first friction component 4 presses against the second friction component 5 to increase the friction between the first friction component 4 and the second friction component 5, thereby causing the first friction component 4 to generate more heat for melting the ice on the stator blade 3. When the amount of ice on the stator blade 3 decreases, the force by which the anti-icing actuation system 10 presses the first friction component 4 against the second friction component 5 is reduced to decrease the friction between the first friction component 4 and the second friction component 5.

[0047] The rotor assembly 7 includes a rotating shaft and rotor blades 8 mounted on the rotating shaft. A first friction member 4 is connected to one end of the stator blade 3 near the circumferential surface of the rotating shaft. A second friction member 5 is mounted on the circumferential surface of the rotating shaft. The stator blade 3 is configured to move radially along the rotating shaft to drive the first friction member 4 to switch between a first position and a second position.

[0048] In this embodiment, the casing includes a rotor casing 9 and a stator casing 2. The rotor casing 9 is disposed around the rotor blades 8. The stator casing 2 is connected to the end of the stator blades 3 away from the rotating shaft. The stator casing 2 is separate from the rotor casing 9 and can move radially relative to the rotor casing 9 to drive the first friction member 4 to switch between a first position and a second position.

[0049] The anti-icing actuation system 10 is connected to the stator housing 2 via a rod-shaped transmission component 1. The anti-icing actuation system 10 can measure the vertical displacement L of the transmission component 1 and the force feedback F. Re The signal is transmitted and the two signals are transmitted through the transmission line 12 to the engine full authority digital control system 11.

[0050] The rotor casing 9 has a groove on one end face along the axial direction of the aero engine, and the stator casing 2 has a protrusion on one end face along the axial direction of the aero engine. The protrusion is inserted into the groove and moves radially along the aero engine within the groove.

[0051] The aircraft engine also includes a thermally insulating sealing component 6 configured to seal the first friction component 4 and the second friction sealing component 5. In some embodiments, the thermally insulating seal 6 is a thermally insulating grate structure.

[0052] The transmission component 1, stator casing 2, stator blade 3, first friction component 4, and thermal insulation and sealing component 6 are a whole unit, and there should be no relative displacement between them.

[0053] In some embodiments, the aero-engine further includes a first vibration damping component connected between the stator blade 3 and the first friction component 4 to reduce the vibration of the stator blade 3 and / or the rotor assembly 7 caused by friction between the first friction component 4 and the second friction component 5.

[0054] In some embodiments, the second damping component 14 is connected between the rotor assembly 7 and the second friction component 5 to reduce the vibration of the stator blade 3 and / or the rotor assembly 7 caused by the friction between the first friction component 4 and the second friction component 5.

[0055] The vibration damping component can be a highly elastic material or various typical spring structures. Its main function is to isolate the vibration generated when the first friction component 4 and the second friction component 5 rub against each other, and to prevent the vibration from being transmitted to the rotor assembly 7.

[0056] The first friction component 4 is made of a wear-resistant material with high thermal conductivity and low hardness, such as graphene. The upper end face of the first friction component 4 has guide circles on both the left and right ends to prevent the separation of the main gas flow when moving up and down, which would increase the flow loss and reduce the efficiency of the compressor.

[0057] The second friction component 5 is made of a wear-resistant material with low thermal conductivity and high hardness, such as a ceramic matrix composite material.

[0058] The stator blade 3 is made of a material with high thermal conductivity and bending resistance to prevent the stator blade 3 from bending when the first friction component 4 and the second friction component 5 come into contact and rub against each other.

[0059] The thermal insulation and sealing component 6 can prevent high-temperature gas from leaking out.

[0060] The contact friction between the first friction component 4 and the second friction component 5 will quickly dissipate a large amount of heat. The first friction component 4 has a high thermal conductivity, while the second friction component 5 has a low thermal conductivity. The heat will be conducted to the first friction component 4. The first friction component 4 has a lower hardness, while the second friction component 5 has a higher hardness. The wear rate of the first friction component 4 is relatively greater than that of the second friction component 5.

[0061] The aircraft engine in this embodiment has two operating modes, such as Figure 2As shown, when the first friction component 4 and the second friction component 5 are separated, the anti-icing device of the aircraft engine is in the off mode.

[0062] like Figure 3 As shown, when the first friction component 4 and the second friction component 5 are in contact, the anti-icing device of the aircraft engine is in the open mode.

[0063] The full authority digital control system 11 receives the icing quantity signal M ice The subsequent calculation is the driving force F. De F De The force F is the force that the anti-icing actuation system 10 is designed to apply to the leaf petiole 1. De The larger the value, the greater the heat generated by the friction between the first friction component 4 and the second friction component 5.

[0064] Power F De The calculation method is F De =M ice / N2 / c, where N2 is the rotational speed of rotor assembly 7, and c is the calculation correction coefficient: c = f(T0, P0), where T0 is the flight environment temperature and P0 is the flight environment pressure. The correction coefficient is positively correlated with T0 and negatively correlated with P0. The above formula for c is one typical form. Other engine / aircraft airborne measurement parameters can also be used as independent variables of c. The specific parameters of the above formula are obtained by conducting frictional heating tests on the two materials of the first friction component 4 and the second friction component 5.

[0065] The full authority digital control system 11 sends an icing signal I and an actuation force signal F to the anti-icing actuation system 10 via the signal transmission line 12. The anti-icing actuation system 10 then extends the transmission component 1 until the force feedback F is received. Re The working force F that meets the control requirements De At this time, the first friction component 4 and the second friction component 5 come into contact with each other and generate a large amount of heat. The temperature of the chamber composed of the first friction component 4, the second friction component 5, and the heat insulation and sealing component 6 rises rapidly.

[0066] The second friction component 5 has a low thermal conductivity, and the heat-insulating and sealing component 6 can suppress the leakage of high-temperature gas to the outside of the chamber. Therefore, most of the heat is conducted to the stator blade 3 through the first friction component 4, which will melt the ice layer on the surface of the stator blade 3 and continuously suppress surface icing. When there is no ice layer covering the surface of the stator blade 3, the icing detector 13 stops sending the icing signal I, and the anti-icing system returns to the anti-icing shutdown mode.

[0067] The anti-icing system will wear down continuously during use, and the actuation displacement signal L will continuously increase. Therefore, during engine operation, the anti-icing actuation system 10 will continuously send the actuation displacement signal L back to the full authority digital control system 11. Once the actuation displacement signal L≥L MaxWhen the first friction component 4 has been worn away to a sufficient thickness, the full authority digital control system 11 will send a signal to the aircraft to prompt the replacement of the first friction component 4. The second friction component 5 has a higher hardness and less wear, which can reduce the number of times the second friction component 5 can be replaced and suppress rotor imbalance caused by the wear of the second friction component 5.

[0068] According to another aspect of the invention, an aircraft is also provided, which includes the aforementioned aircraft engine.

[0069] The above are merely exemplary embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An aircraft engine, characterized in that, include: Casing; The rotor assembly (7) is rotatably disposed within the casing; The stator blade (3) is fixedly installed inside the casing; The first friction component (4) is mounted on the stator blade (3); as well as The second friction component (5) is mounted on the rotor assembly (7) and configured to generate heat through friction with the first friction component (4), with the heat being transferred to the stator blades. The first friction member (4) is movable relative to the second friction member (5) to switch between a first position and a second position. When the first friction member (4) is in the first position, the first friction member (4) and the second friction member (5) are separated. When the first friction component (4) is in the second position, the first friction component (4) and the second friction component (5) are in contact.

2. The aero-engine according to claim 1, characterized in that, Also includes: An anti-icing actuation system (10) is configured to drive the first friction component (4) to move relative to the second friction component (5); An icing detector (13) is configured to detect whether ice forms on the stator blade (3); and a control system (11) is signal-connected to the anti-icing actuation system (10) and the icing detector (13) respectively, so as to control the anti-icing actuation system (10) to drive the first friction member (4) to a second position when ice forms on the stator blade (3).

3. The aero-engine according to claim 2, characterized in that, The control system (11) is also configured to control the anti-icing actuation system (10) to increase or decrease the force driving the first friction component (4) according to the amount of ice detected by the icing detector (13), so as to increase or decrease the friction force between the first friction component (4) and the second friction component (5).

4. The aero-engine according to claim 1, characterized in that, The rotor assembly (7) includes a shaft and rotor blades (8) mounted on the shaft. A first friction member (4) is connected to one end of the stator blade (3) near the circumferential surface of the shaft. A second friction member (5) is mounted on the circumferential surface of the shaft. The stator blade (3) is configured to move radially along the shaft to drive the first friction member (4) to switch between a first position and a second position.

5. The aero-engine according to claim 4, characterized in that, The casing includes: Rotor casing (9) is disposed circumferentially on the rotor blades (8); The stator housing (2) is connected to the end of the stator blade (3) away from the rotating shaft. The stator housing (2) is separate from the rotor housing (9) and can move radially relative to the rotor housing (9) along the rotating shaft to drive the first friction member (4) to switch between the first position and the second position.

6. The aero-engine according to claim 5, characterized in that, The rotor casing (9) has a groove on one end face along the axial direction of the aero engine, and the stator casing (2) has a protrusion on one end face along the axial direction of the aero engine. The protrusion is inserted into the groove and moves radially along the aero engine within the groove.

7. The aero-engine according to claim 1, characterized in that, The first friction component (4) is a heat-conducting component.

8. The aero-engine according to claim 1, characterized in that, It also includes a thermal insulation sealing component (6) configured to seal the first friction component (4) and the second friction component (5).

9. The aero-engine according to claim 1, characterized in that, Also includes: The first vibration damping component is connected between the stator blade (3) and the first friction component (4); And a second damping component (14) is connected between the rotor assembly (7) and the second friction component (5).

10. An aircraft, characterized in that, The aircraft engine included in any one of claims 1 to 9.

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