Air intake anti-icing device and aeroengine

Abstract

The present disclosure relates to an air inlet anti-icing device and an aero-engine, wherein the air inlet anti-icing device comprises: an air inlet assembly comprising an inner cabin, an outer cabin and a lip piece arranged coaxially, a radial inner side of the inner cabin forms an air inlet, two ends of the inner cabin and the outer cabin are connected through a first mounting plate and a second mounting plate respectively, the lip piece is connected to the same end of the inner cabin and the outer cabin and is located axially outside the first mounting plate, and the first mounting plate and the lip piece enclose an annular cavity; and an anti-icing assembly comprising a bleed air pipe and a spraying part, the bleed air pipe extends between the inner cabin and the outer cabin and is mounted to the first mounting plate and the second mounting plate, the spraying part is connected to a first end of the bleed air pipe and extends into the annular cavity and is configured to spray hot air led by the bleed air pipe into the annular cavity, the spraying part has a plurality of spraying holes, and airflow ejection angles of the plurality of spraying holes are adjustable.

Description

Technical Field

[0001] This disclosure relates to the field of aero-engine technology, and in particular to an air intake anti-icing device and an aero-engine. Background Technology

[0002] Icing on the inlet lip of an aircraft engine reduces the amount of air intake, resulting in a loss of thrust. Simultaneously, the accumulation of ice disrupts the airflow profile of the inlet, increasing aerodynamic drag. When ice accumulates to a certain extent, it may cause engine surge. More seriously, ice detaching from the inlet lip may be drawn into the engine and damage the fan blades, causing mechanical damage. Therefore, engine inlets are typically designed with anti-icing systems to protect the icing area on the inlet lip from icing.

[0003] Currently, the main method for de-icing the intake lips of in-service aircraft engines is hot gas anti-icing. There are two main structural configurations for hot gas de-icing of engine intake lips: vortex direct injection and direct injection. The vortex direct injection structure is a more common method for hot gas anti-icing. Compared to the vortex direct injection structure, the injection component is only placed in the cavity corresponding to the lip, avoiding the vibration problems of the vortex direct injection suspended and fixed configuration. It is also simpler to maintain. Newer mainstream aircraft models increasingly favor the direct injection hot gas de-icing solution. However, the direct injection hot gas de-icing solution still suffers from low de-icing efficiency. Summary of the Invention

[0004] This disclosure provides an air intake anti-icing device and an aircraft engine, which can improve the anti-icing efficiency of the air intake.

[0005] According to a first aspect of this disclosure, an air intake anti-icing device is provided, comprising:

[0006] An air intake assembly includes an inner compartment, an outer compartment, and a lip component arranged coaxially. An air intake duct is formed radially inward of the inner compartment. The two ends of the inner and outer compartments are connected by a first mounting plate and a second mounting plate, respectively. The lip component is connected to the same end of the inner and outer compartments and is axially located outside the first mounting plate. The first mounting plate and the lip component form an annular cavity.

[0007] The anti-icing assembly includes an air duct and a jetting component. The air duct extends between the inner and outer compartments and is mounted on a first mounting plate and a second mounting plate. The jetting component is connected to a first end of the air duct and extends into an annular cavity. It is configured to jet hot air drawn from the air duct into the annular cavity. The jetting component has multiple jet holes, and the airflow exit angle of the multiple jet holes is adjustable.

[0008] In some embodiments, the injection component includes an injection head, and a plurality of injection holes are disposed on the injection head and spaced apart circumferentially along the injection component. The installation angle of the injection head relative to the air intake pipe along the circumferential direction of the injection component is adjustable to adjust the airflow exit angle of the plurality of injection holes.

[0009] In some embodiments, the injection component further includes a nut that is sleeved over the injection head and screwed onto the first end of the air intake tube, the nut being configured to adjust the installation angle of the injection head by screwing.

[0010] In some embodiments, the injection head includes a connector, an extension, and an outlet connected coaxially in sequence. The first end of the connector is connected to the first end of the air intake tube and has a central hole. The second end of the connector has a conical wall and is connected to the extension. A plurality of communicating holes are spaced apart along the circumference of the injection component on the connector. A plurality of injection holes are spaced apart along the circumference of the injection component on the outlet. The conical wall, the extension, and the outlet enclose a swirling cavity. The two ends of the communicating holes are connected to the central hole and the swirling cavity, respectively. The injection holes are connected to the swirling cavity.

[0011] In some embodiments, the airflow exit direction of the jet hole located radially to the innermost side of the intake assembly is tangent to the sidewall of the inner ring of the lip member.

[0012] In some embodiments, the injection component is detachably disposed relative to the air intake tube.

[0013] In some embodiments, the anti-icing assembly further includes a protective tube coaxially sleeved outside the air intake pipe. The air intake pipe includes a first flange joint and a second flange joint spaced apart along the axial direction. The first flange joint is connected to a first end of the protective tube and a first mounting plate, and the second flange joint is connected to a second end of the protective tube and a second mounting plate.

[0014] In some embodiments, the air intake pipe further includes an axially arranged bend section, an intermediate section, a corrugated section, and an air intake connector. The end of the bend section away from the injection component is connected to the first end of the intermediate section via a first flange connector. The second end of the intermediate section is connected to the air intake connector via the corrugated section and the second flange connector in sequence. The first flange connector is movable relative to the protective pipe along the extension direction of the air intake pipe.

[0015] In some embodiments, the anti-icing assembly further includes a nut, one end of which is threaded into a first end of a protective tube, a first flange fitting is embedded in the other end of the nut, and the first flange fitting is movable relative to the nut along the extension direction of the air vent tube.

[0016] In some embodiments, the first flange joint includes a first connecting pipe, a first flange, and a first connecting sleeve. The two ends of the first connecting pipe are connected to a bend section and an intermediate pipe section, respectively. The first flange is connected to the outer wall of the first connecting pipe. One end of the first connecting sleeve is connected to the first flange, and the other end is embedded with a nut. A sealing element is provided between the first connecting sleeve and the nut.

[0017] According to a second aspect of this disclosure, an aircraft engine is provided, including the air intake anti-icing device of the above embodiments.

[0018] The embodiments disclosed herein employ direct-injection hot gas anti-icing, where hot gas is introduced through an air intake pipe and then injected into an annular cavity via an injection component to achieve the anti-icing effect. Because the airflow exit angle of the injection orifice is adjustable, the jet direction of the hot gas can be precisely controlled; moreover, the hot gas ejected from each injection orifice can cover a certain angular range. By setting multiple injection orifices, the ejected hot gas can cover a larger area within the annular cavity, thereby improving anti-icing efficiency and increasing the hot gas utilization rate of the aero-engine. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of some embodiments of the air intake anti-icing device disclosed herein.

[0021] Figure 2 This is a schematic diagram of the structure of some embodiments of the anti-icing component in the air intake anti-icing device of this disclosure.

[0022] Figure 3 This is a cross-sectional view of some embodiments of the anti-icing components in the air intake anti-icing device of this disclosure.

[0023] Figure 4 An exploded view of some embodiments of the spraying component in an anti-icing assembly.

[0024] Figure 5 for Figure 3 Enlarged view of point A in the image. Detailed Implementation

[0025] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0026] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0027] In the description of this disclosure, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this disclosure and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this disclosure; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0028] In the description of this disclosure, it should be understood that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this disclosure.

[0029] like Figure 1 and Figure 5 As shown, this disclosure provides an intake duct anti-icing device that employs hot gas anti-icing. Specifically, hot gas is introduced from the engine's high-pressure compressor, enters the leading edge of the intake duct lip through an anti-icing bleed pipe, and is then sprayed through a jet device to de-ice the icing area at the leading edge of the intake duct. In some embodiments, the intake duct anti-icing device includes an intake assembly 1 and an anti-icing assembly 2.

[0030] The air intake assembly 1 includes an inner compartment 11, an outer compartment 12, and a lip member 14 arranged coaxially. An air intake passage 16 is formed on the radially inner side of the inner compartment 11. The two ends of the inner compartment 11 and the outer compartment 12 are connected by a first mounting plate 13 and a second mounting plate 15, respectively. The lip member 14 is connected to the same end of the inner compartment 11 and the outer compartment 12 and is located on the outer side of the first mounting plate 13 along the axial direction. The first mounting plate 13 and the lip member 14 form an annular cavity. The annular cavity can be a closed cavity, such as a cavity with a D-shaped cross-section.

[0031] The anti-icing assembly 2 includes an air intake pipe 21 and a jetting component 22. The air intake pipe 21 extends between the inner cabin 11 and the outer cabin 12 and is mounted on a first mounting plate 13 and a second mounting plate 15. The jetting component 22 is connected to a first end of the air intake pipe 21 and extends into the annular cavity. It is configured to jet the hot air drawn from the air intake pipe 21 into the annular cavity and reach the lip member 14. The jetting component 22 has multiple jet holes 2213, which can be located at the ends of the jetting component 22, and the airflow exit angle of the multiple jet holes 2213 is adjustable. Figure 1 As shown, the airflow exit angle α is the angle between the perpendicular line from the outer end of the injection hole 2213 to the axis of the intake assembly 1 and the airflow exit direction. For example, the anti-icing assembly 2 is generally made of a high-temperature alloy, such as GH4169 or Inconel 625.

[0032] Optionally, the bleed pipe 21 may extend along the axial direction of the intake assembly 1, or the bleed pipe 21 may extend at an angle or bend relative to the axial direction. The bleed pipe 21 passes sequentially through the second mounting plate 15 and the first mounting plate 13 along the airflow direction so that the injection component 21 extends into the annular cavity. For example, the bleed pipe 21 may introduce hot gas from the compressor into the annular cavity.

[0033] Optionally, the airflow exit direction of the injection hole 2213 can be located in a plane perpendicular to the axis of the intake assembly 1 to increase the injection distance of the hot gas. Alternatively, the airflow exit direction can also form a certain angle with the plane perpendicular to the axis of the intake assembly 1. Wherein, when the injection hole 2213 is a straight hole, the airflow exit direction can be considered as the centerline of the injection hole 2213.

[0034] Optionally, the anti-icing component 2 can be provided as one or multiple components spaced apart along the circumference of the intake component 1. The lip component 14 can be made of skin. In one structure, the lip component 14 can be designed as a single part, with no seams in the circumference, which can reduce the aerodynamic drag of the intake duct 16 and achieve both lightweight and structural integration; in another structure, the lip component 14 includes multiple sub-lip components connected sequentially in the circumference. Through the segmented structure, it is easy to disassemble and repair the lip component 14 after it is damaged by external impact. For example, three sub-lip components can be used.

[0035] This embodiment employs direct-injection hot gas anti-icing. When the anti-icing valve opens, hot gas is introduced from the engine through the bleed pipe 21 and injected into the annular cavity through the injection component 21 to achieve the anti-icing effect. Since the airflow exit angle of the injection orifice 2213 is adjustable, it can compensate for the cumulative impact of anti-icing pipeline processing or assembly errors on the anti-icing effect, allowing for precise control of the hot gas jet direction. Furthermore, the hot gas ejected from each injection orifice 2213 can cover a certain angular range. By setting multiple injection orifices 2213, the ejected hot gas can cover a larger area within the annular cavity, thereby improving anti-icing efficiency and increasing the hot gas utilization rate of the aero-engine.

[0036] In some embodiments, such as Figure 3 and Figure 4 As shown, the injection component 22 includes an injection head 221, and a plurality of injection holes 2213 are provided on the injection head 221 and are spaced apart along the circumference of the injection component 22. For example, the plurality of injection holes 2213 may be located at the end of the injection head 221. The installation angle of the injection head 221 relative to the air intake pipe 21 along the circumference of the injection component 22 is adjustable to adjust the airflow exit angle of the plurality of injection holes 2213.

[0037] This embodiment can change the airflow exit angle by adjusting the installation angle of the nozzle 221. The adjustment is convenient and can be continuously adjusted in the circumferential direction of the nozzle 22 to achieve the initial adjustment of the airflow exit direction, so that the air intake assembly 1 can achieve the optimal anti-icing effect.

[0038] In some embodiments, such as Figure 3 and Figure 4 As shown, the injection component 22 also includes a nut 222, which is sleeved on the outside of the injection head 221 and screwed onto the first end of the air intake pipe 21. The nut 222 is configured to adjust the installation angle of the injection head 221 by screwing it.

[0039] This embodiment can adjust the installation angle of the spray head 221 by controlling the tightening torque of the nut 222 to drive the spray head 221 to rotate, thereby achieving precise adjustment of the airflow exit direction and quickly and accurately adjusting the airflow exit angle to obtain the best anti-icing effect.

[0040] In some embodiments, such as Figure 1 As shown, the airflow exit direction of the jet hole 2213 located on the innermost side along the radial direction of the intake assembly 1 is tangent to the side wall of the inner ring of the lip member 14.

[0041] This embodiment enables the hot gas ejected from the injection hole 2213 to have the longest possible travel distance, so that the hot gas reaches a position far away from the injection hole 2213, and the hot gas is evenly distributed in the annular cavity along the circumference, thus achieving a better anti-icing effect.

[0042] In some embodiments, such as Figure 3 and Figure 4The injection head 221 includes a connector portion 221A, an extension portion 221B, and an outlet portion 221C connected coaxially in sequence. The first end of the connector portion 221A is connected to the first end of the air intake tube 21 and has a central hole 2211. The second end of the connector portion 221A has a conical wall 2214 and is connected to the extension portion 221B. A plurality of connecting holes 2212 are provided at intervals along the circumference of the injection component 22 on the connector portion 221A. A plurality of injection holes 2213 are provided at intervals along the circumference of the injection component 22 on the outlet portion 221C. For example, the outlet portion 221C may be cylindrical, and the injection holes 2213 are located on the outlet portion 221C in an area outside the extension portion 221B.

[0043] The conical wall 2214, the extension 221B and the outlet 221C enclose and form a swirling cavity S; the two ends of the connecting hole 2212 are connected to the central hole 2211 and the swirling cavity S respectively, and the two ends of the injection hole 2213 are connected to the swirling cavity S and the annular cavity respectively.

[0044] In this process, hot air is introduced from the air intake pipe 21 and enters the swirling cavity S through the central hole 2211 and multiple connecting holes 2212. Since the swirling cavity S has a conical wall 2214, the airflow entering the swirling cavity S from the multiple connecting holes 2212 will generate a high-speed vortex, which makes it easier for the airflow to be ejected at a certain speed through multiple injection holes 2213, thereby increasing the ejection distance of the airflow and optimizing the anti-icing effect.

[0045] In some embodiments, the injection component 22 is detachably disposed relative to the air intake tube 21. This configuration facilitates assembly and maintenance of either the injection component 22 or the air intake tube 21.

[0046] In some embodiments, such as Figure 3 As shown, the anti-icing component 2 also includes a protective tube 23 coaxially sleeved outside the air intake pipe 21. The air intake pipe 21 includes a first flange joint 212 and a second flange joint spaced apart along the axial direction. The first flange joint 212 is connected to the first end of the protective tube 23 and the first mounting plate 13, and the second flange joint is connected to the second end of the protective tube 23 and the second mounting plate 15.

[0047] This embodiment protects the gas venting pipe 21 by installing a protective pipe 23 over it, preventing pipe bursts and other damage, thus improving the safety of gas venting and anti-icing. Furthermore, the first flange joint 212 and the second flange joint installed in the gas venting pipe 21 can simultaneously connect the gas venting pipe 21 to the protective pipe 23 and also secure the gas venting pipe 21 during installation.

[0048] In some embodiments, such as Figure 3As shown, the bleed air pipe 21 also includes a bend section 211, an intermediate pipe section 213, a corrugated pipe section 214, and a bleed air connector 216. The end of the bend section 211 away from the injection component 22 is connected to the first end of the intermediate pipe section 213 via a first flange connector 212. The second end of the intermediate pipe section 213 is connected to the bleed air connector 216 via the corrugated pipe section 214 and the second flange connector, respectively. The first flange connector 212 is movable relative to the protective pipe 23 along the extension direction of the bleed air pipe 21. The bend section 211 may have a bending angle of approximately 90°. The injection head 221 can be connected to the bend section 211 via a clamp for easy installation, disassembly, and maintenance. The bleed air connector 216 can be connected to engine mounting accessories.

[0049] This embodiment allows the air intake pipe 21 and the protective pipe 23 to be movable at the front end, enabling axial compensation in the event of thermal deformation. The rear end of the air intake pipe 21 uses a corrugated pipe section 214 to provide axial and radial compensation in the event of thermal deformation, forming a flexible connection structure. This absorbs the deformation energy of the structure, reduces the tensile and bending stresses exerted on the first mounting plate 13 and the second mounting plate 15 by the thermal deformation and elongation of the air intake pipe 21 and the protective pipe 23, prevents fatigue stress corrosion caused by additional stress from causing damage at the connection, and improves service life.

[0050] In some embodiments, the air intake tube 21 and the protective tube 23 are detachably connected, for example, by fasteners such as bolts. The air intake tube 21 and the protective tube 23 are structurally independent, facilitating installation, disassembly, or maintenance.

[0051] In some embodiments, the anti-icing assembly 2 further includes a nut 24, one end of which is threadedly engaged with the first end of the protective tube 23, and a first flange connector 212 is embedded in the other end of the nut 24, and the first flange connector 212 is movable relative to the nut 24 along the extension direction of the air vent tube 21. The inner bore of the nut 24 includes a threaded section and a smooth section.

[0052] When installing the anti-icing component 2 onto the intake component 1, first install the injection component 22 and the bend section 211 to seal the lip component 14. Then connect the first flange joint 212 to the first mounting plate 13 and the bend section 211. Since both the first flange joint 212 and the protective pipe 23 are in a fixed state, the connection between the first flange joint 212 and the protective pipe 23 can be easily achieved by tightening the nut 24, making disassembly convenient. In the event of thermal deformation, the bellows section 214 expands and contracts, and correspondingly, the first flange joint 212 can move relative to the perforated section of the nut 24 to compensate for thermal deformation.

[0053] In some embodiments, such as Figure 3 and Figure 5As shown, the first flange joint 212 includes a first connecting pipe 2121, a first flange 2122, and a first connecting sleeve 2123. The two ends of the first connecting pipe 2121 are connected to the bend section 211 and the intermediate pipe section 213, respectively. The first flange 2122 is connected to the outer wall of the first connecting pipe 2121 and is detachably connected to the first mounting plate 13 by bolts or other fasteners. One end of the first connecting sleeve 2123 is connected to the first flange 2122, and the other end is embedded in a nut 24. A sealing element 26 is provided between the first connecting sleeve 2123 and the nut 24.

[0054] In this embodiment, the first flange joint 212 can simultaneously connect the air intake pipe 21 with the first mounting plate 13 and the protective pipe 23. Moreover, the first flange joint 212 and the nut 24 form a sliding seal connection, which can prevent hot gas leakage and compensate for the elongation of the air intake pipe 21 when it undergoes thermal deformation.

[0055] like Figure 5 As shown, the outer wall of the first connecting sleeve 2123 of the first flange joint 212 has a groove 2124. The sealing element 26 is disposed in the groove 2124 and is interference-fitted with the inner wall of the nut 24. The sealing element 26 expands at high temperature, and the sealing element 26 is sealed by being squeezed by the side wall of the nut 24. The interference fit must meet both the requirements of sealing and mobility. The sealing element 26 needs to meet both high temperature resistance and wear resistance requirements. For example, Hastelloy 25 alloy is selected for the sealing element 26.

[0056] To reduce interference fit and facilitate compensation during thermal deformation, and to improve sealing performance, two grooves 2124 are axially spaced on the outer wall of the first connecting cylinder 2123. One groove 2124 has a semi-circular cross-section, and the seal 26 has a circular cross-section. The other groove 2124 has a rectangular cross-section. One seal 26 can be placed within each groove 2124, or multiple seals 26 can be arranged side-by-side axially. Each seal 26 has a rectangular cross-section. This combined sealing method employs multiple seals, which optimizes the sealing effect while reducing interference fit, minimizing hot gas leakage, and improving hot gas anti-icing efficiency.

[0057] In some embodiments, the second flange joint includes an inner joint 215 and an outer joint 25. The inner joint 215 is connected to the bellows section 214 and the air vent joint 216, and the outer joint 25 is connected between the protective pipe 23 and the second mounting plate 15. The inner joint 215 and the outer joint 25 are detachably connected by fasteners such as bolts, which facilitates installation and disassembly.

[0058] Specifically, the inner connector 215 includes a second connecting pipe 2151 and a second flange 2152. The second connecting pipe 2151 is connected between the corrugated pipe section 214 and the air vent connector 216, and the second flange 2152 is connected to the outer wall of the second connecting pipe 2151. The outer connector 25 includes a second connecting sleeve 251 and a third flange 252. The first end of the second connecting sleeve 251 is connected to the end of the protective pipe 23, and the third flange 252 is connected to the second end of the second connecting sleeve 251. The third flange 252 extends radially towards both the inner and outer sides of the second connecting sleeve 251. The portion extending inward is detachably connected to the second flange 2152 by bolts or other fasteners, and the portion extending outward is connected to the second mounting plate 15 by bolts or other fasteners.

[0059] Thus, the air intake pipe 21 is formed by sequentially connecting the bend section 211, the first flange joint 212, the intermediate pipe section 213, the corrugated pipe section 214, the inner joint 215, and the air intake joint 216, for example, by welding.

[0060] Secondly, this disclosure also provides an aero-engine, including the inlet anti-icing device of the above embodiments. Because the inlet anti-icing device has high de-icing efficiency, it can reduce icing at the inlet lip of the aero-engine, ensuring the engine's air intake volume and preventing loss of engine thrust. Simultaneously, timely de-icing prevents ice accumulation from disrupting the airflow profile of the engine inlet, reducing aerodynamic drag, and preventing engine surge or ice fragments from falling and impacting fan blades, thereby improving the aero-engine's performance and safety.

[0061] The above description is merely an exemplary embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. An air intake anti-icing device, characterized in that, The application relates to an air inlet assembly (1) and an anti-icing assembly (2). The air inlet assembly (1) comprises an inner cabin (11), an outer cabin (12) and a lip piece (14) arranged coaxially, a radial inner side of the inner cabin (11) forms an air inlet channel (16), two ends of the inner cabin (11) and the outer cabin (12) are connected through a first mounting plate (13) and a second mounting plate (15) respectively, the lip piece (14) is connected to the same end of the inner cabin (11) and the outer cabin (12) and is located axially outside the first mounting plate (13), and the first mounting plate (13) and the lip piece (14) enclose an annular cavity. The anti-icing assembly (2) comprises an air bleed pipe (21) and a spraying part (22), the air bleed pipe (21) extends between the inner cabin (11) and the outer cabin (12) and is mounted on the first mounting plate (13) and the second mounting plate (15), the spraying part (22) is connected to a first end of the air bleed pipe (21) and extends into the annular cavity and is configured to spray hot air introduced by the air bleed pipe (21) into the annular cavity, the spraying part (22) has a plurality of spraying holes (2213), and airflow emission angles of the plurality of spraying holes (2213) are adjustable. The spraying part (22) comprises a spraying head (221), the plurality of spraying holes (2213) are arranged on the spraying head (221) and are arranged at intervals along a circumferential direction of the spraying part (22), an installation angle of the spraying head (221) relative to the air bleed pipe (21) along the circumferential direction of the spraying part (22) is adjustable, so as to adjust the airflow emission angles of the plurality of spraying holes (2213); the spraying head (221) comprises a joint part (221A), an extension part (221B) and a guide part (221C) which are coaxially connected in sequence, a first end of the joint part (221A) is connected to the first end of the air bleed pipe (21) and has a central hole (2211), a second end of the joint part (221A) has a tapered wall (2214) and is connected to the extension part (221B), a plurality of communication holes (2212) are arranged at intervals along the circumferential direction of the spraying part (22) on the joint part (221A), the guide part (221C) has the plurality of spraying holes (2213) arranged at intervals along the circumferential direction of the spraying part (22), and a spiral flow cavity (S) is formed between the tapered wall (2214), the extension part (221B) and the guide part (221C); two ends of the communication hole (2212) are connected to the central hole (2211) and the spiral flow cavity (S) respectively, and the spraying hole (2213) is connected to the spiral flow cavity (S). The spraying part (22) further comprises a screw cap (222), the screw cap (222) is sleeved on the spraying head (221) and is screwed on the first end of the air bleed pipe (21), and the screw cap (222) is configured to adjust the installation angle of the spraying head (221) by screwing.

2. The inlet duct ice protection apparatus of claim 1, wherein An airflow emission direction of the spraying hole (2213) located at the most inner side along the radial direction of the air inlet assembly (1) is tangent to a side wall of an inner ring of the lip piece (14).

3. The inlet duct ice protection apparatus of claim 1, wherein ​ 4. The inlet duct ice protection apparatus of claim 1, wherein The injection component (22) is detachably arranged relative to the bleed pipe (21).

5. The air intake anti-icing device according to any one of claims 1 to 4, characterized in that The anti-icing assembly (2) further comprises a protection pipe (23) coaxially sleeved outside the bleed pipe (21), and the bleed pipe (21) comprises a first flange joint (212) and a second flange joint arranged at intervals along an axial direction, the first flange joint (212) is connected with a first end of the protection pipe (23) and the first mounting plate (13), and the second flange joint is connected with a second end of the protection pipe (23) and the second mounting plate (15).

6. The inlet duct ice protection apparatus of claim 5, wherein, The bleed pipe (21) further comprises a bend pipe section (211), an intermediate pipe section (213), a corrugated pipe section (214) and a bleed joint (216), one end of the bend pipe section (211) away from the injection component (22) is connected with a first end of the intermediate pipe section (213) through the first flange joint (212), a second end of the intermediate pipe section (213) is connected with the bleed joint (216) through the corrugated pipe section (214) and the second flange joint in sequence, and the first flange joint (212) is movable relative to the protection pipe (23) along an extension direction of the bleed pipe (21).

7. The inlet duct ice protection apparatus of claim 6, wherein The anti-icing assembly (2) further comprises a nut (24), one end of the nut (24) is threadedly connected with the first end of the protection pipe (23), the first flange joint (212) is embedded in the other end of the nut (24), and the first flange joint (212) is movable relative to the nut (24) along the extension direction of the bleed pipe (21).

8. The inlet duct ice protection apparatus of claim 7, wherein, The first flange joint (212) comprises a first connecting pipe (2121), a first flange plate (2122) and a first connecting cylinder (2123), two ends of the first connecting pipe (2121) are connected with the bend pipe section (211) and the intermediate pipe section (213) respectively, the first flange plate (2122) is connected to an outer wall of the first connecting pipe (2121), one end of the first connecting cylinder (2123) is connected to the first flange plate (2122), and the other end is embedded in the nut (24), and a sealing element (26) is arranged between the first connecting cylinder (2123) and the nut (24).

9. An aeroengine characterised in that, The anti-icing device for an air inlet channel comprises: The anti-icing device for an air inlet channel comprises: The anti-icing device for an air inlet channel comprises:

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