An engine vane, a turbine engine, and an aircraft

Abstract

The application discloses an engine guide vane, a turbine engine and an aircraft, and relates to the technical field of aviation, and aims to reduce the gap leakage loss of a traditional geometric adjustment method and improve the turbine blade cooling gas path problem of an aerodynamic adjustment method, so as to improve the turbine aerodynamic and heat exchange performance. The engine guide vane is located between a hub and a casing, and the engine guide vane has a first cooling cavity. The engine guide vane comprises a fixed part and a rotating part rotatably connected with the fixed part. The engine comprises the hub, the casing and the above-mentioned engine guide vane. The aircraft comprises the above-mentioned engine guide vane. The engine guide vane provided by the application is used in the aircraft.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation technology, in particular to an engine guide vane, a turbine engine and an aircraft. BACKGROUND

[0002] Due to the particularity of the variable cycle engine, the similar flow and expansion ratio of the turbine component need to have a wide range of adjustment capability, and at the same time, the efficiency should be maintained at the same level, so the variable geometry turbine design technology is derived, which mainly realizes the working condition adjustment by adjusting the guide vane.

[0003] At present, the guide vane adjustment method mainly includes two kinds of traditional geometric adjustment method and aerodynamic adjustment method. Although the traditional geometric adjustment method can accurately adjust the required guide vane installation angle, due to the existence of geometric gap, when adjusting at a large angle, a very large leakage loss is often generated, which leads to a sharp decrease in turbine efficiency and poor adjustment effect. While the aerodynamic adjustment method can theoretically adjust the turbine working condition, due to the arrangement of the adjustment gas path and the additional consumption of the cold gas, it will interfere with the turbine blade cooling scheme and the air system. SUMMARY

[0004] The purpose of the present application is to provide an engine guide vane, a turbine engine and an aircraft, so as to reduce the gap leakage loss of the traditional geometric adjustment method and improve the turbine blade cooling gas path problem of the aerodynamic adjustment method, thereby improving the turbine aerodynamic and heat transfer performance.

[0005] In a first aspect, the present application provides an engine guide vane, the engine guide vane being located between an engine hub and an engine casing, the engine guide vane having a first cooling cavity, the engine guide vane comprising: a fixed part and a rotating part rotatably connected with the fixed part, the fixed part and the rotating part both extending along a direction from a leading edge to a trailing edge of the engine guide vane;

[0006] The fixed part is in contact with the engine hub and the engine casing respectively, and the rotating part has a gap between the engine hub and the engine casing respectively, the leading edge outer side of the fixed part is in contact with the leading edge inner side of the rotating part, the fixed part and the rotating part are both air-permeable structures, the leading edge inner side of the fixed part has a cooling gas outlet in communication with the first cooling cavity, when the rotating part is at an initial position, the cooling gas outlet is exposed to the leading edge of the fixed part, and when the rotating part is at a preset position, the cooling gas outlet is shielded by the leading edge of the rotating part.

[0007] Compared with the prior art, the engine guide vane provided by the application has the following advantages: the fixed part and the rotating part extend along the leading edge to the trailing edge of the engine guide vane, the fixed part is rotationally connected with the rotating part, so that the engine guide vane has a deformation feature; the leading edge outer side of the fixed part is in contact with the leading edge inner side of the rotating part, so that a stagnation point is formed at the contact position when the airflow flows through the leading edge of the engine guide vane, thereby disturbing the flow direction of the airflow; the fixed part and the rotating part are both air-permeable structures, the engine guide vane has a first cooling cavity, the leading edge inner side of the fixed part is in communication with a cooling gas outlet of the first cooling cavity, therefore, the cooling gas can directly pass through the casing or the hub fixed part and the rotating part, flow into the first cooling cavity through the cavity wall of the fixed part and the cavity wall of the rotating part, and then flow out from the cooling gas outlet, and an aerodynamic profile is formed at the contact position of the leading edge outer side of the fixed part and the leading edge of the rotating part, so that the aerodynamic profile fills the stagnation point. It can be seen that the engine guide vane provided by the application can reduce the disturbance of the stagnation point to the flow direction of the airflow, and effectively solves the problem that, in the conventional geometric adjustment method, due to the existence of the geometric gap, a large gap leakage loss is often generated when the engine guide vane is adjusted at a large angle, thereby causing the turbine efficiency to be sharply reduced and the adjustment effect to be poor.

[0008] Meanwhile, when the rotating part is at the initial position, the cooling gas outlet is exposed to the leading edge of the fixed part, the leading edge outer side of the fixed part is not in contact with the leading edge inner side of the rotating part, and the cooling gas flows along the leading edge outer side of the fixed part and the leading edge outer side of the rotating part, thereby better cooling the leading edge of the engine guide vane. When the rotating part is at the preset position, the leading edge outer side of the fixed part is in contact with the leading edge inner side of the rotating part, the cooling gas outlet is shielded by the leading edge of the rotating part, the cooling gas flows out through the cooling gas outlet in communication with the first cooling cavity, and the cooling gas again flows into the air-permeable guide vane, thereby achieving the recooling of the leading edge of the fixed part and the leading edge of the rotating part. The cooling scheme of the above engine guide vane effectively solves the problem that, in the aerodynamic adjustment method, due to the arrangement of the adjustment air path and the additional consumption of the cooling gas, the turbine blade cooling scheme and the air system cannot be interfered.

[0009] In addition, the above engine guide vane is located between the engine hub and the engine casing, and the fixed part of the engine guide vane is in contact with the engine hub and the engine casing, respectively, and the rotating part has a gap between the engine hub and the engine casing, respectively. When the airflow flows through the engine guide vane, part of the airflow flows along the leading edge of the fixed part to the trailing edge, and another part of the airflow flows along the leading edge of the rotating part to the trailing edge. The blade of the fixed part is in contact with the engine hub and the engine casing, so that the airflow cannot flow from the fixed part side to the rotating part side, thereby effectively blocking the airflow from flowing to the rotating part side through the leading edge gap of the blade of the fixed part and the blade gap of the trailing edge part of the fixed part in the prior art, thereby reducing the gap leakage loss.

[0010] In a second aspect, the present application provides a turbine engine comprising a hub, a casing and the engine vane of the first aspect, the side edges of the engine vane are connected with the hub and the casing respectively; the fixed part and the rotating part of two adjacent engine vanes form a blade throat.

[0011] Compared with the prior art, the turbine engine provided by the present application has the same beneficial effects as the engine vane of the first aspect of the present application, which will not be repeated here.

[0012] In a third aspect, the present application provides an aircraft comprising the engine vane of the first aspect.

[0013] Compared with the prior art, the aircraft provided by the present application has the same beneficial effects as the engine vane of the first aspect of the present application, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0014] The accompanying drawings, which are included to provide a further understanding of the present application and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0015] Figure 1 Fig. 1 shows a meridional flow path schematic diagram of the engine vane of the exemplary embodiment of the present application;

[0016] Figure 2 Fig. 2 shows a structure schematic diagram of the initial position of the engine vane of the exemplary embodiment of the present application;

[0017] Figure 3 Fig. 3 shows a structure schematic diagram of the preset position of the engine vane of the exemplary embodiment of the present application;

[0018] Figure 4 Fig. 4 shows a profile structure diagram of the fixed part of the exemplary embodiment of the present application;

[0019] Figure 5 Fig. 5 shows a profile structure diagram of the rotating part of the exemplary embodiment of the present application;

[0020] Figure 6 Fig. 6 shows an aerodynamic profile schematic diagram of the exemplary embodiment of the present application;

[0021] Figure 7 Fig. 7 shows an initial state adjustment schematic diagram of the blade throat of the exemplary embodiment of the present application;

[0022] Figure 8 Fig. 8 shows a preset state adjustment schematic diagram of the blade throat of the exemplary embodiment of the present application.

[0023] Reference signs:

[0024] 101 - casing, 102 - engine vane, 1021 - fixed part, 1022 - rotating part, 103 - rotation shaft, 104 - wheel hub, 105 - first cooling cavity, 106 - second baffle, 107 - first baffle, 108 - cooling gas outlet, 109 - second cooling cavity, 110 - leading edge of engine vane, 1101 - leading edge of fixed part, 1102 - leading edge of rotating part, 111 - split, 112 - gas permeable partition, 401 - first leading edge profile, 402 - first guide profile, 403 - first side edge profile, 501 - second leading edge profile, 502 - second guide profile, 503 - second side edge profile, 601 - aerodynamic blade profile. DETAILED DESCRIPTION

[0025] In order to make the technical problems to be solved by the present application, technical solutions and beneficial effects clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not intended to limit the present application.

[0026] It should be noted that when an element is referred to as being "fixed to" or "set to" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0027] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited. The meaning of "several" is one or more, unless otherwise explicitly and specifically limited.

[0028] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0029] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "linking" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integral connection, it can be mechanical connection, or electrical connection, it can be direct connection, or indirect connection through intermediate medium, it can be internal communication of two elements or interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0030] Due to the particularity of the variable cycle engine, the similar flow and expansion ratio of the turbine component need to have a wide range of adjustment capability, and at the same time, its efficiency should be maintained at the same level, so the variable geometry turbine design technology is derived, which mainly realizes the working condition adjustment by adjusting the guide vane.

[0031] At present, the guide vane adjustment method mainly includes two kinds of traditional geometric adjustment method and aerodynamic adjustment method. The traditional geometric adjustment method adopts the adjustable guide vane of the compressor, changes the installation angle of the guide vane or the installation angle of the rear part of the guide vane, so as to change the outlet flow angle or the throat area of the guide vane, thereby changing the flow function of the guide vane and realizing the adjustment of the turbine characteristic line. The aerodynamic adjustment method refers to introducing a jet flow near the throat of the turbine guide vane or near the hub, changing the effective throat area by using the blocking effect of the jet flow (supersonic congestion), or changing the flow direction at the outlet of the guide vane by using the momentum mixing effect of the jet flow (aerodynamic flap), so as to realize the adjustment of the flow function of the guide vane.

[0032] Although the traditional geometric adjustment method can accurately adjust the required installation angle of the guide vane, due to the existence of geometric gap, when adjusting at a large angle, very large leakage loss is often generated, which leads to sharp reduction of turbine efficiency and poor adjustment effect. Although the aerodynamic adjustment method can theoretically adjust the turbine working condition, due to the arrangement of the adjustment air path and the additional consumption of the cooling gas, it will interfere with the turbine blade cooling scheme and the air system.

[0033] Based on the above problems, the exemplary embodiments of the present application provide an engine guide vane, a turbine engine and an aircraft, so as to reduce the gap leakage loss of the traditional geometric adjustment method and improve the turbine blade cooling air path problem of the aerodynamic adjustment method, thereby improving the turbine aerodynamic and heat transfer performance.

[0034] Figure 1 The meridian flow passage schematic diagram of the engine guide vane of the exemplary embodiments of the present application is shown. As shown in Figure 1 The engine guide vane 102 provided by the exemplary embodiments of the present application is located between the engine hub 104 and the engine casing 101, the engine guide vane has a first cooling cavity, and the engine guide vane is a gas permeable guide vane, which can ensure that the cooling gas directly passes through the casing or the fixed part and the rotating part of the hub to enter the first cooling cavity.

[0035] Figure 2 FIG. 1 shows a schematic diagram of the initial position structure of the engine guide vane according to an exemplary embodiment of the present invention, as shown in FIG. Figure 2 As shown, the engine guide vane provided by the exemplary embodiment of the present invention includes: a fixed portion 1021 and a rotating portion 1022 rotatably connected to the fixed portion 1021 , and both the fixed portion 1021 and the rotating portion 1022 extend from the leading edge to the trailing edge of the engine guide vane.

[0036] For example, the leading edge 1102 of the rotating portion (i.e., the starting position of the rotating portion) is located at the leading edge 1101 of the fixed portion (i.e., the starting position of the fixed portion), and the distance from the trailing edge of the rotating portion (i.e., the ending position of the rotating portion) to the leading edge 1102 of the rotating portion is 0.8 times the length of the fixed portion. Here, the length direction of the fixed portion is the same as the direction from the leading edge to the trailing edge of the engine guide vane.

[0037] For example, the fixed portion has a mounting area for the rotating portion, which is 0.8 times the length of the fixed portion from the leading edge of the fixed portion. The trailing edge of the rotating portion can be mounted on the mounting area via a rotating shaft. The diameter of the rotating shaft is approximately half the thickness of the engine guide vane, and the rotation angle is 10° (this angle is determined based on the required change in throat area).

[0038] The fixing portion 1021 is in contact with the engine hub 104 and the engine casing respectively, and there is a gap between the rotating portion 1022 and the engine hub and the engine casing respectively. For example, the radial gap between the rotating portion and the hub and the casing is 0.4 mm.

[0039] The outer side of the leading edge of the fixed portion 1021 contacts the inner side of the leading edge of the rotating portion. Both the fixed portion 1021 and the rotating portion 1022 are air-permeable structures. The fixed portion 1021 has a cooling gas outlet 108 that communicates with the first cooling cavity 105. When the rotating portion 1022 is in the initial position, the cooling gas outlet 108 is exposed at the leading edge of the fixed portion 1021. When the rotating portion 1022 is in the preset position, the cooling gas outlet 108 is blocked by the leading edge of the rotating portion. It should be understood that, whether in the initial position or the preset position of the rotating portion 1022, the outer side of the leading edge of the fixed portion 1021 contacts the inner side of the leading edge of the rotating portion 1022, thereby ensuring that the blade has the first cooling cavity 105.

[0040] The fixed part and the rotating part of the engine guide vane provided by the above-mentioned embodiment extend along the leading edge to the trailing edge of the engine guide vane, and the leading edge outside of the fixed part is in contact with the leading edge inside of the rotating part, so that when the airflow flows through the leading edge of the engine guide vane, a stagnation point is formed at the contact position, thereby disturbing the flow direction of the airflow. Based on this, since the fixed part and the rotating part are both air-permeable structures, the engine guide vane has a first cooling cavity, the leading edge inside of the fixed part has a cooling gas outlet in communication with the first cooling cavity, therefore, the cooling gas can directly flow into the first cooling cavity through the cavity wall of the casing or the hub, and then flow out from the cooling gas outlet, and form an aerodynamic profile at the contact position of the leading edge outside of the fixed part and the leading edge of the rotating part, so that the aerodynamic profile fills the stagnation point. It can be seen that the engine guide vane provided by the present application can reduce the disturbance of the stagnation point to the flow direction of the airflow, and effectively solve the problem that in the traditional geometric adjustment method, due to the existence of geometric gap, the engine guide vane often generates large gap leakage loss when it is adjusted at a large angle, thereby causing the turbine efficiency to decrease sharply and the adjustment effect to be poor.

[0041] At the same time, when the rotating part is at the initial position, the cooling gas outlet is exposed to the leading edge of the fixed part, the leading edge outside of the fixed part is not in contact with the leading edge inside of the rotating part, and the cooling gas flows along the leading edge outside of the fixed part and the leading edge outside of the rotating part, thereby better cooling the leading edge of the engine guide vane. When the rotating part is at the preset position, the leading edge outside of the fixed part is in contact with the leading edge inside of the rotating part, the cooling gas outlet is shielded by the leading edge of the rotating part, the cooling gas flows out through the cooling gas outlet in communication with the first cooling cavity, and the cooling gas flows into the air-permeable guide vane again, thereby realizing the recooling of the leading edge of the fixed part and the leading edge of the rotating part. The cooling scheme of the above-mentioned engine guide vane effectively solves the problem that in the aerodynamic adjustment method, due to the arrangement of the adjustment air path and the additional consumption of the cooling gas, the turbine blade cooling scheme and the air system cannot be interfered.

[0042] In addition, the above-mentioned engine guide vane is located between the engine hub and the engine casing, and the fixed part of the engine guide vane is in contact with the engine hub and the engine casing respectively, and the rotating part has a gap between the engine hub and the engine casing respectively. When the airflow flows through the engine guide vane, part of the airflow flows along the leading edge of the fixed part to the trailing edge, and another part of the airflow flows along the leading edge of the rotating part to the trailing edge. The blade of the fixed part is in contact with the engine hub and the engine casing, so that the airflow cannot flow from the fixed part side to the rotating part side, thereby effectively blocking the airflow from flowing to the rotating part side through the leading edge gap of the blade of the fixed part and the blade gap of the trailing edge part of the fixed part in the prior art, thereby reducing the gap leakage loss.

[0043] Figure 2 An initial position structure schematic diagram of the engine guide vane of the exemplary embodiment of the present application is shown, Figure 3A schematic diagram of a preset position structure of an engine guide vane is shown. As shown in Figure 2 and Figure 3 When the rotating part 1022 is in the initial position, the rotating angle of the rotating part 1022 is the first rotating angle a1, and when the rotating part 1022 is in the preset position, the rotating angle of the rotating part 1022 is the second rotating angle a2.

[0044] In actual application, the volume of the first cooling cavity changes with the rotating angle of the rotating part, and the volume of the first cooling cavity when the rotating part is in the initial position is larger than the volume of the first cooling cavity when the rotating part is in the preset position. For example, when a1>a2, the process of the rotating part from the initial position to the preset position is essentially a process of decreasing the included angle between the rotating part and the fixed part. With the decrease of the included angle between the rotating part and the fixed part, the leading edge outside of the fixed part and the leading edge inside of the rotating part gradually overlap, and the cooling gas can cool the leading edge outside of the fixed part and the leading edge inside of the rotating part through the cooling gas outlet.

[0045] In an optional manner, as shown in Figure 2 The first cooling cavity 105 includes at least two first cooling cavities, which are sequentially distributed along the direction from the leading edge 110 to the trailing edge of the engine guide vane (the direction of the guide vane leading edge in the figure points to the split joint of the trailing edge of the engine guide vane), and the cooling gas enters the cooling cavity through the gas-permeable guide vane to cool the blade. It should be understood that when the rotating part is rotationally connected to the fixed part through the rotating shaft, the first cooling cavity is located between the leading edge of the engine guide vane and the rotating shaft.

[0046] Considering that the leading edge of the engine guide vane is impacted by the incoming flow, as shown in Figure 2 The fixed part 1021 has at least one first baffle 107, and the rotating part 1022 has at least one second baffle 106. The first baffle 107 and the second baffle 106 divide the first cooling cavity 105 into at least two, and the first baffle 107 and the corresponding second baffle 106 form a partition structure that divides the adjacent two first cooling cavities 105 in an overlapping manner. When the rotating part 1022 is rotated from the initial state to the preset state, the second baffle 106 provided on the rotating part 1022 changes the overlapping degree with the first baffle 107 with the rotation of the rotating part 1022, thereby adjusting the cavity volume of the adjacent two first cooling cavities 105.

[0047] When the first baffle 107 and the second baffle 106 are both one, the first baffle 107 and the second baffle 106 overlap to divide the first cooling cavity 105 between the leading edge of the engine guide vane and the rotating shaft into two first cooling cavities. At this time, the cooling gas enters the first cooling cavity 105 through the gas-permeable guide vane, and the gas entering the first cooling cavity cools the blades of the fixed part and the blades of the rotating part.

[0048] When the first baffle 107 and the second baffle 106 are both multiple, the multiple first baffles 107 are distributed in sequence along the direction in which the leading edge to the trailing edge of the blade of the fixed part 1021 extends, the multiple second baffles 106 are distributed in sequence along the direction in which the leading edge to the trailing edge of the blade of the rotating part 1022 extends, the multiple first baffles overlap with the corresponding second baffles, and the multiple first baffles 107 and the multiple second baffles 106 divide the first cooling cavity into multiple first cooling cavities. The cooling gas can uniformly cool the leading edge of the fixed part and the leading edge of the rotating part when passing through the multiple first cooling cavities.

[0049] In order to better cool the leading edge part of the engine guide vane, the fixed part can be structurally reinforced by the first baffle as a reinforcing rib, and the rotating part can be structurally reinforced by the second baffle as a reinforcing rib. When the incoming flow impacts the rotating part and the fixed part, the deformation probability of the rotating part and the fixed part caused by the relatively large impact force can be effectively reduced.

[0050] The engine guide vane provided by the embodiment of the present application can further include a gas-permeable partition plate 112 formed on the inner side wall of the rotating part 1022, and a cooling layer is formed between the gas-permeable partition plate 112 and the inner side wall of the rotating part 1022. When the cooling gas flows into the cooling layer through the rotating part with a gas-permeable structure, the cooling flow can flow to the leading edge of the rotating part along the cooling layer, and the thermal impact of the incoming flow can be effectively reduced.

[0051] In an optional manner, as shown in Figure 3 In view of the fact that the impact of the incoming flow on the leading edge of the engine guide vane is greater than the impact on the trailing edge of the engine guide vane, the engine guide vane provided by the embodiment of the present application further has a second cooling cavity 109 with a constant volume. It should be understood that when the rotating part is rotationally connected to the fixed part through the rotating shaft, the second cooling cavity 109 is located between the trailing edge of the engine guide vane and the rotating shaft and is distributed on the fixed part along the direction from the leading edge to the trailing edge of the engine guide vane. The volume of the first cooling cavity can be greater than the volume of the second cooling cavity 109, and the first cooling cavity and the second cooling cavity 109 extend along the direction from the leading edge to the trailing edge of the engine guide vane. At this time, more cooling gas enters the first cooling cavity, thereby more sufficiently cooling the leading edge part of the engine guide vane, and meanwhile, a large amount of cooling gas flows out of the first cooling cavity through the cooling gas outlet, and the cooling gas and the incoming flow form an aerodynamic profile, which can guide the incoming flow.

[0052] For example, the second cooling cavity located between the trailing edge of the engine guide vane and the rotating shaft is distributed on the fixed part along the direction from the leading edge to the trailing edge of the engine guide vane. When the cooling gas flows into the second cooling cavity through the gas-permeable structure, the cooling gas can cool the trailing edge of the engine blade, and meanwhile, part of the cooling gas flows into the split joint of the trailing edge through the guide vane, and the cooling gas can cool the trailing edge of the engine blade.

[0053] In one alternative, Figure 4 The profile structure diagram of the fixing portion of the exemplary embodiment of the present invention is shown as follows. Figure 4 As shown, the profile of the fixed portion includes a first leading edge profile 401, a first side edge profile 403 and a first guide profile 402. The first leading edge profile 401, the first guide profile 402 and the first side edge profile 403 are distributed along the direction from the leading edge to the trailing edge of the engine guide vane, and the incoming flow flows through the first leading edge profile 401, the first guide profile 402 and the first side edge profile 403 in sequence.

[0054] Figure 5 The profile structure diagram of the rotating part of the exemplary embodiment of the present invention is shown as follows. Figure 5 As shown, the profile of the rotating part includes a second leading edge profile 501, a second side edge profile 503 and a second guide profile 502. The second leading edge profile 501, the second guide profile 502 and the second side edge profile 503 are distributed along the direction from the leading edge to the trailing edge of the engine guide vane, and the incoming flow flows through the second leading edge profile 501, the second guide profile 502 and the second side edge profile 503 in sequence.

[0055] For example, Figure 6 A schematic diagram of an aerodynamic blade profile according to an exemplary embodiment of the present invention is shown. Figure 6 As shown, the curvature radius of the second leading edge profile is greater than the curvature radius of the first leading edge profile, the structure of the first leading edge profile is a plane, and the structure of the second leading edge profile is an arc surface. When the cooling gas flows out through the cooling gas outlet, the flow velocity of the cooling gas in the profile of the first leading edge is greater than the flow velocity of the second leading edge profile. The gas flowing through the second leading edge profile forms an aerodynamic blade profile 601 at the leading edge of the engine guide vane. When the incoming flow impacts the first leading edge profile and the second leading edge profile, due to the structure of the second leading edge profile and the first leading edge profile, the incoming flow generates a stagnation point at the contact between the first leading edge profile and the second leading edge profile. At this time, the aerodynamic blade profile 601 will fill the stagnation point. The aerodynamic blade profile 601 has a guiding effect on the incoming flow. The aerodynamic blade profile 601 can reduce the flow separation loss generated by the incoming flow at the contact between the first leading edge profile and the second leading edge profile. On this basis, the radius of curvature of the second guide surface is smaller than that of the first guide surface, and the curvature of the first guide surface is greater than that of the second guide surface. Therefore, the incoming flow flows more slowly when passing through the first guide surface, and more quickly when passing through the second guide surface. Therefore, the incoming flow velocity of the first guide surface is greater than the velocity of the second guide surface. The incoming flow can flow quickly along the first leading edge profile to the first guide surface, and slowly along the second leading edge profile to the second guide surface. Based on this, the incoming flow will flow quickly to the blades of the fixed portion, effectively reducing the amount of incoming flow flowing to the blades of the rotating portion.

[0056] The turbine engine of the exemplary embodiment of the present application comprises a hub, a casing and the engine guide vane of the exemplary embodiment of the present application.

[0057] Figure 7 The initial state adjustment schematic diagram of the vane throat of the exemplary embodiment of the present application is shown. Figure 7 As shown, when the rotating part is in the initial position, the area of the vane throat formed by the fixed part and the rotating part of the engine guide vane is in the initial state, Figure 8 The preset state adjustment schematic diagram of the vane throat of the exemplary embodiment of the present application is shown. Figure 8 As shown, the area of the vane throat formed by the fixed part and the rotating part of the engine guide vane is in the preset state, and as can be known from the rotating process, the adjustment of the area of the vane throat can be realized by the rotation of the rotating part, and the vane throat can be adjusted to make the engine meet the needs of different working conditions.

[0058] For example, under the premise that the strength of the vane meets the requirements, in order to adjust the area of the vane throat, the distance L from the rotating center to the leading edge vane profile division point can be increased, so that the vane has a maximum value Amax of the area of the vane throat in a small rotation angle and a minimum value Amin of the area of the vane throat.

[0059] Compared with the prior art, the aircraft provided by the exemplary embodiment of the present application has the same beneficial effects as the engine guide vane provided by the exemplary embodiment of the present application, which will not be repeated here.

[0060] The exemplary embodiment of the present application provides an aircraft comprising the engine guide vane of the exemplary embodiment of the present application.

[0061] It should be noted that the aircraft provided by the exemplary embodiment of the present application can further comprise a fuselage, a flight controller and the like, and the engine, the flight controller and the like are arranged in the fuselage.

[0062] Compared with the prior art, the aircraft provided by the exemplary embodiment of the present application has the same beneficial effects as the engine guide vane provided by the exemplary embodiment of the present application, which will not be repeated here.

[0063] Although the present application has been described in connection with the preferred embodiments thereof with reference to the specific content of the description, it will be apparent to those skilled in the art that various modifications and changes can be made thereto without departing from the spirit and scope of the application. Accordingly, it is intended that the application be limited only by the scope of the appended claims, along with the full scope of equivalents thereof. It is also to be understood that the terminology or description applied herein is for the purpose of description and should not be construed to be limiting.

[0064] The above description is only specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present application, which should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An engine guide vane, characterized in that: The engine guide vane is located between the engine hub and the engine casing, the engine guide vane has a first cooling cavity, and the engine guide vane includes: a fixed portion and a rotating portion rotatably connected to the fixed portion, and the fixed portion and the rotating portion both extend along the direction from the leading edge to the trailing edge of the engine guide vane; The fixed part is in contact with the engine hub and the engine casing respectively, and there is a gap between the rotating part and the engine hub and the engine casing respectively. The outer side of the leading edge of the fixed part is in contact with the inner side of the leading edge of the rotating part. The fixed part and the rotating part are both air-permeable structures. The inner side of the leading edge of the fixed part has a cooling gas outlet connected to the first cooling cavity. When the rotating part is in the initial position, the cooling gas outlet is exposed to the leading edge of the fixed part. When the rotating part is in the preset position, the cooling gas outlet is blocked by the leading edge of the rotating part.

2. The engine guide vane according to claim 1, characterized in that: When the rotating part is in the initial position, the rotation angle of the rotating part is a first rotation angle, and when the rotating part is in the preset position, the rotation angle of the rotating part is a second rotation angle, the first rotation angle is greater than the second rotation angle, and the volume of the first cooling chamber when the rotating part is in the initial position is greater than the volume of the rotating part when the rotating part is in the preset position.

3. The engine guide vane according to claim 1, characterized in that: The number of the first cooling cavities is at least two, and the at least two first cooling cavities are distributed sequentially along a direction extending from a leading edge to a trailing edge of the engine guide vane.

4. The engine guide vane according to claim 1, characterized in that: The engine guide vane further has a second cooling cavity with a constant volume. The volume of the first cooling cavity is greater than that of the second cooling cavity. The first cooling cavity and the second cooling cavity are distributed along the direction from the leading edge to the trailing edge of the engine guide vane.

5. The engine guide vane according to claim 4, characterized in that: The number of the second cooling cavities is at least two, and the at least two second cooling cavities are distributed on the fixing portion along a direction from a leading edge to a trailing edge of the engine guide vane.

6. The engine guide vane according to any one of claims 1 to 5, characterized in that: The fixed part has at least one first baffle, and the rotating part has at least one second baffle; each first baffle and the corresponding second baffle divide the first cooling cavity into at least two, and the first baffle and the corresponding second baffle overlap to form an isolation structure that divides two adjacent first cooling cavities.

7. The engine guide vane according to claim 1, characterized in that: The profile of the fixing portion includes a first leading edge profile, a first side edge profile and a first flow guide profile, wherein the first leading edge profile, the first flow guide profile and the first side edge profile are distributed along the direction from the leading edge to the trailing edge of the engine guide vane; The profile of the rotating portion includes a second leading edge profile, a second side edge profile and a second guide profile. The second leading edge profile, the second guide profile and the second side edge profile are distributed along the direction from the leading edge to the trailing edge of the engine guide vane.

8. The engine guide vane according to claim 7, characterized in that: The curvature radius of the second leading edge profile is greater than that of the first leading edge profile, the curvature radius of the second flow guide profile is smaller than that of the first flow guide profile, and the curvature radius of the second side edge profile is greater than that of the first side edge profile.

9. A turbine engine comprising a hub, a casing, and the engine guide vane according to any one of claims 1 to 8, wherein the side edges of the engine guide vane are connected to the hub and the casing respectively; The fixed portion and the rotating portion of two adjacent engine guide vanes form a blade throat.

10. An aircraft, characterized in that: The engine guide vane comprises the engine guide vane according to any one of claims 1 to 8.

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