Ice-prevention structure of rectifying baffle plate with multiple disturbance flow for enhanced heat exchange

Abstract

The application provides an ice-prevention structure of a multi-turbulence enhanced heat exchange rectifying strut, comprising: a front cavity and a rear cavity separated by a partition plate in the rectifying strut, a plurality of hot gas shunt holes communicating the front cavity and the rear cavity are formed in the top of the partition plate, a plurality of small-size turbulence columns are distributed along the chord length direction and in the radial direction at the front edge stagnation point of the front cavity; a plurality of radial turbulence plates extending to the front edge direction are arranged on the partition plate, the turbulence plates divide the front cavity into a plurality of areas in the radial direction; a plurality of large-size turbulence columns are arranged in the area between the middle and rear parts of the front cavity and the partition plate in the radial direction, the normal of the large-size turbulence columns is perpendicular to the chord direction of the rectifying strut; a boss is arranged at the root of the rectifying strut, the boss is located in the front cavity, the boss divides the root part of the front cavity into a left channel and a right channel, the right channel communicates with the rear cavity, and the left channel communicates with other ice-prevention components; a plurality of exhaust outlets are arranged in the rear cavity, and the hot gas entering the rear cavity from the hot gas shunt holes and the right channel is discharged from the exhaust outlets.

Description

Technical Field

[0001] This application belongs to the field of aero-engine technology, and specifically relates to a fairing support plate that can enhance anti-icing properties. Background Technology

[0002] When an aircraft flies within its flight envelope, it may encounter icing weather conditions. In these conditions, supercooled water droplets, which remain liquid even below freezing, are present in the air. If the engine inlet fairing is not protected against icing, the supercooled water will freeze upon impact. If this ice does not detach, it will affect the engine's aerodynamic shape and reduce the flow area at the engine inlet, thus impacting performance indicators such as thrust and fuel consumption. If large chunks of ice detach from the fairing, they may damage engine components, causing mechanical damage and threatening the engine's safe and stable operation. Therefore, when operating an engine in icing weather conditions, it is crucial to prevent harmful icing from forming on the engine inlet fairing.

[0003] like Figure 1 As shown, the most widely used, mature, and reliable system in turbofan engines is the hot gas anti-icing system. This system draws high-temperature, high-pressure air from the tip of a stator blade in the high-pressure compressor 3 of engine 1, and through the bleed pipe and control accessories, enters the rectifier support plate 2 at the engine inlet. This heats the wall surface of the rectifier support plate 2, preventing ice formation. However, because hot gas anti-icing draws air from the high-pressure compressor 3, a temperature drop occurs along the way, reducing the anti-icing capability.

[0004] To improve anti-icing capabilities, most existing rectifier support plate heat transfer structures are either "impact + film" or "convection + film" structures. For the "impact + film" structure, the key factors affecting heat transfer between the hot air and the leading edge wall, which has the highest heat demand, are the size of the impact hole and the impact distance. Due to the size limitations of the rectifier support plate, the diameter of the impact hole is relatively small, preventing it from being made larger. Furthermore, the small chord length of the anti-icing structure restricts the impact distance, making it impossible to guarantee optimal heating effects from impact heat transfer. As for the "convection + film" structure, it lacks any turbulence structures to enhance heat transfer, resulting in a low heat transfer coefficient between the hot air and the anti-icing components, and weak heat transfer capacity, failing to meet the most stringent anti-icing requirements. If the goal is safe engine operation, a significant increase in bleed air volume is needed, which would affect engine thrust, fuel consumption, and other performance indicators. Excessive bleed air volume may also cause engine surge, further compromising engine safety.

[0005] Therefore, a rectifier support plate anti-icing structure with high heat exchange efficiency is needed, which can still achieve anti-icing of the rectifier support plate under low air intake. Summary of the Invention

[0006] The purpose of the present application is to provide a multi-turbulence enhanced heat transfer rectification support plate anti-icing structure to solve or alleviate at least one problem in the background art.

[0007] The technical solution of the present application is: a multi-turbulence enhanced heat transfer rectification support plate anti-icing structure, the rectification support plate anti-icing structure comprises:

[0008] A front cavity and a rear cavity are separated by a partition plate inside the rectification support plate, a plurality of hot gas shunt holes are formed in the top of the partition plate to communicate the front cavity and the rear cavity, a plurality of small-size turbulence columns are arranged along the chord length direction at the front edge stagnation point of the front cavity and at a predetermined interval distance in the radial direction;

[0009] A plurality of radially distributed turbulence plates are extended in the front edge direction on the partition plate between the front cavity and the rear cavity, the turbulence plates divide the middle and rear parts of the front cavity into a plurality of areas in the radial direction;

[0010] A plurality of large-size turbulence columns are arranged in the radial direction in the area between the middle and rear parts of the front cavity and the partition plate, the normal of the large-size turbulence columns is perpendicular to the chord direction of the rectification support plate;

[0011] A boss is provided at the root of the rectification support plate, the boss is located in the front cavity, the boss divides the root part of the front cavity into a left channel and a right channel, the right channel communicates with the rear cavity, and the left channel communicates with the remaining anti-icing components;

[0012] A plurality of exhaust outlets are provided in the rear cavity, and the hot gas entering the rear cavity from the hot gas shunt holes and the right channel is discharged from the exhaust outlets.

[0013] Further, the chord length of the front cavity is greater than the limit position of the water droplets hitting the rectification support plate.

[0014] Further, the axis of the hot gas shunt hole is perpendicular to the partition plate, or the axis of the hot gas shunt hole has a predetermined angle with the partition plate.

[0015] Further, the hot gas flow rate ratio entering the rear cavity is adjusted by adjusting the flow area of the hot gas shunt hole.

[0016] Further, the front cavity and the rear cavity are arranged in an equal cross-sectional shape along the radial direction of the rectification support plate.

[0017] Further, the shape of the small-size turbulence column and / or the large-size turbulence column includes any one of a cylindrical shape, a water droplet shape, or an elliptical shape.

[0018] Further, the number of small size spoiler columns is arranged in the radial direction between 15-35, the spacing between two adjacent small size spoiler columns is between 10-20mm, the equivalent diameter of the small size spoiler column is not greater than 2.0mm, and the ratio of the length of the small size spoiler column to the chord length is in the range of 15%-21%.

[0019] Further, the large size spoiler column is arranged in the radial direction as one or more columns.

[0020] Further, the radial spacing between two adjacent spoiler plates is between 40-70mm, and the angle α of the spoiler plate along the airflow direction to the partition plate is greater than 90 degrees and less than 180 degrees.

[0021] Further, the flow area of the left channel is adjusted by adjusting the position of the boss in the chord direction, thereby adjusting the hot gas flow distribution of the left channel and the right channel.

[0022] Further, the flow area of the left channel is less than the flow area of the right channel.

[0023] Further, the total area of the plurality of exhaust outlets is greater than the sum of the flow areas of the left channel, the right channel, and the hot gas diversion hole.

[0024] The multi-spoiler enhanced heat exchange rectifying strut ice prevention structure provided in the application fully considers the processing technology problem, no longer uses a smaller impact hole, avoids the problem that the ice prevention effect of the ice prevention component does not meet the requirements due to processing deviation, widens the hot gas protection area in the chord length direction, sets the area in the water impact limit range as a hot gas import cavity and a first flow cavity, and increases small size spoiler columns in the radial direction at the most severe position of the leading edge ice prevention, so as to efficiently heat the outer wall with less hot gas.

[0025] The technical scheme of the application can form a strong heat exchange ice prevention structure combined with multiple spoiler structures (spoiler columns and spoiler plates), maximally strengthens the heat exchange capacity on the premise of ensuring the strength, and ensures that any ice prevention component can meet the ice prevention requirements. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical scheme provided in the application, the following will briefly introduce the drawings. Obviously, the drawings described below are only some embodiments of the application.

[0027] Figure 1 It is a typical turbofan engine structure schematic diagram.

[0028] Figure 2 It is a general schematic diagram of the rectifying strut ice prevention structure of the application.

[0029] Figure 3 It is a schematic diagram of the rectifying strut ice prevention structure based onFigure 2 A-A sectional view in FIG. 1.

[0030] Figure 4 A-A sectional view in FIG. 1. Figure 2 B-B sectional view in FIG. 1.

[0031] Figure 5 A-A sectional view in FIG. 1.

[0032] Figure 6 B-B sectional view in FIG. 1.

[0033] Reference signs:

[0034] 10 - rectifier strut

[0035] 11 - front cavity

[0036] 12 - rear cavity

[0037] 13 - partition, 131 - hot gas shunt hole

[0038] 14 - small size spoiler column

[0039] 15 - large size spoiler column

[0040] 16 - spoiler

[0041] 17 - boss, 171 - left channel, 172 - right channel

[0042] 18 - air outlet DETAILED DESCRIPTION

[0043] In order to make the purpose, technical scheme and advantages of the application clearer, the technical scheme in the application examples will be described in more detail below in combination with the drawings in the application examples.

[0044] In order to improve the deicing ability of the rectifier strut ice protection structure at the engine inlet part, the application provides a multi-turbulence enhanced heat exchange rectifier strut ice protection structure. Different turbulence measures are adopted to disturb the ice protection hot gas entering the rectifier strut, so that the hot gas movement is more violent, and the heat exchange intensity and efficiency with the rectifier strut are improved.

[0045] As shown in FIG. 1, the rectifier strut ice protection structure of the application comprises a rectifier strut 10, a front cavity 11, a rear cavity 12, a partition 13, a small size spoiler column 14, a large size spoiler column 15, a spoiler 16, a boss 17, a left channel 171 and a right channel 172, and an air outlet 18. Figures 2 to 5As shown, the rectifier support plate heat transfer structure provided in this application includes a front cavity 11 and a rear cavity 12 separated by a partition 13 inside the rectifier support plate 10. Multiple hot gas diversion holes 131 connecting the front cavity 11 and the rear cavity 12 are provided on the top of the partition 13. A number of small-sized baffle columns 14 are arranged at certain intervals along the chordal direction at the stagnation point at the leading edge of the front cavity 11, with the normal of the small-sized baffle columns 14 perpendicular to the radial direction of the rectifier support plate. Multiple baffle plates 16 are provided on the partition 13 between the front cavity 11 and the rear cavity 12 in the direction of the leading edge. The multiple baffle plates 16 are distributed along the radial direction, dividing the middle and rear part of the front cavity 11 into multiple regions radially. The baffle plates 16 disturb the hot gas, enhancing the heat exchange efficiency between the hot gas and the front wall. Simultaneously, because the baffle plates 16 impede the movement of the hot gas, the distance the hot gas travels increases, thus increasing the heat exchange time. A number of large-sized baffle columns 15 are arranged at certain radial intervals in the area between the middle and rear part of the front cavity 11 and the partition plate. The normal of the large-sized baffle columns 15 is perpendicular to the chord direction of the rectifier support plate. A boss 17 is provided at the root of the rectifier support plate 10. The boss 17 is located in the front cavity 11. The boss 17 forms a "V"-shaped hot air channel at the root of the front cavity 11—a left channel 171 and a right channel 172. The "V"-shaped hot air channel forms a channel similar to a T-junction. The right channel 172 transports a portion of the hot air to the rear cavity, and the left channel 171 directs the remaining hot air to other anti-icing components, such as the rectifier cap. Multiple exhaust outlets 18 are provided in the middle of the rear cavity 12. The hot air entering the rear cavity 12 from the hot air diversion hole 131 and the right channel 172 is discharged from the exhaust outlets 18.

[0046] In a preferred embodiment of this application, to ensure the anti-icing effect of the rectifier plate within the water impact limit range, the chordal length L of the front cavity 11 is greater than the extreme position of the water droplet impact on the rectifier plate. For example, the chordal length of the extreme position of the water droplet impact on the rectifier plate 10 is 22.7 mm, and the chordal length of the front cavity 11 region can be set to 25.0 mm.

[0047] In some embodiments of this application, the hot gas diversion hole 131 can be configured perpendicular to the partition plate 13 or at a certain angle to the partition plate 13. The hot gas diversion hole 131 allows a portion of the hot gas with a high temperature level that has just entered the rectifier support plate to flow into the rear cavity 12. The flow area of ​​the hot gas diversion hole 131 can be adjusted to regulate the flow rate of the hot gas entering the rear cavity 11. At the same time, due to the presence of the right channel 172, the flow rate of the hot gas entering the rear cavity 11 can be adjusted, which helps to reduce the flow distance of the hot gas in the rear cavity 11, thereby reducing the temperature drop along the flow path and ensuring the anti-icing requirements of the rear cavity wall.

[0048] In a preferred embodiment of this application, the front cavity 11 and the rear cavity 12 are configured with equal cross-sectional shapes along the radial direction of the rectifier support plate. Due to the presence of turbulence measures, it is not necessary to design the cross-section as a variable cross-section, thereby reducing production and processing costs.

[0049] In some embodiments of the present application, the small-sized spoiler column 14 can be cylindrical, drop-shaped, elliptical or the like. Preferably, in order to enhance the heat exchange efficiency while reducing the hot gas flow resistance, the number of small-sized spoiler columns 14 in the present application is set to be between 15 and 35, the spacing between adjacent two small-sized spoiler columns 14 is between 10 and 20 mm, the equivalent diameter is not greater than 2.0 mm, and the ratio of the length to the chord length is within the range of 15% to 21%.

[0050] In the present application, the number of spoiler plates 15 is determined according to the radial length of the fairing strut. In some embodiments of the present application, the radial spacing between adjacent two spoiler plates 15 is between 40 and 70 mm. In order to minimize the impact on the hot gas kinetic energy, the angle a of the spoiler plate 15 along the gas flow direction with the baffle 13 is greater than 90 degrees and less than 180 degrees.

[0051] In some embodiments of the present application, the large-sized spoiler column 15 can be cylindrical, drop-shaped, elliptical or the like. Further, the large-sized spoiler column 15 can be arranged in one or more columns in the radial direction, which is determined according to the chord length of the fairing strut 10. In some embodiments of the present application, the number of large-sized spoiler columns 15 in each region divided by the spoiler plate 16 is between 8 and 10, the spacing is between 10 and 15 mm, and the equivalent diameter is not greater than 4.0 mm.

[0052] In the preferred embodiments of the present application, the flow area of the left channel 171 and the right channel 172 is adjusted by adjusting the position of the boss 17 in the chord direction, thereby adjusting the hot gas flow distribution of the left channel 171 and the right channel 172. Preferably, the flow area of the left channel 171 is smaller than that of the right channel 172, i.e. the boss 17 is closer to the leading edge, so that the hot gas flow from the right channel 172 into the rear cavity 12 is larger, thereby ensuring the anti-icing effect of the rear cavity 12.

[0053] In the present application, the exhaust outlet 18 is only used for exhaust. In order to facilitate processing and reduce costs, the shape of the exhaust outlet 18 is set to be rectangular, and further, in order to avoid stress concentration at the right angle edge of the exhaust outlet 18, it can be rounded. In some embodiments of the present application, the total area of the exhaust outlet 18 is greater than the sum of the flow areas of the left channel 171, the right channel 172 and the hot gas distribution hole 131, so as to avoid throttling of the exhaust outlet 18, thereby affecting the flow distribution of each region.

[0054] On this basis, the present application further provides a fairing strut, which comprises the above-mentioned anti-icing structure. The anti-icing structure of the fairing strut draws bleed air (hot gas) from the blade tip of a certain stage of the high-pressure compressor, enters the inside of the fairing strut through pipelines, valves and the like, and thus provides anti-icing protection for the fairing strut at the engine inlet.

[0055] The ice prevention structure of the multi-turbulence enhanced heat exchange straightening support plate provided in the application fully considers the processing technology problem, no longer uses the impact hole with small size, avoids that the ice prevention effect of the ice prevention component does not meet the requirements due to the processing deviation, widens the hot gas protection area in the chord length direction, sets the area in the water impact limit range as the hot gas import cavity and the first flow cavity, and increases the small size turbulence column along the radial direction at the most severe position of the leading edge ice prevention, so as to realize the purpose of efficiently heating the outer wall with less hot gas.

[0056] The technical scheme of the application can form the strong heat exchange ice prevention structure combined with multiple turbulence structures (turbulence column and turbulence plate), maximally strengthens the heat exchange capacity on the premise of ensuring the strength, and ensures that any ice prevention component can meet the ice prevention demand.

[0057] The above is only a specific implementation manner of the application, but the protection scope of the application is not limited to this, any person skilled in the art can easily think of the changes or replacements within the technical range disclosed in the application, which should be covered in the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims.

Claims

1. A multi-turbulence enhanced heat transfer rectifier support plate anti-icing structure, characterized in that, The anti-icing structure of the rectifier branch plate includes: Inside the rectifier baffle, there are a front cavity and a rear cavity separated by a baffle. The top of the baffle is provided with a plurality of hot gas diversion holes that connect the front cavity and the rear cavity. At the stagnation point at the leading edge of the front cavity, there are a number of small-sized turbulence columns that extend along the chordal direction and are arranged at predetermined intervals in the radial direction. Multiple radially distributed spoilers extend forward from the partition between the front cavity and the rear cavity, and the spoilers divide the middle and rear part of the front cavity into multiple regions radially. A number of large-sized turbulence columns are arranged radially in the region between the middle and rear part of the front cavity and the partition plate. The normal of the large-sized turbulence columns is perpendicular to the chord direction of the rectifier support plate. A boss is provided at the root of the rectifier branch plate. The boss is located in the front cavity. The boss divides the root of the front cavity into a left channel and a right channel. The right channel connects to the rear cavity, and the left channel connects to the other anti-icing components. The rear cavity is provided with multiple exhaust outlets, and the hot air that enters the rear cavity from the hot air diversion hole and the right channel is discharged from the exhaust outlets.

2. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The chordal length of the front cavity is greater than the extreme position where the water droplet impacts the rectifier plate.

3. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The axis of the hot gas diversion hole is perpendicular to the partition plate, or the axis of the hot gas diversion hole has a predetermined angle with the partition plate.

4. The anti-icing structure of the rectifier support plate with multi-turbulence enhanced heat transfer as described in claim 3, characterized in that, The flow rate ratio of the hot gas entering the rear cavity can be adjusted by adjusting the flow area of ​​the hot gas diversion hole.

5. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The front cavity and the rear cavity are configured with equal cross-sectional shapes along the radial direction of the rectifier support plate.

6. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The number of small-sized spoiler columns is set to between 15 and 35 in the radial direction, the spacing between two adjacent small-sized spoiler columns is between 10 and 20 mm, the equivalent diameter of the small-sized spoiler columns is no greater than 2.0 mm, and the ratio of the length of the small-sized spoiler column to the chord length is in the range of 15% to 21%.

7. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The large-sized baffle columns are arranged in one or more rows in the radial direction.

8. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The radial spacing between two adjacent spoilers is between 40 and 70 mm, and the angle α between the spoiler and the baffle along the airflow direction is greater than 90 degrees and less than 180 degrees.

9. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The flow area of ​​the left channel is smaller than that of the right channel.

10. The anti-icing structure of the rectifier support plate with enhanced heat transfer through multiple turbulence as described in claim 1, characterized in that, The total area of ​​the multiple exhaust outlets is greater than the sum of the flow areas of the left channel, the right channel, and the hot gas diversion hole.

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