Guide vane and aircraft engine including the same

Abstract

This invention discloses a guide vane and an aero-engine containing the same. The guide vane has a plurality of first through holes on its outer surface, and its interior includes a plurality of arc-shaped channels spaced at intervals along a chordal direction. Each arc-shaped channel has a plurality of second through holes. The first through holes are connected to the outermost second through hole among the first through holes, and the second through holes are sequentially connected. In this invention, the guide vane's interior consists of multiple layers of arc-shaped channels. Through holes are formed on the surface of the inner arc-shaped channels, allowing noise to enter the next layer of arc-shaped channels through these holes. This increases the total noise propagation path and total propagation time, resulting in significant noise attenuation.

Description

Technical Field

[0001] This invention belongs to the field of aero-engines, and particularly relates to a guide vane and an aero-engine containing the same. Background Technology

[0002] Noise control for large passenger aircraft involves multiple aspects, including airworthiness, comfort, and safety. Ensuring that the noise levels during takeoff, approach, and landing phases do not exceed the noise limits set by CCAR36 / FAR36 is a necessary condition for obtaining international airworthiness certification. Aircraft noise primarily consists of airframe noise and engine noise. Engine noise is a major component of aircraft noise during both takeoff and landing, with fan noise being the dominant factor. Turbine noise is the primary noise source during takeoff, and for modern high-bypass turbofan engines, fan noise is particularly prominent. The main components of fan noise include rotor-stator interference single-tone noise, multiple single-tone shock wave noise, and broadband noise.

[0003] Increasingly stringent noise compliance requirements are forcing engine noise reduction technology to seek greater breakthroughs, as traditional noise reduction methods are no longer sufficient to meet future airworthiness requirements. Noise reduction primarily involves two approaches: sound source and sound propagation. Exploring new technologies from these two perspectives is a direction that requires continuous effort. Noise reduction from the sound propagation perspective is achieved by installing acoustic linings on the aero-engine. Noise reduction design focuses on the sound source. For shock wave noise, researchers have proposed methods to reduce fan shock wave noise by modifying the leading edge and suction surface, eliminating over-expansion and re-compression processes of airflow near the leading edge, improving the wave distribution on the suction surface, and reducing shock wave noise from the three-dimensional transonic rotor. For rotor-to-station interference noise, researchers have proposed blade design methods such as axially tilted stator blades, circumferentially tilted stator blades, irregular stator blade spacing, and stepped stator blades to reduce fan noise. Swept blades mainly increase the phase change of the upwash velocity along the spanwise direction, thereby canceling out unsteady loads at different spanwise positions and reducing the sound source intensity. Increasing the rotor / stationary pitch reduces the rotor wake and, through the influence of swirl, increases the circumferential tilt of the wake, thus achieving a phase change in the upwash velocity along the span. It is worth noting that selecting appropriate blade sweep angles and circumferential tilt angles can significantly reduce fan noise.

[0004] Even though there are various noise reduction technologies available, the blades provided by existing technologies still have drawbacks such as narrow sound absorption bandwidth, limited sound absorption measures, and potential impact on aerodynamics. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art, such as narrow sound absorption bandwidth, single sound absorption measures and possible impact on aerodynamics, and to provide a guide vane for noise reduction and an engine containing the vane.

[0006] The present invention solves the above-mentioned technical problems through the following technical solution:

[0007] A flow guide vane, wherein a plurality of first through holes are formed on the outer surface of the flow guide vane, and the interior of the flow guide vane includes a plurality of arc-shaped channels, the plurality of arc-shaped channels being arranged at intervals along a chord direction, and a plurality of second through holes are formed on the arc-shaped channels, wherein the first through holes are connected to the outermost second through hole among the plurality of second through holes, and the plurality of second through holes are sequentially connected.

[0008] In this technical solution, the guide vane is composed of multiple layers of arc-shaped channels. A second through-hole is formed on the surface of each inner arc-shaped channel, allowing noise to sequentially enter the next layer of arc-shaped channels through this second through-hole. This increases the total noise propagation path and total propagation time, resulting in significant noise attenuation.

[0009] Preferably, the first through hole is disposed on at least one of the pressure surface, suction surface, leading edge, or trailing edge of the guide vane, and a plurality of the first through holes are evenly arranged along the spanwise direction of the guide vane, and a plurality of the second through holes are provided in the arcuate channel along the spanwise direction.

[0010] In this technical solution, the opening of the first through hole hardly modifies the geometric shape of the guide vane, thus reducing noise without affecting aerodynamic performance.

[0011] Preferably, the second through holes of the arc-shaped channel are concentrated near the tip of the guide vane.

[0012] In this technical solution, since the main source of noise is concentrated at the blade tip, the second through hole on the arc-shaped channel is mainly arranged at the blade tip to facilitate the noise to enter the arc-shaped channel and achieve noise reduction.

[0013] Preferably, the size of the second through hole in the plurality of arc-shaped channels decreases sequentially from the outside to the inside, or the size of the second through hole in the plurality of arc-shaped channels is the same.

[0014] In this technical solution, the through holes of the outermost arc-shaped channel are set to be relatively large, allowing more airflow to enter. This ensures that when noise enters the interior through the first through hole, it can be transmitted between the arc-shaped channels through the second through hole, thus achieving the effect of noise attenuation.

[0015] Preferably, the shape of the plurality of arc-shaped channels is the same as that of the guide vanes, and they are arranged in descending order along the chord direction.

[0016] In this technical solution, the internal arc-shaped channel and the contour-following design of the guide vanes can increase the noise propagation path and propagation time, and maximize the use of the internal space of the guide vanes.

[0017] Preferably, the guide vane further includes several silencing components, each having a resonant cavity and a third through hole. The several third through holes are connected to the corresponding first through holes, and the several silencing components are not interconnected.

[0018] In this technical solution, a noise-absorbing component is added on top of the arc-shaped channel. This component forms a resonant cavity, thus providing two noise attenuation pathways. Within the limited space inside the stator blade, the alternating design of the internal resonant cavity and the multi-turn arc-shaped channel allows noise to be attenuated both vertically through the internal resonant cavity and along the arc-shaped channels, maximizing the multiple noise attenuation effects. The internal resonant cavity and the multi-turn arc-shaped channels can absorb noise of different frequencies, further widening the sound absorption bandwidth.

[0019] Preferably, the resonant cavity is arranged along the chordal direction and spanwise direction of the guide vane, and the end face of the resonant cavity abuts against the inner wall surface of the pressure surface and suction surface of the guide vane, respectively.

[0020] In this technical solution, by designing the upper and lower ends of the resonant cavity along the chordal direction of the blade to contact the upper and lower surfaces of the stator guide vane respectively, a series of resonant cavities at different heights are formed. The height of the resonant cavity is related to the sound absorption frequency. Therefore, resonant cavities at different heights can absorb multiple noise frequencies, achieving a wide-band sound absorption effect.

[0021] Preferably, the silencing element is arranged between two adjacent arc-shaped channels.

[0022] In this technical solution, through the interlaced design of internal resonant cavity and multi-circle arc channels, noise can be attenuated by vertical vibration in the internal resonant cavity and by propagation and attenuation along the arc channels, thus maximizing the purpose of multiple noise attenuation.

[0023] Preferably, the silencing element is arranged between the outermost arc-shaped channel and the inner wall of the guide vane.

[0024] In this technical solution, through the interlaced design of internal resonant cavity and multi-circle arc channels, noise can be attenuated by vertical vibration in the internal resonant cavity and by propagation and attenuation along the arc channels, thus maximizing the purpose of multiple noise attenuation.

[0025] Preferably, the first through hole is disposed on at least one of the pressure surface or suction surface of the guide vane, and the first through hole is uniformly arranged along the spanwise direction of the guide vane. The third through hole of the muffler is disposed at one end of the muffler that abuts against the inner wall surface of the pressure surface or the suction surface.

[0026] Preferably, both the pressure surface and the suction surface are provided with a first through hole. For any of the noise-reducing components, the third through hole is provided only at the first end or the second end, whichever is closer to the pressure surface.

[0027] In this technical solution, if the third through hole is connected to the first through hole of both the pressure surface and the suction surface, the noise will enter from one side and exit from the other side, and cannot be attenuated by vertical vibration inside the resonant cavity. Therefore, the noise attenuation function of the resonant cavity will be lost.

[0028] Preferably, the first through hole is disposed on at least one of the leading edge or trailing edge of the guide vane, the first through hole is uniformly arranged along the spanwise direction of the guide vane, and the third through hole of the resonant cavity is disposed on the wall surface of the resonant cavity.

[0029] Preferably, when both the leading edge and the trailing edge are provided with first through holes, the third through hole can only communicate with the first through hole located on one side of the muffler.

[0030] In this technical solution, if the third through hole is connected to the first through hole at the leading edge and the trailing edge, the noise will enter from one side and exit from the other side, and cannot be attenuated by vertical vibration inside the resonant cavity. Therefore, the noise attenuation function of the resonant cavity will be lost.

[0031] The present invention also provides an aircraft engine, including guide vanes as described in any of the preceding claims.

[0032] The significant advantages of this invention lie in the fact that the guide vane is composed of multiple layers of arc-shaped channels. A second through-hole is formed on the surface of each internal arc-shaped channel, allowing noise to enter the next layer of arc-shaped channels through this second through-hole. This increases the total noise propagation path and total propagation time, resulting in a significant noise attenuation effect. Attached Figure Description

[0033] Figure 1 This is a three-dimensional structural diagram of the guide vane in a preferred embodiment of the present invention;

[0034] Figure 2 This is a three-dimensional structural diagram of the guide vane in a preferred embodiment of the present invention;

[0035] Figure 3 This is a three-dimensional structural diagram of the silencing component in a preferred embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] Guide vane 1

[0038] Pressure surface 12

[0039] Suction surface 13

[0040] Frontier 14

[0041] Tail edge 15

[0042] Arc-shaped channel 2

[0043] Silencer 3

[0044] First through hole 41

[0045] Second through hole 42

[0046] Third through hole 43 Detailed Implementation

[0047] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0048] In this embodiment, the guide vane is specifically described using the stator guide vane in an aero-engine as an example.

[0049] like Figures 1 to 2 As shown, a guide vane 1 has several first through holes 41 on its outer surface and several arc-shaped channels 2 inside. The arc-shaped channels 2 are arranged at intervals along the chord direction. Several second through holes 42 are opened on the arc-shaped channels 2. The first through holes 41 are connected to the outermost second through hole 42 among the several second through holes 42. The several second through holes 42 are connected in sequence.

[0050] In this embodiment, the guide vane 1 is composed of multiple layers of arc-shaped channels 2. A second through-hole 42 is formed on the surface of each inner arc-shaped channel 2, through which noise enters the next layer of arc-shaped channels 2. This increases the total noise propagation path and total propagation time, resulting in significant noise attenuation.

[0051] A first through hole 41 is disposed on the pressure surface 12 of the guide vane 1, and a plurality of first through holes 41 are evenly arranged along the spanwise direction of the guide vane 1. A plurality of second through holes 42 are provided along the spanwise direction of the arc-shaped channel 2. Noise can enter the interior of the guide vane through the pressure surface of the lower surface of the guide vane and be dissipated and absorbed.

[0052] It should be noted that the first through-hole 41 can also be provided on at least the suction surface 13, the leading edge 14, and the trailing edge 15. No specific limitation is made here. Taking the suction surface 13 as an example, although it is also possible for the suction surface 13 to be on the upper surface of the guide vane 1, the intense flow has a greater impact on the flow field. The flow on the lower pressure surface 12 is relatively stable and has a smaller impact on the flow field. Compared with conventional designs that achieve noise reduction benefits by influencing flow characteristics, in this embodiment, a large number of first through-holes 41 are only opened on the lower surface of the guide vane 1, while no holes are opened on the suction surface of the upper surface of the guide vane 1. Regardless of which side the first through-hole 41 is opened on, the noise reduction design hardly modifies the geometric shape of the guide vane. Therefore, noise is reduced without affecting aerodynamic performance.

[0053] In this embodiment, the second through holes 42 of the arc-shaped channel 2 are concentrated near the tip of the guide vane 1. Since the main source of noise is concentrated at the tip, the arrangement of the second through holes 42 on the arc-shaped channel 2 mainly at the tip facilitates the entry of noise into the interior of the arc-shaped channel 2 to achieve noise reduction.

[0054] In this embodiment, the dimensions of the second through holes 42 of the plurality of arc-shaped channels 2 decrease sequentially from the outside to the inside. It should be noted that the dimensions of the second through holes 42 are not specifically limited here, and the dimensions of the second through holes 42 of the plurality of arc-shaped channels 2 can also be designed to be the same, as long as it can be ensured that noise can enter the interior of the guide vane through the first through hole 41, and then propagate spirally towards the inner circle along the multiple inner arc-shaped channels 2 through the second through holes 42.

[0055] In this technical solution, the through hole of the outermost arc-shaped channel 2 needs to be set to be large so that more airflow can enter, so that when noise enters the interior through the first through hole 41, it can be transmitted between the arc-shaped channels 2 through the second through hole 42 to achieve the effect of noise attenuation.

[0056] In this embodiment, the shapes of several arc-shaped channels 2 are the same as those of the guide vanes 1, and they are arranged in descending order along the chord direction. The internal arc-shaped channels and the guide vanes are designed to mimic the shape of the guide vanes, which can increase the noise propagation path and propagation time, and maximize the utilization of the internal space of the guide vanes.

[0057] The guide vane 1 also includes several silencing components 3, each containing a resonant cavity, such as... Figure 3As shown, the silencing component 3 has a third through hole 43, and several third through holes 43 are connected to corresponding first through holes 41. The silencing components 3 are not interconnected. In this embodiment, a silencing component 3 is provided on top of the arc-shaped channel 2, and the silencing component 3 can form a resonant cavity, thus providing two noise attenuation pathways. Within the limited space inside the stator blade, through the staggered design of the internal resonant cavity and the multi-turn arc-shaped channel 2, noise can be attenuated by vertical vibration in the internal resonant cavity and also by propagation along the arc-shaped channel 2, maximizing the purpose of multiple noise attenuation. The internal resonant cavity and the multi-turn arc-shaped channel 2 can absorb noise of different frequencies, further widening the sound absorption frequency band.

[0058] The muffler 3 is arranged along the chord direction and span direction of the guide vane 1, and the end face of the muffler 3 abuts against the inner wall surface of the pressure surface 12 and the suction surface 13 of the guide vane 1, respectively.

[0059] By having the upper and lower ends of the silencer in contact with the upper and lower surfaces of the stator guide vane 1 along the chordal direction of the guide vane, a series of resonant cavities of different heights can be formed according to the shape of the vane. The height of the resonant cavity is related to the sound absorption frequency. Therefore, resonant cavities of different heights can absorb a variety of noise frequencies, achieving a wide-band sound absorption effect.

[0060] It should be noted that the end face of the silencer does not necessarily need to abut against the inner wall of the pressure or suction surface. It is sufficient that one end face of the silencer 3 with the third through hole communicates with the first through hole on the pressure or suction surface, while the other end face remains closed. No specific limitations are imposed here; simply put, the goal is to ensure that the airflow entering the resonant cavity only enters and does not exit, thus preserving the function of the resonant cavity.

[0061] In this embodiment, a noise-absorbing component 3 is arranged between two adjacent arc-shaped channels 2. A noise-absorbing component 3 is also arranged between the outermost arc-shaped channel and the inner wall of the guide vane 1. The latter is not shown in the figure and is only for illustrative purposes. In practice, the noise-absorbing component 3 and the arc-shaped channel 2 are staggered within the internal space of the guide vane 1. Through the staggered design of the internal resonant cavity and the multiple arc-shaped channels 2, noise can be attenuated both vertically within the internal resonant cavity and propagated along the arc-shaped channels 2, maximizing the multiple noise attenuation effects.

[0062] The third through hole 43 of the silencing component 3 is disposed on the inner wall surface of the pressure surface 12. As mentioned above, the first through hole can also be disposed on at least one of the suction surface 13, the leading edge 14, and the trailing edge 15. It should be emphasized that, for example, if both the pressure surface 12 and the suction surface 13 are provided with the first through hole 41, for any silencing component 3, the third through hole 43 is only disposed at the first end near the pressure surface 12 and the second end near the suction surface 13. If the third through hole is connected to both sides of the pressure surface 12 and the suction surface 13, the noise will enter from one side and exit from the other side, and cannot be attenuated by vertical vibration inside the resonant cavity. Therefore, the noise attenuation function of the resonant cavity will be lost.

[0063] If the first through hole 41 is provided on at least one of the leading edge 14 or the trailing edge 15 of the guide vane 1, and the first through hole 41 is evenly arranged along the spanwise direction of the guide vane 1, then the third through hole 43 of the muffler 3 is provided on its wall surface. In this case, when both the leading edge 14 and the trailing edge 15 are provided with the first through hole 41, the third through hole 43 can only communicate with the first through hole 41 located on one side of the muffler 3.

[0064] Therefore, regardless of whether the first through hole 41 is located on the pressure surface 12, the suction surface 13, the leading edge 14, or the trailing edge 15, it is necessary to ensure that noise can only enter through the third through hole 43 located in the silencing component 3 and cannot be discharged, so as to ensure that the noise is attenuated by the up-and-down vibration inside the resonant cavity and to ensure the integrity of the resonant cavity function.

[0065] like Figures 1 to 2 As shown, in this embodiment, the silencing component 3 is cylindrical. It should be noted that the shape of the silencing component 3 is not specifically limited here. It is only for illustrative purposes in this embodiment. The shape of the silencing component 3 can also be a quadrilateral, hexagon, or other cylindrical structure, as long as it does not affect the silencing effect of the resonant cavity.

[0066] This embodiment also provides an aero-engine, which includes the guide vanes as described above.

[0067] In summary, this embodiment solves the problem of existing solutions using only one sound absorption method. The staggered design of the internal resonant cavity and multi-turn arc-shaped channels provides two noise attenuation pathways. Within the limited space inside the stator blade, the staggered design of the internal resonant cavity and multi-turn arc-shaped channels allows noise to be attenuated both vertically through the internal resonant cavity and along the arc-shaped channels, maximizing the multiple noise attenuation effects. The internal resonant cavity and multi-turn arc-shaped channels can absorb noise of different frequencies, further widening the sound absorption bandwidth.

[0068] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A guide vane, characterized in that, The outer surface of the guide vane is provided with a plurality of first through holes, and the interior of the guide vane includes a plurality of arc-shaped channels. The plurality of arc-shaped channels are arranged at intervals along the chord direction. The arc-shaped channels are provided with a plurality of second through holes. The first through holes are connected to the outermost second through hole among the plurality of second through holes. The plurality of second through holes are connected in sequence. The guide vane also includes several silencing components, each with a resonant cavity and a third through hole. Several third through holes are connected to corresponding first through holes, and the silencing components are not interconnected.

2. The guide vane as described in claim 1, characterized in that, The first through hole is disposed on at least one of the pressure surface, suction surface, leading edge, or trailing edge of the guide vane, and a plurality of the first through holes are evenly arranged along the spanwise direction of the guide vane, and a plurality of the second through holes are provided along the spanwise direction of the arc-shaped channel.

3. The guide vane as described in claim 2, characterized in that, The second through holes of the arc-shaped channel are concentrated near the tip of the guide vane.

4. The guide vane as described in claim 1, characterized in that, The dimensions of the second through holes in the plurality of arc-shaped channels decrease sequentially from the outside to the inside, or the dimensions of the second through holes in the plurality of arc-shaped channels are all the same.

5. The guide vane as described in claim 1, characterized in that, The shape of several of the arc-shaped channels is the same as that of the guide vanes, and they are arranged in a decreasing interval along the chord direction.

6. The guide vane as described in claim 1, characterized in that, The silencing component is arranged along the chord direction and spanwise direction of the guide vane, and the end face of the silencing component abuts against the inner wall surface of the pressure surface and suction surface of the guide vane, respectively.

7. The guide vane as described in claim 1, characterized in that, The sound-absorbing element is arranged between two adjacent arc-shaped channels.

8. The guide vane as described in claim 1, characterized in that, The silencing component is arranged between the outermost arc-shaped channel and the inner wall of the guide vane.

9. The guide vane as described in claim 1, characterized in that, The first through hole is disposed on at least one of the pressure surface or suction surface of the guide vane, and the first through hole is uniformly arranged along the spanwise direction of the guide vane. The third through hole of the muffler is disposed at one end of the muffler that abuts against the inner wall surface of the pressure surface or the suction surface.

10. The guide vane as described in claim 9, characterized in that, Both the pressure surface and the suction surface are provided with the first through hole. For any of the noise reduction components, the third through hole is provided only at the first end or the second end, whichever is closer to the pressure surface.

11. The guide vane as claimed in claim 1, characterized in that, The first through hole is disposed on at least one of the leading edge or trailing edge of the guide vane, and the first through hole is uniformly arranged along the spanwise direction of the guide vane. The third through hole of the muffler is disposed on the wall surface of the muffler.

12. The guide vane as described in claim 11, characterized in that, When both the leading edge and the trailing edge are provided with the first through hole, the third through hole can only communicate with the first through hole located on one side of the muffler.

13. An aircraft engine, characterized in that, It includes the guide vanes as described in any one of claims 1-12.

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