Aero-engine inlet component hot gas anti-icing structure design method

Abstract

The application belongs to the technical field of engine design, and particularly relates to a hot gas anti-icing structure design method for an aero-engine inlet component. The method comprises the following steps: S1, dividing an icing surface of an engine anti-icing component into multiple regions; S2, determining an anti-icing heat load of each region; S3, determining multiple anti-icing heat transfer structure schemes to be selected; S4, determining heat exchange coefficients of each anti-icing heat transfer structure formed by combination of each heat transfer basic unit according to a heat exchange formula of each heat transfer basic unit; S5, calculating average wall temperatures of each region after anti-icing treatment by heating; S6, removing the anti-icing heat transfer structure schemes with the average wall temperatures less than a set value, and then performing weighted calculation on the average wall temperatures of each region; and S7, taking the anti-icing heat transfer structure scheme corresponding to the maximum weighted average value as an anti-icing design scheme of the engine anti-icing component. The application can select an anti-icing heat transfer structure matched with an external heat load, and realize efficient anti-icing structure design.

Description

Technical Field

[0001] This application belongs to the field of engine design technology, specifically relating to a design method for a hot gas anti-icing structure of an aero-engine inlet component. Background Technology

[0002] To ensure the all-weather operation capability of aero engines, an efficient anti-icing system needs to be designed to guarantee reliable operation under icing conditions. Currently, aero engines primarily use hot gas heating for anti-icing to protect engine inlet components. Theoretically, due to their specific shape and structure, the leading edge stagnation area of ​​engine inlet components (mainly including the inlet fairing and fairing cap) experiences the highest heat load. Therefore, the existing anti-icing heat transfer structure design for engine components mainly aims to meet the anti-icing requirements of the leading edge region.

[0003] The existing anti-icing heat transfer structure design of imported components of aero engines is mainly aimed at meeting the anti-icing capability of key areas at the leading edge, that is, ensuring that the wall temperature of the stagnation point area at the leading edge of the anti-icing component is >2℃ (based on experience, it is generally 2℃).

[0004] The shortcomings of existing technical solutions are mainly reflected in the following aspects:

[0005] 1. The heat transfer structure design focuses solely on preventing icing in the leading edge area, resulting in excessively high or low wall temperatures in other areas, and even localized areas with wall temperatures below 2°C. This fails to comprehensively consider the overall icing capability of the components, leading to low heating efficiency of hot air.

[0006] 2. For areas with relatively low heat load, except for the leading edge, excessively high wall temperature means wasted heat and loss of engine performance.

[0007] 3. The surface temperature difference of the anti-icing components is large and the temperature distribution is uneven, which may have an adverse effect on the structural strength of the imported components. Summary of the Invention

[0008] To address the aforementioned issues, this application provides a design method for a hot gas anti-icing structure of an aero-engine inlet component. Under limited hot gas flow and temperature, it solves the problem of low localized wall temperatures on the surface of the anti-icing component, ensuring optimal anti-icing performance in other areas while meeting the requirements of the key anti-icing area at the leading edge. It also addresses the problem of low overall hot gas heating efficiency by designing anti-icing heat transfer structures in different areas that match the external heat load under effective hot gas flow, achieving efficient anti-icing design and reducing the impact on engine performance. Furthermore, it resolves the issue of large surface temperature differences in the anti-icing component, minimizing adverse effects on the component's structural reliability.

[0009] The design method for the hot gas anti-icing structure of the imported components of aero-engines in this application mainly includes:

[0010] Step S1: Divide the icing surface of the engine anti-icing component into multiple areas. The engine anti-icing component includes an inlet rectifier support plate or a cap.

[0011] Step S2: Under specified icing conditions, determine the anti-icing heat load for each area;

[0012] Step S3: Determine multiple candidate anti-icing heat transfer structure schemes composed of multiple identical or different heat transfer base units to heat and ic the engine anti-icing components.

[0013] Step S4: Determine the heat transfer coefficient of each anti-icing heat transfer structure formed by their combination according to the heat transfer formula of each heat transfer basic unit.

[0014] Step S5: Calculate the average wall temperature of each area after heating and anti-icing treatment based on the anti-icing heat load and the heat transfer coefficient;

[0015] Step S6: Remove the anti-icing heat transfer structure scheme with an average wall temperature lower than the set value. For the remaining anti-icing heat transfer structure schemes, use the anti-icing heat load as the weighting coefficient to calculate the average wall temperature of each region.

[0016] Step S7: The anti-icing heat transfer structure scheme corresponding to the largest weighted average value is used as the anti-icing design scheme for the engine anti-icing component.

[0017] Preferably, the icing surface of the engine anti-icing component is divided into at least four regions.

[0018] Preferably, in step S2, the anti-icing heat load Q for each region is determined as follows:

[0019] Q = Q air +Q evap +Q water -Q ice -Q in +Q out -Q dropin ;

[0020] Among them, Q air For external heat exchange, Q evap For the heat flux of water evaporation, Q water To heat the water impacting the wall to the required wall temperature, Q ice Q is the heat flow released by the freezing phase transition on the surface of the micro-element. in Q represents the water film heat flow from the upstream infinitesimal element into this infinitesimal element. out Q represents the heat flow from the water film exiting this infinitesimal element. dropin The heat flow is the conversion of the kinetic energy of the water droplet that impacts this infinitesimal element.

[0021] Preferably, in step S6, the set value is 2°C.

[0022] Preferably, in step S6, the weighted calculation of the average wall temperature of each region includes:

[0023]

[0024] Where S is the weighted average, Q i For the anti-icing heat load of the i-th region, T i Let be the average wall temperature of the i-th region, and n be the number of regions.

[0025] This application enables the selection of an anti-icing heat transfer structure that matches the external heat load, achieving a highly efficient anti-icing structure design. Attached Figure Description

[0026] Figure 1 This is a flowchart of a preferred embodiment of the design method for the hot gas anti-icing structure of the aero-engine inlet component of this application.

[0027] Figure 2 This is a schematic diagram of the external heat load distribution of the cap. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0029] This application provides a design method for hot gas anti-icing structure of aero-engine inlet components, which is used to select the optimal anti-icing design scheme from multiple alternative anti-icing heat transfer structure schemes. Each alternative anti-icing heat transfer structure scheme is composed of a single type or a combination of heat transfer basic units, thereby forming an anti-icing heat transfer structure that matches the external heat load for different anti-icing areas.

[0030] like Figure 1 As shown, the design method for the hot gas anti-icing structure of the aero-engine inlet component of this application mainly includes:

[0031] Step S1: Divide the icing surface of the engine anti-icing component into multiple areas. The engine anti-icing component includes an inlet rectifier support plate or a cap.

[0032] In some alternative implementations, such as Figure 2 As shown, the icing surface of the engine anti-icing component is divided into at least four regions.

[0033] Step S2: Under specified icing conditions, determine the anti-icing heat load for each area.

[0034] In some alternative implementations, in step S2, the anti-icing heat load Q for each region is determined as follows:

[0035] Q = Q air +Q evap +Q water -Q ice -Q in +Q out -Q dropin ;

[0036] Among them, Q air For external heat exchange, Q evap For the heat flux of water evaporation, Q water To heat the water impacting the wall to the required wall temperature, Q ice Q is the heat flow released by the freezing phase transition on the surface of the micro-element. in Q represents the water film heat flow from the upstream infinitesimal element into this infinitesimal element. out Q represents the heat flow from the water film exiting this infinitesimal element. dropin The heat flow is the conversion of the kinetic energy of the water droplet that impacts this infinitesimal element.

[0037] In this embodiment, the external heat load at different locations on the surface of the anti-icing component under icing conditions is calculated, mainly including convective heat load, evaporative heat load, latent heat of water, and kinetic energy heating. Using the above formula, the surface of the cap is divided into four regions, and the distribution of their external heat loads is calculated, as follows: Figure 2 As shown, the average anti-icing heat loads Q1, Q2, Q3, and Q4 for each region were calculated.

[0038] Step S3: Determine multiple candidate anti-icing heat transfer structure schemes composed of multiple identical or different heat transfer base units to heat and ic the engine anti-icing components.

[0039] In this step, multiple anti-icing heat transfer structure schemes are pre-set. Each anti-icing heat transfer structure scheme is composed of multiple heat transfer basic units. The selected heat transfer basic units can be the same or different, such as various impact convection heat transfer and enhanced heat transfer basic unit structures.

[0040] Step S4: Determine the heat transfer coefficient of each anti-icing heat transfer structure formed by their combination, based on the heat transfer formula of each heat transfer basic unit.

[0041] Since each heat transfer unit is a known existing structure, the corresponding heat transfer formula can be obtained from heat transfer textbooks and relevant flow heat transfer experimental results. Based on this, the heat transfer coefficients of each anti-icing heat transfer structure formed by their combination can be obtained.

[0042] Step S5: Calculate the average wall temperature of each region after heating and anti-icing treatment based on the anti-icing heat load and the heat transfer coefficient.

[0043] Step S4 provides the heat transfer coefficients of each anti-icing heat transfer structure scheme. Based on this, under a given limited hot air flow rate and temperature, after the hot air flow rate is transferred to the engine anti-icing components through different anti-icing heat transfer structures, the temperature field of each region after heating and anti-icing treatment can be simulated based on the anti-icing heat load of each region given in step S2. In other words, the anti-icing effect can be obtained intuitively. The average wall temperature of each region can be obtained by processing the temperature field.

[0044] Step S6: Remove the anti-icing heat transfer structure schemes with an average wall temperature lower than the set value. For the remaining anti-icing heat transfer structure schemes, use the anti-icing heat load as a weighting coefficient to calculate the average wall temperature of each region.

[0045] In some optional implementations, the set value is 2°C. In this embodiment, schemes with a minimum surface temperature less than 2°C are eliminated. For the remaining schemes, the wall temperature at different locations is multiplied by the local external heat load and summed to obtain an average. Specifically, in some optional implementations, the weighted calculation of the average wall temperature for each region includes:

[0046]

[0047] Where S is the weighted average, Q i For the anti-icing heat load of the i-th region, T i Let be the average wall temperature of the i-th region, and n be the number of regions.

[0048] For example, for the four regions given in the aforementioned embodiment, if the calculated average wall temperature in step S5 is assumed to be T1, T2, T3, and T4, then in step S6, the weighted average value S is:

[0049]

[0050] Step S7: The anti-icing heat transfer structure scheme corresponding to the largest weighted average value is used as the anti-icing design scheme for the engine anti-icing component.

[0051] In this embodiment, the S-values ​​obtained from different schemes are compared to determine the best anti-icing heat transfer structure scheme, which is then used as the final anti-icing solution for the cap.

[0052] This application achieves optimal anti-icing performance across the entire surface of the anti-icing component while meeting the requirements of the key anti-icing area at the leading edge under limited hot air flow and temperature, signifying an improvement in the overall anti-icing capability of the component. Furthermore, it designs an anti-icing heat transfer structure that matches the external heat load for different areas of the anti-icing component surface, achieving a highly efficient anti-icing design, improving the heating efficiency of the hot air, and correspondingly reducing the impact of the anti-icing system on engine performance.

[0053] Although this application has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, such modifications or improvements made without departing from the spirit of this application are all within the scope of protection claimed in this application.

Claims

1. A design method for a hot gas anti-icing structure of an aero-engine inlet component, characterized in that, include: Step S1: Divide the icing surface of the engine anti-icing component into multiple areas. The engine anti-icing component includes an inlet rectifier support plate or a cap. Step S2: Under specified icing conditions, determine the anti-icing heat load for each area; Step S3: Determine multiple candidate anti-icing heat transfer structure schemes composed of multiple identical or different heat transfer base units to heat and ic the engine anti-icing components. Step S4: Determine the heat transfer coefficient of each anti-icing heat transfer structure formed by their combination according to the heat transfer formula of each heat transfer basic unit. Step S5: Calculate the average wall temperature of each area after heating and anti-icing treatment based on the anti-icing heat load and the heat transfer coefficient; Step S6: Remove the anti-icing heat transfer structure scheme with an average wall temperature lower than the set value. For the remaining anti-icing heat transfer structure schemes, use the anti-icing heat load as the weighting coefficient to calculate the average wall temperature of each region. Step S7: The anti-icing heat transfer structure scheme corresponding to the largest weighted average value is used as the anti-icing design scheme for the engine anti-icing component.

2. The design method for the hot gas anti-icing structure of the aero-engine inlet component as described in claim 1, characterized in that, The icing surface of the engine anti-icing component is divided into at least four zones.

3. The design method for the hot gas anti-icing structure of the aero-engine inlet component as described in claim 1, characterized in that, In step S2, the anti-icing heat load Q for each area is determined as follows: Q=Q air +Q evap +Q water -Q ice -Q in +Q out -Q dropin ; Among them, Q air For external heat exchange, Q evap For the heat flux of water evaporation, Q water To heat the water impacting the wall to the required wall temperature, Q ice Q is the heat flow released by the freezing phase transition on the surface of the micro-element. in Q represents the water film heat flow from the upstream infinitesimal element into this infinitesimal element. out Q represents the heat flow from the water film exiting this infinitesimal element. dropin The heat flow is the conversion of the kinetic energy of the water droplet that impacts this infinitesimal element.

4. The design method for the hot gas anti-icing structure of the aero-engine inlet component as described in claim 1, characterized in that, In step S6, the set value is 2℃.

5. The design method for the hot gas anti-icing structure of the aero-engine inlet component as described in claim 1, characterized in that, Step S6 involves a weighted calculation of the average wall temperature for each region, including: Where S is the weighted average, Q i For the anti-icing heat load of the i-th region, T i Let be the average wall temperature of the i-th region, and n be the number of regions.

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