An intermediate casing of an aero-engine and an optimization method thereof

Abstract

The application belongs to the technical field of aero-engine intermediate casing and design, and particularly relates to an aero-engine intermediate casing and an optimization method thereof, wherein the aero-engine intermediate casing comprises: an outer casing; an inner casing arranged in the outer casing; a plurality of support plates supported between the outer casing and the inner casing in a circumferential direction; a splitter ring located between the inner casing and the outer casing, and forming an outer duct with the outer casing and forming an inner duct with the inner casing; and a plurality of straightening plates connected to the inner side of the outer casing and close to the support plates.

Description

Technical Field

[0001] This application belongs to the field of intermediate casing and design technology of aero-engines, specifically relating to an intermediate casing for aero-engines and its optimization method. Background Technology

[0002] An aero-engine intermediate casing is a transitional component connecting low-pressure and high-pressure components. It includes an outer casing 1, an inner casing 2 housed within the outer casing 1, and multiple support plates 3 circumferentially supporting the outer casing 1 and inner casing 2. A flow-diverting ring 4 is connected to the trailing edge of each support plate 3. The flow-diverting ring 4 and the outer casing 1 form an outer bypass duct, while the flow-diverting ring 4 and the inner casing 2 form an inner bypass duct. Figure 1 As shown.

[0003] When an aero-engine is working, the airflow m0 from the low-pressure component enters the intermediate casing and is split into the outer bypass duct and the inner bypass duct, with the split flow rates being m1 and m2, respectively. The bypass ratio of the intermediate casing is B = m1 / m2.

[0004] Currently, in order to ensure the flow capacity of the outer bypass duct of the intermediate casing and make the Mach number of the outer bypass duct less than 1, the outer bypass duct is usually designed to have a large flow area. Under this design, when the aero-engine operates under the condition that the bypass ratio B is small, the flow rate m1 of the outer bypass duct is small and the flow velocity is small. The airflow diverted to the outer bypass duct needs to undergo a large deceleration and diffusion process, which can easily cause flow separation at the parts of each support plate 3 near the outer casing 1, resulting in a large loss of aerodynamic performance, leading to a decrease in aero-engine thrust and an increase in fuel consumption.

[0005] This application is made in view of the aforementioned technical deficiencies.

[0006] It should be noted that the above background information is only used to assist in understanding the inventive concept and technical solution of this application, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0007] The purpose of this application is to provide an intermediate casing for an aircraft engine and an optimization method thereof, so as to overcome or mitigate at least one of the known technical defects.

[0008] The technical solution of this application is:

[0009] One aspect provides an intermediate casing for an aircraft engine, comprising:

[0010] Outer casing;

[0011] The inner casing is located inside the outer casing;

[0012] Multiple support plates are circumferentially supported between the outer and inner casings;

[0013] The shunt ring is located between the outer casing and the inner casing, forming an outer bypass duct with the outer casing and an inner bypass duct with the inner casing;

[0014] Multiple rectifier plates are connected to the inside of the outer casing, close to each support plate.

[0015] According to at least one embodiment of this application, in the aforementioned intermediate casing of the aero-engine, the height of each fairing plate does not exceed one-third of the height of the outer bypass duct.

[0016] According to at least one embodiment of this application, in the aforementioned aircraft engine intermediate casing, there are multiple rectifier plates corresponding to each support plate, arranged side by side in the circumferential direction.

[0017] On the other hand, a method for optimizing the intermediate casing of an aero-engine is provided, including:

[0018] Adjusting the fairing height h, the consistency t1 between the fairing and the corresponding support plate at different radial positions, the consistency t2 between the fairings corresponding to each support plate, the fairing installation angle β, the chord length b of the fairing, the maximum thickness c of the fairing, the thickness distribution of the fairing, and the axial distance q between the leading edge of the fairing and the leading edge of the corresponding support plate, to create a smaller local flow area, enhance the local acceleration capability of the airflow, reduce the flow separation in the area near the support plate and the outer casing region when the intermediate casing operates in a wide bypass ratio B range under conditions where the bypass ratio B is small, ensure the thrust and fuel consumption of the aero-engine, and expand the operating conditions of the aero-engine, wherein:

[0019] d1 is the distance between the leading edge of the rectifier plate and the corresponding support plate in the same flow direction along the rectifier plate's header line.

[0020] d2 is the distance between the leading edges of the rectifier plates corresponding to each branch plate along their datum line. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of an existing aircraft engine intermediate casing;

[0022] Figure 2 This is a schematic diagram of the intermediate casing of an aircraft engine provided in an embodiment of this application;

[0023] Figure 3 This is a partial schematic diagram of the intermediate casing of an aircraft engine provided in an embodiment of this application;

[0024] Figure 4This is a schematic diagram showing the relative relationship between the support plate and the rectifier support plate in the intermediate casing of an aero-engine provided in an embodiment of this application;

[0025] in:

[0026] 1-Outer casing; 2-Inner casing; 3-Support plate; 4-Diverter ring; 5-Rectifier plate.

[0027] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual size of the product. Furthermore, the accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. Detailed Implementation

[0028] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings. Other related parts can be referred to the general design. In the absence of conflict, the embodiments and technical features in the embodiments of this application can be combined with each other to obtain new embodiments.

[0029] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer," etc., used in this application description to indicate relative direction or positional relationship are used only to indicate relative orientation or positional relationship, and do not imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, and therefore should not be construed as a limitation on this application. The terms "first," "second," "third," and similar terms used in this application description are used only for descriptive purposes to distinguish different components, and should not be construed as indicating or implying relative importance. The terms "a," "one," or "the," etc., used in this application description should not be construed as an absolute limitation on quantity, but should be construed as indicating the existence of at least one. The terms "including," "comprising," etc., used in this application description mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects.

[0030] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as “installation,” “connection,” and “linkage” used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can be a connection within two components. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0031] The following is in conjunction with the appendix Figures 1 to 4 This application will be described in further detail.

[0032] An intermediate casing for an aircraft engine, such as Figure 2 As shown, it includes:

[0033] Outer casing 1;

[0034] Inner casing 2 is installed inside outer casing 1;

[0035] Multiple support plates 3 are circumferentially supported between the outer casing 1 and the inner casing 2;

[0036] The shunt ring 4 is located between the outer casing 1 and the inner casing 2, and is connected to the rear edge of each support plate 3. It forms an outer bypass duct with the outer casing 1 and an inner bypass duct with the inner casing 2.

[0037] Multiple fairings 5 ​​are connected to the inner side of the outer casing 1, located close to each support plate 3, and can be further designed to face the side facing the rotation direction of the aero engine.

[0038] Regarding the intermediate casing of the aero-engine disclosed in the above embodiments, those skilled in the art will understand that its design is based on the existing intermediate casing, with a rectifier plate 5 installed on the side of each support plate 3 facing the rotation direction of the aero-engine, near the outer casing 1. That is, the rectifier plate 5 is installed in the part where flow separation is prone to occur. The rectifier plate 5 and the support plate 3 are used to construct a contraction flow channel to locally accelerate the airflow. In this way, flow separation can be effectively suppressed or eliminated when the bypass ratio B is small, the flow condition can be improved, the aerodynamic performance loss can be reduced, the thrust and fuel consumption of the aero-engine can be guaranteed, and the operating conditions of the aero-engine can be expanded.

[0039] In some alternative embodiments, the height of each rectifier plate 5 in the aforementioned intermediate casing of the aero-engine does not exceed one-third of the height of the outer bypass duct. Other height parameters can also be selected according to actual conditions to avoid causing large disturbances and blockages to the airflow when the bypass ratio B is large, thus affecting the performance of the aero-engine. In addition, the parameters of each rectifier plate 5 can be designed to be different according to the characteristics of the flow field at each location to ensure high performance.

[0040] In some optional embodiments, the aforementioned intermediate casing of the aero-engine has multiple rectifier plates 5 corresponding to each support plate 3, arranged side by side in the circumferential direction. The specific number, size, and position distribution are designed by relevant technical personnel according to specific realities when applying the technical solutions disclosed in this application. The aim is to efficiently and effectively suppress or eliminate flow separation, improve flow conditions, reduce aerodynamic performance losses, and avoid large disturbances and blockages when the bypass ratio B is large, thereby ensuring the thrust and fuel consumption of the aero-engine and expanding the operating conditions of the aero-engine.

[0041] When applying the aircraft engine intermediate casing disclosed in the above embodiments, in order to ensure that flow separation can be effectively suppressed or eliminated when the bypass ratio B is small, the following aircraft engine intermediate casing optimization method can be used for design optimization.

[0042] Adjusting the consistency t1 between the rectifier plate 5 and the corresponding support plate 3 changes the contraction strength of the contraction channel between the rectifier plate 5 and the corresponding support plate 3, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the bypass ratio B is small. b is the chord length of the rectifier plate 5, d1 is the distance between the leading edge of the rectifier plate 5 and the corresponding support plate 3 in the same flow direction along the vertical flow direction, and β is the installation angle of the rectifier plate 5, which is equal to the angle between the blade chord and the flow direction.

[0043] Adjusting the consistency t2 between the rectifier plates 5 corresponding to each support plate 3 changes the contraction strength of the flow channel between the rectifier plates 5, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the bypass ratio B is small. d2 is the distance between the leading edges of the rectifier plates 5 corresponding to each support plate 3 along the direction of the rectifier plate datum line.

[0044] Adjusting the installation angle β of the rectifier plate 5 changes the distribution of the contraction intensity along the flow path between the rectifier plate 5 and the corresponding support plate 3, and between the rectifier plates 5, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the duct ratio B is small.

[0045] Adjusting the chord length b of the rectifier plate 5 changes the distribution of the contraction intensity along the flow path between the rectifier plate 5 and the corresponding support plate 3, and between the rectifier plates 5, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the duct ratio B is small.

[0046] Adjusting the maximum thickness c of the rectifier plate 5 changes the contraction intensity of the contraction channel between the rectifier plate 5 and the corresponding support plate 3, and between the rectifier plates 5, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the duct ratio B is small.

[0047] Adjusting the thickness distribution of the rectifier plate 5 changes the distribution of the shrinkage intensity along the flow path between the rectifier plate 5 and the corresponding support plate 3, and between the rectifier plates 5, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the duct ratio B is small.

[0048] Adjusting the axial distance q between the leading edge of the rectifier plate 5 and the leading edge of the corresponding support plate 3 changes the distribution of the contraction intensity along the flow path between the rectifier plate 5 and the corresponding support plate 3, creating a smaller flow area, enhancing the acceleration capability of the airflow, and reducing flow separation when the duct ratio B is small.

[0049] Adjusting the height h of the fairing 5 and the consistency t1 between the fairing 5 and the corresponding support plate 3 at different radial positions, the consistency t2 between the fairing 5 corresponding to each support plate 3, the installation angle β of the fairing 5, the chord length b of the fairing 5, the maximum thickness c of the fairing 5, the thickness distribution of the fairing 5, and the axial distance q between the leading edge of the fairing 5 and the leading edge of the corresponding support plate 3, creates a smaller flow area, enhances the acceleration capability of the airflow, reduces flow separation when the bypass ratio B is small, and avoids large disturbances and blockages when the bypass ratio B is large, ensuring the thrust and fuel consumption of the aero-engine and expanding the operating conditions of the aero-engine.

[0050] The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0051] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. An intermediate housing for an aircraft engine, characterized in that, include: Outer casing (1); The inner casing (2) is disposed within the outer casing (1); Multiple support plates (3) are circumferentially supported between the outer casing (1) and the inner casing (2); The shunt ring (4) is located between the outer casing (1) and the inner casing (2), forming an outer bypass duct with the outer casing (1) and an inner bypass duct with the inner casing (2); Multiple rectifier plates (5) are connected to the inside of the outer casing (1) and close to each support plate (3); Adjust the height h of the rectifier plate (5) and the consistency t1 between the rectifier plate (5) and the corresponding support plate (3) at different radial positions, the consistency t2 between the rectifier plates (5) corresponding to each support plate (3), and the installation angle of the rectifier plate (5). The chord length b of the rectifier plate (5), the maximum thickness c of the rectifier plate (5), the thickness distribution of the rectifier plate (5), and the axial distance q between the leading edge of the rectifier plate (5) and the leading edge of the corresponding support plate (3) are used to create a smaller local flow area, enhance the local acceleration capability of the airflow, reduce the flow separation of the intermediate casing near the support plate (3) in the area close to the outer casing (1) when the bypass ratio B is small, and avoid large disturbances and blockages when the bypass ratio B is large, so as to ensure the thrust and fuel consumption of the aero-engine and expand the working conditions of the aero-engine. Among them: , The distance between the leading edge of the rectifier plate (5) and the corresponding support plate (3) in the same flow direction along the rectifier plate (5); , It is the distance between the leading edges of the rectifier plates (5) corresponding to each branch plate (3) along the direction of the rectifier plate (5).

2. The aircraft engine intermediate casing according to claim 1, characterized in that, The height of each rectifier plate shall not exceed one-third of the height of the outer bypass duct.

3. The aircraft engine intermediate casing according to claim 1, characterized in that, There are multiple rectifier plates (5) corresponding to each support plate (3), which are arranged side by side in the circumferential direction.

4. A method for optimizing an intermediate casing of an aero-engine, characterized in that, include: Adjust the height h of the rectifier plate (5) and the consistency t1 between the rectifier plate (5) and the corresponding support plate (3) at different radial positions, the consistency t2 between the rectifier plates (5) corresponding to each support plate (3), and the installation angle of the rectifier plate (5). The chord length b of the rectifier plate (5), the maximum thickness c of the rectifier plate (5), the thickness distribution of the rectifier plate (5), and the axial distance q between the leading edge of the rectifier plate (5) and the leading edge of the corresponding support plate (3) are used to create a smaller local flow area, enhance the local acceleration capability of the airflow, reduce the flow separation of the intermediate casing near the support plate (3) in the area close to the outer casing (1) when the bypass ratio B is small, and avoid large disturbances and blockages when the bypass ratio B is large, so as to ensure the thrust and fuel consumption of the aero-engine and expand the working conditions of the aero-engine. Among them: , The distance between the leading edge of the rectifier plate (5) and the corresponding support plate (3) in the same flow direction along the rectifier plate (5); , It is the distance between the leading edges of the rectifier plates (5) corresponding to each branch plate (3) along the direction of the rectifier plate (5).

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