Air-entraining anti-icing device

Abstract

The invention relates to an air-entraining anti-icing device, which belongs to the field of aero-engines and comprises an injection device, the injection device is electrically connected with an engine, a first air inlet of the injection device is communicated with an exhaust device of the engine, and a second air inlet of the injection device is communicated with an interstage of an air compressor of the engine. An outlet of the injection device is communicated with an anti-icing part of the engine, and a throttling hole is formed in the injection device. The injection device introduces the interstage compressed air of the air compressor into the throttling hole, the flow speed of the compressed air is increased through the throttling hole, the compressed air entering the mixing cavity is in a negative pressure state, and under the action of pressure difference, high-temperature exhaust of an engine can passively enter the mixing cavity and is mixed with the compressed air, so that the engine is driven to be in a negative pressure state. In this way, a proper amount of anti-icing hot air with the constant temperature is formed, the consumption of compressed air is reduced, waste heat recycling of high-temperature exhaust is achieved, and the negative effect of anti-icing air entraining on an aero-engine can be remarkably reduced.

Description

Technical Field

[0001] The present invention belongs to the field of aeroengines, and particularly relates to an air bleed anti-icing device. Background Art

[0002] When an aircraft passes through clouds with icing weather conditions, icing at the engine inlet will cause a reduction in the inlet cross-section, resulting in a decrease in air flow. At the same time, it may change the flow field at the engine inlet. In severe cases, it may cause compressor surge and continuous power loss. At the same time, it is also possible that ice blocks will be sucked into the internal flow path of the engine after falling off, causing damage to components such as the engine compressor and leading to flight accidents. To ensure the flight safety of the aircraft when passing through clouds with icing weather conditions, the air intake device of the engine generally has a hot gas heating anti-icing function. When anti-icing is required, a certain amount of hot gas is extracted from the compressor to heat the air intake device, thereby avoiding icing or excessive ice accumulation on the air intake device.

[0003] Figure 8 There is shown a conventional anti-icing air bleed pipe of an engine. The anti-icing air bleed position of this engine is located at the compressor outlet, and a flow regulating valve is provided on the anti-icing air bleed pipe. The regulation rule of the flow regulating valve is as follows: when the engine is in a high-power state (the temperature is as high as about 400 °C and the pressure is as high as about 1.2 MPa), the flow area of the valve is appropriately reduced on the premise of ensuring the heating and anti-icing of the air intake device; when the engine is in a low-power state, the flow area of the valve is appropriately increased to increase the air bleed volume. The temperature and pressure of the compressed air in the high-power state of the engine are relatively high, and the power consumption of the compressed air is relatively large. Anti-icing air bleeding will cause a reduction in the thrust or output power of the engine. At the same time, alloy steel or titanium alloy and other temperature-resistant materials are required for the air bleed pipe, the flow regulating valve, and the anti-icing part, which limits the use of lightweight aluminum alloy and is not conducive to reducing the weight of the engine.

[0004] Figure 9 There is shown a conventional anti-icing air bleed pipe. Different from the Figure 8 engine shown, this engine performs air bleed anti-icing from two positions, which are the 5th stage and the 10th stage of the compressor respectively. When the engine is in a low-power state, air is bled from the 10th stage position for anti-icing, and the air bleed outlet of the 5th stage is closed; when the engine is in a high-power state, air is bled from the 5th stage position for anti-icing, and the air bleed outlet of the 10th stage is closed. The air bleed pipe uses two on-off valves and one regulating valve, and the total volume and total weight of the valves are relatively large, which is not conducive to reducing the weight of the engine. Although the switching of the anti-icing air bleed position is beneficial to reducing the power consumption of the compressed air, it will still cause a reduction in the thrust or output power of the engine.

[0005] Figure 10The invention relates to a dual - flow path bleed air mixing anti - icing device and method, and an aero - engine, with the publication number CN111852657B. The engine bleeds air from two positions, namely the inlet and outlet of the centrifugal impeller of the compressor. The bleed air pipeline is provided with an electric valve, a check valve and a bi - alloy regulating mechanism, which has a simple and reliable structure and is light in weight. Although the mixed bleed air in the prior art is beneficial to reducing the power consumption of compressed air, it still causes a reduction in the thrust or output power of the engine.

[0006] The anti - icing hot air of existing aero - engines is all bled from the compressed air of the compressor. These compressed airs need to consume compression work, which has a great negative impact on the thrust or output power of the aero - engine. Summary of the Invention

[0007] In view of the above problems, the present invention provides an air bleeding anti - icing device, including an ejector device. The ejector device is electrically connected to an engine. The first air inlet of the ejector device is communicated with the exhaust device of the engine. The second air inlet of the ejector device is communicated with the inter - stage of the compressor of the engine. The outlet of the ejector device is communicated with the anti - icing part of the engine. A throttle hole is arranged in the ejector device, and the throttle hole is communicated with the second air inlet. The position near the outlet of the throttle hole in the ejector device is a mixing chamber, and the first air inlet is communicated with the mixing chamber.

[0008] Further, the ejector device includes an ejector, a first air pipe, a second air pipe and a hot air pipe. The inlet of the first air pipe is communicated with the exhaust device of the engine. The outlet of the first air pipe is communicated with the first inlet of the ejector. The inlet of the second air pipe is communicated with the inter - stage of the compressor of the engine. The outlet of the second air pipe is communicated with the second inlet of the ejector. The inlet of the hot air pipe is communicated with the heat - exhaust outlet of the ejector. The outlet of the hot air pipe is communicated with the anti - icing part of the engine. An electromagnetic valve electrically connected to the engine is arranged on the hot air pipe. A check valve is arranged on the first air pipe.

[0009] Further, a throttle hole is arranged in the ejector, and the throttle hole is communicated with the second inlet. The position near the outlet of the throttle hole in the ejector is a mixing chamber, and the mixing chamber is communicated with the first inlet.

[0010] Further, the diameter of the pipeline of the first air pipe between the check valve and the ejector is larger than that of the second air pipe, and the diameter of the pipeline of the first air pipe between the exhaust device and the check valve is smaller than that of the second air pipe.

[0011] Further, the flow - through area of the check valve is 3 to 5 times that of the throttle hole.

[0012] Further, the flow - through area of the electromagnetic valve is 4 to 6 times that of the throttle hole.

[0013] Further, the flow area of the first air guiding pipe is 3 to 5 times that of the throttle hole.

[0014] Further, the flow area of the second air guiding pipe is 2.5 to 4 times that of the throttle hole of the ejector.

[0015] Further, the inner diameter of the throttle hole gradually decreases from the inlet to the outlet.

[0016] Further, the outlet diameter D of the throttle hole is 10 mm - 30 mm, the inlet diameter of the throttle hole is 1.5D - 2.5D, and the distance between the inlet and the outlet of the throttle hole is 1D - 2D.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] 1) In the ejector device of the present invention, the compressed air between stages of the compressor is introduced into the throttle hole, and the throttle hole is used to increase the flow rate of the compressed air, so that the compressed air entering the mixing chamber is in a negative pressure state. Then, under the action of the pressure difference, the high-temperature exhaust gas of the engine will be passively introduced into the mixing chamber and mixed with the compressed air, thereby forming appropriate and constant-temperature anti-icing hot air. This not only saves the consumption of compressed air but also realizes the waste heat recovery and utilization of the high-temperature exhaust gas, and can significantly reduce the negative impact of anti-icing bleed air on the aeroengine.

[0019] 2) The throttle hole in the present invention throttles the compressed air and ensures that the compressed air entering the mixing chamber from the outlet of the throttle hole is in a negative pressure state, thus creating conditions for the high-temperature exhaust gas of the engine to flow into the mixing chamber.

[0020] 3) The solenoid valve and check valve in the present invention have a simple and reliable structure and lighter weight, which is beneficial to reducing the weight of the engine.

[0021] Other features and advantages of the present invention will be described in the subsequent specification, and, in part, will become apparent from the specification or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures pointed out in the specification and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0023] Figure 1 The structural schematic diagram of the air bleed anti-icing device is shown;

[0024] Figure 2 Shows a schematic structural diagram of an ejector device;

[0025] Figure 3 Shows a schematic diagram of the flow directions of high-temperature and low-pressure gas and compressed air into the ejector;

[0026] Figure 4 Shows a schematic diagram of the check valve in the open state;

[0027] Figure 5 Shows a schematic diagram of the check valve in the closed state;

[0028] Figure 6 Shows a schematic diagram of the solenoid valve in the open state;

[0029] Figure 7 Shows a schematic diagram of the solenoid valve in the closed state;

[0030] Figure 8 Shows an anti-icing air duct of an existing engine;

[0031] Figure 9 Shows an existing anti-icing air duct;

[0032] Figure 10 Shows an existing dual-channel air extraction mixing anti-icing device and method, and an aero-engine.

[0033] Reference numerals: 1, engine; 11, exhaust device; 12, compressor; 121, inter-stage; 13, anti-icing part; 2, ejector; 21, first inlet; 22, second inlet; 23, heat discharge outlet; 24, throttle orifice; 25, mixing chamber; 3, first air duct; 31, check valve; 4, second air duct; 5, hot air duct; 51, solenoid valve. Detailed implementation manners

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0035] Embodiment 1

[0036] Figure 1 Shows a schematic structural diagram of an air extraction anti-icing device. As Figure 1As shown in the figure, an air bleeding anti-icing device includes an ejector device. The ejector device is electrically connected to an engine 1. The first air inlet of the ejector device is communicated with the exhaust device 11 of the engine 1. The second air inlet of the ejector device is communicated with the inter-stage 121 of the compressor 12 of the engine 1. The outlet of the ejector device is communicated with the anti-icing part 13 of the engine 1. A throttle hole 24 is provided in the ejector device. The throttle hole 24 is communicated with the second air inlet. The position near the outlet of the throttle hole 24 in the ejector device is a mixing chamber 25. The first air inlet is communicated with the mixing chamber 25.

[0037] In the air bleeding anti-icing device, the ejector device uses the compressed air in the inter-stage 121 of the compressor 12 to enter the throttle hole 24, and uses the throttle hole 24 to increase the flow rate of the compressed air, so that the compressed air entering the mixing chamber 25 is in a negative pressure state. Then, under the action of the pressure difference, the high-temperature exhaust gas of the engine 1 will passively enter the mixing chamber 25 through the first air inlet and mix with the compressed air, thereby forming appropriate and constantly-temperature anti-icing hot air, which not only saves the consumption of compressed air, but also realizes the waste heat recovery and utilization of the high-temperature exhaust gas, and can significantly reduce the negative impact of the anti-icing air bleeding on the aero engine 1.

[0038] Specifically, the gas in the exhaust device 11 of the engine 1 is high-temperature and low-pressure gas.

[0039] Specifically, the gas in the inter-stage 121 of the compressor 12 of the engine 1 is compressed air.

[0040] Specifically, the anti-icing part 13 of the engine 1 is the inlet of the engine 1.

[0041] Figure 2 The structure diagram of the ejector device is shown. As Figure 2As shown, in some embodiments, the ejection device includes an ejector 2, a first air bleed pipe 3, a second air bleed pipe 4 and a hot air pipe 5, the inlet of the first air bleed pipe 3 is communicated with the exhaust device 11 of the engine 1, the outlet of the first air bleed pipe 3 is communicated with the first inlet 21 of the ejector 2, the inlet of the second air bleed pipe 4 is communicated with the interstage 121 of the compressor 12 of the engine 1, the outlet of the second air bleed pipe 4 is communicated with the second inlet 22 of the ejector 2, the inlet of the hot air pipe 5 is communicated with the heat exhaust outlet 23 of the ejector 2, the outlet of the hot air pipe 5 is communicated with the anti-icing part 13 of the engine 1, the hot air pipe 5 is provided with a solenoid valve 51 electrically connected to the engine 1, and the first air bleed pipe 3 is provided with a one-way valve 31; The ejector 2 is used for supercharging the high-temperature exhaust gas of the engine 1, that is, the high-temperature exhaust gas of the supercharged engine 1 is ejected through the compressed air between the stages 121 of the compressor 12, and the compressed air and the high-temperature exhaust gas are mixed; the first air duct 3 is used for conveying the high-temperature exhaust gas of the engine 1; the second air duct 4 is used for conveying the compressed air between the stages 121 of the compressor 12; the hot air pipe 5 is used for conveying the mixed air; the one-way valve 31 is used for linkage with the solenoid valve 51, and can automatically realize the switch according to the pressure on both sides of the valve, without the need for external force input, with a simple and reliable structure and lighter weight; the solenoid valve 51 is used for linkage with the one-way valve 31, and the solenoid valve 51 has only two gears of open and close, and there is no need to adjust the valve opening, with a simple structure, light weight, and is also conducive to control logic.

[0042] Specifically, the solenoid valve 51 is electrically connected to the anti-icing detector of the engine 1. When the anti-icing detector detects that the anti-icing part 13 of the engine 1 needs to turn on the anti-icing function, the anti-icing detector controls the solenoid valve 51 to open. When the anti-icing detector detects that the anti-icing part 13 of the engine 1 does not need to turn on the anti-icing function, the anti-icing detector controls the solenoid valve 51 to close.

[0043] In some embodiments, a throttling hole 24 is provided in the ejector 2, and the throttling hole 24 is connected to the second inlet 22. The position of the ejector 2 near the outlet of the throttling hole 24 is a mixing chamber 25, and the mixing chamber 25 is connected to the first inlet 21; the throttling hole 24 is connected to the second inlet 22 to throttle the compressed air and make the gas entering the mixing chamber 25 in a negative pressure state; the mixing chamber 25 is used to mix high-temperature exhaust gas and compressed air with increased flow rate.

[0044] Specifically, the valve core of the one-way valve 31 may be selected but not limited to a semi-movable leaf door structure; it can reduce the flow resistance of the airflow passing through the valve core, and is also conducive to increasing the flow rate of high-temperature exhaust gas.

[0045] Specifically, the valve core of the solenoid valve 51 may be selected but not limited to a butterfly structure; it can reduce the flow resistance of the airflow passing through the valve core, and is also conducive to increasing the flow rate of high-temperature exhaust gas.

[0046] In some embodiments, the diameter of the pipeline of the first air extraction pipe 3 between the one-way valve 31 and the ejector 2 is larger than that of the second air extraction pipe 4, and the diameter of the pipeline of the first air extraction pipe 3 between the exhaust device 11 and the one-way valve 31 is smaller than that of the second air extraction pipe 4, which can ensure the gas flow rates at the first inlet 21 and the second inlet 22 of the ejector 2 and create conditions for the high-temperature exhaust gas of the engine 1 to flow into the mixing chamber 25.

[0047] In some embodiments, the gas flow rates of the first air extraction pipe 3, the second air extraction pipe 4, the hot air pipe 5, the solenoid valve 51 and the one-way valve 31 are ≤ 0.2 Ma; the gas flow rates of the first air extraction pipe 3, the second air extraction pipe 4, the hot air pipe 5, the solenoid valve 51 and the one-way valve 31 are within 0.2 Ma, which can reduce the resistance loss of the gas flowing through the first air extraction pipe 3, the second air extraction pipe 4, the hot air pipe 5, the solenoid valve 51 and the one-way valve 31, thereby increasing the supply pressure of the anti-icing hot air.

[0048] In some embodiments, the compressed air flow rate at the outlet of the throttle orifice 24 is ≥ 1.0 Ma; the compressed air can be effectively throttled.

[0049] In some embodiments, the flow area of the one-way valve 31 is 3 to 5 times that of the throttle orifice 24, which can increase the temperature and pressure of the anti-icing hot air.

[0050] Specifically, the flow area of the one-way valve 31 is 4 times that of the throttle orifice 24.

[0051] In some embodiments, the flow area of the solenoid valve 51 is 4 to 6 times that of the throttle orifice 24, which can increase the temperature and pressure of the anti-icing hot air.

[0052] Specifically, the flow area of the solenoid valve 51 is 5 times that of the throttle orifice 24.

[0053] In some embodiments, the flow area of the first air extraction pipe 3 is 3 to 5 times that of the throttle orifice 24, which can increase the temperature and pressure of the anti-icing hot air.

[0054] Specifically, the flow area of the first air extraction pipe 3 is 4 times that of the throttle orifice 24.

[0055] In some embodiments, the flow area of the second air extraction pipe 4 is 2.5 to 4 times that of the throttle orifice 24 of the ejector 2, which can increase the temperature and pressure of the anti-icing hot air.

[0056] Specifically, the flow area of the second air extraction pipe 4 is 3 times that of the throttle orifice 24 of the ejector 2.

[0057] Specifically, the flow area of the second air guiding pipe 4 is 3.5 times that of the throttle hole 24 of the ejector 2.

[0058] In some embodiments, the inner diameter of the throttle hole 24 gradually decreases from the inlet to the outlet, ensuring the flow rate of the compressed air at the outlet of the throttle hole 24 and throttling the compressed air thereby.

[0059] In some embodiments, the outlet diameter D of the throttle hole 24 is 10 mm - 30 mm, the inlet diameter of the throttle hole 24 is 1.5D - 2.5D, and the distance between the inlet and the outlet of the throttle hole 24 is 1D - 2D, which can ensure that the flow rate of the compressed air at the outlet of the throttle hole 24 ≥ 1.0 Ma, thereby effectively throttling the compressed air.

[0060] Specifically, both the inlet and the outlet of the throttle hole 24 are circular, which is convenient for processing.

[0061] In some embodiments, the pressure ratio at the position where the inter-stage 121 of the compressor 12 in the ground idle state of the engine 1 is connected to the first air inlet is ≥ 1.8, which can ensure that the ejector 2 has a strong ejecting ability.

[0062] Specifically, the pressure ratio refers to the ratio of the pressure at the air extraction position of the inter-stage 121 of the compressor 12 to the ambient pressure.

[0063] Specifically, for the double centrifugal compressor 12, the position where the inter-stage 121 of the compressor 12 is connected to the first air inlet is between the outlet of the first-stage centrifugal impeller and the inlet of the second-stage centrifugal impeller.

[0064] Specifically, for the axial flow + centrifugal combined compressor 12, the position where the inter-stage 121 of the compressor 12 is connected to the first air inlet is between the outlet of the third-stage axial flow and the inlet of the centrifugal impeller.

[0065] Specifically, for the full axial flow compressor 12, the position where the inter-stage 121 of the compressor 12 is connected to the first air inlet is between the outlet of the third-stage axial flow and the outlet of the fifth-stage axial flow.

[0066] In this embodiment, a simulation analysis is carried out on the ejecting and mixing of the high-temperature exhaust gas of the engine 1 and the compressed air at the inter-stage 121 of the compressor 12. The analysis shows that: after the high-temperature exhaust gas and the compressed air are ejected and mixed, anti-icing hot air with moderate temperature and pressure can be provided, and the provided anti-icing hot air matches the anti-icing heat requirements of each working state of the engine 1. See Table 1 for details.

[0067]

[0068]

[0069] Table 1

[0070] As shown in Table 1, when the operating state of Engine 1 is the ground idle state, the anti-icing hot air flow rate at the anti-icing part 13 of Engine 1 is 63 g / s, the anti-icing hot air pressure is 125 KPa, and the anti-icing hot air temperature is 385 K, with a significant anti-icing effect; when the operating state of Engine 1 is 25% continuous state, the anti-icing hot air flow rate at the anti-icing part 13 of Engine 1 is 78 g / s, the anti-icing hot air pressure is 135 kPa, and the anti-icing hot air temperature is 417 K, with a significant anti-icing effect; when the operating state of Engine 1 is the maximum continuous state, the anti-icing hot air flow rate at the anti-icing part 13 of Engine 1 is 99 g / s, the anti-icing hot air pressure is 160 kPa, and the anti-icing hot air temperature is 462 K, with a significant anti-icing effect. The ejector device can supply an appropriate amount of anti-icing hot air at a moderate temperature to the anti-icing part 13 of Engine 1 according to different operating states of Engine 1, which not only saves the consumption of compressed air but also realizes the waste heat recovery and utilization of high-temperature exhaust gas, and can significantly reduce the negative impact of anti-icing bleed air on Aero Engine 1.

[0071] The working principle of the bleed air anti-icing device is as follows:

[0072] Figure 3 Fig. shows a schematic diagram of the flow directions of high-temperature and low-pressure gas and compressed air into the ejector 2. As Figure 3 shown, the throttle orifice 24 is used to speed up the compressed air entering the mixing chamber 25 and form a negative pressure in the mixing chamber 25, and then the high-temperature and low-pressure gas of Engine 1 is introduced into the mixing chamber 25 by using the pressure difference. After the two gases are mixed, an appropriate amount of anti-icing hot air with a constant temperature is formed, which not only saves the consumption of compressed air but also realizes the waste heat recovery and utilization of high-temperature exhaust gas, and can significantly reduce the negative impact of anti-icing bleed air on Aero Engine 1.

[0073] Figure 6 Fig. shows a schematic diagram of the solenoid valve 51 in the open state. As Figure 6 shown, when the anti-icing part 13 of Engine 1 needs bleed air anti-icing, the anti-icing detector controls the solenoid valve 51 to switch from the closed state to the open state. The pressure at the inlet position of the solenoid valve 51 is quickly depressurized, the compressed air flow rate at the inter-stage 121 of the compressor 12 rapidly increases, and the flow velocity of the compressed air flowing through the throttle orifice 24 quickly increases from 0 to more than 1.0 Mach number. Then a negative pressure is quickly formed in the mixing chamber 25. After the pressure in the mixing chamber 25 is less than the pressure at the connection between the inter-stage 121 of the compressor 12 and the first air duct 3, Figure 4 Fig. shows a schematic diagram of the check valve 31 in the open state. As Figure 4As shown, the pressure difference forces the one-way valve 31 to open automatically, so that the high-temperature low-pressure gas in the exhaust device 11 flows to the mixing chamber 25. After the high-temperature low-pressure gas and the compressed air are mixed and pressurized in the mixing chamber 25, the anti-icing hot gas with appropriate temperature and pressure is formed at the heat exhaust outlet 23 of the ejector 2, and then flows through the solenoid valve 51 and flows to the anti-icing part 13 of the engine 1.

[0074] Figure 7 FIG. 5 shows a schematic diagram of the solenoid valve 51 in a closed state. Figure 7 As shown, when the anti-icing part 13 of the engine 1 does not need anti-icing hot air, the anti-icing detector controls the solenoid valve 51 to switch from the open state to the closed state, and the pressure at the inlet position of the solenoid valve 51 increases rapidly to the pressure at the connection between the interstage 121 of the compressor 12 and the first air bleed pipe 3, and the flow rate of compressed air drawn from the interstage 121 of the compressor 12 decreases rapidly to zero, causing the flow rate of the throttle hole 24 to also decrease rapidly to zero, and the pressure in the mixing chamber 25 increases rapidly from negative pressure to the pressure at the connection between the interstage 121 of the compressor 12 and the first air bleed pipe 3. Figure 5 FIG. 4 shows a schematic diagram of the one-way valve 31 in a closed state. Figure 5 As shown, under the action of the reverse pressure difference, the one-way valve 31 will automatically switch from an open state to a closed state, thereby automatically cutting off the flow of gas in the exhaust device 11 to the ejector 2, and also preventing the compressed air between the stages 121 of the compressor 12 from flowing to the exhaust device 11.

[0075] Specifically, through the opening action of the solenoid valve 51, the one-way valve 31 is automatically linked to open, and the bleed air between the stages 121 of the compressor 12 and the bleed air of the high-temperature exhaust gas of the engine 1 are realized at the same time, and mixed inside the ejector 2, providing hot air with appropriate temperature and pressure for the anti-icing of the engine 1. Through the closing action of the solenoid valve 51, the one-way valve 31 is automatically linked to close, and the bleed air between the stages 121 of the compressor 12 and the bleed air of the high-temperature exhaust gas of the engine 1 are cut off at the same time, realizing the closing of the bleed air anti-icing.

[0076] Embodiment 2

[0077] On the basis of the first embodiment, the outlet diameter of the throttle hole 24 is 12 mm, which can ensure the flow rate of the compressed air at the outlet of the throttle hole 24 and thereby throttle the compressed air;

[0078] In some embodiments, the effective flow area of ​​the one-way valve 31 is 565 mm 2 , which can increase the temperature and pressure of anti-icing hot air.

[0079] In some embodiments, the effective flow area of ​​the solenoid valve 51 is 565 mm 2 , which can increase the temperature and pressure of anti-icing hot air.

[0080] In some embodiments, the inner diameter of the pipeline of the first air intake pipe 3 between the one-way valve 31 and the engine 1 is 22 mm, the inner diameter of the pipeline of the first air intake pipe 3 between the one-way valve 31 and the ejector 2 is 25 mm, and the inner diameter of the second air intake pipe 4 is 24 mm; this can ensure the gas flow rates at the first inlet 21 and the second inlet 22 of the ejector 2 and create conditions for the high-temperature exhaust gas of the engine 1 to flow towards the mixing chamber 25.

[0081] Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bleed air anti-icing device, comprising an ejector device, wherein the ejector device is electrically connected to an engine (1), characterized in that: The first air inlet of the ejector device is in communication with the exhaust device (11) of the engine (1), the second air inlet of the ejector device is in communication with the interstage (121) of the compressor (12) of the engine (1), the outlet of the ejector device is in communication with the anti-icing part (13) of the engine (1), a throttle hole (24) is provided in the ejector device, the throttle hole (24) is in communication with the second air inlet, a position in the ejector device close to the outlet of the throttle hole (24) is a mixing chamber (25), and the first air inlet is in communication with the mixing chamber (25).

2. The bleed air anti-icing device according to claim 1, characterized in that: The ejector device comprises an ejector (2), a first air bleed pipe (3), a second air bleed pipe (4) and a hot air pipe (5); the inlet of the first air bleed pipe (3) is communicated with an exhaust device (11) of an engine (1); the outlet of the first air bleed pipe (3) is communicated with a first inlet (21) of the ejector (2); the inlet of the second air bleed pipe (4) is communicated with an interstage (121) of a compressor (12) of the engine (1); the outlet of the second air bleed pipe (4) is communicated with a second inlet (22) of the ejector (2); the inlet of the hot air pipe (5) is communicated with a heat exhaust outlet (23) of the ejector (2); the outlet of the hot air pipe (5) is communicated with an anti-icing part (13) of the engine (1); the hot air pipe (5) is provided with a solenoid valve (51) electrically connected to the engine (1); and the first air bleed pipe (3) is provided with a one-way valve (31).

3. The bleed air anti-icing device according to claim 2, characterized in that: The ejector (2) is provided with a throttle hole (24), the throttle hole (24) is connected to the second inlet (22), the ejector (2) is located near the outlet of the throttle hole (24) as a mixing chamber (25), and the mixing chamber (25) is connected to the first inlet (21).

4. The bleed air anti-icing device according to claim 2, characterized in that: The diameter of the first air duct (3) located between the one-way valve (31) and the ejector (2) is greater than the diameter of the second air duct (4), and the diameter of the first air duct (3) located between the exhaust device (11) and the one-way valve (31) is smaller than the diameter of the second air duct (4).

5. The bleed air anti-icing device according to claim 2, characterized in that: The flow area of ​​the one-way valve (31) is 3 to 5 times the flow area of ​​the throttling hole (24).

6. The bleed air anti-icing device according to any one of claims 2 to 5, characterized in that: The flow area of ​​the solenoid valve (51) is 4 to 6 times the flow area of ​​the throttle hole (24).

7. The bleed air anti-icing device according to any one of claims 2 to 5, characterized in that: The flow area of ​​the first air duct (3) is 3 to 5 times the flow area of ​​the throttle hole (24).

8. The bleed air anti-icing device according to any one of claims 2 to 5, characterized in that: The flow area of ​​the second air duct (4) is 2.5 to 4 times the flow area of ​​the throttling hole (24) of the ejector (2).

9. The bleed air anti-icing device according to any one of claims 2 to 5, characterized in that: The inner diameter of the throttle hole (24) gradually decreases from the inlet to the outlet.

10. The bleed air anti-icing device according to any one of claims 2 to 5, characterized in that: The outlet diameter D of the throttle hole (24) is 10 mm to 30 mm, the inlet diameter of the throttle hole (24) is 1.5D to 2.5D, and the distance between the inlet and outlet of the throttle hole (24) is 1D to 2D.

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