Cascade element for thrust reverser system of engine

Abstract

The invention relates to a cascade element (1) for a thrust reverser system (22) of an engine (20), more particularly a jet engine, comprising a plurality of mutually adjacent deflecting blades (2) for deflecting a gas flow, at least one deflecting blade (2) being twisted around its longitudinal axis (4) at least along a twisted longitudinal portion (3). The invention also relates to an engine (20) having a cascade element (1) of this type, and to a method for manufacturing a cascade element (1) of this type, in which additive manufacturing is carried out.

Description

[0001] This application is a divisional application of Chinese patent application 202180049660.7, filed on July 13, 2021, entitled "Blade cascade element for thrust reverser system of engine". Technical Field

[0002] This invention relates to a blade array element for a thrust reverser system of an engine, particularly a jet engine, comprising a plurality of adjacently arranged deflecting blades for deflecting airflow. Furthermore, this invention relates to an engine having a thrust reverser system. Finally, this invention relates to a method for manufacturing a blade array element for a thrust reverser system of an engine, particularly a jet engine. Background Technology

[0003] Engines with thrust reverser systems are known, for example, from US 2017 / 0057166 A1.

[0004] Using a thrust reverser system, the engine airflow can be deflected in the opposite direction to the thrust of the aircraft's forward motion, thus effectively braking the aircraft after landing on the runway. As a result, the landing roll distance is reduced, and the load on the wheel brakes is decreased during landing.

[0005] Engines equipped with thrust reverser systems can be turbojet or turbofan engines. To activate thrust reversal, thrust reverser flaps are typically introduced into the driving airflow (e.g., a bypass / secondary flow in the case of a turbofan engine). Using these thrust reverser flaps, the normal path of the driving airflow is at least partially closed, and the airflow is deflected, for example, by about 90°, causing it to subsequently travel substantially radially relative to the engine's longitudinal axis. Due to the displacement of the thrust reverser flaps, multiple blade elements that extend substantially circumferentially and form a ring can be simultaneously exposed. These blade elements, in each case, comprise a cascade of adjacently arranged deflecting blades that further deflect the direction of the airflow. In this way, the airflow acquires an axially forward component (i.e., in the direction opposite to the exit airflow for flight operations). Using these blade elements, effective surface area loss is also minimized, and reverse thrust is maximized.

[0006] An engine can, for example, include 32 blade elements. Each blade element must be manufactured individually, which is why manufacturing equipment is expensive. In the prior art, blade elements are machined from metal or surface-finished by hand. Alternatively, they can be manufactured by injection molding or using die forging. In the case of production using autoclave molding, the carbon fiber structure is introduced into a mold. A flexible mandrel defining the open deflection channels of the deflecting blades extends into the carbon fiber structure. Insertion is usually done manually and is very labor-intensive. Depending on the design, the mold can be closed and the upper and lower parts of the mold can move toward each other to apply consolidation pressure to the fiber structure, or the fiber structure can be vacuum-sealed in the mold and pressurized in an autoclave. The flexible mandrel must be removed after molding. This process is, in turn, very expensive and difficult.

[0007] In known thrust reverser systems, a problem arises where the deflected thrust flow can be blown along the direction of the engine inlet region. As a result, foreign objects on the landing runway may be entrained and sucked into the engine, potentially causing damage. To minimize these drawbacks, known thrust reverser systems can provide blade cascade elements with angled deflecting blades at certain portions of the engine side, with the longitudinal axis of the deflecting blades at an angle other than 90° to the engine's longitudinal axis, in order to divert the reverse airflow away from the ground and / or the wing. However, because the deflecting blades of the cascade elements in the prior art have the same angled position everywhere, the reverse airflow can only be deflected very imprecisely. Such a design may further increase turbulence. Reverse thrust may also be reduced. Summary of the Invention

[0008] The object of this invention is to mitigate or overcome at least some of the disadvantages of the prior art. In particular, this invention aims to provide a blade element and an engine with a thrust reverser system, which should increase reverse thrust and / or should be able to more precisely deflect reverse airflow. Furthermore, a particular object of this invention is to provide a simple method for manufacturing such a blade element.

[0009] This objective is achieved by a blade element having the features of claim 1, an engine having the features of claim 10, and a method having the features of claim 12. Preferred embodiments are specified in the dependent claims.

[0010] According to the invention, at least one of the deflecting blades of the cascade element is twisted about its longitudinal axis at least along the twisted longitudinal portion.

[0011] Because the deflector blades twist in their longitudinal section, airflow can be deflected more precisely, particularly in different ways along the longitudinal range of the blades. Furthermore, the twisting motion is advantageous in concentrating the airflow from adjacent blade elements or a single blade element. In the case of thrust reverser systems for aircraft engines, air can be effectively deflected from the ground and / or the wing.

[0012] At least two longitudinal lines exist on the twisted longitudinal portion of the deflector blade, these longitudinal lines being inclined to each other (i.e., not moving parallel). In this case, the first longitudinal line passes through two first points, and the second longitudinal line passes through two second points, wherein the two second points are respectively moved by the same vector relative to one of the two first points (preferably in the downward direction of the deflector blade). For this definition, the wall thickness (thickness) of the deflector blade is ignored, and the point is determined specifically for half the wall thickness in each case. Furthermore, for the parallelism condition, the (generally low) curvature adapting to the circumference of the engine nacelle, i.e., curvature around the spacing direction, is not considered. The deflector blade extends in a longitudinal direction substantially perpendicular to the spacing direction of the deflector blades relative to each other. The twist angle is preferably between 0° and 50°, particularly preferably between 2° and 30°, and even more preferably between 3° and 20°. The twist angle is defined by the two outermost (i.e., the furthest in the downward direction, particularly the top (uppermost) and bottom (lowermost)) longitudinal lines, as defined above.

[0013] The torsion is preferably continuous in a portion. The deflecting blade may include two or more different torsions in different longitudinal sections. Preferably, more than one deflecting blade of the blade cascade element includes a torsion, and particularly preferably, all deflecting blades of the blade cascade element include a torsion in each case, especially in the same torsional direction.

[0014] The blade cascade element comprises a plurality of adjacently arranged deflecting blades, preferably in the form of a whorl. The blade cascade element preferably comprises 5 to 200, particularly preferably 30 to 60 deflecting blades. In each case, the deflecting blades preferably comprise a longitudinal range larger than the downward range. The longitudinal axis extends substantially in the longitudinal range direction of the deflecting blades. The longitudinal range direction is defined by the average direction of the longitudinal range. The downward range of the deflecting blades is preferably at least 1 cm, particularly between 2 cm and 15 cm, particularly preferably between 3 cm and 12 cm, and even more preferably between 5 cm and 8 cm. The longitudinal range of the deflecting blades is preferably at least 2 cm, particularly between 3 cm and 20 cm, particularly preferably between 4 cm and 15 cm, and even more preferably between 6 cm and 10 cm. The wall thickness of the deflecting blades is preferably between 0.5 and 15 mm, preferably between 1 and 7 mm, particularly preferably between 1.5 and 6 mm, and even more preferably between 2 and 5 mm. Preferably, the multiple or all deflecting blades of the cascade element include the same twist or at least twist in the same direction (but possibly at different angles).

[0015] An engine according to the invention includes at least one blade element according to the invention. Advantageously, the engine includes multiple blade elements according to the invention. The engine may include at least one blade element according to the invention and at least one conventional blade element (i.e., without deflecting blade twist).

[0016] In the intended arrangement of the blade elements in the engine's thrust reverser system, the longitudinal extent and / or longitudinal axis of the blade elements extend circumferentially, particularly relative to the engine's longitudinal axis, i.e., the engine axis. The spacing direction of the blade elements extends substantially along the axial direction of the engine or engine nacelle.

[0017] The method according to the invention for manufacturing blade array elements for a thrust reverser system of an engine, particularly a jet engine, comprises at least the following steps: - Additively manufacture multiple adjacent deflector blades for deflecting airflow, wherein at least one of the deflector blades is configured to be twisted along the longitudinal portion relative to its longitudinal axis.

[0018] Using this method, the aforementioned blade elements can be produced in a particularly simple manner. Additive manufacturing is preferably performed via 3D printing. Preferably, at least one fiber-reinforced plastic, particularly a thermoplastic or thermosetting plastic, preferably GFRP or CFRP, or at least one metal is used as the material for additive manufacturing.

[0019] Regarding the blade element according to the invention, it is advantageous if adjacent deflecting blades are connected to each other by at least two support walls, wherein in each case, two adjacent deflecting blades and two support walls form a fluid flow deflection channel. Preferably, at least two support walls are provided. In a preferred design, 1 to 30 support walls are provided, particularly preferably 3 to 6 support walls. Thus, multiple fluid flow deflection channels are formed. The support walls can increase the stability of the blade element and also improve the deflection of the airflow. The support walls extend substantially parallel to the direction in which the deflecting blades are spaced apart from each other, i.e., the longitudinal direction of the deflecting blades is approximately or substantially perpendicular to the longitudinal direction of the support walls. The support walls are preferably flat and / or planar. It is particularly advantageous if the support walls are also used for flow conduction. To achieve this, at least one support wall may include a longitudinal direction that deviates from the engine's spacing direction or axial direction, particularly at an angle of at least 2°, preferably at least 5°, to the engine's spacing direction or axial direction. Furthermore, it is preferred that at least one support wall is twisted about its longitudinal axis at least along a twisted longitudinal portion. For the torsion of the deflecting blades, the torsion of the support walls can have the same preferred characteristics. Preferably, the distance between two adjacent support walls of the blade element is greater than 1 times the size of the distance between two adjacent deflecting blades, preferably 1.5 times that size, and particularly preferably more than twice that size. Regarding the intended arrangement of the blade elements in the engine's thrust reverser system, the support walls preferably extend along the longitudinal direction of the engine, i.e., in the axial direction.

[0020] Advantageously, the deflecting blades are bent relative to an axis defined by the direction in which the multiple deflecting blades are spaced apart (or the longitudinal axis of the engine nacelle) to adapt to the side surface of the engine nacelle. Therefore, multiple circumferentially extending blade elements can be provided in the engine's thrust reverser system. The radius of the bend relative to the axis parallel to the spacing direction is preferably between 0.5 and 2.5 m, particularly preferably between 0.6 and 2 m, and even more preferably between 0.75 and 1.75 m. The direction in which the multiple deflecting blades are spaced apart corresponds particularly preferably to the longitudinal direction of the engine or the axial direction or the longitudinal direction of the support wall.

[0021] In a preferred embodiment, at least one deflector blade includes a curved cross-section, particularly in the cross-section perpendicular to both the longitudinal and downward directions (i.e., perpendicular to the surface of the deflector blade). As a result, the airflow can be further deflected, particularly by providing a velocity component in the opposite direction to the airflow flowing into the engine. Preferably, the deflector blades of all numbers of blade elements include curved cross-sections. The curvature of the cross-section includes a curvature radius preferably at least 1 cm, particularly preferably at least 2 cm, even more preferably between 3 and 15 cm, and even more preferably between 5 and 10 cm.

[0022] Preferably, at least one deflecting blade includes a protrusion on the edge defining the deflecting blade in the downward range direction (i.e., at the outer edge when viewed in the radial direction of the engine), such that the shape of the edge deviates from a straight line or deviates from a helix in the twisted longitudinal portion.

[0023] This design can be provided in the blade array element described above, but it can also be provided in a blade array element in which the deflecting blades do not twist. Therefore, the present invention also generally relates to a blade array element for a thrust reverser system of an engine, particularly a jet engine, comprising a plurality of adjacently arranged deflecting blades for deflecting airflow, wherein at least one deflecting blade includes a protrusion on the edge defining the deflecting blade in a downward range direction (i.e., at the outer edge when viewed in the radial direction of the engine).

[0024] The edge of one side of the deflector blade is preferably substantially within a plane. In the convex region, the deflector blade protrudes beyond the plane defined by the edge of the deflector blade (entering the remaining region without convexity). The convexity can be designed to be symmetrical or asymmetrical with respect to an axis extending along the downward extent direction of the deflector blade. Using the convexity, airflow can be focused and its direction changed, while the deflector blade can additionally include a smaller downward extent direction. The shape of the convexity can be configured to be variable in all directions.

[0025] In a preferred embodiment, the at least one deflecting blade is designed to be concave in the convex region (as seen from the direction of the thrust flow before it is deflected by the deflecting blade), particularly as part of the housing. As a result, the airflow can be particularly well focused and deflected simultaneously.

[0026] Advantageously, the deflector blades are designed to deflect the fluid flow passing over them in the direction of the convex centerline. As a result, the thrust reversal effect can be improved.

[0027] In an advantageous embodiment, at least one guide rib is disposed on at least one deflection blade (on at least one of the two sides or surfaces of the deflection blade).

[0028] This design can be provided in the blade array element described above, but it can also be provided in a blade array element where the deflecting blades do not twist. Therefore, the invention also generally relates to a blade array element for a thrust reverser system of an engine, particularly a jet engine, comprising a plurality of adjacently arranged deflecting blades for deflecting airflow, wherein at least one guide rib is disposed on at least one deflecting blade.

[0029] The guide ribs preferably extend at an angle between -45° and +45°, more preferably between -30° and +30°, with respect to the downward direction of the deflecting blade, particularly along the downward direction of the deflecting blade. The guide ribs specifically form protrusions on the surface of the deflecting blade. Advantageously, a guide rib extends in the same manner (consistently) on both sides of the deflecting blade. Preferably, at least one deflecting blade includes more than one guide rib. The use of guide ribs allows for a more aerodynamically advantageous airflow deflection. Furthermore, guide ribs can also be used to reinforce the deflecting blade, thereby improving stability.

[0030] Preferably, at least one deflector blade includes a wall thickness that varies along the downward range direction. Preferably, the wall thickness decreases (monotonically) along the downward range direction (particularly along the direction of airflow discharge of the thrust reverser system), or the wall thickness decreases from the longitudinal line (particularly the center) in both orientations along the downward range direction. That is, the deflector blade can, for example, have a greater wall thickness relative to the center of the downward range than at the edges. As a result, the aerodynamics of the deflected airflow can be improved. Furthermore, stability at the same weight can be improved and costs reduced. Noise reduction can also be achieved.

[0031] Regarding the engine according to the invention, it is advantageous to provide two blade elements arranged in a substantially mirror-inverted manner, such that the airflow deflected by the two blade elements can be combined or concentrated. Therefore, it is advantageous that the thrust reverser system includes at least one first and one second blade element, as described herein (wherein the first and second blade elements are preferably arranged adjacent to each other in the circumferential direction relative to the engine axis), wherein at least one deflecting blade of the first blade element is twisted about the longitudinal axis of the same deflecting blade at least along the twisted longitudinal portion in a first angular direction, and at least one deflecting blade of the second blade element is twisted about the longitudinal axis of the same deflecting blade at least along the twisted longitudinal portion in a second angular direction, the second angular direction being opposite to the first angular direction. Thus, in each case, at least one deflecting blade of the two blade elements comprises opposite twists. The longitudinal axes of the twists of the two blade elements are preferably substantially symmetrical with respect to a plane extending through the central axis of the engine.

[0032] Advantageously, in the additive manufacturing step of the plurality of adjacently arranged deflecting blades according to the invention, the rib-like surface (shark scale surface) is further provided on at least one side surface portion of at least one of the deflecting blades. As a result, flow guidance can be improved and flow resistance can be reduced. Noise reduction can also be achieved. This particularly means that a plurality of ribs are provided on the side surface portion, whose longitudinal axis is particularly located in the flow direction and particularly has a triangular shape. It extends in the flow direction of the airflow to be deflected. Preferably, at least 20 ribs are provided, particularly preferably at least 50, and even more preferably at least 200 ribs. The ribs particularly include pointed end edges; this point preferably includes an acute angle, preferably less than 60°, particularly preferably less than 50°, and even more preferably less than 40°. Preferably, the distance between the points of two adjacent ribs is less than 1 mm, particularly preferably less than 0.2 mm, and even more preferably less than 0.1 mm. It is particularly preferred that the rib-like surface is applied in the additive manufacturing step, particularly in the form of a film or coating.

[0033] During additive manufacturing, filaments comprising thermosetting plastics and / or thermoplastic plastics are preferably used. Fabric reinforcement is preferably carried out using annular carbon fibers and / or annular glass fibers. Preferably, the blade cascade element is manufactured in one of the embodiments described herein. The deflector blades can also be additively manufactured from a metal substrate.

[0034] In an advantageous variation, the method further includes the step of additively manufacturing at least two support walls, using which adjacently arranged deflecting blades are connected to each other, wherein in each case, two adjacent deflecting blades and two support walls form a fluid flow deflection channel. As a result, stability and air deflection can be improved.

[0035] Advantageously, additive manufacturing of a plurality of adjacently arranged deflecting blades and at least two support walls is performed using at least one first and one second printhead. The first printhead manufactures at least one support wall and one deflecting blade defining a specific fluid flow deflection channel, and the second printhead manufactures at least one additional support wall and one additional deflecting blade defining the specific fluid flow deflection channel. The fibers for additive manufacturing from the first printhead and the fibers for additive manufacturing from the second printhead are guided in an interlaced manner at least at one corner of the specific fluid flow deflection channel. Advantageously, in the first pass, one layer is applied in each case by the first and second printheads. In at least one second pass, an additional layer (particularly according to a new pattern) is applied in each case, such that at least one deflecting blade, preferably each deflecting blade, and at least one support wall, preferably each support wall, comprises the layer from the first printhead and the layer from the second printhead. As a result, the stability and uniformity of the blade element can be improved. Through the first and second printheads, filaments (e.g., thermoplastic / thermosetting plastics, particularly as a matrix) are supplied together with ring-shaped fibers. The printheads preferably rotate once about their common axis to achieve an interlaced, cross-linked arrangement.

[0036] Advantageously, the support wall, deflection blade, additional support wall, and additional deflection blade defining the specific fluid flow deflection channel each comprise two layers in each case, wherein one of the layers is manufactured using a first printhead, and the other of the two layers is manufactured using a second printhead.

[0037] Preferably, the frame is first manufactured (e.g., using thermoplastic AFP), and then the deflection blades are additively manufactured. Alternatively, the frame can be pressed using thermoplastic and the deflection blades directly printed onto the frame. Specific sensor technologies can also be integrated during the additive manufacturing process. This allows for the acquisition of data (e.g., regarding load or potential optimizations), and also enables structural health monitoring.

[0038] The present invention provides a blade array element for a thrust reverser system for an engine, particularly a jet engine, comprising: a plurality of adjacently arranged deflecting blades for deflecting airflow, wherein at least one of the deflecting blades is twisted about its longitudinal axis at least along a twisted longitudinal portion.

[0039] According to one aspect of the invention, the adjacently arranged deflecting blades are connected to each other by at least two support walls, wherein in each case, the two adjacent deflecting blades and the two support walls form a fluid flow deflection channel.

[0040] According to one aspect of the invention, the deflecting blades are bent relative to an axis defined by the spacing direction of the plurality of deflecting blades to adapt to the side surface of the engine nacelle.

[0041] According to one aspect of the invention, at least one deflector blade comprises a curved cross section.

[0042] According to one aspect of the invention, at least one deflecting blade includes a protrusion on an edge defining the deflecting blade in a downward range direction, such that the shape of the edge deviates from a straight line or from a helix in the twisted longitudinal portion.

[0043] According to one aspect of the invention, the at least one deflecting blade is designed to be concave in the region of the protrusion.

[0044] According to one aspect of the invention, the deflecting blade is designed such that the fluid flow passing through the deflecting blade is deflected and / or concentrated in the direction of the centerline of the protrusion.

[0045] According to one aspect of the invention, at least one guide rib is disposed on at least one deflection blade.

[0046] According to one aspect of the invention, at least one deflector blade includes a wall thickness that varies in a downward range direction, wherein the wall thickness decreases particularly in the direction of the airflow discharge direction of the thrust reverser system or the wall thickness decreases from the longitudinal line in both downward range directions.

[0047] The present invention also provides an engine having a thrust reverser system, the thrust reverser system including at least one of the aforementioned blade elements.

[0048] According to one aspect of the invention, the thrust reverser system includes, in each case, at least one first and one second blade element as described above, wherein the first and second blade elements are arranged adjacent to each other in the circumferential direction relative to the engine axis, wherein at least one of the deflecting blades of the first blade element is twisted about the longitudinal axis of the same deflecting blade at least along the twisted longitudinal portion in a first angular direction, and at least one of the deflecting blades of the second blade element is twisted about the longitudinal axis of the same deflecting blade at least along the twisted longitudinal portion in a second angular direction, the second angular direction being opposite to the first angular direction.

[0049] The present invention also provides a method for manufacturing blade elements for a thrust reverser system of an engine, particularly a jet engine, comprising the steps of: additively manufacturing a plurality of adjacently arranged deflecting blades for deflecting airflow, wherein at least one of the deflecting blades is configured to be twisted relative to its longitudinal axis along a twisted longitudinal portion.

[0050] According to one aspect of the invention, the step of additively manufacturing a plurality of adjacently arranged deflection blades further includes: – A rib-like surface is provided on at least one side surface portion of at least one of the deflection blades.

[0051] According to one aspect of the invention, the method further includes the following steps: – Additive manufacturing of at least two support walls, with adjacent deflecting blades interconnected using the at least two support walls, wherein in each case, two adjacent deflecting blades and two support walls form a fluid flow deflection channel.

[0052] According to one aspect of the invention, additive manufacturing of the plurality of adjacently arranged deflecting blades and at least two support walls is performed using at least one first and one second printhead, wherein at least one support wall and one deflecting blade defining a particular fluid flow deflection channel are manufactured using the first printhead, and at least one additional support wall and one additional deflecting blade defining the particular fluid flow deflection channel are manufactured using the second printhead, wherein fibers for additive manufacturing from the first printhead and fibers for additive manufacturing from the second printhead are interwoven at least at one corner of the particular fluid flow deflection channel.

[0053] According to one aspect of the invention, the support wall, the deflection blade, the additional support wall, and the additional deflection blade defining the particular fluid flow deflection channel each comprise two layers, wherein one of the two layers is manufactured using the first printhead, and the other of the two layers is manufactured using the second printhead.

[0054] This invention is particularly suitable for thrust reverser systems in aircraft engines. Of course, it can also be used in other engines. Attached Figure Description

[0055] The invention will now be explained in more detail with reference to the preferred embodiments shown in the accompanying drawings.

[0056] Figure 1 An engine with a thrust reverser system having multiple blade elements is shown.

[0057] Figure 2 Shown in cross-section Figure 1 The engine, in which the thrust reverser system is inactive.

[0058] Figure 3 Shown in cross-section Figure 1 The engine, in which the thrust reverser system is activated.

[0059] Figure 4 Showing the wings Figure 1 The engine, which shows a deflection and directional airflow with activated thrust reversal after exiting the blade elements.

[0060] Figure 5A A preferred embodiment of the blade cascade element according to the invention is shown from the inside.

[0061] Figure 5B The interior is shown in an isometric view. Figure 5A The same blade cascade element.

[0062] Figure 5C The view is shown from the outside in an isometric view. Figure 5A The same blade cascade element.

[0063] Figure 5D The first sectional view shows the relationship with Figure 5A The same blade cascade element.

[0064] Figure 5E The second sectional view shows the relationship with Figure 5A The same blade cascade element.

[0065] Figure 5F The third sectional view shows the relationship with Figure 5A The same blade cascade element.

[0066] Figure 5G The fourth sectional view shows the relationship with Figure 5A The same blade cascade element.

[0067] Figure 6A Another preferred embodiment of the blade cascade element according to the invention is shown from the inside.

[0068] Figure 6B The interior is shown in an isometric view. Figure 6A The same blade cascade element.

[0069] Figure 6C The view is shown from the outside in an isometric view. Figure 6A The same blade cascade element.

[0070] Figure 6D The first sectional view shows the relationship with Figure 6A The same blade cascade element.

[0071] Figure 6E The second sectional view shows the relationship with Figure 6A The same blade cascade element.

[0072] Figure 6F The third sectional view shows the relationship with Figure 6A The same blade cascade element.

[0073] Figure 6G The fourth sectional view shows the relationship with Figure 6A The same blade cascade element.

[0074] Figure 7A Another preferred embodiment of the blade cascade element according to the invention is shown from the inside.

[0075] Figure 7B The interior is shown in an isometric view. Figure 7A The same blade cascade element.

[0076] Figure 7C The view is shown from the outside in an isometric view. Figure 7A The same blade cascade element.

[0077] Figure 7D The first sectional view shows the relationship with Figure 7A The same blade cascade element.

[0078] Figure 7E The second sectional view shows the relationship with Figure 7A The same blade cascade element.

[0079] Figure 7F The third sectional view shows the relationship with Figure 7A The same blade cascade element.

[0080] Figure 7G The fourth sectional view shows the relationship with Figure 7A The same blade cascade element.

[0081] Figure 8A Another preferred embodiment of the blade cascade element according to the invention is shown from the inside.

[0082] Figure 8B The interior is shown in an isometric view. Figure 8A The same blade cascade element.

[0083] Figure 8C The view is shown from the outside in an isometric view. Figure 8A The same blade cascade element.

[0084] Figure 8D The first sectional view shows the relationship with Figure 8A The same blade cascade element.

[0085] Figure 8E The second sectional view shows the relationship with Figure 8A The same blade cascade element.

[0086] Figure 8F The third sectional view shows the relationship with Figure 8A The same blade cascade element.

[0087] Figure 8G The fourth sectional view shows the relationship with Figure 8A The same blade cascade element.

[0088] Figure 9 The arrangement of two substantially mirror-image blade elements is shown.

[0089] Figure 10 The diagram shows a deflector blade with a raised section.

[0090] Figure 11 A deflector blade with guide ribs is shown.

[0091] Figure 12 A variation of the additive manufacturing method for blade elements, particularly those with interwoven reinforcing fibers, is shown. Detailed Implementation

[0092] Figures 1 to 4 An engine 20 with a thrust reverser system 22 is shown (see US 2017 / 0057166 A1). This engine includes an external engine nacelle structure 24 and an internal engine nacelle structure 25 (see...). Figure 2 and Figure 3 Engine 20 includes an air inlet 28 at its front end. Thrust reverser system 22 includes a movable sleeve 34 and a blade array 36, which includes a plurality of blade elements 1. Thrust reverser system 22 also includes one or more blocking flaps 38 configured to direct air (particularly engine jet, or, in the case of a turbofan, secondary / bypass flow) from thrust flow path 40 of engine 20 to blade array 36 during thrust reversal, or to block thrust flow path 40 (see [link to relevant documentation]). Figure 2 and Figure 3 ).

[0093] The movable sleeve 34 is movable along the longitudinal or axial direction 42 of the engine 20 (drawn as the centerline of the engine 20) to expose the blade array 36 and open the thrust reversing flow path 44. When the thrust reversing system is activated, the airflow is diverted from the thrust flow path 40 to the thrust reversing flow path 44 by the blocking flap 38, and subsequently further deflected by the blade array element 1. In particular, the airflow is diverted in a radially outward and axially forward direction. As further explained below, the circumferential deflection of the airflow can be achieved using the blade array element 1 to, for example, deflect the air away from the landing runway and / or the wing (see...). Figure 4 When the thrust reverser system 22 is deactivated, the movable sleeve 34 moves forward again along the axial direction 42 to cover the blade assembly 36 and close the thrust reverse flow path 44. The blade elements 1 are arranged substantially circumferentially around the axial centerline 42.

[0094] Figures 5A to 5GA preferred embodiment of the blade element 1 for a thrust reverser system 22 for an engine 20 according to the present invention is shown. Figure 5A and Figure 5B The blade cascade element 1 is shown internally; Figure 5C The blade element 1 is shown from the outside. In this context, the terms "inner" and "outer" refer to the interior or exterior state of the blade element 1 when it is as intended to be installed in the engine 20. Figure 5D to 5G This is a different cross-sectional view of the blade cascade element 1. The blade cascade element 1 includes a plurality of adjacently arranged deflecting blades 2 for deflecting airflow. In the illustrated embodiment, the blade cascade element 1 includes six (“conventional”) deflecting blades 2 and two deflecting blades 2 (arranged at the edge), thus a total of eight deflecting blades 2, of course, different numbers of deflecting blades 2 are also possible. The deflecting blades 2 are twisted about their respective longitudinal axes 4 (one of which is shown as a dashed line) along a twisted longitudinal portion 3, which in this embodiment extends along the entire length of the deflecting blade 2. The deflecting blades 2 are connected to each other by a plurality of support walls 5. Five support walls 5 are provided in this embodiment, with two outer support walls 5 forming the outer walls simultaneously in each case. Of course, other numbers of support walls 5 may also be provided. Two adjacent deflecting blades 2 and two adjacent support walls form a fluid flow deflection channel 6 in each case.

[0095] The deflector blades 2 can be bent relative to an axis in each case, which is defined by the spacing direction 7 between the multiple deflector blades 2 to accommodate the side surface or circumference of the engine 20 (see [link]). Figure 1 The external engine nacelle structure 24). The bend is in Figures 5A to 8G Not shown in the image, but... Figure 1 As can be seen, the deflector blades 2 include a curved cross-section. That is, the deflector blades 2 include a bend around their respective longitudinal axes 4. Due to this bend, the deflection of the airflow is enhanced in the forward axial component (i.e., in the direction opposite to the exit airflow of the flight operation).

[0096] Figures 6A to 6G Another preferred embodiment of the blade cascade element 1 is shown. This embodiment essentially corresponds to... Figures 5A to 5G This is an embodiment, but the distortion is implemented in a different way. Although in Figures 5A to 5G In one embodiment, the bottom (i.e., innermost) longitudinal line 8 of the deflector blade 2 continues substantially along the circumference of the engine 20, while the top longitudinal line 9 (i.e., the longitudinal line located on the outer side of the engine 20) is inclined relative to the circumferential extension line of the engine 20. Figures 6A to 6G In one embodiment, the bottom longitudinal line 8 of the deflection blade 2 is inclined relative to the circumference of the engine 20 in one direction, and the top longitudinal line 9 of the deflection blade 2 is inclined in another direction. Figures 6A to 6GThe deflection blade 2 in the embodiment includes a larger Figures 5A to 5G The deflecting blades are more twisted, in which, in both cases, the twisted longitudinal portion 3 extends over the entire longitudinal range of the deflecting blade 2. Figure 6E The downward range direction 13 is drawn in the middle.

[0097] Figures 7A to 7G The embodiments shown are basically corresponding to Figures 5A to 5G The embodiment shown. However, in contrast to the latter, the twisted longitudinal portion 3 extends only about half of the longitudinal extent of each deflector blade 2. That is, the deflector blade 2 includes twisting only in a portion of its length. That is, the longitudinal lines 8 and 9 of the deflector blade in the first portion (in Figure 7A , 7B Parallel to each other on the left side, in the part adjacent to the first part (in Figure 7A , 7B The right side of the blades (including the twists and tilts) allows for more precise control of air deflection. Of course, different deflecting blades 2 of the blade array element 1 may include different twists (e.g., different torsion angles) and different longitudinal twisted portions 3. Alternatively, only one deflecting blade 2 or only a portion of the deflecting blade 2 may include (potentially different) twists.

[0098] Due to the shapes of the bottom vertical line 8 and the top vertical line 9 Figures 8A to 8G The embodiments shown are different Figures 7A to 7G The illustrated embodiment can be performed in a manner similar to Figures 5A to 5G Implementation examples and Figures 6A to 6G The differences between the embodiments are compared. In this case, lines 8 and 9 extend parallel in the first part and at an angle in the second part.

[0099] Figure 9 The arrangement of two blade elements 1 is shown, namely a first blade element 10 and a second blade element 11. This type of arrangement can be provided, for example, in the thrust reverser system 22 of an engine 20. The first blade element 10 and the second blade element 11 are arranged circumferentially on the engine 20, specifically, adjacent to each other in the radial direction relative to the engine axis 42. The deflecting blade 2 of the first blade element 10 is twisted about its respective longitudinal axis in a first angular direction, and the deflecting blade 2 of the second blade element 11 is twisted about its respective longitudinal axis in a second angular direction opposite to the first angular direction. As a result, as indicated by the two arrows, the thrust reverser airflow can be concentrated.

[0100] Figure 10An embodiment of the deflector blade 2 is shown, comprising a protrusion 12 defining an edge 14 of the deflector blade 2 in a downward direction 13. Therefore, the shape of the edge 14 deviates from a straight line, or, in the twisted longitudinal portion 3, deviates from a helix. The deflector blade 2 is designed as a partial housing in the region of the protrusion 12. Arrows indicate deflection and convergence of airflow. In this case, the deflector blade 2 is designed such that the fluid flow passing through the deflector blade 2 is deflected in the direction of the centerline of the protrusion 12. Therefore, the air flowing through the fluid flow deflection channel 6 can be more strongly deflected or converged in the direction of the longitudinal axis 4 of the blade element 1. Especially when installed as intended in the aircraft engine 20, as a result, the deflection of the airflow in the opposite direction of flight can be enhanced, thereby achieving improved braking effect.

[0101] Figure 11 Another embodiment of the deflector blade 2 is shown. Guide ribs 15 are provided on the deflector blade 2, extending substantially in the downward direction 13 of the deflector blade 2. In this embodiment, the guide ribs 15 are provided on both sides of the deflector blade 2. Of course, they can also be provided on only one side. In this embodiment, two guide ribs are provided on each side, but different numbers of guide ribs 15 can also be provided.

[0102] Figure 12 Additive manufacturing of multiple adjacently arranged deflecting blades 2 and support walls 5 is illustrated, wherein in each case, two adjacent deflecting blades 2 and two adjacent support walls 5 form a fluid flow deflection channel 6. In this case, additive manufacturing is performed using a first printhead 16 and a second printhead 17 (as indicated by arrows), wherein the first printhead 16 manufactures at least one support wall 5 and one deflecting blade 2 defining a particular fluid flow deflection channel 6, and the second printhead 17 manufactures at least one additional support wall 5 and one additional deflecting blade 2 defining a particular fluid flow deflection channel 6, wherein the fibers for additive manufacturing from the first printhead 16 and the fibers for additive manufacturing from the second printhead 17 are interwoven at least at one corner 18 of the particular fluid flow deflection channel 6. In particular, the additional fluid flow deflection channels 6 are also additively manufactured in the same manner. Advantageously, in the first pass, one layer is applied in each case by the first and second printheads 16, 17. In at least one second pass, in each case an additional layer (particularly according to the new pattern) is applied such that at least one deflecting blade 2, preferably each deflecting blade 2, and at least one support wall 5, preferably each support wall 5, contain layers from the first and second printheads 16, 17. That is, for the second layer, the printheads 16, 17 are preferably guided in a transposition manner, i.e., the first printhead 16 prints the second layer onto the first layer produced by the second printhead 17, and vice versa. As a result, the stability of the blade element 1 can be improved.

Claims

1. A blade element (1) for a thrust reverser system (22) of an engine (20), comprising: Multiple adjacent deflector blades (2) are used to deflect the airflow. Its features are, At least one of the deflecting blades (2) is twisted about its longitudinal axis (4) at least along the twisted longitudinal portion (3), wherein the at least one of the deflecting blades (2) includes two longitudinal lines (8, 9) in the twisted longitudinal portion (3), wherein the longitudinal lines (8, 9) are inclined relative to each other. At least one of the deflecting blades includes a curved cross section, such that the respective deflecting blade includes a curve about its respective longitudinal axis.

2. The blade cascade element (1) according to claim 1, characterized in that, The adjacent deflection blades (2) are connected to each other by at least two support walls (5), wherein in each case, the two adjacent deflection blades (2) and the two support walls (5) form a fluid flow deflection channel (6).

3. The blade cascade element (1) according to any one of the preceding claims, characterized in that, The deflection blades (2) are bent relative to an axis defined by the spacing direction (7) of the plurality of deflection blades (2) to fit the side surface of the engine nacelle (24).

4. The blade cascade element (1) according to any one of claims 1-2, characterized in that, At least one deflection blade (2) includes a protrusion (12) on an edge (14) that defines the deflection blade (2) in a downward range direction (13), such that the shape of the edge (14) deviates from a straight line or from a helix in the twisted longitudinal portion (3).

5. The blade cascade element (1) according to claim 1, characterized in that, The at least one deflecting blade (2) is designed to be concave in the region of the protrusion (12).

6. The blade cascade element (1) according to claim 1, characterized in that, The deflecting blade (2) is designed such that the fluid flow passing through the deflecting blade (2) is deflected and / or bundled in the direction of the centerline of the protrusion (12).

7. The blade cascade element (1) according to any one of claims 1-2, characterized in that, At least one guide rib (15) is provided on at least one deflection blade (2).

8. The blade cascade element (1) according to any one of claims 1-2, characterized in that, At least one deflector blade (2) includes a wall thickness that varies in the downward range direction (13), wherein the wall thickness decreases in particular in the direction of the airflow discharge of the thrust reverser system (22) or the wall thickness decreases from the longitudinal line in both downward range directions (13).

9. The blade cascade element (1) according to any one of claims 1-2, characterized in that, The engine (20) is a jet engine.

10. An engine (20) having a thrust reverser system (22), characterized in that, The thrust reverser system (22) includes at least one blade element (1) according to any one of the preceding claims.

11. The engine (20) according to claim 10, characterized in that, The thrust reverser system includes at least one first and one second blade element (10, 11) according to any one of claims 1 to 8 in each case, wherein the first and second blade elements (10, 11) are arranged adjacent to each other in the circumferential direction relative to the engine axis (42), wherein at least one of the deflecting blades (2) of the first blade element (10) is twisted about the longitudinal axis (4) of the same deflecting blade (2) at least along the twisted longitudinal portion (3) in a first angular direction, and at least one of the deflecting blades (2) of the second blade element (11) is twisted about the longitudinal axis (4) of the same deflecting blade (2) at least along the twisted longitudinal portion (3) in a second angular direction, the second angular direction being opposite to the first angular direction.

12. A method for manufacturing a blade element (1) of a thrust reverser system (22) of an engine (20), comprising the following steps: – Additively manufacture multiple adjacently arranged deflecting blades (2) for deflecting airflow, wherein at least one of the deflecting blades (2) is configured to be twisted relative to its longitudinal axis (4) along a twisted longitudinal portion (3), wherein the at least one of the deflecting blades (2) includes two longitudinal lines (8, 9) in the twisted longitudinal portion (3), wherein the longitudinal lines (8, 9) are inclined relative to each other. At least one of the deflecting blades includes a curved cross section, such that the respective deflecting blade includes a curve about its respective longitudinal axis.

13. The method according to claim 12, characterized in that, The step of additively manufacturing multiple adjacent deflection blades (2) further includes: – A rib-like surface is provided on at least one side surface portion of at least one of the deflection blades (2).

14. The method according to any one of claims 12 or 13, characterized in that, The method further includes the following steps: – Additively manufacture at least two support walls (5), and adjacent deflection blades (2) are interconnected using the at least two support walls (5), wherein in each case, two adjacent deflection blades (2) and two support walls (5) form a fluid flow deflection channel (6).

15. The method according to claim 14, characterized in that, The additive manufacturing of the plurality of adjacently arranged deflecting blades (2) and the additive manufacturing of at least two support walls (5) are performed using at least one first and one second printhead (16, 17), wherein at least one support wall (5) and one deflecting blade (2) defining a particular fluid flow deflection channel (6) are manufactured using the first printhead (16), and at least one additional support wall (5) and one additional deflecting blade (2) defining the particular fluid flow deflection channel (6) are manufactured using the second printhead (17), wherein the fibers for additive manufacturing from the first printhead (16) and the fibers for additive manufacturing from the second printhead (17) are interwoven at least at one corner (18) of the particular fluid flow deflection channel (6).

16. The method according to claim 15, characterized in that, The support wall (5), the deflection blade (2), the additional support wall (5) and the additional deflection blade (2) that define the specific fluid flow deflection channel (6) each comprise two layers, wherein one of the two layers is manufactured using the first printhead (16) and the other of the two layers is manufactured using the second printhead (17).

17. The method according to claim 12, characterized in that, The engine (20) is a jet engine.

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