Engine ducted fan power device

Abstract

The utility model relates to an engine ducted fan power device and aims to solve the technical problems that in an existing ducted fan system, an engine radiator is generally installed outside a ducted fan, high-speed airflow of the ducted fan is difficult to dissipate heat, the heat dissipation effect is poor, and meanwhile an external radiator is large in size and occupies a large space of an aircraft. Comprising a duct body, a fan assembly is arranged in the duct body, a limiting flow guide structure is arranged on the rear side of the fan assembly, and a heat dissipation structure is arranged in the limiting flow guide structure; the heat conduction cylinder effectively conducts heat generated by the engine inside the conical portion of the limiting frame to the heat conduction cylinder, so that the temperature around the engine is reduced, meanwhile, after entering the limiting frame, part of high-speed airflow generated by the fan assembly makes full contact with the heat conduction cylinder, the first slow flow groove and the second slow flow groove effectively extend the airflow path, and the heat dissipation efficiency is improved. The contact time of airflow and the heat conduction cylinder is prolonged, the heat exchange efficiency is improved, and the heat dissipation efficiency of the heat conduction cylinder is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aero engines, in particular to a power device for an engine ducted fan. Background Art

[0002] Turbofan engines and turbojet engines with ducted turbines are generally used in large aero engines with high speed requirements. The advantage of the ducted fan is to restrict the airflow direction during the operation of the engine, making the intake and exhaust smoother, the airflow output stable, obtaining greater thrust, improving the engine efficiency, and at the same time, the fan blades vibrate less during high-speed rotation.

[0003] In the existing ducted fan system, the engine radiator is generally installed outside the ducted fan, making it difficult to utilize the high-speed airflow of the ducted fan for heat dissipation, resulting in poor heat dissipation effect. At the same time, the external radiator is large in size and occupies a large space of the aircraft. In view of this, we propose a power device for an engine ducted fan. Summary of the Utility Model

[0004] The purpose of the utility model is to overcome the deficiencies of the prior art, meet the actual needs, and provide a power device for an engine ducted fan to solve the technical problems in the current existing ducted fan system, where the engine radiator is generally installed outside the ducted fan, making it difficult to utilize the high-speed airflow of the ducted fan for heat dissipation, resulting in poor heat dissipation effect, and at the same time, the external radiator is large in size and occupies a large space of the aircraft.

[0005] To achieve the purpose of the utility model, the technical solution adopted by the utility model is: designing a power device for an engine ducted fan, including a ducted body, a fan assembly is arranged inside the ducted body, a limiting and guiding structure is arranged behind the fan assembly, and a heat dissipation structure is arranged inside the limiting and guiding structure;

[0006] The heat dissipation structure includes a heat conduction cylinder, the heat conduction cylinder is arranged inside the limiting and guiding structure, a plurality of bending rods are evenly distributed in a ring at both ends of the heat conduction cylinder, a plurality of first flow-velocity-reducing grooves are evenly distributed in a ring on the inner side of the heat conduction cylinder, and a plurality of second flow-velocity-reducing grooves are evenly distributed in a ring on the outer side of the heat conduction cylinder.

[0007] Preferably, the heat conduction cylinder is clamped inside the limiting and guiding structure through the bending rods, and the heat conduction cylinder and the bending rods are fixedly connected.

[0008] Preferably, the first flow-velocity-reducing grooves and the second flow-velocity-reducing grooves are integrally formed with the heat conduction cylinder, and the material of the heat conduction cylinder is copper.

[0009] Preferably, the limiting and guiding structure includes a limiting frame. A number of connecting rods are evenly distributed in a ring on the outer surface of the limiting frame. A number of guiding grooves are evenly opened in a ring on the inner side of one end of the limiting frame close to the fan assembly. A guiding ring is fixedly sleeved outside the limiting frame. An auxiliary ring frame is fixedly connected to the surface of one end of the limiting frame close to the fan assembly.

[0010] Preferably, the limiting frame is connected to the duct body through the connecting rods. The guiding ring and the limiting frame are integrally formed. The guiding ring is in a hollow frustum shape.

[0011] Preferably, the auxiliary ring frame is fitted and clamped inside the fan assembly. The fan assembly is connected to the engine output shaft inside the conical part of the limiting frame through a hub shaft.

[0012] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0013] 1. In the present utility model, the heat generated by the engine working inside the conical part of the limiting frame is effectively conducted to itself through the heat conduction cylinder, thereby reducing the temperature around the engine. At the same time, after a part of the high-speed air flow generated by the fan assembly enters the limiting frame, it fully contacts with the heat conduction cylinder. The flow guiding groove I and the flow guiding groove II effectively extend the air flow path, so that the contact time between the air flow and the heat conduction cylinder is prolonged, improving the heat exchange efficiency, and thus improving the heat dissipation efficiency of the heat conduction cylinder.

[0014] 2. In the present utility model, a part of the high-speed air flow generated by the fan assembly directly flows out through the duct body, and the other part is blocked by the guiding ring and effectively enters the inside of the limiting frame through the guiding grooves, increasing the air flow rate flowing through the heat conduction cylinder and improving the heat dissipation efficiency. The setting of the auxiliary ring frame is used to improve the rotational stability of the fan assembly and reduce the support stress of the hub shaft of the fan assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a schematic diagram of the overall structure of the present utility model;

[0016] Figure 2 is a schematic diagram of the overall structure of another perspective of the present utility model;

[0017] Figure 3 is a schematic diagram of the partial three-dimensional structure of the present utility model;

[0018] Figure 4 is a schematic diagram of the partial disassembled structure of the present utility model;

[0019] Figure 5 is a schematic diagram of the partial sectional structure of the present utility model;

[0020] Figure 6 is a schematic diagram of the three-dimensional structure of the heat dissipation structure of the present utility model;

[0021] In the figure: 1, duct body; 2, fan assembly; 3, limit flow guiding structure; 4, heat dissipation structure;

[0022] 301, limit frame; 302, connecting rod; 303, flow guiding groove; 304, flow guiding ring; 305, auxiliary ring frame;

[0023] 401, heat conducting cylinder; 402, bent rod; 403, first flow buffering groove; 404, second flow buffering groove. Specific embodiments

[0024] The present utility model will be further described below in conjunction with the accompanying drawings and embodiments:

[0025] An engine duct fan power device, see Figures 1 to 6 , including a duct body 1, a fan assembly 2 is arranged inside the duct body 1, a limit flow guiding structure 3 is arranged at the rear side of the fan assembly 2, and a heat dissipation structure 4 is arranged inside the limit flow guiding structure 3;

[0026] The heat dissipation structure 4 includes a heat conducting cylinder 401, the heat conducting cylinder 401 is arranged inside the limit flow guiding structure 3, a plurality of bent rods 402 are evenly distributed in a ring at both ends of the heat conducting cylinder 401. Among them, the heat conducting cylinder 401 is clamped inside the limit flow guiding structure 3 through the bent rods 402, and the heat conducting cylinder 401 and the bent rods 402 are fixedly connected. A plurality of first flow buffering grooves 403 are evenly distributed in a ring inside the heat conducting cylinder 401, and a plurality of second flow buffering grooves 404 are evenly distributed in a ring outside the heat conducting cylinder 401. Further, the first flow buffering grooves 403, the second flow buffering grooves 404 and the heat conducting cylinder 401 are integrally formed, and the material of the heat conducting cylinder 401 is copper. The present utility model effectively conducts the heat generated by the engine operation inside the conical part of the limit frame 301 to itself through the heat conducting cylinder 401, thereby reducing the temperature around the engine. At the same time, after a part of the high-speed air flow generated by the fan assembly 2 enters the limit frame 301, it fully contacts the heat conducting cylinder 401. The first flow buffering grooves 403 and the second flow buffering grooves 404 effectively extend the air flow path, so that the contact time between the air flow and the heat conducting cylinder 401 is extended, the heat exchange efficiency is improved, and thus the heat dissipation efficiency of the heat conducting cylinder 401 is improved.

[0027] It should be noted that the limit and diversion structure 3 includes a limit frame 301. A number of connecting rods 302 are evenly distributed in a ring on the outer surface of the limit frame 301. A number of diversion grooves 303 are evenly formed in a ring on the inner side of one end of the limit frame 301 close to the fan assembly 2. A diversion ring 304 is fixedly sleeved outside the limit frame 301. Among them, the limit frame 301 is connected to the duct body 1 through the connecting rods 302. The diversion ring 304 and the limit frame 301 are integrally formed. The diversion ring 304 is in a hollow frustum shape. An auxiliary ring frame 305 is fixedly connected to the surface of one end of the limit frame 301 close to the fan assembly 2. Further, the auxiliary ring frame 305 is fitted and engaged with the inner side of the fan assembly 2. The fan assembly 2 is connected to the engine output shaft inside the conical part of the limit frame 301 through a hub shaft. In the utility model, a part of the high-speed air flow generated by the fan assembly 2 directly flows out through the duct body 1, and the other part is blocked by the diversion ring 304 and effectively enters the inside of the limit frame 301 through the diversion grooves 303, increasing the air flow rate flowing through the heat conduction cylinder 401 and improving the heat dissipation efficiency. The setting of the auxiliary ring frame 305 is used to improve the rotational stability of the fan assembly 2 and reduce the support stress of the hub shaft of the fan assembly 2.

[0028] Working principle: A part of the high-speed air flow generated by the fan assembly 2 directly flows out through the duct body 1, and the other part is blocked by the diversion ring 304 and enters the inside of the limit frame 301 through the diversion grooves 303, increasing the air flow rate flowing through the heat conduction cylinder 401. The heat conduction cylinder 401 conducts the heat generated by the engine working inside the conical part of the limit frame 301 to itself, reducing the temperature around the engine. When a part of the high-speed air flow generated by the fan assembly 2 enters the limit frame 301, it is in full contact with the heat conduction cylinder 401. The slow flow groove one 403 and the slow flow groove two 404 extend the air flow path, making the contact time between the air flow and the heat conduction cylinder 401 longer, improving the heat exchange efficiency, and thus improving the heat dissipation efficiency of the heat conduction cylinder 401 and realizing the effective heat dissipation of the engine.

[0029] The embodiments disclosed in the utility model are preferred embodiments, but not limited thereto. Those of ordinary skill in the art can easily understand the spirit of the utility model according to the above embodiments and make different extensions and changes. However, as long as they do not depart from the spirit of the utility model, they are within the protection scope of the utility model.

Claims

1. An engine bypass fan power device, comprising a bypass duct body (1), characterized in that, Inside the duct body (1), there is a fan assembly (2). A limiting and guiding structure (3) is arranged at the rear side of the fan assembly (2), and a heat dissipation structure (4) is arranged inside the limiting and guiding structure (3). The heat dissipation structure (4) includes a heat conduction cylinder (401). The heat conduction cylinder (401) is arranged inside the limiting and guiding structure (3). At both ends of the heat conduction cylinder (401), a plurality of bent rods (402) are evenly distributed in a ring shape. Inside the heat conduction cylinder (401), a plurality of first flow buffering grooves (403) are evenly distributed in a ring shape. Outside the heat conduction cylinder (401), a plurality of second flow buffering grooves (404) are evenly distributed in a ring shape.

2. The engine ducted fan power device according to claim 1, characterized in that The heat conduction cylinder (401) is clamped inside the limiting and guiding structure (3) through the bent rods (402), and the heat conduction cylinder (401) and the bent rods (402) are fixedly connected.

3. The engine ducted fan power device according to claim 1, characterized in that, The first flow buffering grooves (403), the second flow buffering grooves (404) and the heat conduction cylinder (401) are integrally formed. The material of the heat conduction cylinder (401) is copper.

4. The aeroengine ducted fan power device according to claim 1, wherein The limiting and guiding structure (3) includes a limiting frame (301). A plurality of connecting rods (302) are evenly distributed in a ring shape on the outer surface of the limiting frame (301). A plurality of guiding grooves (303) are evenly opened in a ring shape on the inner side of the end of the limiting frame (301) close to the fan assembly (2). A guiding ring (304) is fixedly sleeved outside the limiting frame (301). An auxiliary ring frame (305) is fixedly connected to the surface of the end of the limiting frame (301) close to the fan assembly (2).

5. The engine bypass fan power device according to claim 4, characterized in that, The limiting frame (301) is connected to the duct body (1) through the connecting rods (302). The guiding ring (304) and the limiting frame (301) are integrally formed. The guiding ring (304) is in a hollow truncated cone shape.

6. The engine ducted fan power device according to claim 4, characterized in that, The auxiliary ring frame (305) is matched and clamped inside the fan assembly (2). The fan assembly (2) is connected to the engine output shaft inside the conical part of the limiting frame (301) through a propeller hub shaft.

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