Fuel oil and lubricating oil heat exchanger of aero-engine

Abstract

The utility model discloses a fuel and lubricating oil heat exchanger of an aero-engine. A first input pipe joint and a first output pipe joint are arranged on a shell; one end of the core body is located in the shell and combined with the shell to form sealing, a first channel is formed between the core body and the shell, and the first input pipe connector and the first output pipe connector are communicated with the first channel. After the flow guide base is matched with the inner cavity in the core body, a second channel is formed between the flow guide base and the core body, a first axial hole and a second axial hole are formed in the flow guide base, a first through hole penetrating through the first axial hole and the second axial hole is further formed in the flow guide base, and a second through hole used for penetrating through the first axial hole and the second channel is further formed in the flow guide base; the control valve is matched with the first axial hole and used for controlling the first through hole to be opened or closed. Whether all the lubricating oil participates in heat exchange with the fuel oil or not can be determined according to the lubricating temperature, and then the temperature of the lubricating oil output from the heat exchanger is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of aero-engines, specifically to a fuel-oil heat exchanger for aero-engines. Background Technology

[0002] As the core power unit of aircraft, the performance, reliability, and lifespan of an aero-engine are directly affected by the efficiency of its thermal management system. With the rise of the low-altitude economy, hybrid aero-engines are increasingly becoming a hot topic in the civil aero-engine market. Unlike traditional aero-engines, hybrid engines have more electronic components (such as electric motors, starter generators, and electric fuel pumps), and these components are more sensitive to heat, thus requiring a more efficient thermal management system.

[0003] A fuel-oil heat exchanger is a typical cooling device for aircraft engines. It uses the cooler fuel to cool the hotter lubricating oil, and the heating of the fuel also improves its combustion efficiency. Current fuel-oil heat exchangers generally suffer from the following problems:

[0004] (1) The contradiction between heat exchange efficiency and volume: Traditional shell-and-tube or plate-fin radiators need to increase the flow channel density to improve heat exchange efficiency, but due to the limited space in the engine compartment, it is easy to cause increased flow resistance (excessive fuel pressure drop) or excessive structural weight.

[0005] (2) Material performance degradation under high temperature conditions: Titanium alloy or nickel-based alloy radiators are prone to creep deformation under long-term high temperature (>200℃), which can lead to sealing failure or flow channel blockage.

[0006] (3) Insufficient adaptability to dynamic operating conditions: The fuel flow rate of the engine fluctuates significantly during different flight phases (such as climb and cruise). Traditional fixed flow channel design is difficult to match transient thermal loads, which can easily cause the lubricating oil temperature to exceed the limit momentarily.

[0007] (4) High sensitivity to foreign matter contamination: Particulate impurities in fuel and lubricating oil are prone to deposit in the microchannels of the radiator, reducing heat exchange efficiency and increasing maintenance costs.

[0008] (5) In the existing structure, regardless of whether the temperature of the lubricating oil entering the heat exchanger is high or low, it all participates in the heat exchange of fuel. If the temperature of the lubricating oil during heat exchange is low, it will reduce the lubrication efficiency of the engine. Utility Model Content

[0009] This invention provides a lubricating oil heat exchanger for an aircraft engine. This invention can determine whether the lubricating oil fully participates in the heat exchange with the fuel based on the lubrication temperature, thereby ensuring the lubricating oil temperature output from the heat exchanger.

[0010] The technical solutions to the above technical problems are as follows:

[0011] The fuel-oil heat exchanger for an aircraft engine includes:

[0012] A housing with an inner hole, and a first input pipe connector and a first output pipe connector are provided on the housing;

[0013] The core has an inner cavity, one end of which is located inside the outer shell and is sealed after being combined with the shell. A first channel is formed between the core and the outer shell. A first input pipe connector and a first output pipe connector are respectively connected to the first channel. The core is also provided with a second input pipe connector and a second output pipe connector.

[0014] The guide seat, after being fitted with the inner cavity on the core, forms a second channel between the guide seat and the core. The guide seat is provided with a first axial hole and a second axial hole. The guide seat is also provided with a first through hole that passes through the first axial hole and the second axial hole. The guide seat is also provided with a second through hole that passes through the first axial hole and the second channel.

[0015] A control valve that mates with the first axial hole and is used to control the opening or closing of the first through hole.

[0016] The control valve in this invention determines whether all the lubricating oil participates in heat exchange with the fuel based on the lubricating oil temperature. If the lubricating oil temperature is low, only a small portion of the lubricating oil will participate in the full heat exchange with the fuel, while most of the lubricating oil will only participate in the heat exchange for a short time and a short stroke. This prevents the lubricating oil temperature at the second output pipe joint from being too low, ensuring lubrication efficiency when lubricating engine parts subsequently. If the lubricating oil temperature is high, the control valve closes the first through-hole, allowing all the lubricating oil to participate in heat exchange throughout the process, thus lowering the lubricating oil temperature to a suitable lubrication range. Attached Figure Description

[0017] Figure 1 This is a three-dimensional view of the fuel-oil heat exchanger for an aircraft engine.

[0018] Figure 2 This is a cross-sectional view of the fuel-oil heat exchanger of an aircraft engine in the first direction.

[0019] Figure 3 This is a cross-sectional view of the fuel-oil heat exchanger of an aircraft engine in the second direction.

[0020] Figure 4 This is an assembly drawing of the core, the second input connector, and the second output connector.

[0021] Figure 5 This is a bottom view of the core, the second input connector, and the second output connector.

[0022] Figure 6 This is a 3D view of the flow guide seat.

[0023] Figure label:

[0024] Outer shell 1, first connecting plate 1a, second connecting plate 1b, first connecting seat 1c, second connecting seat 1d, drainage channel 1e, first input pipe connector 2, first output pipe connector 3, core 4, annular protrusion 4a, cylindrical body 40, end cap 41, first radial hole 42, second radial hole 43, first guide hole 44, second guide hole 45, first channel 5, second input pipe connector 6, second output pipe connector 7, guide seat 8, first axial hole 8a, second axial hole 8b, baffle 8f, first axial hole 8a

[0025] Second channel 9, second through hole 8d, second channel 9, first helical blade 10, second helical blade 11, cylinder 12, piston 13, connecting rod 14, valve core 14a, limiting component 14b, spring 15, medium 16, limiting rod 17. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0027] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation.

[0028] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0029] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "connection", "linking", "fixing" and other such terms should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components, unless otherwise explicitly limited.

[0030] like Figures 1 to 6As shown, the fuel-lubricating oil heat exchanger for aero-engines of this utility model includes a shell 1, a first input pipe joint 2, a first output pipe joint 3, a core 4, a second input pipe joint 6, a second output pipe joint 7, a flow guide seat 8, a first spiral blade 10, a second spiral blade 11, and a control valve. The following is a detailed description of each part and the relationship between them.

[0031] The outer casing 1 has an inner hole with a blind hole, so that one end of the outer casing 1 has an opening and the other end is a closed structure. The upper end of the outer casing 1 is provided with a first connecting plate 1a for connecting with the core 4, and the lower end of the outer casing 1 is provided with a second connecting plate 1b. A first input pipe connector 2 and a first output pipe connector 3 are provided on the outer casing 1. The lower part of the outer casing 1 is provided with a first connecting seat 1c, and the upper part of the outer casing 1 is provided with a second connecting seat 1d. Both the first connecting seat 1c and the second connecting seat 1d have threaded holes. The first input pipe connector 2 is threadedly connected to the threaded hole on the first connecting seat 1c, and the first output pipe connector 3 is threadedly connected to the threaded hole on the second connecting seat 1d.

[0032] The core 4 has an inner cavity. The second input pipe connector 6 and the second output pipe connector 7 are disposed on the core 4. In this utility model, the core 4 includes a cylindrical body 40 and an end cap 41. One end of the cylindrical body 40 is fixed to the end cap 41. The end cap 41 is provided with a first radial hole 42 and a second radial hole 43. The second input pipe connector 6 is connected to the first radial hole 42, and the second output pipe connector 7 is connected to the second radial hole 43. The inner axial end face of the end cap 41 is also provided with a first guide hole 44 and a second guide hole 45. The first guide hole 44 communicates with the first radial hole 42, and the second guide hole 45 communicates with the second radial hole 43. Both the first guide hole 44 and the second guide hole 45 are connected to the cylindrical body 40.

[0033] One end of the core 4 is located inside the outer shell 1 and forms a seal after being combined with the outer shell 1, forming a first channel 5 between the core 4 and the outer shell 1. In this embodiment, an annular protrusion 4a is provided on the circumferential surface of the core 4. The annular protrusion 4a is located at the other end of the cylinder 40 and is combined with the inner wall surface of the outer shell 1, sealing the annular protrusion 4a with the outer shell 1. The first helical blade 10 is wound around the outer circumferential surface of the core 4. After the first helical blade 10 cooperates with the inner wall surface of the outer shell 1, the first channel 5 becomes a helical channel.

[0034] The first input connector 2 and the first output connector 3 are respectively connected to the first channel 5. The first connecting seat 1c has a drainage channel 1e, which is connected to the threaded hole on the first connecting seat 1c and the first channel 5. Therefore, after the first input connector 2 is connected to the first connecting seat 1c, it is connected to the first channel 5. The threaded hole on the second connecting seat 1d is connected to the first channel 5. Therefore, after the first output connector 3 is connected to the second connecting seat 1d, it is connected to the first channel 5.

[0035] After the guide seat 8 mates with the inner cavity of the core 4, a second channel 9 is formed between the guide seat 8 and the core 4. The second spiral blade 11 mates with the outer peripheral surface of the guide seat 8 and the inner wall surface of the core 4, respectively, making the second channel 9 a spiral channel. The second spiral blade 11 is fixed to the inner wall surface of the cylinder 40, and the second spiral blade 11 is wound around the outer peripheral surface of the guide seat 8.

[0036] The flow guide seat 8 is provided with a first axial hole 8a and a second axial hole 8b. The first axial hole 8a communicates with the first flow guide hole 44, and the second axial hole 8b communicates with the second flow guide hole 45. The flow guide seat 8 is also provided with a first through hole 8c that passes through the first axial hole 8a and the second axial hole 8b, and a second through hole 8d that passes through the first axial hole 8a and the second channel 9. One end of the flow guide seat 8 is provided with a support foot 8e. There are multiple support feet 8e arranged at intervals, and the support feet 8e are supported by the outer shell 1.

[0037] The control valve engages with the first axial hole 8a and is used to control the opening or closing of the first through hole 8c. The control valve includes a cylinder 12, a piston 13, a connecting rod 14, and a spring 15. The piston 13 is located inside the cylinder 12. A medium 16 that expands when heated is provided between one end of the piston 13 and the cylinder 12. The medium 16 is preferably paraffin wax, and the melting point of ordinary paraffin wax is 47-64℃. The part of the cylinder 12 containing the medium 16 is located in the first guide hole 44. The other end of the piston 13 passes through the cylinder 12 and is connected to the connecting rod 14. A valve core 14a for opening or closing the first through hole 8c is provided on the circumferential surface of the connecting rod 14. The spring 15 is sleeved on the connecting rod 14. One end of the spring 15 engages with the connecting rod 14 or the valve core 14a, and the other end of the spring 15 engages with the guide seat 8 or the outer shell 1.

[0038] The flow guide seat 8 is equipped with a baffle 8f, and the connecting rod 14 is equipped with a limiting component 14b. One end of the spring 15 cooperates with the limiting component 14b, and the other end of the spring 15 cooperates with the baffle 8f. The control valve also includes a limiting rod 17, one end of which is connected to the core 4, and the other end of which is connected to the cylinder 12.

[0039] The working process of this utility model is as follows:

[0040] Fuel enters the first channel 5 through the first input pipe joint 2 and the drainage channel 1e. The fuel flows from bottom to top along the spiral first channel 5 and is finally output from the first output pipe joint 3.

[0041] After the lubricating oil flows into the first guide hole 44 through the second inlet pipe joint 6, the lubricating oil temperature rises during the lubrication of the aircraft engine. Therefore, the lubricating oil heats the cylinder block 12 through heat transfer. The lubricating oil first enters the second channel 9 and flows downwards along the spiral channel 9. If the lubricating oil temperature is low, for example, below the melting point of the medium 16, although the heat from the lubricating oil will cause the medium 16 to expand, the expansion is small and insufficient to overcome the tension of the spring 15 to drive the connecting rod 14 to move axially downwards. Therefore, a small portion of the lubricating oil... The oil continues to flow downwards along the second channel 9 to the bottom of the outer casing 1. The lubricating oil flowing along the second channel 9 exchanges heat with the fuel flowing along the first channel 5, causing the temperature of the lubricating oil to decrease and the temperature of the fuel to increase. Most of the lubricating oil enters the first axial hole 8a through the second through hole 8d. Most of the lubricating oil shortens the travel and time of participating in the heat exchange. This part of the lubricating oil will flow directly to the bottom of the outer casing 1. All the lubricating oil that reaches the bottom of the outer casing 1 will flow into the second axial hole 8b. Then the lubricating oil passes through the second guide hole 45 and the second radial hole 43 in sequence, and finally exits from the second output pipe joint 7.

[0042] If the temperature of the lubricating oil is greater than or equal to the melting point of medium 16 (paraffin), for example, when the temperature of the lubricating oil exceeds 60°C, the thermal expansion of medium 16 drives piston 13 downward (from... Figure 2 As the piston 13 moves, the connecting rod 14 moves downward axially, and the valve core 14a follows the connecting rod 14 to move downward axially. When the valve core 14a moves to the position aligned with the first through hole 8c and the second through hole 8d, the valve core 14a closes the first through hole 8c and the second through hole 8d, preventing lubricating oil from flowing into the first axial hole 8a. The lubricating oil entering the second channel 9 will continuously flow from top to bottom along the spiral second channel 9, so that all the lubricating oil flows along the entire length of the first channel 5 and exchanges heat with the fuel. Then the lubricating oil passes through the bottom of the outer casing 1, the second axial hole 8b, the second guide hole 45, and the second radial hole 43 in sequence, and finally exits from the second output pipe joint 7.

[0043] As can be seen from the above, the control valve in this utility model determines whether the lubricating oil participates in the heat exchange with the fuel throughout the entire process based on the temperature of the lubricating oil. If the temperature of the lubricating oil is low, only a small portion of the lubricating oil can participate in the heat exchange throughout the entire process. This ensures the temperature of the lubricating oil itself, so that the lubricating oil can maintain its lubrication efficiency when lubricating the parts in the engine. On the other hand, the fuel is more likely to atomize after gaining heat, which improves the efficiency of the fuel during combustion.

Claims

1. A fuel oil exchanger for an aeroengine, characterised in that, include: A housing (1) with an inner hole, and a first input pipe connector (2) and a first output pipe connector (3) are provided on the housing (1); The core (4) has an inner cavity. One end of the core (4) is located inside the outer shell (1) and is sealed after being combined with the outer shell (1). A first channel (5) is formed between the core (4) and the outer shell (1). The first input pipe connector (2) and the first output pipe connector (3) are respectively connected to the first channel (5). The core (4) is also provided with a second input pipe connector (6) and a second output pipe connector (7). The guide seat (8) and the inner cavity on the core (4) are fitted together to form a second channel (9) between the guide seat (8) and the core (4). The guide seat (8) is provided with a first axial hole (8a) and a second axial hole (8b). The guide seat (8) is also provided with a first through hole (8c) that passes through the first axial hole (8a) and the second axial hole (8b). The guide seat (8) is also provided with a second through hole (8d) that passes through the first axial hole (8a) and the second channel (9). A control valve that engages with the first axial hole (8a) and is used to control the opening or closing of the first through hole (8c).

2. The aircraft engine fuel oil exchanger as defined in claim 1, wherein, The core (4) has an annular protrusion (4a) on its circumferential surface. The annular protrusion (4a) is combined with the inner wall of the outer shell (1) and the annular protrusion (4a) is sealed with the outer shell (1).

3. The aircraft engine fuel oil exchanger as defined in claim 1, wherein, One end of the flow guide seat (8) is provided with a support foot (8e), which is supported by the outer shell (1).

4. The aircraft engine fuel oil exchanger as defined in claim 1, wherein, It also includes a first helical blade (10), which is wound around the outer circumference of the core (4). After the first helical blade (10) is engaged with the inner wall of the outer shell (1), the first channel (5) becomes a helical channel.

5. The aircraft engine fuel oil exchanger as defined in claim 1, wherein, It also includes a second helical blade (11), which, after being engaged with the outer peripheral surface of the guide seat (8) and the inner wall surface of the core (4), makes the second channel (9) a helical channel.

6. The aircraft engine fuel oil exchanger as defined in claim 1, wherein, The control valve includes a cylinder (12), a piston (13), a connecting rod (14), and a spring (15). The piston (13) is located inside the cylinder (12). A medium (16) that expands when heated is provided between one end of the piston (13) and the cylinder (12). The other end of the piston (13) passes through the cylinder (12) and is connected to the connecting rod (14). A valve core (14a) for opening or closing the first through hole (8c) is provided on the circumferential surface of the connecting rod (14). The spring (15) is sleeved on the connecting rod (14). One end of the spring (15) cooperates with the connecting rod (14) or the valve core (14a), and the other end of the spring (15) cooperates with the guide seat (8) or the outer shell (1).

7. The aircraft engine fuel oil exchanger as defined in claim 6, wherein, The guide seat (8) is provided with a baffle (8f), the connecting rod (14) is provided with a limiting component (14b), one end of the spring (15) is engaged with the limiting component (14b), and the other end of the spring (15) is engaged with the baffle (8f).

8. The aircraft engine fuel oil exchanger as defined in claim 6, wherein, The control valve also includes a limit rod (17), one end of which is connected to the core (4), and the other end of which is connected to the cylinder (12).

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