EP2247501A2 - Combinaison aile-système de propulsion, avion et section d'aile d'avion munis d'un système de canal de prélèvement d'air de système de propulsion - Google Patents

Combinaison aile-système de propulsion, avion et section d'aile d'avion munis d'un système de canal de prélèvement d'air de système de propulsion

Info

Publication number
EP2247501A2
EP2247501A2 EP09706710A EP09706710A EP2247501A2 EP 2247501 A2 EP2247501 A2 EP 2247501A2 EP 09706710 A EP09706710 A EP 09706710A EP 09706710 A EP09706710 A EP 09706710A EP 2247501 A2 EP2247501 A2 EP 2247501A2
Authority
EP
European Patent Office
Prior art keywords
engine
wing
ambient air
air duct
bleed air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09706710A
Other languages
German (de)
English (en)
Inventor
Sten Gatzke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations GmbH
Original Assignee
Airbus Operations GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations GmbH filed Critical Airbus Operations GmbH
Publication of EP2247501A2 publication Critical patent/EP2247501A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned
    • B64D13/08—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned the air being heated or cooled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/02—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being helically coiled
    • F28D7/026—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being helically coiled the conduits of only one medium being helically coiled and formed by bent members, e.g. plates, the coils having a cylindrical configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/10—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically
    • F28D7/106—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically consisting of two coaxial conduits or modules of two coaxial conduits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space
    • B64D13/06—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned
    • B64D2013/0603—Environmental Control Systems
    • B64D2013/0618—Environmental Control Systems with arrangements for reducing or managing bleed air, using another air source, e.g. ram air
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/50—On board measures aiming to increase energy efficiency

Definitions

  • the invention relates to a wing-engine combination comprising a wing and an engine, an aircraft with a wing and a wing portion of an aircraft with an engine bleed air duct arrangement.
  • engine bleed air or bleed air is used in the most diverse systems of an aircraft. It is used, among other things, for heat regulation and pressure supply to the airframe. Also, fuel, hydraulic and water tanks are kept under pressure by means of the Bleedair, for example, to prevent the failure of pumps. Bleedair removal is a simple and proven system built with technically easy-to-implement components.
  • a disadvantage of the use of the Bleedair is the consequent increase in fuel consumption and a drop in engine performance. For this reason, the Bleedair removal is switched off, for example, at high starting power to prevent overheating of the turbine. For this reason, some of the most modern aircraft have completely refrained from diverting bleed air from the engines in order to reduce fuel consumption. The air conditioning and other auxiliary units are operated completely electrically in these cases. In order to generate the necessary electrical energy, the engines are replaced by more powerful generators.
  • a heat exchanger in an engine is known, is cooled by the hot Bleedair that it is passed in a first step in the engine inlet region, where it counteracts ice formation occurring there and is simultaneously cooled by the ambient air flow.
  • the cooled bleedair can then be used on aircraft in different systems.
  • the object of the invention is to provide a wing-engine combination, an aircraft and a wing section of an aircraft with an engine bleed duct arrangement, with or with the engine bleed air for various purposes and / or systems of the aircraft and in particular the air conditioning system of the aircraft can be used optimally.
  • the power loss can be at least partially compensated by the Bleedair removal, especially in an engine.
  • the invention achieves an energetically optimal aircraft overall system, in particular with a reduction in the risk of overheating of a wing component due to the passage of bleed air out of the engine through the respective wing section.
  • a wing / motor combination comprising a wing having a main wing and an engine having a premix space, a combustion space and a warm air space, further comprising:
  • an engine bleed air duct running along the spanwise direction and in particular along the leading edge of the main wing, having an engine bleed air inlet device coupled to an engine hot air space, and an engine bleed air outlet device comprising an orifice at the main wing or a connector for coupling the airfoil Engine bleed air duct is formed to a consumer of the engine bleed air,
  • an ambient air duct running along the engine bleed air duct with an ambient air intake device arranged on a component of the aircraft facing the intended airflow direction of the aircraft and an opening for admitting Ambient air in the ambient air duct, and with an ambient air outlet device having a passage between the ambient air duct and a premixing chamber of the engine, so that the arrangement of engine bleed air duct and ambient air duct, a heat exchanger device for cooling the engine bleed air Channel forms flowing air and the guided in the ambient air channel ambient air combustion of the engine is supplied.
  • the engine bleed air duct and the ambient air duct can be embodied such that the engine bleed air in the engine bleed air duct from the engine to the engine bleed air outlet device and the ambient air in the ambient air channel in one of the flow direction of the engine bleed air in the event of a proper flow around the blade be flowed set direction.
  • the consumer of the engine bleed air, to which the engine bleed air duct is coupled by means of the engine bleed air outlet device, may in particular be an air conditioning system of the aircraft.
  • the component of the aircraft on which the opening of the ambient air intake device is provided may be spaced from the fuselage outer surface toward the engine hanger at a distance of 10% of the distance between the fuselage outer surface at a surface of the wing connection region and the engine suspension, or disposed on a surface of the belly fairing.
  • the ambient air channel can be designed such that it orbits the engine bleed air channel at least in sections in a spiral manner.
  • the ambient air channel at least completely encloses the engine bleed air duct in sections or over a partial circumference.
  • a device for influencing the flow in the Ambient air channel is integrated.
  • the device for influencing the flow may in particular be formed by a flow-conveying drive, which is integrated into the system for influencing the flow in the ambient air channel from the ambient air inlet device to the ambient air outlet device.
  • the device for influencing the flow may be formed by a movable opening change device with a cover for opening and closing the opening of the ambient air inlet device.
  • the vane can have at least one vane coupled to the main vane, which is movable relative to it, with a vane de-icing channel of the vane integrated therein and extending along its spanwise direction, and at least one coupling duct which at least one vane de-icing duct Vorblügels with the engine bleed air channel of the main wing fluidly connects.
  • the respective vane deicing channel may have a plurality of outlet openings, which open at the trailing edge of the slat. These outlet openings can be provided in such a way that they delays the separation of the flow flowing around the wing through the air flowing out through the outlet openings.
  • the wing may have several slats, several of which each have a slat deicing channel, wherein at least two adjacent in the spanwise direction slats are connected by means of a connecting line.
  • an aircraft is provided with a wing, wherein
  • the aircraft has at least one sensor device for acquiring flight condition data
  • the aircraft has a drive device operatively coupled to the sensor device and the flow modulator and a function that generates and sends control commands to the flow path controller in the ambient air channel based on the flight state data;
  • the flow-influencing device comprises a receiving module for receiving control signals from the driving device and a function adjusting the power of the flow-influencing device.
  • the aircraft may have a sensor device for detecting the outside temperature functionally connected to the drive device, a sensor device for detecting the aircraft speed and / or a sensor device for detecting the flying height or the absolute pressure.
  • the flow-influencing device is constituted by a flow-conveying drive integrated into the air flow intensifier in the ambient air passage from the ambient air inlet device to the ambient air outlet device and having an interface for receiving drive commands from the drive device has to adjust the speed of the flow on the basis of control commands for influencing the flow in the ambient air duct by means of the delivery power.
  • the device for influencing the flow from an opening change device with an opening change mechanism is formed with a cover for opening and closing the opening and an actuator for actuating the opening change mechanism, which interfaces for receiving of drive commands from the drive device to adjust the opening state of the cover due to drive commands for influencing the flow in the ambient air passage.
  • the flight condition data on the basis of which the activation function of the activation device, the control commands for the respective device for influencing the flow due to one or a combination of the following state variables can be formed: the outside temperature, the aircraft speed, the altitude and / or the absolute pressure
  • humidity can be used.
  • a temperature measuring device for measuring the temperature of the engine bleed air at at least one location in the engine bleed air duct and / or a temperature measuring device for detecting the temperature at a surface region of the leading edge of the main wing between the fuselage and the engine is installed in the main wing is functionally connected to the control function for transmitting the detected temperature values.
  • the control function can have a control function that generates control commands for transmission to the device for influencing the flow in the ambient air channel, with which a desired temperature of the temperature of the engine bleed air or the leading edge of the main wing is controlled.
  • the control function is activated when the opening change device is open to the maximum and in this state, a larger flow in the ambient air channel is required, so then, for example, the flow conveyor drive is activated and vice versa.
  • a wing portion of an aircraft is provided with an engine bleed air duct arrangement for directing hot engine bleed air from an engine.
  • the engine bleed air duct arrangement has:
  • an outer shell having a sheath inside and a sheath outside that at least partially surrounds the ambient air channel when viewed in cross section of the channel assembly
  • a fastening device for fastening the channel arrangement to the wing section.
  • the engine bleed air duct is composed of segments which are arranged one behind the other in the longitudinal direction of the channel arrangement
  • the ambient air channel is composed of segments, which are arranged one behind the other as viewed in the longitudinal direction of the channel arrangement.
  • the channel-shaped profile section can be designed in such a way that it spirals around the inner jacket outside.
  • the profile section may be formed from a partial hollow profile, wherein the circumferentially open peripheral portion is closed by the outside of the shell of the engine bleed air duct.
  • the profile section can be connected pressure-tight with the inner shell outside.
  • the profile section may be welded pressure-tight on the inner shell outside.
  • the engine bleed air duct arrangement is composed of a plurality of segments, wherein a connection region for connecting a further bleed airduct segment is formed on at least one of the two sides of the bleed airduct segment.
  • a bleed airduct segment for forming a bleed airduct assembly with integrated heat exchanger for directing hot bleed air from an engine into a component of an aircraft.
  • the bleed airduct segment includes an outer sheath segment having a sheath inner side and a sheath outer surface that may be composable with at least one other outer sheath segment to form an outer sheath having a sheath inner side and a sheath outer side an inner-shell segment having an inner-shell inner side and an inner-shell outer side that may be composable with at least one further inner-shell segment to form an inner shell having an inner-shell inner side and an inner-shell outer side, and an insulating material or an insulating material layer in between the inside of the case and the inner shell outside formed gap, wherein along the inner shell outside at least one channel-shaped profile section to form a channel extends.
  • the inner jacket runs inside the outer shell segment.
  • the inner shell segment is coupled to an air outlet of an engine, so that bleed air flows in the inner shell segment.
  • the profile section if installed in an aircraft structure, has an inlet or an access to the ambient air, so that ambient air flows through the profile section.
  • the bleed airduct segment can be embodied and installed in the aircraft such that air flows from the surroundings of the aircraft counter to the flow direction of the bleed air.
  • the bleed airduct segment consequently has a double jacket formed from the inner jacket and the outer envelope segment, with a channel segment embedded in insulating material.
  • the two shells namely the outer sheath or the outer sheath segment and the inner sheath or the inner sheath segment have seen a common central axis in the longitudinal direction of the Bleedairduct arrangement or the Bleedairduct segment, that is, the outer sheath has the same distance to the inner shell everywhere.
  • the hot engine air flowing in the duct of the bleed airduct assembly with the bleed airduct segments releases at least some of its heat to the inner shell.
  • the cold ambient air flowing in the channel in the opposite direction to the bleed air can absorb at least part of the energy that heats the inner jacket and is thereby heated.
  • the efficiency of the heat transfer depends primarily on the material of the inner shell, which can be selected according to the application.
  • the profile section of a bleed airduct segment that forms a channel segment may orbit spirally around the inner shell outside of this bleed airduct segment, that is, it may be spirally wound or wound around the inner jacket outer surface.
  • the profile section can also be arranged parallel to or along a central axis of the inner jacket of the bleed airduct segment on the inner jacket. Outside the Bleedairduct segment run.
  • each such Bleedairduct- segment several such profile sections can be arranged in the circumferential direction next to each other and fluidly connected to each other, for example, at the beginning and / or end of Bleedairduct- segment.
  • the profile section which forms the channel for the ambient air in a bleed airduct segment or in a bleed air duct arrangement formed from composite bleed air duct segments, can be designed as a pipeline segment or pipeline. This may be flat in its support area on the inner shell outside or have a curvature with the radius of the inner shell outside, so that it rests flat on the outside, thereby allowing the largest possible contact surface.
  • the pipeline segment or the pipeline itself may be rectangular or semicircular in their basic form, or may have any commercially available or specially made shape for the purpose.
  • the channel segment is formed by the profile section in the form of a hollow profile
  • a first heat transfer takes place between the bleed air flowing through the channel and the inner jacket inner side
  • a second heat transfer between the inner jacket outer side and the section of the hollow profile adjacent thereto -Outside
  • a third heat transfer between the hollow profile inside at a region which is opposite to the inner shell outer side adjacent portion of the hollow profile segment, and the ambient air.
  • the profile section may be formed by a partial hollow profile, which is seen in the cross section of the hollow profile no closed profile shape and, for example, a longitudinally cut through in the middle tube.
  • the two ends of the partial hollow profile lie on the inner jacket outer side, and the ambient air guided in the channel has direct contact with the inner jacket outer side.
  • a hollow profile for example the above-mentioned pipe, normally forms a pressure-tight profile section on its own, which can then be connected as a whole to the inner-shell outer side.
  • the profile section forming part-hollow profile with the two part-profile longitudinal edges may be pressure-tight on the inner shell outside fixed, for example glued or welded. If it is a welded joint, this can be made by vacuum welding, since by vacuum welding a particularly good quality of the weld can be achieved, which also meets the needs of the aviation industry.
  • the profile section has a height H, wherein the height is referred to the maximum amount by which the profile section or the profile section forming hollow profile or partial hollow profile protrudes perpendicularly from the inner shell outside.
  • the height H of the weld line increases continuously, and reaches its maximum in the zenith of the semicircle of the partial hollow section. Since the profile section is disposed in the space between the inner shell outside and the shell inside, the maximum possible height H corresponds to the distance between these two surfaces.
  • the maximum height of the profile section can also be chosen to be smaller than the distance between the inner shell outside and the inside of the envelope. As a result, there is a gap between the profile-section surface and the sheath inside, which, like the remaining space between inner wall and sheath, can be filled with insulating material. This insulating layer prevents secondary heat exchange between the profile section and the shell, which could adversely affect the efficiency of the primary heat exchange between the bleedair and the ambient air.
  • a plurality of bleed airduct segments are arranged in the longitudinal direction one behind the other and connected to each other, so that the inner shell segments form an inner jacket and the channel segments form a channel section or channel.
  • a Bleedairduct segment with at least one other Bleedairduct segment is at least one the two sides of the bleed airduct segment formed a connection area.
  • the connection region is designed such that, in the case of a pressure-tight connection of two bleed airduct segments, a pressure-tight connection is simultaneously formed between the two profile sections present on the bleed airduct segments.
  • additional sealing means can be used at the connection between the two profile sections and / or between the bleed airduct segments for reliable pressure-tight connection.
  • connection region can therefore firstly have a first connection means on at least one axial end of the inner jacket segment for connection to a further inner jacket segment of a further bleed airduct segment to be connected to the bleedairduct segment and a second connection means at one end of the profile section for connection having a further profile section of a to be connected to the Bleedairduct segment further Bleedairduct segment.
  • the invention further relates to a bleed airduct or a bleed airduct arrangement with at least two pressure-tightly interconnected in its connecting areas Bleedairduct segments described above.
  • the bleed airduct assembly is formed of a plurality of interconnected bleed airduct segments, with a first bleed air duct segment located at a first end of the bleed airduct assembly with its channel section forming the tread portion for connection to an ambient air inlet and a last bleed airduct segment located at a second end of the bleed airduct assembly is provided with its channel forming the profile section for connection to an engine feed line.
  • ambient air is directed into the channel via the ambient air inlet, is channeled along the bleed airduct, and flows at the end of the last bleed airduct segment into an engine feed line through which it is directed into the interior of the engine.
  • This additional air which is supplied in this way the engine or the combustion process, counteracts the loss of power of the engine by the diversion of the bleedair.
  • a fan may be provided in the region of the ambient air inlet that is, for example, electrically powered.
  • the bleed airduct can for example be installed or integrated in a forewing.
  • the Bleedairduct can run in the longitudinal direction of the front wing, whereby the cooled Bleedair Bleedairduct can be used, for example, in a heating of the forewing edge, for example, to prevent ice formation in this area, or hydraulic lines from excessive cooling, the negative flow properties of a hydraulic fluid could affect, protect.
  • the invention further relates to a bleed airduct system with a prescribed bleed airduct and an additional regulating device with which the quantity of bleed air flowing into the bleed airduct can be regulated.
  • the regulating device can have a function with which the amount of the incoming bleed air can be regulated as a function of the air temperature targeted in the bleed airduct. That is, the regulator may increase the amount of incoming bleed air when the temperature of the bleed air in the bleed airduct is lower than desired, and can reduce the amount of bleed air entering when the temperature of the bleed air in the bleed air duct is too high.
  • a target value for the temperature of the bleed air in Bleedairduct after which the regulating device regulates the incoming Bleedair amount.
  • the regulation device may also be operatively coupled to at least one other aircraft system function that communicates a temperature value to the regulator, such as the ambient temperature of the aircraft or the temperature of the fluid in a hydraulic subsystem, after which the regulator regulates the amount of incoming bleed air.
  • the ambient air inlet to increase the ambient air inflow have a fan.
  • FIG. 1 shows a schematic sectional view of an embodiment of the inventively provided engine bleed air duct arrangement with a Engine bleed air duct and an ambient air duct located within a shell outside shown in dashed lines;
  • Figure 2 is a perspective view of an embodiment of the engine bleed air duct assembly in which the shell exterior is not shown;
  • FIG. 3 is another perspective view of an embodiment of the engine bleed air duct assembly in which the shell exterior is not shown;
  • Figure 4 is a side view of an embodiment of the engine bleed air duct assembly in which the shell outside is not shown;
  • Figure 5a is a perspective view of two segments of an engine bleed air duct arrangement according to the invention, which are shown detached from each other in the illustration;
  • FIG. 5b shows a perspective view of the segments of an engine bleed air duct arrangement shown in FIG. 5a in the assembled and interconnected state;
  • FIG. 5c shows an enlarged detail of the engine bleed air duct arrangement with two interconnected segments
  • FIG. 6a shows an exemplary embodiment of a wing / engine combination according to the invention in a representation in which the arrangement of components thereof as well as functional modules are shown in a schematic plan view
  • FIG. 1 An embodiment of the bleed air duct arrangement or engine bleed air duct arrangement 1 according to the invention is shown in FIG. 1 in a schematic sectional representation, which shows a main duct or an engine bleed air duct 1 for guiding warm air or bleed air removed from the engine and an ambient air duct 10 for conducting ambient air.
  • the engine bleed air duct arrangement 1 is provided according to the invention for structural integration into an aircraft AC and in particular into a wing W of an aircraft AC.
  • the use of engine bleed air is generally AC for various functional purposes in the aircraft.
  • the engine bleed air for deicing of structural parts of the aircraft and in particular of the wing W as well as for devices and systems in the aircraft AC can be used.
  • the engine bleed air duct arrangement 1 according to the invention, the engine bleed air for the purposes mentioned can be used and while the supply or management of engine bleed air in the wing W are adapted to the requirements of the wing structure and in particular to the properties of modern materials.
  • the bleed air guided in the engine bleed air duct is cooled in an optimum manner by the cooler ambient air.
  • the entire engine bleed air duct arrangement 1 or the inventive wing-engine combination with the engine bleed air duct arrangement 1 can be designed such that the heat of the bleed air is adapted to the respective application.
  • a consumer to which the bleed air is supplied according to the invention is an air conditioning system of the aircraft AC.
  • the ambient air can be taken into the ambient air channel 10 and guided therein, without being changed in an active manner.
  • an apparatus for influencing the flow in the ambient air duct 10 may be integrated to actively influence the flow in the ambient air duct 10.
  • FIG. 6b has a wing W with a main wing W1 and an engine E 1 with a premixing chamber E1, a combustion chamber and a warm-air space E2.
  • the premix space is a space or area of the engine in which by mixing of air with fuel, the gas mixture is generated, which is supplied to the combustion process.
  • the pre-mixing space can also be a space associated therewith or connected thereto, the gas of which is supplied to the combustion process of the engine.
  • Hot air space E2 of the engine E in this context means a space or a region of the engine which contains air warmed directly or indirectly by the combustion process.
  • the hot air space E2 may be, in particular, the engine sheath flow chamber or the engine sheath flow space.
  • the wing W is connected to a hull R, so that between the wing W and the hull R, a connection portion W2 is provided, which may be part of the wing W or TiI of the hull R. Furthermore, the wing W may have a slat or slats that is or are adjustable relative to the wing W or not. In FIGS. 6a and 6b, three slats 71, 72, 73 are shown on the illustrated wing W in each case.
  • the wing-engine combination has an engine bleed air duct 2 extending along the spanwise direction SW and at least in sections along the leading edge of the main wing.
  • This includes an engine bleed air inlet device 2-1 coupled to an engine warm air space E2 or an engine sheath flow chamber and an engine bleed air outlet device 2-2, which is formed of an orifice on the main wing W1 or a connector for coupling the engine bleed air.
  • Channel is formed to a consumer of the engine bleed air.
  • an ambient air channel 10 which can be dense or at a small distance from, for example, up to 10 mm distance next to the engine bleed air duct 2 and run in particular adjacent thereto.
  • the ambient air channel 10 can circulate the engine bleed air channel 2 in particular spirally.
  • the ambient air duct 10 may be designed such that it at least partially encloses the engine bleed air duct 2 in sections or over a partial circumference.
  • the ambient air channel 10 has an ambient air inlet device 10-1, which is arranged at one of the intended direction of flow S of the aircraft AC facing component of the aircraft AC or oriented in the direction of the aircraft longitudinal axis L-AC and an opening 10-3 to Admitting ambient air into the ambient air channel 10 has.
  • the opening 10-3 can in particular be designed as an opening embedded in the surface contour of the wing, a so-called scub opening.
  • the ambient air duct 10 has an ambient air outlet device 10-2 with a passage between the ambient air duct 10 and the premixing chamber E1 of the engine E.
  • the arrangement 1 of engine bleed air channel 2 and ambient air channel 10 forms a heat exchanger device for cooling the air flowing in the engine bleed air channel 2 and the ambient air channel 10 guided ambient air combustion in the Engine supplied.
  • the wing-engine combination according to the invention can be integrated in the wing and designed so that when the flight in accordance with the intended resulting flow around the wing W and the fuselage R the engine bleed air in the engine bleed air duct from the engine to the engine bleed air outlet device and the ambient air in the ambient air channel 10 in a direction opposite to the direction of flow of the engine bleed air flow direction.
  • the component of the aircraft on which the opening 10-3 of the ambient air inlet device 10-1 is provided may generally be on a surface of the wing, wherein the ambient air inlet device 10-1 is designed in particular such that the opening 10-3 or mouth of the ambient air channel 10 has a directional component, which is directed in the direction of the intended flow around the wing flow.
  • the directional component is the surface normal of the cross-sectional area of the opening 10-3.
  • the component of the aircraft on which the opening 10-3 of the ambient-air inlet device 10-1 is provided may, in particular, be the wing connection region W2, which is spaced from the fuselage outer side in the direction of the engine suspension by 10% of the distance Distance D1 between the fuselage exterior and the engine hanger extends, or the belly fairing area or a surface of the belly fairing.
  • FIGS. 1 to 4 An exemplary embodiment of an engine bleed-air duct arrangement 1 designed according to the invention is shown in FIGS. 1 to 4 as well as 5a and 5b and is formed from at least two segments 1a which are connected to one another in a pressure-tight manner.
  • the engine bleed air duct arrangement 1 may also be formed from a single segment of an engine bleed air duct 2. In this case, it may be formed by a segment of an ambient air channel 10 or a plurality of segments 10 a of an ambient air channel 10.
  • the main duct 2 of the bleed airduct assembly 1 is provided for conducting hot air or hot air from a hot air chamber and, more particularly, the mantle flow portion of the engine of an aircraft.
  • the introduction of the hot air is shown schematically with the arrow P1 and the outflow of hot air with the arrow P2.
  • the hot air is routed to a consumer for further use, which may be in particular an air conditioning system of the aircraft.
  • the main channel 2 is connected via a connecting piece with the engine room or the hot air area E2 to remove warm air.
  • Other users may be, for example, the pressurized cabin, in which the bleedair is used for heat regulation and pressure supply, or fuel, hydraulic or water tanks, which are held under pressure by means of the Bleedair.
  • the exemplary embodiment of the engine bleed-air duct arrangement 1 according to the invention illustrated in FIGS. 1 to 4 and 5a has an inner jacket 6 for forming an engine bleed-air duct 2 or a segment 2a thereof and a surrounding air duct 10 or channel along the same spirally. Segment 10 a of the ambient air channel.
  • the engine bleed air duct assembly 1 further includes an outer shell 3 surrounding the engine bleed air duct 2 and the ambient air duct 10.
  • the outer shell 3 may be closed in cross-section or open, that run over a partial circumference of the ambient air channel 10. In the space between the outer shell 3 and the inner shell 6 is the ambient air channel 10 and the channel segments 10a of the Ambient air channel 10 a arranged or applied.
  • a plurality of profile sections 10a are arranged one behind the other and connected to an ambient air channel 10.
  • the individual profile sections or channel segments 10a of the ambient air duct 10 are secured to the inner shell outer side 8 of the respective engine bleed duct segment 2a.
  • the engine bleed air is effectively cooled in the engine bleed air duct 2.
  • the outer sheath 3 can also be formed from sheath segments 3a arranged one behind the other in the longitudinal direction L-S of the engine bleed air duct arrangement.
  • the ambient air channel 10 has an inlet or ambient air inlet device 10-1 through which air from the environment of the aircraft flows into the channel (arrow P3).
  • the ambient air inlet device 10-1 for the ambient air may be located close to the consumer end of the bleed airduct 1.
  • the ambient air intake device 10-1 may therefore be in particular at a connection piece or a coupling to the interior of a pressure cabin, a fuel, hydraulic or water tank. The ambient air flows in the ambient air channel 10 counter to the flow direction of the bleed air in the direction of the engine side end of the channel 10.
  • the ambient air in particular via an ambient air outlet device 10-2 supplied to the engine E for further use become.
  • Deise ambient air outlet device 10- 2 is thus in particular a supply to a drive train chamber, including in particular a pre-mixing chamber E1 is provided.
  • the engine bleed air duct assembly 1 may be configured within the wing or wing W such that the engine bleed air flows therefrom from the engine bleed air inlet device to the engine bleed air outlet device and the ambient air channel 10 may continue to be configured such that the ambient air flows from the ambient air inlet device to the ambient air outlet device.
  • the ambient air on its way from the ambient air inlet device 10-1 to the ambient air outlet device 10-2 is heated by the engine bleed air flowing in the opposite direction, the engine bleed air is cooled accordingly.
  • the engine bleed air duct 2 and the engine bleed air duct segment 2a and the ambient air duct 10 thereby form a heat exchanger that the heat of the engine bleed air is partially released to the ambient air flowing in the ambient air duct 10.
  • the efficiency of this heat exchange in particular by selecting a suitable material of the inner shell 6 or its thermal conductivity, the material of the ambient air duct 10 or its thermal conductivity, in particular when the ambient air duct 10 rests on the inner jacket outer side 8, the size of the entire common heat transfer surface of ambient air duct 10 and inner shell outside 8, the amount of engine bleed air flowing in the engine bleed air duct 2, the amount of ambient air flowing in the ambient air duct 10 and the temperature difference between bleedair and ambient air.
  • the ambient air channel 10 may be formed in the embodiment shown in Figures 1 to 4 and 5a, 5b from mutually coupled profile sections 10a or channel segments mounted on an engine bleed air duct segment 2a before the engine bleed air duct segments 2a are put together be, or be assembled separately from these while segmentally attached to the inner shell outside 8.
  • the ambient air duct 10 or its channel segments 10a may be formed as a hollow profile, so that the heat exchange between the engine bleed air and the ambient air via the inner shell inside 7, the inner shell outside 8 and the engine bleed air duct 2 instead.
  • the inner-shell outer side 8 transfers the heat to the wall of the ambient-air duct 10, so that the air flowing in the ambient-air duct 10 is heated.
  • the ambient air duct 10 is formed as a partial hollow profile in which the cross section thereof is not closed, as in the case of a half pipe, for example, the ambient air duct 10 can be formed be that the half pipe rests with its open longitudinal region on the outer side 8 of the inner shell 6 and thereby rests pressure-tight with its two longitudinal cutting edges on the inner jacket outer side 8 and / or pressure-tight manner by means of an adhesive or welded connection with the inner jacket outer side 8.
  • the ambient air duct 10 does not have its own wall at the point of heat transfer, so that the heat exchange between the engine bleed air and the ambient air takes place only via the inner jacket inner side 7 and the inner jacket outer side 8. This results in a particularly effective and favorable for certain applications heat transfer between the engine bleed air and the ambient air.
  • Such a partial hollow profile of the ambient air channel 10 may have different shapes.
  • the half tube described above it may for example have the shape of a U-profile, a V-profile or another cross-sectional shape, which is suitable for channeling.
  • the width of the partial hollow profile that is, the distance between the two resting on the inner jacket outer side 8 edges is freely selectable.
  • the heights that is to say the maximum distance of the partial tube profile from the inner jacket outer side 8 measured in a direction perpendicular to the inner jacket outer side 8, can however correspond at most to the distance between the inner wall outer side 8 and the envelope inner side 4.
  • the height of the partial hollow profile may be smaller than the distance between the inner shell outer side 8 and the sheath inner side 4 at this point, so that the outer side the ambient air channel 10 is not applied to the inside 4 of the outer shell 3.
  • the space 9 between the outer shell 3 and the inner shell 6 may be filled with insulating material 9b to form an optimized insulating layer.
  • the ambient air channel 10 running along the inner shell outer side 8 is surrounded by the insulating material 9b.
  • the ambient air passage 10 is surrounded at the entire area of insulating material 9b which does not bleed at the engine Channel 2 is present.
  • FIG. 2 an engine bleed air duct arrangement 1 without outer shell 3 is shown in a perspective view.
  • the inner jacket 6 with the inner jacket outer side 8 on which a partial hollow profile is applied, which forms a profile section or channel section 10a or a channel segment of the ambient air channel 10, can be seen.
  • the channel segment 10a is spirally wound on the inner jacket outer side 8 and along the longitudinal direction LS of the entire Bleedairduct segment 2a.
  • the channel segment 10a at its front end shown and the invisible in Figure 2 rear end each have a connection region, each with an outlet 15 of a channel segment 10a at the respective end of a channel segment 10a with the inlet 14 of another channel segment 10a of the engine bleed air duct arrangement 1 can be connected.
  • the engine bleed air duct arrangement 1 of Figure 2 is shown in Figure 3 in a further perspective view.
  • Figure 4 shows the engine bleed air duct assembly 1 in a side view in which the outer shell 3 is indicated, wherein the outer shell 3 is cut in Figure 4, so that in the plan view, the channel segment 10a and the mecanichüllen- outside 8 to recognize.
  • the channel portion 10a does not extend all the way to the inside of the envelope 4 of the outer segment 3 belonging to the respective segment of an engine bleed-air channel arrangement, but that a gap 9a exists between the channel top side and the inside of the envelope 4 consists.
  • the space between the inner shell 6 and the outer shell 3 may be filled with insulating material 9b, that is, the channel portion 10a is embedded on three sides in insulating material 9b.
  • connection regions 13 of the respective channel segments 10a of the ambient air duct 10 and of the respective engine bleed air duct segments 2a can each produce a pressure-tight connection, for example in that in each case two engine bleed-air duct segments 2a to be connected to one another and / or in each case two channel segments 10a to be connected to one another engage in one another by a length in the assembled state.
  • This "screwing on” can simultaneously cause the two connection sides of the respective engine bleed air duct segments 2a to be pressed against one another in a first step, whereby a required pressure-tight connection can be achieved particularly well
  • Engine bleed air duct segments 2a additionally sealing means or sealing means, not shown, between the ends of the respective segments 2a and 10a can be used to escape the Bleedair and / or the ambient air at the junctions of the engine bleed duct assemblies 1 and the profile sections or channel Segments of the ambient air channel 10a to prevent.
  • FIG. 5c shows the connecting region 13 of two channel sections 10a formed on the inner jacket outer side 8 of two adjacent engine bleed-air duct arrangements 1 at the moment of joining.
  • the amount and / or the speed of the ambient air flowing into and / or in the ambient air duct 10 is actively influenced by one or more devices for influencing the flow in the ambient air duct 10.
  • the ambient air inlet device 10-1 could have an opening change device or a valve with a cover or a closure flap, which is controlled and opened or closed by a drive device depending on the ambient air requirement in the ambient air channel 10.
  • a driven by a drive device flow conveyor drive and for example a pump or a fan be provided, which can be activated as required, de-activated and / or can be controlled to adjust its output power to influence the amount of ambient air flowing in the ambient air duct 10 ambient air, ie to increase or decrease.
  • a drive device flow conveyor drive for example a pump or a fan be provided, which can be activated as required, de-activated and / or can be controlled to adjust its output power to influence the amount of ambient air flowing in the ambient air duct 10 ambient air, ie to increase or decrease.
  • a pump or a fan can be provided, which can be activated as required, de-activated and / or can be controlled to adjust its output power to influence the amount of ambient air flowing in the ambient air duct 10 ambient air, ie to increase or decrease.
  • It can also be provided both an opening change device and a flow conveyor drive, which are controlled by the drive device.
  • the aircraft AC has a sensor device or a plurality of sensor devices (not shown) for acquiring flight condition data.
  • the at least one sensor device is functionally connected to the activation device and has a receiving module for receiving detected flight state data.
  • the driver is operably coupled to the respective flow modulator and has a function that generates and sends control commands to the device to influence the flow in the ambient air channel based on the flight state data.
  • the at least one flow influencing device has a receiving module for receiving control signals from the driving device and a function adjusting the output power of the flow influencing device to influence the flow in the ambient air passage 10.
  • the sensor device may include an outside temperature sensor, a plane speed sensor, a fly height sensor, a humidity sensor, and / or an absolute pressure sensor.
  • these sensors can be sensors that are already available in an aircraft system.
  • a sensor for detecting the flow velocity may be provided on the surface of the joint W or in the region of the ambient air inlet device 10-1 and in particular the opening thereof.
  • the sensor may be a piezo wall shear stress sensor for detecting the wall shear stress, from which the flow velocity can be determined at the point at which the sensor is arranged. It can be provided that the sensor data respectively required by the control function are received directly from the respective sensors or that the sensor data from the respective sensors first transmitted to a flight control system or mission system and from there the control function is supplied.
  • the activation function can have an assignment function, in which sensor values a value for a control command is assigned to a sensor, so that with the identification of the respective activation command this is generated and transmitted to the respective device for influencing the flow.
  • Such an assignment function can be stored in the drive apparatus, in particular in a memory in tabular form or matrix form, to which the drive function has access.
  • the activation function may alternatively or additionally also have an analytical function for determining the activation commands.
  • the function can use a combination of sensor values.
  • the actuation function may use two or three sensor values of the group of sensor values of a detected outside temperature, a detected aircraft speed or a detected altitude, and determine therefrom respectively a probability or an assumption for the presence of an increased risk of icing on the wing. This can be done, in particular, by weighting sensor values according to their proximity to a respectively prescribed limit value, whereby each sensor value receives an evaluation number that is proportional to its distance from the respectively associated limit value.
  • the sum of the evaluation numbers is assigned a specific strength with which the flow in the ambient-air duct 10 is to be increased or reduced, so that from this sum quantity the control command for the setting value of the device for influencing the flow.
  • the setting value for a flow-conveying drive corresponds to its output power to be commanded
  • the setting value for an opening-changing device corresponds to the opening position thereof.
  • an absolute pressure can be used instead of the altitude.
  • this device for influencing the flow as opening change device (not shown in the figures), this has an opening change mechanism, a cover for opening and closing the opening 10-3 and an actuator for actuating the opening change mechanism.
  • the cover may, for example, be a slide which is guided on a guide device fastened to a structural part and covers the opening 10-3 more or less, depending on its adjustment state.
  • the actuator has an interface for receiving drive commands from the drive device to set the opening state of the cover based on drive commands for influencing the flow in the ambient air passage.
  • the driving device 51 may be functionally and / or physically integrated with the flight control device 50 or the mission control device, or may be operatively connected thereto via a data bus or a signal connection.
  • a predetermined temperature of the engine bleed air at at least one point in the engine bleed air duct 2 and / or a predetermined temperature at a Surface area of the leading edge of the main wing between the fuselage and engine is regulated.
  • a temperature range can also be predetermined or regulated in each case.
  • a temperature measuring device for measuring the temperature of the engine bleed air at at least one location in the engine bleed air duct 2 and / or a temperature measuring device for detecting the temperature at a surface region of the leading edge of the main wing between the fuselage and the engine is installed in the main wing.
  • the temperature-measuring device is operatively connected to a control function for controlling the described device for influencing the flow, such as a flow-conveying drive and / or an opening-changing device.
  • the device for influencing the flow can also have a valve 63 which can be actuated by the actuation function by opening and closing the flow rate and / or the velocity of the flow in the ambient air duct 10 to regulate.
  • the control of the valve 63 may be provided as described in connection with the flow conveyor drive.
  • the drive function has a control function that generates drive commands for transmission to the flow-conditioning device in the ambient air duct 10, which controls a desired temperature of the engine bleed air or the leading edge of the main wing.
  • the target temperature can be determined in particular depending on the outside temperature, a detected aircraft speed or a detected altitude.
  • control function provision can be made, in particular, for the control function to be activated when the opening-changing device is open to the maximum.
  • the activation function is controlled by the flight control device 50 in certain operating modes of the aircraft system.
  • it may be provided that it activates a flow conveyor drive 60 provided in the ground operation and keeps it at a predetermined power output, since a low throughput of ambient air in the ambient air duct 10 can flow because of the low velocity of the ambient air.
  • the flow request drive is held with a lower, a medium and a high power output with a uniform distribution of the total power output in the high output power.
  • the described control can alternatively or additionally also be carried out on the basis of the current bleed air temperature detected by a corresponding sensor and / or the actual pressure of the engine bleed air detected at or near an end user of the engine bleed air with a corresponding sensor. It is provided with respect to a said target temperature that more bleed air is directed into the engine bleed air duct 1 when the temperature or the pressure is too low, and the bleed air supply is throttled into the engine bleed air duct 1 when the temperature and / or the pressure is too high.
  • at least one slat 71, 72, 73 can be arranged on the wing W, which can in particular be movably coupled relative thereto.
  • One or more of the slats have a slat deicing channel 30 of the slat integrated therein and extending along its spanwise direction SW and at least one coupling line 74 containing the slat deicing channel 30 of at least one slat 71, 72, 73 with the engine bleed air channel 2 of the main wing W1 fluidly connects.
  • the respective slat is adjustably arranged on the main wing W1, which is variable in length and designed, for example telescopically extendable.
  • the outlet of the engine bleed air from the respective slat can be realized by existing suitable leakage losses or by a lateral outlet.
  • the respective slat or slat deicing channel 30 can also have a plurality of outlet openings 75, which open at the trailing edge 77 of the respective slat.
  • the outlet openings 75 may be provided such that they influence the flow around the main wing.
  • Engine bleed air duct or bleed airduct a Engine bleed air duct segment or main channel segment or bleed airduct segment -1 Engine bleed air inlet device -2 Engine bleed air bleed device
  • outer shell a segment of the outer shell or outer shell segment
  • Control device 60 Flow conveyor drive

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • Exhaust Silencers (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
  • Fluidized-Bed Combustion And Resonant Combustion (AREA)

Abstract

L'invention concerne une combinaison aile-système de propulsion comprenant une aile (W) qui présente une aile principale (W1) et un propulseur (E) qui présente une chambre de prémélange (E1), une chambre de combustion et une chambre d'air chaud (E2). Ladite combinaison comprend également un canal de prélèvement d'air de système de propulsion (2) s'étendant le long du sens de l'envergure (SW) et le long de l'arête avant de l'aile principale et comportant un dispositif d'entrée d'air de système de propulsion (2-1), accouplé à une chambre d'air chaud de système de propulsion (E2), ainsi qu'un dispositif d'évacuation d'air de système de propulsion (2-2) consistant en une sortie aménagée sur l'aile principale (W1) ou en un élément de raccordement pour accoupler le canal de prélèvement d'air de système de propulsion à un consommateur d'air de propulsion prélevé; b) un canal d'air ambiant (10) s'étendant le long du canal de prélèvement d'air système de propulsion (2) et comportant un dispositif d'entrée d'air ambiant (10-1), monté sur un élément de l'avion (AC) qui fait face au sens de contournement (S) correct de l'avion (AC) et présente une ouverture (10-3) permettant à l'air ambiant d'entrer dans le canal d'air ambiant (10), ainsi qu'un dispositif d'évacuation d'air ambiant (10-2) comportant un passage ménagé entre le canal d'air ambiant (10) et une chambre de prémélange (E1) du système de propulsion (E), de sorte que l'agencement (1) composé du canal de prélèvement d'air de système de propulsion (2) et du canal d'air ambiant (10) constitue un système échangeur de chaleur pour refroidir l'air circulant dans le canal de prélèvement d'air de système de propulsion (2) et pour acheminer l'air ambiant guidé dans le canal d'air ambiant (10) jusqu'au système de propulsion, pour assurer la combustion.
EP09706710A 2008-02-01 2009-01-30 Combinaison aile-système de propulsion, avion et section d'aile d'avion munis d'un système de canal de prélèvement d'air de système de propulsion Withdrawn EP2247501A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US2546708P 2008-02-01 2008-02-01
DE102008007278A DE102008007278B4 (de) 2008-02-01 2008-02-01 Bleedairduct-Segment, Bleedairduct-Anordnung mit solchen Bleedairduct-Segmenten und Bleedairduct-System mit Regulierungsvorrichtung
PCT/EP2009/000620 WO2009095257A2 (fr) 2008-02-01 2009-01-30 Combinaison aile-système de propulsion, avion et section d'aile d'avion munis d'un système de canal de prélèvement d'air de système de propulsion

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EP2247501A2 true EP2247501A2 (fr) 2010-11-10

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EP09706710A Withdrawn EP2247501A2 (fr) 2008-02-01 2009-01-30 Combinaison aile-système de propulsion, avion et section d'aile d'avion munis d'un système de canal de prélèvement d'air de système de propulsion

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US (1) US8342443B2 (fr)
EP (1) EP2247501A2 (fr)
JP (1) JP2011510861A (fr)
CN (1) CN101932509B (fr)
BR (1) BRPI0906647A2 (fr)
CA (1) CA2712625A1 (fr)
DE (1) DE102008007278B4 (fr)
RU (1) RU2488526C2 (fr)
WO (1) WO2009095257A2 (fr)

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JP2011510861A (ja) 2011-04-07
CA2712625A1 (fr) 2009-08-06
RU2010135966A (ru) 2012-03-10
WO2009095257A3 (fr) 2009-10-01
CN101932509A (zh) 2010-12-29
BRPI0906647A2 (pt) 2019-09-10
WO2009095257A2 (fr) 2009-08-06
CN101932509B (zh) 2014-10-15
US20100288890A1 (en) 2010-11-18
DE102008007278B4 (de) 2010-04-08
RU2488526C2 (ru) 2013-07-27
US8342443B2 (en) 2013-01-01
DE102008007278A1 (de) 2009-08-06

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