阅读说明：本技术 包括热交换器系统的飞行器推进系统 (Aircraft propulsion system comprising a heat exchanger system ) 是由 B·梅达 E·马蒂诺-冈萨雷斯 T·史蒂文斯 J·凯西亚尔斯 J·T·普里托帕迪拉 A·索 于 2020-03-10 设计创作，主要内容包括：一种飞行器推进系统,其包括涡轮喷气发动机和热交换器系统(200),热交换器系统包括主热交换器(202)；供应热空气的供应管(204)；将热空气传递到空气管理系统的传递管(222)；从风机管道供应冷空气的主供应管(216)；排出空气到外部的排出管(220)；副热交换器(230),其带有穿过副热交换器(230)的高压管(250)；供应冷空气并且包括副调节阀(234)的副供应管(232)；排出空气的副排出管(236)；温度传感器(223)；以及根据测得的温度来控制系统的控制单元(224),其中,副调节阀(234)包括铰接在关闭位置和打开位置之间的门(240)、将门(240)约束在打开位置中的复位弹簧(242)、以及受控制单元(224)控制的实现系统(244),其可在阻挡位置和实现位置之间移动,在实现位置中其释放门(240),门自由运动到打开位置。该实施例允许了在必要时补充的冷空气流。(An aircraft propulsion system comprising a turbojet engine and a heat exchanger system (200) comprising a main heat exchanger (202); a supply pipe (204) for supplying hot air; a transfer tube (222) that transfers the hot air to an air management system; a main supply duct (216) supplying cool air from the fan duct; an exhaust pipe (220) for exhausting air to the outside; a secondary heat exchanger (230) with a high pressure tube (250) passing through the secondary heat exchanger (230); a secondary supply pipe (232) supplying cool air and including a secondary regulating valve (234); a sub-discharge pipe (236) for discharging air; a temperature sensor (223); and a control unit (224) for controlling the system as a function of the measured temperature, wherein the secondary regulating valve (234) comprises a door (240) hinged between a closed position and an open position, a return spring (242) constraining the door (240) in the open position, and an enabling system (244) controlled by the control unit (224), movable between a blocking position and an enabling position in which it releases the door (240), the door being free to move to the open position. This embodiment allows for a flow of cool air that is replenished as necessary.)

1. A propulsion system (15) of an aircraft (10), the propulsion system (15) comprising a turbojet engine (70) comprising a medium-pressure stage (208) and a high-pressure stage (206) and a fan duct (74), and a heat exchanger system (200) comprising:

-a main heat exchanger (202) comprising a main heat supply connection (201), a main heat transfer connection (203) pneumatically connected to the main heat supply connection (201) through the main heat exchanger (202), a main cold supply connection (205), and a main cold discharge connection (207) pneumatically connected to the main cold supply connection (205) through the main heat exchanger (202),

-a supply pipe (204) connected to the main heat supply connection (201) and supplying hot air to a heat exchanger (202), and comprising a regulating valve (214),

-a high pressure pipe (250) emitting hot air from the high pressure stage (206) through a first valve (210),

-a medium pressure pipe (252) emitting hot air from the medium pressure stage (208) through a second valve (212), wherein the high pressure pipe (250) and the medium pressure pipe (252) are connected to an inlet of the regulating valve (214),

-a transfer duct (222) connected to the primary heat transfer connection (203) and adapted to transfer hot air that has passed through the primary heat exchanger (202) to an air management system of the aircraft (10),

-a main supply pipe (216) connected to the main cold supply connection (205), supplying the main heat exchanger (202) with cold air from the fan duct (74), and comprising a main regulating valve (218),

-a discharge duct (220) connected to the main cold discharge connection (207) and adapted to discharge air to the outside,

-a secondary heat exchanger (230) comprising a secondary heat supply connection (231), a secondary heat transfer connection (233) pneumatically connected to the secondary supply connection (231) by the secondary heat exchanger (230), a secondary cold supply connection (235) and a secondary cold discharge connection (237) pneumatically connected to the secondary cold supply connection (235) by the secondary heat exchanger (230), wherein a high pressure pipe (250) originating from the first valve (210) passes through the secondary heat exchanger (230) between the secondary heat supply connection (231) and the secondary heat transfer connection (233),

-a secondary supply duct (232) connected to the secondary cold supply connection (235), supplying the secondary heat exchanger (230) with cold air coming from the fan duct (74), and comprising a secondary regulating valve (234),

-a secondary discharge duct (236) connected to the secondary cold discharge connection (237) and discharging air to the fan duct (74),

-a temperature sensor (223) measuring the temperature of the hot air leaving the primary heat exchanger (202) through a transfer duct (222), and

-a control unit (224) controlling the primary regulating valve (218) and the secondary regulating valve (234) depending on the temperature measured by the temperature sensor (223) and the desired temperature of the hot air leaving the primary heat exchanger (202) through the transfer duct (222),

wherein the secondary regulating valve (234) comprises a door (240) hingedly mounted between a closed position in which it closes the secondary supply pipe (232) to prevent cold air from passing through the secondary supply pipe (232), a return spring (242) to restrain the door (240) in an open position controlled by the control unit (224), and an enabling system (244) movable between a blocking position in which it blocks the door (240) in the closed position and an enabling position in which it releases the door (240), the door is free to move to the open position.

2. A propulsion system (15) as claimed in claim 1, characterized in that it comprises a pylon (12) having a main structure (50) supporting the turbojet engine (70), the primary heat exchanger (202) being located above the main structure (50) and in the fan duct (74), and the secondary heat exchanger (230) being located below the main structure (50) and in the fan duct (74).

3. An aircraft (10) comprising at least one propulsion system (15) according to claim 1.

Technical Field

The present invention relates to an aircraft propulsion system comprising a heat exchanger system, and to an aircraft comprising at least one such propulsion system.

Background

For the supply of hot air, both for the air conditioning system ensuring passenger comfort and for the de-icing system for de-icing the outer surface of the aircraft, these systems comprise a heat exchanger system, which is schematically shown in fig. 4.

The heat exchanger system 500 is arranged in the vicinity of a turbojet engine of an aircraft and comprises a heat exchanger 502. The turbojet is fixed to the wing structure by a pylon, and the heat exchanger 502 is located between the pylon and the pylon fairing.

The heat exchanger 502 is supplied with hot air through a first supply duct 504, which emits hot air from a high-pressure stage 506 or an intermediate-pressure stage 508 of the turbojet through a first valve 510 and a second valve 512, respectively. The first supply pipe 504 also includes a regulating valve 514 that enables the pressure at the inlet of the heat exchanger 502 to be regulated.

The heat exchanger 502 is supplied with cold air by a second supply pipe 516 which discharges cold air from the fan duct of the turbojet. The second supply pipe 516 also includes a regulating valve 518 that regulates the amount of cold air introduced into the heat exchanger 502 to regulate the temperature of the hot air exiting the heat exchanger 502.

After having passed through the heat exchanger 502, the cold air having been heated is discharged to the outside through the discharge duct 520.

After having passed through heat exchanger 502, the hot air that has been cooled is directed through transfer duct 522 to an air management system such as an air conditioning system or a de-icing system.

The heat exchanger system 500 comprises a temperature sensor 523 and a control unit 524, the temperature sensor 523 measuring the temperature of the hot air leaving the heat exchanger 502, the control unit 524 controlling the valves depending on the temperature measured by the temperature sensor 523 and the desired temperature of the hot air leaving the heat exchanger 502.

The heat exchanger 502 has cross flow, i.e., hot and cold air enters the heat exchanger 502 and exits the heat exchanger 502 in two generally perpendicular directions.

In the case where the temperature sensor 523 detects an abnormal increase in temperature, it is necessary to adjust the flow rate of the hot air flowing in the heat exchanger 502. The practical solution is to enlarge the size of the heat exchanger 502, but in this case the heat exchanger becomes heavier and takes up more space.

EP-A-0934876, US-A-2012/045317 and WO-A-2018/002855 disclose prior art propulsion systems.

The size of the turbojet increases due to the need to increase the bypass ratio and the overall pressure ratio. As a result of this increase in the turbojet engine, the space allocated to the heat exchanger 502 decreases and the exhaust of the heat exchanger 502 comes close to the leading edge of the wing, causing disturbances to the boundary layer.

Disclosure of Invention

The object of the present invention is to propose an aircraft propulsion system comprising a heat exchanger system which is less bulky and therefore enables a better integration in the propulsion system.

To this end, an aircraft propulsion system is proposed, comprising a turbojet engine comprising intermediate and high pressure stages and a fan duct, and a heat exchanger system comprising:

a main heat exchanger comprising a main heat supply connection, a main heat transfer connection pneumatically connected to the main heat supply connection through the main heat exchanger, a main cold supply connection and a main cold discharge connection pneumatically connected to the main cold supply connection through the main heat exchanger,

a supply pipe which is connected to the main heat supply connection and supplies hot air to the heat exchanger and which comprises a regulating valve,

a high-pressure pipe which discharges hot air from the high-pressure stage via a first valve,

a medium pressure pipe which emits hot air from the medium pressure stage via a second valve, wherein the high pressure pipe and the medium pressure pipe are connected to an inlet of the regulating valve,

a transfer duct connected to the primary heat transfer connection and adapted to transfer the hot air that has passed through the primary heat exchanger to an air management system of the aircraft,

a main supply pipe connected to the main cold supply connection, supplying the main heat exchanger with cold air from the fan duct, and comprising a main regulating valve,

-an exhaust duct connected to the main cold exhaust connection and adapted to discharge air to the outside,

a secondary heat exchanger comprising a secondary heat supply connection, a secondary heat transfer connection pneumatically connected to the secondary supply connection by the secondary heat exchanger, a secondary cold supply connection and a secondary cold discharge connection pneumatically connected to the secondary cold supply connection by the secondary heat exchanger, wherein the high-pressure pipe issuing from the first valve passes through the secondary heat exchanger between the secondary heat supply connection and the secondary heat transfer connection,

a secondary supply pipe connected to a secondary cold supply connection supplying cold air from the fan duct to the secondary heat exchanger and comprising a secondary regulating valve,

a secondary discharge duct connected to the secondary cold discharge connection and discharging air to the fan duct,

-a temperature sensor measuring the temperature of the hot air leaving the main heat exchanger through the transfer duct, an

A control unit which controls the main regulating valve and the secondary regulating valve depending on the temperature measured by the temperature sensor and the desired temperature of the hot air leaving the main heat exchanger through the transfer duct,

wherein the secondary regulating valve comprises a door, a return spring and an enabling system, the door being hingedly mounted between a closed position in which the door closes the secondary supply duct to prevent cold air from passing through the secondary supply duct, and an open position in which the door releases the secondary supply duct to allow cold air to pass through the secondary supply duct, the return spring constraining the door in the open position, the enabling system being controlled by the control unit, the enabling system being movable between a blocking position in which the enabling system blocks the door in the closed position, and an enabling position in which the enabling system releases the door, the door being freely movable to the open position.

This embodiment allows for replenishing the cold air when necessary.

Advantageously, the propulsion system comprises a pylon having a main structure supporting the turbojet engine, the primary heat exchanger being located above the main structure and in the fan duct, and the secondary heat exchanger being located below the main structure and in the fan duct.

The invention also proposes an aircraft comprising at least one propulsion system according to any one of the preceding variants.

Drawings

The above-mentioned and other features of the invention will become more apparent upon reading the following description of an example of embodiment given with reference to the accompanying drawings, in which:

figure 1 is a side view of an aircraft including a heat exchanger system of the present invention,

figure 2 is a schematic view of a heat exchanger system of the present invention,

FIG. 3 shows a side view of the heat exchanger system of the present invention in its environment, an

FIG. 4 is a schematic diagram of a prior art heat exchanger system.

Detailed Description

In the following description, the terms relating to position are with reference to an aircraft in a normal flight position, i.e. as shown in fig. 1, and the positions "forward" and "aft" are relative to the front and rear of the turbojet engine.

In the following description, and by convention, X is the longitudinal axis of the turbojet engine, parallel to the longitudinal axis of the aircraft; y is a transverse axis, which is horizontal when the aircraft is on the ground; and Z is a vertical axis, which is vertical when the aircraft is on the ground; the three directions X, Y and Z are orthogonal to each other.

Fig. 1 shows an aircraft 10 comprising a fuselage 11, on each side of which are fastened wings 13, the wings 13 supporting at least one propulsion system 15, which is shown in fig. 3 and comprises a pylon 12 and a turbojet 70. The pylon 12 is fastened under the wing 13 and supports a turbojet engine 70, which generally comprises a compression stage 72 and a fan duct 74. The pylon 12 comprises a main structure 50 fastened at its upper part to the structure of the wing 13 and supporting the turbojet engine 70 by various fastening points. The main structure 50 is arranged above the turbojet engine 70 and its leading edge is attached to the turbojet engine 70 within a fan duct 74.

The compression stage 72 includes a high pressure stage 206 and an intermediate pressure stage 208. For example, at 41000 feet cruise conditions, the intermediate pressure is 35 pounds per square inch (psia) at 205 ℃ and the high pressure is 174 psia at 517 ℃.

The aircraft 10 includes an air management system, such as an air conditioning system and/or a de-icing system.

The propulsion system 15 also comprises an engine nacelle 14 comprising a fairing 76 around the turbojet engine 70 and an aerodynamic fairing around the pylon 12 of the main structure 50.

Fig. 2 illustrates a heat exchanger system 200 of the present invention.

The heat exchanger system 200 comprises a main heat exchanger 202 comprising a main heat supply connection 201, a main heat transfer connection 203 pneumatically connected to the main heat supply connection 201 through the main heat exchanger 202, a main cold supply connection 205 and a main cold discharge connection 207 pneumatically connected to the main cold supply connection 205 through the main heat exchanger 202.

The heat exchanger system 200 comprises a supply pipe 204 which is connected to the main heat supply connection 201 and which supplies hot air to the main heat exchanger 202, and which comprises a regulating valve 214, which enables the pressure at the heat supply connection 201 to be regulated.

The heat exchanger system 200 includes a high pressure tube 250 that bleeds hot air from the high pressure stage 206 through the first valve 210.

The heat exchanger system 200 includes a medium pressure pipe 252 that discharges hot air from the medium pressure stage 208 through a second valve 212.

Together, the high pressure tube 250 and the medium pressure tube 252 are connected to the inlet of the regulator valve 214.

The heat exchanger system 200 includes a main supply pipe 216 that is connected to the main cold supply connection 205 and supplies cold air to the main heat exchanger 202 and bleeds cold air from the fan duct 74 of the turbojet 70. The main supply pipe 216 also includes a main regulating valve 218 that regulates the amount of cold air introduced into the main heat exchanger 202 to regulate the temperature of the hot air exiting the main heat exchanger 202.

The heat exchanger system 200 includes a discharge tube 220 connected to the primary cold discharge connection 207. After having passed through the main heat exchanger 202, the cold air having been heated is discharged to the outside through the discharge duct 220.

The heat exchanger system 200 includes transfer tubes 222 connected to the main heat transfer connection 203. After having passed through the primary heat exchanger 202, the hot air that has been cooled is directed through a transfer duct 222 to an air management system, such as an air conditioning system or a de-icing system.

The heat exchanger system 200 comprises a temperature sensor 223 measuring the temperature of the hot air leaving the main heat exchanger 202 through the transfer duct 222 and a control unit 224 controlling the valves according to the temperature measured by the temperature sensor 223 and the desired temperature of the hot air leaving the main heat exchanger 202 through the transfer duct 222.

The primary heat exchanger 202 here has a cross flow, i.e. the hot air and the cold air enter the heat exchanger 202 and leave the heat exchanger 202 in two generally perpendicular directions. In another embodiment, however, the passage of hot air from the supply duct 204 through the primary heat exchanger 202 to the transfer duct 222 occurs in a first transfer direction, while the passage of cold air from the primary supply duct 216 through the primary heat exchanger 202 to the exhaust duct 220 occurs in a second transfer direction parallel to, but opposite to, the first transfer direction.

The heat exchanger system 200 further includes a secondary heat exchanger 230, the secondary heat exchanger 230 being connected between the first valve 210 and the regulator valve 214 on the high pressure line 250.

The sub heat exchanger 230 includes a sub heat supply connection 231, a sub heat transfer connection 233 pneumatically connected to the sub supply connection 231 through the sub heat exchanger 230, a sub cold supply connection 235, and a sub cold discharge connection 237 pneumatically connected to the sub cold supply connection 235 through the sub heat exchanger 230.

A high pressure pipe 250 from the first valve 210 passes through the secondary heat exchanger 230 between the secondary heat supply connection 231 and the secondary heat transfer connection 233.

The heat exchanger system 200 also includes a secondary supply pipe 232 that is connected to a secondary cold supply connection 235 and supplies cold air to the secondary heat exchanger 230 and discharges the cold air from the fan duct 74 of the turbojet 70. The secondary supply pipe 232 also includes a secondary regulator valve 234.

The heat exchanger system 200 includes a secondary discharge tube 236 connected to a secondary cold discharge connection 237. After having passed through the secondary heat exchanger 230, the cold air, which has been heated, is discharged to the fan duct 74 through the discharge duct 236.

The secondary regulator valve 234 is here a bucket-shaped portion including a door 240 hingedly mounted between a closed position in which the door 240 closes the secondary supply pipe 232 to prevent cold air from passing through the secondary supply pipe 232, and an open position in which the door 240 releases the secondary supply pipe 232 to allow cold air to pass through the secondary supply pipe 232.

Detail I in fig. 2 shows the door 240 in the closed position, while detail II in fig. 2 shows the door 240 in the open position.

The secondary regulator valve 234 includes a return spring 242 that restrains the door 240 in the open position.

The secondary regulator valve 234 includes an enabling system 244 that is movable between a blocking position in which the enabling system blocks the door 240 in the closed position and an enabling position in which the enabling system releases the door 240, the door being free to move into the open position.

The implementation system 244 is also controlled by the control unit 224 and is, for example, an electromagnet.

The primary heat exchanger 202 is sized for the intermediate pressure stage 208 and the high pressure stage 206 and under normal conditions the secondary heat exchanger 230 is not used.

Under normal conditions, hot air from the intermediate pressure stage 208 and ultimately from the high pressure stage 206 passes through the regulating valve 214 and the main heat exchanger 202. In these cases, the hot air from the high pressure stage 206 flows through the secondary heat exchanger 230, but the door 240 is closed and no cold air flows through the secondary heat exchanger 230 to cool the hot air, and the regulation is similar to that of the prior art embodiment.

Under abnormal conditions, when increased cooling of the hot air from the high pressure stage 206 is necessary, the control unit 224 instructs the enabling system 244 to move from the blocking position to the enabling position.

The door 240 is then free to move and the return spring 242 acts on the door 240 to move the door into the open position. Accordingly, additional cool air may be received in the secondary supply pipe 232 and used in the secondary heat exchanger 230.

The return of the door 240 into the closed position may be done manually on the next landing.

In the embodiment shown in fig. 2, the secondary heat exchanger 230 has cross flow, but in another embodiment not shown it may have parallel flow.

Fig. 3 shows the heat exchanger system 200 of the propulsion system 15 in its environment.

The primary heat exchanger 202 is located above the primary structure 50 and in the fan duct 74, while the secondary heat exchanger 230 is located below the primary structure 50 and in the fan duct 74. More precisely, the main heat exchanger 202 is located between the pylon and the pylon fairing.

The main structure 50 includes windows through which the supply pipe 204 passes to connect itself with the high pressure pipe 250 and the medium pressure pipe 252. .

In the embodiment shown in fig. 3, the regulating valve 214 is also disposed below the main structure 50.

The main regulator valve 218 may also take the form of a bucket having a door that is movable between an open position in which it does not block the bucket and a closed position in which it blocks the bucket, thereby regulating the amount of cold air captured by the bucket. The doors are motor driven to ensure their movement and the motors are all controlled by the control unit 224, while the doors act as valves.

Each scoop is oriented to enable capture of cool air circulating in the fan duct 74.

The new embodiment allows for the design of a main heat exchanger with a low bleed air side pressure drop. Due to the higher pressure delivered to the starter turbine, the higher inlet pressure to the air conditioning pack allows the pack to run with less ram air and thus reduces the resulting ram drag and the challenges of intermediate pressure stage port location, using a lower compressor stage that improves engine specific fuel consumption, which lower pressure drop allows for improved engine starting performance.