3-筛选及标引后的专利著录项目数据及专利全文ep3081767a1

1、(19)TEPZZZ8_767A_TEP 3 081 767 A1(11)EUROPEAN PATENT APPLICATION(12)(43)(51) Int Cl.:F01D 25/08(2006.01)Date of publication:19.10.2016 Bulletin 2016/42F02C 7/18 (2006.01)(21)Application number: 15163548.9(22)Date of filing: 14.04.2015(54)FLUID DUCT SYSTEM, TURBO ENGINE WITH A FLUID DUCT SYSTEM AND M

2、ETHOD FOR THERMAL MANAGEMENT AND/OR VENTILATION(57)The invention in particular relates to a fluid ductof the turbo engine a pressure gradient is present inside the at least one fluid duct element (4) generating a fluid jet (5) in the first region (2a) that emerges from the at least one fluid duct el

3、ement (4) towards the at least one impingement device (6) and said fluid jet (5) impinges at least partially on the at least one impingement device (6), where the fluid jets thermal energy is at least partially reduced in order to use the thus cooler fluid jet (5) for cooling and/or ventilating the

4、first region (2a).system (S) for thermal management and/or ventilation of a first region (2a) containing at least one temperature sensitive target (8) within a turbo engine (1), character- ized by at least one fluid duct element (4) connecting a second region (3a) with the first region (2a), said fi

5、rst region (2a) having a lower pressure than the second re- gion (3a) at least during operation of the turbo engine (1) and being configured and combined with at least one impingement device (6), so that at least during operationPrinted by Jouve, 75001 PARIS (FR)EP 3 081 767 A1(84) Designated Contra

6、cting States:AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TRDesignated Extension States:BA MEDesignated Validation States:MA(71) Applicant: Rolls-Royce Deutschland Ltd & Co KG 15827 Blankenfelde-Mahlow (DE)(72) Inventor: GALINDO-LOPEZ

7、, Carlos Hannover, Dr. 10405 Berlin (DE)(74) Representative: Maikowski & Ninnemann Patentanwlte Partnerschaft mbB Postfach 15 09 2010671 Berlin (DE)1EP 3 081 767 A12Descriptionand their compatibility with fire-proof standards is further- more difficult to evaluate.0006 It is an object of the present

8、 invention to provide for an improved thermal management and/or ventilation of a first region in a turbo engine containing at least one temperature sensitive target by means of which the draw- backs outlined above are reduced or even avoided. 0007 A solution for this is provided by a fluid duct syst

9、em according to claim 1 and a method according to claim 15.0008 According to a first aspect of the invention, a fluid duct system for thermal management and/or venti- lation of a first region containing at least one temperature sensitive target within a turbo engine, comprises at least one fluid duc

10、t element connecting a second region with the first region, said first region having a lower pressure than the second region at least during operation of the turbo engine. The fluid duct element is configured and combined with at least one impingement device of the fluid duct system, so that at leas

11、t during operation of the turbo engine a pressure gradient is present inside the at least one fluid duct element generating a fluid jet in the first region that emerges from the at least one fluid duct element and said fluid jet impinges at least partially on the at least one impingement device, whe

12、re the fluid jets thermal energy is at least partially reduced in order to use the thus at least partially cooler fluid jet for cooling and/or ventilating the first region. The thermal energy of the fluid jet can also be its intrinsic energy.0009 The turbo engine can e.g. be an aircraft engine.One p

13、ossible type of aircraft engine is a turbofan engine. Every turbo engine can be described in cylindrical coor- dinates. Wherein the z-axis points along the longitudinal direction from the front end of the turbo engine towards the back end of the turbo engine and the radial direction is defined by th

14、e radial direction of the turbo engine per- pendicular to the longitudinal direction.0010 The first region can comprise a temperature sensitive target such as an electrical component, a coat- ed section of the turbo engine, a core casing, a bearing, a connector, a plastic part, an actuator for vanes

15、 in the turbo engine, a movable part in the turbo engine, a fuel line, an oil line, and/or a sealing of the turbo engine. All these units can require in particular a certain amount of thermal management. An electrical component which can be in need of cooling can be an Electronic Engine Controller (

16、EEC) of a turbo engine.0011 The first region can be rotational symmetric and surround a core of a turbo engine.0012 In some embodiments the first and second re- gion are separated solely by a separation device, in par- ticular a wall. In other embodiments at least a third region can at least partial

17、ly be arranged in between the first and second region.0013 The at least one fluid duct element can for ex- ample have a tubular shape. In exemplary embodiments the fluid duct element might be of an ellipsoidal, rectan- gular or polygonal cross-section. In a particular embod-0001 The invention is rel

18、ated to a fluid duct system with the features of claim 1, a turbo engine with a fluid duct system with the features of claim 14 and a method for thermal management and/or ventilation with the fea- tures of claim 15.0002 In certain regions of turbo engines (e.g. gas tur- bines or aircraft engines) te

19、mperatures can be high dur- ing operation. Usually, some regions within the turbo en- gines can contain temperature sensitive targets, e.g. electrical components which are sensitive to high tem- peratures.0003 The state of the art of thermal management and/or ventilation of such a first region in th

20、e turbo engine, in particular a cowl compartment in between the freestream zone and bypass duct of a turbofan engine, is the use of so called NACA inlets and outlets or NACA intakes. This solution depends on the forward movement of the turbo engine. Therefore thermal management and/or ventilation is

21、 hard to achieve if the turbo engine has no relative motion to the surrounding fluid. In case of aircraft engines this can be called an engine-slaved system, or aircraft-driven system.0004 The operation of a turbo engine, in particular of an aircraft engine, in a motionless state compared to the sur

22、rounding fluid is a common mode of operation for a turbo engine. One of many examples would be a turbo engine of an aircraft during taxi, parking, take-off or during line aircraft maintenance. Hence, the thermal manage- ment and/or ventilation has especially great importance if the fluid surrounding

23、 the turbo engine is almost at a standstill relative to the turbo engine. The turbo engine will heat up, jeopardizing the normal operation of tem- perature sensitive targets, e.g. electrical components in a first region of the turbo engine, which in turn can lead, if no thermal management and/or ven

24、tilation is present, to failure or loss of the temperature sensitive target and thus its life and reliability.0005 Furthermore in such a motionless state with no active ventilation it is possible for flammable fluids, in particular flammable vapors to accumulate in certain re- gions, e.g. the first

25、region of a turbo engine, in particular the cowl compartment inside a turbofan engine, increas- ing the risk of fire in the region. In particular for this reason airworthiness authorities require for aircraft engines means of ventilation to minimize the probability of ignition of these fluids, in pa

26、rticular the vapors and the resulting hazards if ignition does occur. Therefore, an effective thermal management of a first region within the turbo engine containing at least one temperature sensitive tar- get and/or ventilation of the first region for evacuation ofe.g. flammable vapors out of the c

27、ompartment by venti- lation is necessary. So far the thermal management and/or ventilation in turbo engines is mostly dependent from the relative motion of the engine and thus only ef- fective during the turbo engines forward movement. NACA intakes are quite complex to design in this regard510152025

28、30354045505523EP 3 081 767 A14iment it can have a elongated strip-like design, for exam- ple with a rectangular cross-section with one side being several times longer than the other.0014 The fluid duct element can be flexible in some variants and/or consist of a sleeve. Additionally or in the altern

29、ative, the fluid duct systems might comprise fluid duct elements which are rigid.0015 In some variations the cross-section of the at least one fluid duct element is not constant along the length of the at least one fluid duct element. It might for example be shaped like a cone or nozzle with the cro

30、ss- section of the at least one fluid duct element getting small- er towards the end in the first region.0016 In some embodiments the at least one fluid duct element can protrude into the first and/or second region. In others it can be flush with one or both sides of the boundaries defining the two

31、regions.0017 The fluid jet which emerges from the at least one fluid duct element in the first region is generated by a pressure gradient inside the at least one fluid duct el- ement. The pressure gradient is e.g. produced by the pressure difference between the first and second region. A pressure gr

32、adient considered suitable would e.g. result from a difference in static pressure between the first and second regions of about 10 psi ( 0.7 bar). At least during operation of the turbo engine the higher pressure in the second region compared to the first region might be due to a pressure build up i

33、n the second region. For example a compressor might be running at least during the oper- ation of the turbo engine and increase the pressure in the second region, leading to a pressure difference be- tween the first region and second region. Such a com- pressor in one embodiment is formed by a compr

34、essor stage of a turbofan engine.0018 In other embodiments the pressure difference might be produced or increased due to a lowering of the pressure inside the first region compared to the second region. A pump might for example be running, reducing the pressure in the first region, at least during o

35、peration of the turbo engine. This can also lead to the pressure difference between the low pressure first region and the higher pressure second region.0019 According to the invention, the fluid duct system is designed and configured in such a way that a fluid jet emerging form the fluid duct elemen

36、t impinges at least partially on the at least one impingement device. The at least one impingement device can have various forms and shapes. The first region can comprise it completely or in some variants only partially. The at least one im- pingement device can e.g. be a part of an already existing

37、 structure of a turbo engine. It could also be an extra de- vice arranged at least partially inside the turbo engine. The thermal energy of the fluid jet is at least partially reduced by the impingement process and the thus cooler fluid jet is used for cooling and/or ventilating the first re- gion.0

38、020 In some embodiments the fluid duct system comprises several impingement devices. The fluid jetemerging from the at least one fluid duct element may then e.g. impinge on several impingement devices. This can happen in successive order.0021 The amount of fluid per unit time emerging from the at le

39、ast one fluid duct element can depend inter alia on the pressure gradient inside the at least one fluid duct element and/or the cross-section of it. A higher pressure gradient might lead to a larger amount of fluid per unit time entering the first region. A larger cross-section can also lead to larg

40、er amount of fluid per unit time entering the first region. The amount of fluid per unit time usually depends on a combination of several parameters. 0022 In a further variant of the invention the fluid jet is at least partially reflected and/or scattered at the at least one impingement device. The

41、characteristics of the reflection and/or scattering process might be influenced by the characteristics of the at least one impingement device and/or the characteristics of the fluid jet.0023 The shape of the at least one impingement de- vice might for example be designed to guide the reflected and/o

42、r scattered fluid jet in a desired direction. The ma- terial of the at least one impingement device can also be chosen to achieve a desired effect. For example the ve- locity of the reflected and/or scattered fluid jet can depend on the material of the at least one impingement device. 0024 The magni

43、tude of reflection and/or scattering of the fluid jet at the at least one impingement device can inter alia depend on the characteristics of the at least one impingement device. For example a rough surface might lead to more scattering and an even surface of the at least one impingement device can l

44、ead to more reflec- tion.0025 In another embodiment the thermal energy of the at least partially impinged fluid jet is reduced by the impingement process and/or heat convection between the at least partially impinged fluid jet and the at least one impingement device.0026 The thermal energy loss can

45、also inter alia de- pend on the velocity of the fluid jet, its momentum, Rey- nolds number, the distance between the impingement device and the fluid duct element. The temperature of the impingement device can also be changed by the im- pingement process.0027 In a further variation the fluid duct sy

46、stem com- prises at least one flow guiding means arranged in the first region for guiding the at least partially impinged fluid jet after impingement on the at least one impingement device towards the at least one temperature sensitive target.0028 The flow guiding means might be at least one deflect

47、ion plate. The fluid jet can be deflected towards the at least one temperature sensitive target by the de- flection plate. In another embodiment the flow guiding means might be a fluid canal which can be entered by the impinged fluid jet. The fluid jet can then be guided and/or redirected towards an

48、 intended temperature sen- sitive target.0029 In a continued development the first region com-51015202530354045505535EP 3 081 767 A16prises at least one fluid outlet configured to let a flow of fluid exit the first region. Such an outlet could for example be a NACA outlet or an opening in the first

49、region. The fluid jet which enters the first region through the at least one fluid duct element introduces a certain amount of fluid per unit time into the first region. Through the fluid outlet a certain amount of fluid per time unit can exit the first region. In certain embodiments almost the same

50、 amount of fluid per unit time can enter the first region and exit it. This can lead to a balance in the first region, keep- ing the amount of fluid in the first region roughly constant. A simple example of describing a variation of this can be that the amount of fluid entering the first region push

51、es the same amount of fluid out of the first region through the at least one fluid outlet. In certain embodiments this can lead to a flow of fluid originating at the at least one fluid duct element, flowing towards the fluid outlet and at least partially exiting the first region through the outlet.

52、The fluid might swirl around in the first region before at least partially exiting it. The flow pattern of the fluid can take a lot of different shapes depending on the circum- stances.0030 In another embodiment is the at least one fluid duct element of a length and/or arranged in an angle relative

53、to the longitudinal direction of the turbo engine, predefined in dependence of a desired velocity and/or direction of the fluid jet. A length of the fluid duct element could be e.g. set in such a way that a distance between its outlet and the impingement device lies in a predefined range. For exampl

54、e the length and a diameter of t the fluid duct element could be selected in such a way that the distance between the fluid duct elements outlet and the impingement device is greater than or equal to two or three times the (average inner) diameter of the fluid duct element. Thus, a inner diameter of

55、 the fluid duct element could e.g. be about 20 mm, whereas said dis- tance is about 60 mm.0031 The angle of the at least one fluid duct device relative to the longitudinal direction (from now on just angle) can predefine the direction of the fluid jet. It can be set so that the fluid jet impinges on

56、 a desired impinge- ment target. For example an angle of 90 might be used if the desired target lies at least partially on the same radial axis as for example a straight tubular fluid duct element arranged along said radial axis. In other embod- iments the fluid jet can be directed towards the at le

57、ast one desired impingement device or a portion of it by set- ting the angle and length of the at least one fluid duct element accordingly.0032 In another embodiment has the at least one fluid duct element an inner diameter which is significantly smaller than the length of the at least one fluid duc

58、t ele- ment. For example a straight tubular fluid duct element might be at least ten times longer than its inner diameter. 0033 In further embodiments can the fluid duct sys- tem be implemented in a turbofan engine and the second region lies at least partially in a bypass duct of the turbo- fan engi

59、ne and the first region lies at least partially in acowl compartment of the turbofan engine. The cowl com- partment can have an outer and inner cowl surface. The inner cowl surface is inside the cowl compartment radial closer to the center axis of the turbofan engine and the outer cowl surface is on the outside of t