FLUIDFOIL

Abstract

A gas turbine engine includes a fan with a plurality of aerofoils such as fan blades. Each fan blade includes a leading edge and a leading edge zone behind the leading edge. The leading edge zone extends spanwise for the full length of the fan blade. The leading edge zone includes one or more deflected regions which locally reduce the angle of attack of the fan blade. The deflected regions extend from the leading edge to between 1% and 50% of the chordal extent of the fan blade.

Claims

1. A ducted propulsor comprising an aerofoil, the aerofoil comprising a plurality of aerofoil blades, each blade comprising a leading edge and a leading edge zone behind the leading edge extending spanwise over the full span of the blade, the aerofoil being enclosed within a duct, wherein the leading edge zone comprises one or more deflected regions which locally reduce the angle of attack of the aerofoil, wherein the deflected regions extend from the leading edge to between 1% and 50% of the chordal extent of the aerofoil.

2. A propulsor according to claim 1, wherein the aerofoil comprises one of a fan blade and a stator blade.

3. A propulsor according to claim 1, wherein the deflected regions extend from the leading edge to between 5% and 25% of the chordal extent of the aerofoil.

4. A propulsor according to claim 2, wherein the fan blades have a tip speed in excess of Mach 1 when the engine is operated at maximum take-off conditions.

5. A propulsor according to claim 1, wherein an inlet of the ducted propulsor has a length to diameter ratio of between 0.2 and 0.4.

6. A propulsor according to claim 1, where the deflected region comprises a local modification to the surface contouring of the leading edge zone.

7. A propulsor according to claim 1 where the deflected region comprises a portion of the leading edge zone angled further towards the pressure surface of the fan blade than non-deflected regions of the leading edge zone which extend spanwise to either side and/or between each deflected region.

8. A propulsor according to claim 7 where the aerofoil has a consistent angle of attack in the non-deflected regions.

9. A propulsor according to claim 1 where there is no local chordwise extension of the leading edge associated with the deflected region.

10. A propulsor according to claim 1 where there is no local chordwise retraction of the leading edge associated with the deflected region.

11. A propulsor according to claim 1 where the extent of the deflected region decreases from the leading edge through the leading edge zone.

12. A propulsor according to claim 1 where the deflected region blends into a main body of the aerofoil extending behind the leading edge zone and disappears.

13. A propulsor according to claim 12 where the depth of the deflected region tapers in a chordwise direction from a maximum at the leading edge so as to blend with the main body of the aerofoil.

14. A propulsor according to claim 12 where the spanwise width of the deflected region decreases in a chordwise direction from a maximum at the leading edge, through the leading edge zone, to no spanwise width at the interface of the leading edge zone with the main body.

15. A propulsor according to claim 7 where the depth of the deflected region tapers in one or both spanwise directions so as to blend with the respective non-deflected region of the leading edge zone.

16. A propulsor according to claim 1, wherein the ducted propulsor comprises a first aerofoil provided upstream of a second aerofoil, each of the first and second aerofoils comprising a respective deflected region, and wherein a deflected region of the second aerofoil is located such that it does not intersect a streamline of any deflected region of the first aerofoil.

17. A propulsor according to claim 1, wherein the ducted propulsor comprises a first aerofoil provided upstream of a second aerofoil, each of the first and second aerofoils comprising a respective deflected region, and wherein a deflected region of the second aerofoil is located such that it intersects a streamline of a deflected region of the first aerofoil, and wherein the deflected region of the second aerofoil that intersects the streamline of the deflected region of the first aerofoil comprises a different deflection angle relative to the deflection angle of the deflected region which streamline it intersects.

18. A propulsor according to claim 1, wherein the ducted propulsor comprises a plurality of aerofoil blades provided in a common radial plane, and wherein a deflected region of an aerofoil is located such that it is provided in a different radial position to any deflected region of a neighbouring aerofoil in the same radial plane.

19. A propulsor according to claim 1, the ducted propulsor comprises a plurality of aerofoil blades provided in a common radial plane, and wherein a deflected region of an aerofoil is located such that it is provided in the same radial position as a deflected region of a neighbouring aerofoil in the same radial plane, and wherein the deflected region of the neighbouring aerofoil that is provided at the same radial position comprises a different deflection angle.

Description

[0030] Embodiments of the invention will now be described by way of example only, with reference to the figures, in which:

[0031] FIG. 1 is a sectional side view of a gas turbine engine

[0032] FIG. 2a is a schematic plan view from a pressure surface side of a portion of fan blade according to an embodiment of the invention;

[0033] FIG. 2b is a front view of the portion shown in FIG. 2a;

[0034] FIG. 2c shows section A-A in accordance with FIG. 2a;

[0035] FIG. 2d shows section B-B in accordance with FIG. 2a;

[0036] FIG. 3a shows a plan view from a pressure surface side of a fan blade according to a second embodiment of the invention;

[0037] FIG. 3b shows a portion of the fan blade of FIG. 3a;

[0038] FIGS. 4a and 4b show results of a computerised fluid simulation of a conventional fan blade not in accordance with the present invention and the fan blade of FIGS. 3a and 3b respectively;

[0039] FIG. 5 shows a cross-section side view of a fan blade and stator blades of a third embodiment of the invention; and

[0040] FIG. 6 shows a front view of a fan of a fourth embodiment of the invention.

[0041] Referring to FIG. 1, a turbofan gas turbine engine is generally indicated at 10 and has a principal rotational axis 9. The engine 10 comprises a core engine having, in axial flow series, an air intake 11, an intermediate pressure compressor 14, a high-pressure compressor 16, combustion equipment 18, a high-pressure turbine 20, an intermediate pressure turbine 22, a low-pressure turbine 24 and a core exhaust nozzle 25. A core nacelle 21 generally surrounds the core engine and defines the intake 11 and nozzle 25. The engine 10 also comprises a fan 12 powered by the lower pressure turbine 24, and surrounded by a fan casing 22. The low pressure turbine 24 and fan 12 are interconnected by a low pressure shaft 26, the intermediate pressure compressor 16 and turbine 22 are interconnected by an intermediate pressure shaft 28, and the high pressure compressor 18 and turbine 20 are interconnected by a high pressure shaft 30. A bypass duct 13 is defined by the space between the fan casing 52 and core nacelle 21.

[0042] The fan casing 52 includes an inlet lip 34 provided at a forward end of the casing 52 which defines a leading edge of the casing 52 in forward flight. A distance between the inlet lip 34 and a leading edge of the fan 12 defines an inlet length L. A distance normal to the length L between tips of the fan blade at positions 180 apart defines a fan diameter D. A length to diameter ratio L/D is defined by dividing L by D. In this case, the length to diameter ratio L/D is between 0.2 and 0.4. Such a relatively low L/D is desirable to reduce overall engine length and drag. However, inlet distortions may be encountered at such L/D ratios, which may result in fan turbulence, and so reduced fan performance. The present invention provides a fan which reduces fan turbulence, and so increases performance, and so is particularly (though not exclusively) of use for engines having low L/D inlets.

[0043] The gas turbine engine 10 works in a conventional manner so that air entering the intake 11 is accelerated and compressed by the intermediate pressure compressor 14 and directed into the high-pressure compressor 16 where further compression takes place. The compressed air exhausted from the high-pressure compressor 16 is directed into the combustion equipment 18 where it is mixed with fuel and the mixture combusted. The resultant hot combustion products then expand through, and thereby drive the high-pressure, intermediate pressure and free power turbines 20, 22, 24 before being exhausted through the nozzle 25 to provide some propulsive thrust. The fan 12 normally provides the majority of the propulsive thrust. Typically, the fan 12 tips operate at speeds greater than Mach 1 during operation at maximum take-off thrust. Optionally, the fan 12 may comprise a variable pitch fan, in which the fan blades are pivotable about their span axis to alter their pitch in flight.

[0044] As will be understood, Mach 1 represents the speed of sound under ambient conditions. Similarly, maximum take-off thrust relates to a thrust produced where the engine is operated at maximum fan speed (N1), i.e. 100% of rated N1 speed at sea-level under International Standard Atmospheric Conditions (ISA).

[0045] The fan 12 comprises a plurality of fan blades 31, which rotate in use to generator thrust. The fan 12 further comprises a plurality of Outlet Guide Vanes (OGVs) 50, which are axially spaced from the fan blades 31, and extend between the core nacelle 21 and fan casing 52. A plurality of core inlet vanes 54 are also provided downstream of the fan blades 31, and extend between the core nacelle 21 and an inner annulus 56 of the engine core. In this case, the inner annuls 56 and core nacelle 21 define a duct which contains the core inlet vanes 54.

[0046] Similarly, each compressor 14, 16 comprises an axial flow compressor comprising alternating rows of rotor and stator stages. Each rotor and stator stage comprises a plurality of rotor and stator blades (not shown).

[0047] Referring now to FIGS. 2a and 2b a portion of a fan blade 31 of the fan 12 is shown. The fan blade 31 has a leading edge 33, a leading edge zone 35 immediately behind the leading edge 33, a main body 37 immediately behind that and a trailing edge 39. The leading edge zone 35 is positioned behind the leading edge 33 (along the camber line) and extends spanwise for the full length of the fan blade. The leading edge zone 35 may therefore be considered to comprise a spanwise band behind the leading edge 33. The fan blade has a pressure surface 41 and a suction surface 43.

[0048] Within the leading edge zone 35 are deflected regions 45 and non-deflected regions 47. The deflected 45 and non-deflected regions 47 form an alternating repeating pattern in the spanwise direction. The deflected regions 45 generally extend in a chordwise direction (i.e. in a direction extending in a line from the leading edge 33 to the trailing edge 39). The deflected regions 45 extend for between 1% and 50% of the chord from the leading edge 33 to the trailing edge 39. In the embodiment shown in the FIGS. 2a to 2d, the deflected regions 45 extend for approximately 25% of the chord, i.e. 25% of the distance from the leading edge 33 to the trailing edge 39. As can be seen from FIG. 2d, the deflected region 45 defines a deflection angle , defined by an angle formed by the deflected region 45 relative to the chord line of the aerofoil in a plane orthogonal to the chord line.

[0049] The non-deflected regions 47 contribute to the formation of a standard fan blade cross-sectional profile defined by the leading edge 33, non-deflected region 47, main body 37 and trailing edge 39. This profile (A-A in FIG. 2a) is shown in FIG. 2c (with a cross-section at the deflected region 35 corresponding to line B-B in FIG. 2a shown in phantom). In the non-deflected regions 37 the angle of attack is consistent (the same).

[0050] Where however deflected regions 45 are provided, the standard fan blade cross-section is modified by a change in the contours of the pressure 41 and suction 43 surfaces. The deflected region 45 reduces the angle of attack of the fan blade 31 locally (local to the deflected region 45 in contrast to the higher angle of attack in the non-deflected regions 47). This is achieved via angling the deflected region 45 of the leading edge zone 35 further towards the pressure surface 41 of the fan blade 31 than non-deflected regions 47 of the leading edge zone 35. This angling gives the deflected region 45 a depth and consequently the leading edge 33 in the area of the deflected region 45 is below the line created by the leading edge 33 in the area of the non-deflected regions 47. It should be noted however that there is no local chordwise extension of the fan blade 31 in the area of the deflected region 45. Instead the line of the leading edge 33 is maintained throughout its vertical deflection.

[0051] Each deflected region 45 is also provided with several tapering features. The depth of the deflected region 45 (i.e. the vertical distance between the suction surface 43 within a deflected region 45 and the suction surface 43 at a deflection interface 48 between a deflected region 45 and a non-deflected region 47) tapers in both spanwise directions so as to blend with the respective non-deflected region 47 to either side. The spanwise taper forms an angle of between 5 and 160, and preferably between 10 and 30. Consequently the deflected region forms a valley having a substantially triangular cross-sectional shape. The spanwise tapers form two side walls 49, each having a consistent gradient. The depth of each deflected region 45 also tapers in a chordwise direction from a maximum at the leading edge 33 so as to blend with the main body 37 of the fan blade 31. This gives the deflected regions 45 an upwards ramp. Further the spanwise width of each deflected region 45 (i.e. the distance between deflection interfaces 48 at either side of the deflected region 45) decreases in a chordwise direction from a maximum at the leading edge 33, through the leading edge zone 35 and disappears at a main body interface 51 of the leading edge zone 35 with the main body 37.

[0052] As a consequence of the various tapering features the extent of the deflected region 45 may be said to decrease from the leading edge 33 through the leading edge zone 35, such that it blends into the main body 37 and disappears.

[0053] While the invention has been described in relation to fan blades, it will be understood that the invention applies equally to other ducted propulsor blades, such as the OGV, as well as compressor blades and stator blades, which are similarly house in a duct (the compressor casing).

[0054] It has been found that fluid that is incident on the deflected region 45 has a higher momentum relative to the undeflected regions, and therefore tends to delay flow separations near the leading edge 33. Furthermore the higher momentum fluid tends to entrain surrounding fluid and increase its momentum even in fluid incident on other parts of the leading edge 33 and leading edge zone 35. The deflected regions 45 therefore reduce the size of the vortices/wakes produced by the fan blade 31, consequently reducing the noise it produces. Further the deflected region acts like an aerodynamic fence, partially blocking spanwise flow of fluid and therefore reducing fan blade tip vortices (which are inefficient and may add to noise production especially where ingested by a downstream rotor or stator).

[0055] FIGS. 3a and 3b show plan views from a suction side of a second fan blade 131 of a fan 112 in accordance with the present invention. The fan blade 131 similarly comprises deflected regions 145, which are deflected relative to non-deflected regions 147. provided within a leading edge zone 135 adjacent a leading edge 133. The deflected regions 145 are similar to the regions 45 of the first embodiment, but extend to a smaller extent toward the trailing edge 139, and so only extend for approximately 5% of the chordal extent of the fan blade 131.

[0056] The deflected regions at a tip 153 have a greater chordal extent than the deflected regions at a root 155. In general, it has been found to be advantageous to continually reduce the chordal extent of the deflected regions 145 toward the root of the blade, compared to the tip. This has been found to be the case particularly for aerofoils where the loading increases in a spanwise direction towards the tip relative to the root (i.e. where the aerodynamic loading at the tip is greater than at the root). Such a load distribution is typical for rotating blades such as compressor and fan blades, but is unusual for static aerofoils such as wings.

[0057] A total of five deflected regions 145 are provided, distributed along the leading edge 133 of the blade 131. The inventor has found that deflected regions towards the tip can reduce fan wake at the tip, and so increase fan efficiency. On the other hand, deflected regions at the tip can also increase core mass flow, and improve flow to the downstream compressor blades. Consequently, at least one deflected region is provided at a position radially inwardly of a compressor inlet lip of the engine core.

[0058] The fan blade 131 in FIG. 3a comprises a carbon fibre composite main portion 137 and a titanium alloy leading edge zone 135 affixed to the carbon fibre composite main portion 137. The deflected regions 145 are provided as part of the titanium alloy leading edge zone 135, and in this embodiment, do not extend into the carbon fibre composite main portion 137. Consequently, the deflected regions 145 can be formed by metallurgical methods such as pressing and superplastic forming.

[0059] Figured 4a and 4b show simulated fluid flows of a fan 212 having fan blades 231 not in accordance with the present invention (i.e. without deflected regions), and the fan 112 of FIGS. 4a and 4b respectively. The blades are rotating at relatively low speed, i.e. in conditions in which turbulence is likely. Such conditions are typically encountered during operation of the engine close to idle thrust, which may be encountered during aircraft descent.

[0060] As can be seen, in both cases, regions of turbulence 246, 146 can be seen. However, in the fan 112, the regions of turbulence 146 are much smaller than the regions 246 for the fan 212, and are less intense. Consequently, the deflected regions 145 are shown to reduce turbulence, and so reduce noise and increase efficiency in a ducted fan engine. The inventor has also found that the disclosed arrangement changes the radial profile of the wake and will induce phase shifts when the wake will interact with the downstream blade. The de-phase of the wake and blade interaction will reduce the tonal interaction noise and blade forced response.

[0061] FIG. 5 shows a cross-sectional side view of part of a third gas turbine engine 310. The gas turbine engine 310 is similar to the engine 10, and comprises a fan 312. Again, the fan 312 comprises a plurality of fan blades 331 which are provided in the same radial plane, as well as a plurality of outlet guide vanes (OGVs) 350, and a plurality of core inlet vanes 354.

[0062] The fan 312 comprises a fan casing 322 which encloses the fan blades 331 and OGVs 350, and an engine core nacelle 321, which encloses the core inlet vanes 354.

[0063] Each of the fan blades 331, OGVs 350 and core inlet vanes 354 comprise a plurality of deflected regions 345a, 345b, 345c at their respective leading edges. These are arranged relative to one another to minimise noise, as described in further detail below.

[0064] As shown in FIG. 5, a plurality of in use stream lines can be defined. Stream lines are notional lines followed by airflow in use at a given radial and circumferential position. The direction and position of streamlines can be determined through smoke visualisation in testing, or by modelling using techniques such as Computer Fluid Dynamics (CFD), or by other conventional techniques known to the skilled person.

[0065] A centre point 355 of each deflection 345a on the leading edges of the fan blades 331 defines a respective stream line 356 originating from that deflection 345a. As can be seen, each respective stream line 356 originating from that deflection 345a intersects with a leading edge of an immediately downstream component, such as the OGVs 350. The deflected regions 345b of the downstream component (such as the OGVs 350) are radially positioned such that they do not intersect with the streamlines 356 from deflected regions 345a of upstream components (such as the fan blades 331). Advantageously, any turbulent flow generated by the deflections 345a does not interact with the downstream deflected regions 345b, thereby reducing noise generation. Furthermore, the sound generated by the deflected regions 345a, 345b are de-phased, thereby further reducing noise. Consequently, a relatively low noise fan system is defined.

[0066] Similarly, at least some of the deflected regions 345c of the inlet guide vanes 354 may be radially spaced from the respective stream lines 356 originating from the fan 331.

[0067] In some cases, one or more deflected regions 345d of downstream components (such as the engine inlet guide vane 354) may be located on a streamline 356 of an upstream deflected region 345a. In such a case, the degree of deflection (i.e. the deflection angle) of the upstream and downstream deflected regions 345a, 345d may vary, to ensure that the regions are out of phase, to thereby reduce noise generated by the regions 345a, 345d.

[0068] FIG. 6 shows a front view of a fan 412 of a fourth gas turbine engine 410. The fan 412 comprises a plurality of fan blades 431, which each included a plurality of deflected regions 445, which are spaced in a radial direction (i.e. along a span of the respective blade 431).

[0069] As can be seen from FIG. 6, the radial position of the deflected regions 445 differs from its neighbouring blade 431. In particular, the radial position of a deflected region 445a of a first blade 431a is radially offset from a deflected region 445b on a neighbouring blade 431b, such that an arc swept by each deflected region 445a does not intersect an arc swept by the deflected region 445b of the neighbouring blade 431b.

[0070] In a similar manner to the third embodiment, where two neighbouring blades 431a, 431b have deflected regions 445a, 445c located at the same radial position, the deflection angles are varied to ensure that the two deflected regions 445a, 445c are out of phase with one another.

[0071] Consequently, again, noise is minimised. In particular, such an arrangement is thought to reduce buzz-saw noise, which is a low frequency audible tone noise generated by ducted fans at certain shaft speeds. Such a system is also though to reduce blade flutter, i.e. blade oscillations caused by aero-elastic effects.

[0072] It will be understood that the invention is not limited to the embodiments above-described and various modifications and improvements can be made without departing from the various concepts described herein. For example, the deflected region could be provided on a stator such as a fan outlet guide vane of a ducted fan. Similarly, the deflected region could be provided as part of a different ducted rotor, such as a compressor rotor or stator blade of a core of a gas turbine engine, the compressor rotor/stator blade being surrounded by a duct. Any of the features may be employed separately or in combination with any other features and the invention extends to and includes all combinations and sub-combinations of one or more features described herein in any form of fan blade or gas turbine engine.