VANE FOR TURBOMACHINERY, SUCH AS AN AIRCRAFT TURBOJET OR TURBOFAN ENGINE OR AN AIRCRAFT TURBOPROP ENGINE

Abstract

A vane for turbomachinery, such as, for example, an aircraft turbojet or turbofan engine, or an aircraft turboprop engine. The vane includes: (i) a first deicing fluid flow circuit inside the vane; (ii) a second deicing fluid flow circuit inside the vane; and (iii) a selector for directing the majority of the fluid towards the first circuit when the turbomachinery is in a first operating state, and for directing the majority of the fluid towards the second circuit when the turbomachinery is in a second operating state.

Claims

1. A variable stator vane for turbomachinery, such as, for example, an aircraft turbojet or turbofan engine or an aircraft turboprop engine, said vane comprising a blade portion having a concave surface and a convex surface that are interconnected by a trailing edge and by a leading edge that are mutually opposite, said blade portion extending along an axis (B), and a pivot extending along the axis (B) of the blade portion, from at least one axial end of said blade portion, said variable stator vane being characterized in that it further comprises: a first deicing fluid flow circuit inside the vane; a second deicing fluid flow circuit inside the vane; and selection means suitable for directing the majority of the fluid towards the first circuit, when the vane is in a first angular position, about the axis (B), corresponding to the turbomachinery being in a first operating state, and suitable for directing the majority of the fluid towards the second circuit, when the vane is in a second angular position, about the axis, corresponding to the turbomachinery being in a second operating state.

2. A vane according to claim 1, wherein the first circuit and the second circuit are provided respectively with a first fluid inlet and with at least one second fluid inlet, which inlets are situated at said pivot, the first and second fluid inlets being offset angularly relative to each other, the first fluid inlet and the second fluid inlet being part of the selection means.

3. A vane according to claim 2, further comprising a deflection channel in the form of a groove, extending from the first inlet to the second inlet.

4. A vane according to claim 3, wherein the cross-sectional area of the deflection channel lies in the range 10% to 20% of the cross-sectional area of the first fluid inlet and/or of the second fluid inlet.

5. A vane according to claim 1, wherein the first circuit has at least one fluid outlet opening out at the trailing edge.

6. A vane according to claim 5, wherein the first circuit has a plurality of fluid outlets distributed axially along the trailing edge.

7. A vane according to claim 1, wherein the second circuit has at least one fluid outlet opening out at one of the axial ends of the blade portion in the vicinity of the trailing edge and/or in the vicinity of the leading edge.

8. A vane according to claim 7, wherein the second circuit has a fluid outlet opening out at each axial end of the blade portion in the vicinity of the trailing edge and/or in the vicinity of the leading edge.

9. Turbomachinery in the form of an aircraft turbojet or turbofan engine or an aircraft turboprop engine, including at least one vane according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The invention will be better understood and other details, characteristics, and advantages of the invention will appear on reading the following description given by way of non-limiting example and with reference to the accompanying drawings, in which:

[0030] FIG. 1 is a half-view in section through a prior art turbojet or turbofan;

[0031] FIG. 2 is a perspective view showing a prior art variable stator vane and the turbulence generated at the zones of assembly clearance for assembling the vane;

[0032] FIG. 3 is a perspective view showing two vanes and the turbulence generated at the zones of assembly clearance;

[0033] FIG. 4 is a face view of a variable stator vane in an embodiment of the invention;

[0034] FIG. 5 is a perspective view of the pivot of the vane shown in FIG. 4;

[0035] FIGS. 6 and 7 are views showing a portion of the two circuits in the vane of the invention;

[0036] FIG. 8 is a detail view of FIG. 4, with the casing being shown diagrammatically;

[0037] FIG. 9 is a perspective view showing an outlet of the second channel;

[0038] FIG. 10 is a diagrammatic view in section on a plane perpendicular to the axis B of the vane, showing the positions of the inlets of the circuits, in a first operating state;

[0039] FIG. 11 is a face view of the vane of the invention, showing the flows of fluids in the two circuits, when the turbomachinery is in a first operating state; and

[0040] FIGS. 12 and 13 are views corresponding respectively to FIGS. 10 and 11, showing the turbomachinery in a second operating state.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0041] FIGS. 4 to 13 show a variable stator vane 3 in an embodiment of the invention.

[0042] The vane extends along an axis B, which, for example, is perpendicular to the axis A of the turbomachinery. For example, the vane 3 is designed to equip a wheel of a stage of the high-pressure compressor of a turbojet or turbofan. The vane 3 includes a blade portion 4 having a concave surface 5 and a convex surface 6 that are interconnected by a trailing edge 7 and by a leading edge 8 that are mutually opposite, the trailing edge 7 being situated downstream and the leading edge 8 being situated upstream, in the direction in which the gases flow through the turbomachinery.

[0043] A first cylindrical pivot 9 of axis B extends from a first end of the blade portion 4 radially outwards relative to the axis A of the turbomachinery. A second cylindrical pivot 10 of axis B extends from a second end of the blade portion 4 radially inwards relative to the axis A.

[0044] Each pivot 9, 10 is designed to be engaged in a bearing of complementary shape provided in a casing 14 or a shell 15 (FIG. 1).

[0045] A first circuit 18 and a second circuit 19 are provided inside the vane 3. The circuits 18, 19 serve, in particular for enabling a de-icing fluid to flow through them, such as hot air taken from the outlet of the high-pressure compressor, for example.

[0046] The first circuit 18 includes an inlet comprising a first portion 18a that extends radially relative to the axis B, that is extended by a second portion 18b extending along the axis B, and that opens out into an internal chamber 18c inside the blade portion 4. Outlet channels 18d extend perpendicularly to the axis B from the chamber 18c to the trailing edge 7 where they open out into the course of the stream of the primary flow of the turbojet or turbofan. The outlet channels 18d are distributed uniformly along the trailing edge 7.

[0047] For example, the chamber 19c is generally O-shaped and extends over the majority of the height and of the width of the blade portion 4. The “height” of the blade portion 4 is defined as being the dimension of the blade portion 4 along the axis B. The “width” of the blade portion 4 is defined as being the dimension of the blade portion 4 along the axis A of the turbomachinery.

[0048] The second circuit 19 includes an inlet comprising a first portion 19a that extends radially relative to the axis B, that is extended by a second portion 19b extending along the axis B, and that opens out into an internal chamber inside the blade portion 4, which chamber is generally C-shaped with one of its branches 19c extending at the leading edge of the vane, and its other two branches 19d extending from the ends of the branch 19c. The branches 19d extend along the axial ends of the blade portion 4 and open out via openings 19e situated in the vicinity of the trailing edge 7. In a variant (not shown), the openings 19e can be situated in the vicinity of the leading edge 8.

[0049] The openings 19e thus open out facing the zones of assembly clearance between the blade portion 4 and the corresponding casings or shells.

[0050] The first portions 18a, 19a of the inlets of the circuits 18, 19 extend perpendicularly to the axis B and are offset angularly relative to each other, by an angle α lying in the range 50° to 80°. For example, the first portions 18a, 19a have round cross-sections and open out in the cylindrical peripheral surface 20 of the pivot 9. As can be seen more clearly in FIG. 5, a groove 21 that extends circumferentially is provided in said surface 20, which groove 21 interconnects the openings of the first portions 18a, 19a of the first and second circuits 18, 19. For example, the cross-sectional area of the groove 21 lies in the range 10% to 20% of the cross-sectional area of each of the first portions 18a, 19a. In this example, the first portions 18a, 19a are of substantially the same cross-sectional area.

[0051] The second portions 18b, 19b have semicircular cross-sections that face in opposite directions relative to each other.

[0052] Operation of such a vane 3 is described below with reference to FIGS. 10 and 13.

[0053] When the turbomachinery is in a first operating state, namely at low engine speed, the vane 3 is oriented at a first setting shown in FIGS. 10 to 11. In this position, the bearing 22 of the casing 14 is equipped with a deicing air injection orifice 23 that opens out facing the inlet 18a of the first circuit. A majority of the flow rate of deicing air coming from the injection orifice 23 thus penetrates into the first circuit 18 before it is removed via the outlet channels 18d at the trailing edge 7. That air tends to be effective in heating almost all of the vane 3, and in particular almost all of the blade portion 4, in such a manner as to obtain effective deicing of the vane 3.

[0054] In this position, only a small portion of the flow rate of deicing air, e.g. in the range 10% to 20% of the flow rate of air coming from the injection orifice 23 penetrates into the second circuit 19 through the groove 21 and exits before being removed via the outlet openings 19e facing the zones of assembly clearance.

[0055] It should be noted that, at low engine speed, the turbulence generated at the zones of assembly clearance between the axial ends of the blade portion 4 and the corresponding casings 14 or shells 15 is relatively small, so that the efficiency of the turbomachinery is hardly adversely affected by such turbulence.

[0056] When the turbomachinery is in a second operating state, namely at high engine speed, the vane 3 is oriented at a second setting shown in FIGS. 12 and 13.

[0057] In this position, the deicing air injection orifice 23 of the bearing 22 of the casing opens out facing the inlet 19a. A majority of the deicing air flow rate coming from the nozzle 23 then penetrates into the second circuit 19 before being removed via the outlet openings 19e facing the zones of assembly clearance.

[0058] This air thus tends to reduce or indeed prevent the appearance of sheets of vortices 17 or of turbulence 16 at the zones of assembly clearance between the ends of the blade portion 4 and the casing 14 or the shell 15, in such a manner as to significantly improve the efficiency of the turbomachinery.

[0059] In this position, only a small fraction of the flow rate of deicing air, e.g. in the range 10% to 20% of the flow rate of air coming from the injection orifice 23 penetrates into the first circuit 18 through the groove 21 before being removed at the trailing edge 7 via the outlet channels 18d.

[0060] It should be noted that the risk of ice appearing at high engine speeds is limited. It is then not necessary to cause a high flow rate of fluid to flow through the first circuit 18. In addition, at high engine speeds, the pressure downstream from the compressor, i.e. where the air is taken, is relatively high, so that even a small through cross-sectional area offers an air flow rate that is high enough through the first circuit 18.

[0061] Naturally, other selection means may be provided for feeding the circuits 18 and 19, such as, for example, valves.