• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A turbomachine comprising an inter-vein compartment (110) extending radially between first and second intermediate walls is concerned, the second intermediate wall being traversed by gas bypass ducts (102) communicating with discharge outlets (106). ) open on a vein of secondary gas (5); an oil reservoir (17) disposed in the inter-vein compartment (110), and an air-oil surface exchanger (18) which communicates with the oil reservoir (17) for fluid circulation. Circumferentially vis-à-vis the inter-vein compartment, the air-oil-surface exchanger (18) extends at least partially between the outlets (106) which pass through the first intermediate wall (9).
    公开号:FR3046199A1
    申请号:FR1563234
    申请日:2015-12-23
    公开日:2017-06-30
    发明作者:Bruna Manuela Ramos；Carmen Gina Ancuta
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    Turbomachine comprising an air-oil surface exchanger integrated with an inter-vein compartment
    The present invention relates to the field of turbomachines, that is to say gas turbine engines, in particular those intended for the propulsion of aircraft. The invention relates to the integration of an oil tank and an air-oil exchanger in such an engine.
    Commercial aircraft are generally equipped with turbofan engines, which consist of a gas turbine driving a streamlined fan, or fan, which is usually placed upstream of the engine. This is the case of the motor to which the invention can be applied. The mass of air sucked by the engine is divided into a primary flow, which flows in the gas turbine or primary body, and a secondary flow, which is derived from the fan, the two flows being concentric. The primary flow, or hot flow, leaves the fan to pass into the primary body where it is compressed again, heated in a combustion chamber, guided to successive stages of turbines and ejected into a primary gas stream. The secondary stream, or cold stream, is compressed by the streamlined fan stage, and then ejected directly without having been heated. The two-stream separation of the sucked-up air mass takes place downstream of the fan, at the level of an inter-vein casing which envelops the primary flow and which guides, by its external part, the secondary flow in a vein cold flow. The primary flow is typically compressed by a first compressor, said low pressure (BP) or booster, which is driven by the same LP shaft as the fan, then in a second compressor, said high pressure (HP), driven by an HP shaft , before entering the combustion chamber. The two shafts BP and HP are supported by bearings, located at the front and the rear of the engine, which are themselves carried by structural parts called intermediate housing at the front and exhaust housing at the back.
    Moreover, the existing motors, such as that to which the invention can be applied, are generally equipped with devices, called discharge valves or VBVs (for variable bleed valve), which make it possible to return part of the primary flow, at the outlet of the compressor. BP, in the cold flow channel where it mixes with the secondary flow. This discharge has the effect, by lowering the pressure downstream of the compressor BP, to lower the operating point thereof and to avoid pumping phenomena. It is made by openings in the radially outer wall of the primary stream, between the HP and LP compressors, and by the passage of gas taken from a conduit which brings it to an outlet grid positioned on the wall. radially internal secondary vein, downstream of the rectifiers placed in the secondary flow (called OGV for Outlet Guide Vane in English). The openings may be doors that open, like a scoop, by rotating about an axis oriented tangentially to one of the walls of the inter-vein crankcase or, more recently, a slot or a grid that extends circumferentially and is closed by a so-called "guillotine ring" moving axially.
    Thus, there is known a gas turbine engine having an axis and comprising: a primary gas vein and a secondary gas vein located around the primary gas vein; a first intermediate wall of internal radial limitation of the vein of secondary gas, the first intermediate wall being traversed by a duct opening into the secondary gas vein - a second intermediate radial outer limiting wall of the primary gas vein, - an inter-vein compartment extending radially between the first and second intermediate walls, the second intermediate wall being traversed by air bypass ducts of the primary gas stream which pass into the inter-vein compartment and open onto the secondary gas stream through the first intermediate wall, via several evacuation mouths.
    In addition, it is of course known on such an engine to provide at least one oil reservoir and cooling means of this oil which heats in contact with the parts and bodies to be lubricated. And it has already been proposed to have an oil reservoir in the inter-vein compartment and to associate at least one air-oil-surface exchanger (SACOC) which communicates with the oil reservoir for a fluid flow.
    It is also known for example from patent document GB1358076A the arrangement of an annular oil reservoir in the intervein compartment, connected to air-oil surface exchangers formed by arms which extend radially in the secondary gas vein from the inter-vein compartment. The heat exchange surface is satisfactory, but the radial arms involve a large overall mass and aerodynamic drag. For all purposes, it is noted that any direction or "radial" orientation in the present application is to be considered with respect to the aforementioned axis of the turbomachine.
    The solutions heretofore proposed to ensure the cooling of the oil in an air-oil-surface exchanger and the integration of the latter in the environment of the intervein compartment and the secondary gas stream are not optimal, particularly in terms of size, mass, and quality of the oil cooling of the assembly formed by the air-oil exchanger or surface with the oil reservoir and the pipes that connect them. An object of the present invention is to combine a satisfactory heat exchange surface with a limited impact on the size and mass of the system.
    It is therefore proposed that, circumferentially vis-à-vis the inter-vein compartment, the air-oil-surface exchanger (SACOC) extends at least partly between the discharge mouths that pass through the first intermediate wall.
    Thus, the circumferential spaces between the evacuation mouths will not only function aerodynamic surface area and / or limitation of the secondary gas vein (inner wall of the secondary vein), but also that of heat exchange zones .
    Furthermore, it is advisable that, circumferentially, between the exhaust vents, the air-oil surface exchanger comprises several heat exchange parts with the gas of the secondary gas stream connected together, at least two by two, for a circulation of the oil.
    Favorably, these heat exchange parts will be: either integrated in the first intermediate wall being formed in the thickness thereof, and fluidly connected together (for fluid circulation between them), by also connecting zones integrated in said first intermediate wall and each adjacent to a discharge mouth, - either fixed on this first intermediate wall, outside the inter-veins compartment, and fluidly connected together, at least two by two, by internal conduits. said compartment, at least one of these pipes being connected to a said heat exchange part by a connector passing through said first intermediate wall.
    Thus, it will optimize both the aerodynamic surface function / limitation of the secondary gas vein and that of heat exchange zones, retaining a mechanical structuring appropriate to the wall.
    Another aspect taken into account concerns assembly and / or maintenance.
    To facilitate, it is recommended: - that the air-oil-surface exchanger comprises several separable blocks between them which are, in an assembled state, connected together, at least two by two, for a circulation of oil, and - that the first intermediate wall is formed of several partial shells assembled together, each block of the air-oil surface exchanger being associated with a corresponding partial shell.
    And in an optimized manner, it is even then recommended that each block of the air-oil-surface exchanger has: a first and a second end substantially opposite one another, and an inlet and an oil outlet located substantially to the first and second ends, respectively, which comprise first and second connections to an engine oil circuit and to the oil reservoir, respectively.
    Thus, the oil will flow in parallel in the blocks and not from one block to another. The exchange can thus be done for example, and preferably, about one semicircle for each partial shell (hypothesis of two half-shells), by successive circumferential sections (18a, 18b, 18c ... hereinafter ) from 15 to 35 ° each.
    Alternatively, it is proposed that each block of the air-oil surface exchanger (18) has: a first and a second end substantially opposite to each other, and an inlet and an outlet of oil located substantially to the first and second ends, respectively, which comprise first and second connections to an engine oil circuit and to the oil reservoir, respectively, and a third connection between an inlet and an oil outlet of two adjacent blocks, so that between the inlet and the outlet the oil passes at least from one block to another.
    Thus the circulation of the oil for cooling in the air-oil surface exchanger may be extended, for example to achieve a nearly complete turn of the housing. This solution is however not preferred, because both less powerful and imposing thermic connections that complicate assembly and maintenance.
    Regarding the casing aspect associated with the first intermediate wall, it is furthermore proposed that said wall belongs to such a casing having, parallel to the axis of the motor: a first part having the discharge mouths between which extends at least in part the air-oil surface exchanger, and - a second part located upstream of the first part and covered with an acoustic coating.
    Thus, by having associated the oil reservoir and the air-oil-surface exchanger in the inter-veins compartment and having arranged them as indicated, it will be possible to preserve an area not used by the air-oil exchanger on a remaining surface of an elongated housing and take advantage of this for the application of an acoustic coating, a priori downstream of the OGV. In this regard, it is recommended that the invention presented above be applied to an engine: - comprising, on the primary gas stream, a low pressure compressor and a high pressure compressor, and - where, parallel to its axis, the oil tank and the air-oil-surface exchanger will be arranged between the low pressure compressor and the high pressure compressor.
    Regarding also the casing associated with the first intermediate wall, it can in particular be a casing said "engine kit" (or engine kit in English), namely a housing structured mechanically by passing arms of easements which connect the first intermediate wall to an outer shell of the engine kit, the outer shell forming a portion of the wall which externally defines the secondary gas vein. The housing "engine kit" is disposed just downstream of the aforementioned intermediate housing, adjacent, along the axis of the engine. The intermediate casing is mechanically structured by the rectifiers (so-called OGVs) placed in the secondary flow.
    As for the oil reservoir, favorably therefore disposed in the inter-vein compartment, it can be attached to an inter-compressor casing then integrating said second intermediate wall.
    Such a fixing will be solid and will not create mechanical forces on the first intermediate wall. Other details, characteristics and advantages of the solutions presented here will become apparent upon reading the description which will now follow, given by way of nonlimiting example with reference to the appended drawings, in which: FIG. 1 is a general view of cutting the upstream portion of a turbofan engine; FIG. 2 shows an inter-vein wall internally carrying an air-oil-surface exchanger (SACOC) arranged, with an oil reservoir, in an inter-vein compartment (zone II-II), FIG. following the same cross-sectional area, the radially inner and outer limiting walls of the intervein compartment, - Figures 4 and 5 schematize, still in the same sectional area, the radially outer limiting wall of the inter-vein compartment with the air-oil exchanger and its connections, according to different embodiments, and - Figure 6 is a local view of an axially elongated casing, to carry both a sound insulator upstream and an air-oil exchanger, axially more in downstream.
    In the remainder of the description, the upstream (AM) and downstream (AV) references are to be interpreted according to the direction of flow of the fluid passing through the engine, while the external and internal references refer to the distance of the element. in question relative to the axis of rotation 100 of the engine. The axial and radial terms refer to the axis of rotation of the motor.
    Referring to FIG. 1, we see the upstream part of a turbojet engine with axis 100 having a fan 1 which has a blade 1a and which compresses the air entering the engine before it is divided into: - a flow of primary gas flowing in a primary vein 4 by first crossing the compressor BP 2 then the HP compressor 3, - and a secondary gas flow 120 which circulates in a secondary vein 5.
    The secondary gas stream 5 is limited radially, externally and internally respectively, by an outer wall 8 and a first intermediate wall 9.
    The secondary flow is ejected directly to the nozzle. The secondary vein is traversed by static rectifiers 6 (called OGV). Downstream, arms 60 crossing easements also cross. They connect the upstream static structural part of the engine to the recovery members, on the aircraft, the forces generated by the engine.
    The primary gas stream 4 is radially limited, respectively external and internal, by a second intermediate wall 11 and an inner wall 12.
    The gas flowing in this primary stream 4 passes through the compressor BP 2 for a first compression, then crosses a part of the vein comprised radially in an inter-compressor casing located substantially at the axial level of the arms 60 and undergoes a second compression by the compressor HP 3. The inter-compressor casing is arranged axially between the respective casings of the compressor BP 2 and the compressor HP 3. It forms part of the second intermediate wall 11 and the inner wall 12, and is surrounded by the housing of the kit 71. The arms 60 of easement passage connect an inner ferrule of this engine kit, forming a portion of the first intermediate wall 9, to an outer shell 75 of said engine kit, forming a portion of the wall 8 which externally defines the vein secondary gas 5.
    The primary and secondary flows are separated from the outlet of the blower wheel 1 by an inter-vein crankcase 10 which has an edge upstream and which thickens downstream to form an inter-vein compartment 110.
    The inter-vein compartment 10 may be constituted by three enclosures succeeding each other from upstream to downstream, and comprises a first enclosure 13 located axially upstream of the arms 60, a second enclosure 14 corresponding to the axial span of the arms 60 and a third enclosure 15 located downstream of the arms 60. In this third enclosure may be in particular the devices for controlling the setting of the compressor blades HP 3 compressor.
    In the inter-vein compartment 10 is positioned a system 120 possible discharge to the secondary vein 5, a portion of the flow flowing in the primary vein 4 downstream of the compressor BP 2.
    For this, the second intermediate wall 11 is traversed by bypass pipes, including that 102, which pass into the inter-vein compartment and open onto the secondary gas stream 5 through the first intermediate wall 9, through several outlets including 106.
    The bypass ducts, including that 102, can each be accessed by a passage 16 formed in the first intermediate wall and revealed by the controlled opening of a door 101. The discharged gas flow thus passes into the second chamber 14 and leaves by the exhaust vents, including that 106. The movable doors 101 can be actuated by cylinders.
    The mixed radial lines 45 and 47 of FIG. 1 schematize the case of an axially shortened intermediate casing 70, which succeeds downstream, along the axis 100, the adjacent motor kit 71. It should be understood that in this case, the static rectifiers 6 of FIG. 1 are displaced in place of the arms indicated by the reference 60, and the radial arms for the passage of servitudes indicated by the reference 73 are located immediately downstream of the rectifiers. static, that is to say from the mixed radial line 47.
    FIG. 2 makes it possible to see several of the bypass conduits 102 and associated evacuation ports 106 formed in the first intermediate wall 9 which externally delimits the inter-vein compartment 110.
    In this figure, this wall 9 may be a downstream extension of the intermediate casing, or may belong to a separate downstream casing, axially adjacent to the intermediate casing and referred to hereinbefore as "engine kit".
    The inter-vein compartment 110 contains an oil reservoir 17 and an air-oil exchanger 18 which communicates with the oil reservoir for an oil circulation, since it is necessary to cool the engine enclosure oil. and / or the generator, in particular.
    It will be preferred to dispose, parallel to the axis 100, the oil reservoir 17 and the air-oil exchanger 18 substantially at the axial level of the inner ferrule of the engine kit.
    For lack of space and to improve the engine performance, it has also been chosen that the air-oil exchanger 18 is an air-oil-surface exchanger (SACOC) and take advantage of the space (particularly circumferential) between mouths 106 for cooling the hot oil from the lubrication circuit 19 through the inlet 20. This hot oil is therefore conveyed to the surface exchanger 18, which will allow the cooling of the oil with the secondary flow air 5, before the cooled oil then returns to the oil circuit, through the outlet 21.
    Thus, it can be seen in FIG. 2 that, circumferentially opposite the inter-vein compartment 110, the surface air-oil heat exchanger (SACOC) 18 extends at least partly between the evacuation ports 106 which pass through the first intermediate wall 9.
    With regard to the radial arrangement, FIGS. 2 and 3 make it possible to show that the oil reservoir 17 is disposed between the first and second intermediate walls 9, 11, therefore in the intervein compartment 110, while the air-oil surface exchanger 18 (or 18b) is around the first intermediate wall 9: integrated with it if the embodiment is monoblock, or against it if the elements are structurally distinct.
    To take advantage advantageously of the choice to use the spaces (in particular circumferential) inter-mouths 106 to cool the hot oil via an air-oil exchanger surface, we see in Figures 2 and 3 that this air-oil exchanger surface 18 preferably comprise several parts, such as 18a, 18b, 18c, of heat exchange with the gas of the vein 5 of secondary gas.
    These different heat exchange parts, such as 18a, 18b, 18c, will therefore either be integrated with the first intermediate wall 9, as shown schematically in FIG. 4, or will extend on the wall 9, outside the inter-vein compartment 110. as shown schematically in Figure 5.
    For the circulation of the oil, the heat exchange parts 18a, 18b, 18c ... will preferably be connected together, at least two by two, by connection zones integrated to the wall 9 or to the heat exchange parts themselves, such as 23a, 23b, 23c and / or ducts not integrated with the wall 9.
    By "integrated zones", it is therefore possible to hear integrated areas (thus of a single piece) with said, or at least some of said, heat exchange parts 18a, 18b, 18c ....
    If the heat exchange parts 18a, 18b, 18c are fixed on and with the first intermediate wall 9, these parts will be fluidly connected together, at least two by two, by pipes, such as those identified 24, inside the compartment inter-veins 110. At least one of these inner pipes will be connected to a said heat exchange portion by a connector 25 passing through said first intermediate wall 9 (see Figure 2).
    An embodiment where the heat exchange parts, such as 18a, 18b, 18c, will be integrated with the first intermediate wall 9 will involve having a sufficient wall thickness to provide oil circulation channels. The wall and its integrated channels may optionally be made by additive manufacturing with, for example, and preferably a manufacture in two half-shells as shown schematically in Figure 4, to reduce costs and well control the shapes and thicknesses and thus promote the heat exchange without disturbing the mechanical resistance. It is the outer surface of the first intermediate wall 9 (possibly provided with fins) which will realize the heat exchange surface opposite the vein 5 of secondary gas.
    Said heat exchange parts 18a, 18b, 18c will then be formed in the thickness of the first intermediate wall 9 and will be fluidly connected together by connection zones also integrated in this wall 9 and each adjacent to a discharge port 106 .
    The circulation of the oil between the heat exchange operational parts 18 (18a, 18b, 18c ...) will preferably be in series.
    At the outlet of the last heat exchange operational block, marked 18c in FIG. 2, an external pipe 26 connects this block to the oil reservoir 17.
    Preferably, for assembly and maintenance, the oil reservoir 17 and (the last operational block 18c of) the air-oil surface exchanger 18 will communicate by nestable and disconnectable connection conduits. The connections of the reported ducts 24 will preferably be likewise.
    In order to avoid drag problems and take advantage of the available volume, it is recommended as illustrated in FIGS. 2 and 5 that the outer conduits 24, 26 extend into the inter-vein compartment 110, radially inward with respect to the first intermediate wall 9.
    The first intermediate wall 9, and more generally the casing 7, may be monobloc, in one piece.
    However, to promote manufacturing, assembly and maintenance, it is advisable, as illustrated in FIGS. 4,5: - that the air-oil-surface exchanger 18 is in several blocks, such as 180a, 180b, separable from each other, are, in an assembled state, connected together, at least two by two, for an oil circulation (see the connecting ducts 29,31,33,35,37), and - that the first intermediate wall 9 is in several partial shells 9a, 9b assembled by mechanical connection means (screwing ..) 39.
    In the preferred example, the exchanger 18 is in two substantially semicylindrical blocks 180a, 180b and the first intermediate wall 9 in two half-shells. If they are integrated together, as figure 4, the form and realization of the one will of course define that of the other.
    In this example illustrated in FIGS. 4,5, mechanical connection means symbolized at 39 are positioned at 6 o'clock and 12 o'clock between the corresponding adjacent portions of the two half-shells 9 a, 9 b of the first intermediate wall 9.
    These FIGS. 4,5 further diagrammatically illustrate two embodiments of the manner of circulating the oil in the surface exchanger 18. They can be interchanged between the figures.
    In the first embodiment, as illustrated in FIG. 4, each block 180a, 180b of the air-oil-surface exchanger has: a first and a second end substantially opposite to each other, 181 a, 181 b 183 a , 183b, respectively, and - an oil inlet and outlet 29,31 located substantially toward the first and second ends, respectively.
    And each block 180a, 180b further comprises first and second connections to an engine oil circuit and the oil tank, respectively, marked 29a, 29b, 31a, 31b.
    Thus, in the embodiment of Figure 4, the oil flows in parallel in the blocks; this oil does not circulate between the blocks 180a, 180b. In this case, the oil supplied to the inlet 29a or 29b will thus traverse a substantially semicircular path in sinuous channels 34 forming meanders at the location of the heat exchange operational portions 18a, 18b, 18c. ..placed in series, as can be seen by comparing Figures 2 and 4.
    Regarding the oil inlet and outlet 29,31, it will be understood that, in the first case, the inlet 29 which receives the oil from the engine lubrication circuit (not shown) splits into two conduits 29a, 29b of respective feeds of the two blocks 180a, 180b. In the second case, the outlet 31 which returns the oil to the engine lubrication circuit, via the reservoir 17, is a single pipe from the connection of the two exhaust ducts 31a, 31b.
    In the second embodiment, as illustrated in FIG. 5, each block 180a, 180b of the exchanger 18 has the same first and second substantially opposite ends 181a, 181b, 183a, 183b, respectively, and always an input and an output of oil 29,31 located substantially to the first and second ends, respectively.
    And the first and second connections 29,31 to the engine lubrication circuit and to the oil tank 17, respectively, allow the oil inlet / outlet in the exchanger 18, the third connection 33 between the oil outlet of the first blocks and the oil inlet in the second adjacent blocks allowing the oil to pass at least from one block to another. The oil circuit in the exchanger 18 then extends over substantially 360 ° (to 20 °). However, the pressure drops are greater than with the "parallel" solution of Figure 4. And the cooling performance is not necessarily better.
    A solution, such as that shown schematically in FIG. 3, where the oil reservoir 17 is fixed to an inter-compressor casing to which said second intermediate wall 11 belongs, will make it possible to secure the fixing of the oil reservoir 78, away from the exchanger 18 which can be linked to the engine kit while the oil reservoir 17 will be fixed to another housing radially internal to the engine kit: the inter-compressor housing. Although it is preferred that the oil reservoir 17 be disposed in the inter-vein compartment 110, it could comprise at least one part situated apart, for example in a compartment of the nacelle and connected to the part of reservoir located in the inter-vein compartment by a pipe passing in an arm 60.
    In connection now with Figure 6, it should be noted that in the case of a turbofan with gear (integral drive), the intermediate housing and / or the engine kit may be longer, along the axis 100 because of the integration of the gearbox downstream of the hub of the fan, a portion of the reducer can then be housed radially under the inner shell of the inter-compressor casing. It is towards this point that the gearbox can be found radially inwardly of the inner wall 12 and therefore to the primary vein 4. In this case, it may be appropriate for said first intermediate wall 9 to belong to to the engine kit or to an axially elongated intermediate casing, which, parallel to the axis: - a first part would present the evacuation ports 106 between which at least partially extend the air-oil surface exchanger 18 (see its through portions 18a, 18b ...), and - a second portion 9b, located upstream of the first portion 9a, would be covered with an acoustic coating 41, such as a honeycomb structure.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Turbomachine comprising: - a primary gas vein (4) and a secondary gas vein (5) located around the primary gas vein (4), - a first intermediate wall (9) of internal radial limitation of the vein secondary gas (5), - a second intermediate wall (11) of external radial limitation of the primary gas vein (4), - an inter-vein compartment (110) extending radially between the first and second intermediate walls, the second intermediate wall (11) being traversed by air bypass ducts of the primary gas stream (4) which pass into the inter-vein compartment (110) and open onto the secondary gas stream (5) through the first intermediate wall (9), via a plurality of discharge outlets (106), - an oil reservoir (17) arranged at least partly in the inter-vein compartment (110), and - an exchanger air-oil surface (18) which communicates fluidly with the reservoir see oil (17) and which has a heat exchange surface opposite the secondary gas vein (5), characterized in that, circumferentially vis-à-vis the inter-vein compartment, the air-exchanger surface oil (18) extends at least partially between the discharge mouths (106) which pass through the first intermediate wall (9).
    [2" id="c-fr-0002]
    2. The turbomachine according to claim 1, wherein, circumferentially, between the outlets (106), the air-oil surface exchanger (18) comprises several heat exchange parts (18a, 18b, 18c) with the gas of the Secondary gas vein (5) connected together, at least two by two, for circulation of the oil.
    [3" id="c-fr-0003]
    A turbomachine according to claim 2, wherein said heat exchange portions (18a, 18b, 18c) are integrated with the first intermediate wall (9) by being formed in the thickness thereof, and are fluidly connected together by connecting areas also integrated with the first intermediate wall (9) and each adjacent to a discharge mouth (106).
    [4" id="c-fr-0004]
    4. The turbomachine according to claim 2, wherein said heat exchange parts (18a, 18b, 18c) are fixed on the first intermediate wall (9) outside the inter-vein compartment (110), and are fluidly connected together. , at least two by two, by inner pipes to the inter-vein compartment (110), at least one said inner pipe being connected to a said heat exchange part by a connector passing through said first intermediate wall (9).
    [5" id="c-fr-0005]
    5. Turbomachine according to one of the preceding claims, wherein: - the air-oil surface exchanger (18) comprises a plurality of separable blocks between them which are, in an assembled state, connected together, at least two by two, for a circulation of oil, and - the first intermediate wall (9) is formed of several partial shells assembled together, each block of the air-oil exchanger surface (18) being associated with a corresponding partial shell.
    [6" id="c-fr-0006]
    6. A turbomachine according to claim 5, wherein each block of the air-oil surface exchanger (18) has: a first and a second end substantially opposite one another, and an inlet and an oil outlet. substantially to the first and second ends, respectively, which comprise first and second connections to an engine oil circuit and to the oil reservoir (17), respectively, so as to ensure a flow of oil through parallel between the blocks.
    [7" id="c-fr-0007]
    7. A turbomachine according to claim 5, wherein each block of the air-oil surface exchanger (18) has: a first and a second end substantially opposite to each other, and an inlet and an oil outlet. substantially located to the first and second ends, respectively, which comprise first and second connections to an engine oil circuit and to the oil reservoir (17), respectively, and a third connection between an inlet and an outlet of oil from two adjacent blocks, so that between the inlet and the outlet, the oil passes at least from one block to another.
    [8" id="c-fr-0008]
    8. A turbomachine according to one of the preceding claims, wherein the first intermediate wall (9) belongs to a housing which, parallel to the axis: - a first portion has the discharge ports (106) between which extends to less in part the air-oil surface exchanger (18), and - a second portion upstream of the first part is covered with an acoustic coating (41).
    [9" id="c-fr-0009]
    9. Turbomachine according to one of the preceding claims: - which comprises, on the primary gas stream (4), a low pressure compressor (2) and a high pressure compressor, and - where, parallel to the axis, the reservoir of oil (17) and the air-oil-surface exchanger (18) are arranged between the low-pressure compressor (2) and the high-pressure compressor (3).
    [10" id="c-fr-0010]
    10. A turbomachine according to one of the preceding claims, wherein the oil reservoir (17) is fixed to an inter-compressor housing which belongs to said second intermediate wall (11).
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    同族专利:
    公开号 | 公开日
    FR3046199B1|2017-12-29|
    US20190003390A1|2019-01-03|
    WO2017109374A1|2017-06-29|
    US10954856B2|2021-03-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0511770A1|1991-04-22|1992-11-04|General Electric Company|Heat exchanger system|
    US20120114468A1|2010-11-04|2012-05-10|Elder James S|Gas turbine engine heat exchanger fins with periodic gaps|
    EP2870341A1|2012-07-05|2015-05-13|United Technologies Corporation|Gas turbine engine oil tank with integrated packaging configuration|
    WO2014151685A1|2013-03-15|2014-09-25|United Technologies Corporation|Gas turbine engine with air-oil cooler oil tank|EP3502455A1|2017-12-22|2019-06-26|United Technologies Corporation|Bleed valve system|GB1322405A|1970-10-02|1973-07-04|Secr Defence|Oil systems for gas turbine engines|
    FR2946089B1|2009-05-27|2012-05-04|Airbus France|FLUID COOLING DEVICE FOR TURBOMACHINE PROPELLER|
    US9777963B2|2014-06-30|2017-10-03|General Electric Company|Method and system for radial tubular heat exchangers|
    US10107200B2|2015-04-30|2018-10-23|General Electric Company|Turbine engine thermal management|GB201807200D0|2018-05-02|2018-06-13|Rolls Royce Plc|Oil tank filling system|
    GB201903465D0|2019-03-14|2019-05-01|Rolls Royce Plc|Louvre system|
    法律状态:
    2016-12-05| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-30| PLSC| Publication of the preliminary search report|Effective date: 20170630 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-14| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20180809 |
    2018-11-27| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1563234A|FR3046199B1|2015-12-23|2015-12-23|TURBOMACHINE COMPRISING A SURFACIAL AIR-OIL EXCHANGER INTEGRATED WITH AN INTER-VEIN COMPARTMENT|FR1563234A| FR3046199B1|2015-12-23|2015-12-23|TURBOMACHINE COMPRISING A SURFACIAL AIR-OIL EXCHANGER INTEGRATED WITH AN INTER-VEIN COMPARTMENT|
    PCT/FR2016/053564| WO2017109374A1|2015-12-23|2016-12-20|Turbomachine comprising a surface air-oil heat exchanger built into an inter-flow compartment|
    US16/065,500| US10954856B2|2015-12-23|2016-12-20|Turbomachine comprising a surface air-oil heat exchanger built into an inter-flow compartment|
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