• 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 a primary vein and a secondary vein, an oil reservoir (18) and an air-oil-surface exchanger (17) arranged in an inter-vein compartment (110) are concerned. The air-oil surface exchanger (17) is removably fluidly connected to the oil reservoir (18) and has a heat exchange surface that substantially defines a portion of the first intermediate wall (9).
    公开号:FR3046200A1
    申请号:FR1563235
    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 oil reservoir and an associated air-oil exchanger
    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 (so-called OGV). The openings may be doors which open, like a scoop, by rotating about an axis oriented tangentially to one of the walls of the interveinal housing or, more recently, a slot or a grid which extends circumferentially. and which is closed by a so-called "guillotine ring" moving axially.
    Thus, there is known a turbomachine 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 secondary gas vein, - a second intermediate wall and an inner wall of external radial limitation of the primary gas vein, - an intermediate volume, or inter-vein compartment, extending radially between the first and second intermediate walls.
    In addition, it is of course known on such a motor 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 implementation and positioning of the air-oil-surface exchanger, in particular its integration into the environment of the inter-vein compartment and the secondary gas vein, are not, however, optimal, especially in terms of size, mass, and quality of oil cooling of the assembly formed by the air-oil exchanger or surface with the oil reservoir and the conduits 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, while facilitating the maintenance of an air-oil surface exchanger.
    It is therefore proposed that the air-oil-surface exchanger is removably connected to the oil reservoir, fluidically (for a flow of fluid between them), and has a heat exchange surface defining substantially a part of the first intermediate wall.
    Thus, the functions will be mixed: the considered part of the first intermediate wall will have a heat exchange function via said exchange surface, without this excessively altering the aerodynamics in this zone, nor the limitation of the secondary gas vein ( inner wall of this vein), precisely given the presence of said heat exchange surface of the exchanger.
    Furthermore, it is advisable that, to substantially define said portion of the first intermediate wall, the air-oil-surface exchanger (SACOC) passes through the first intermediate wall by a passage (a priori the passage closed contour) which is provided therein .
    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. In this regard, it is even advisable that the heat exchange surface of the air-oil-surface exchanger comprises fins radially projecting in the secondary gas vein relative to adjacent portions of the first intermediate wall.
    Such a projection of fins will not be excessively penalizing aerodynamically and the quality of the exchange with the air of the vein will be optimized.
    With regard to the assembly, these compromise questions between aerodynamics, the quality of the exchange and the mechanical resistance in the zone have been all the more taken into consideration, since at least one of the two solutions is preferably proposed. following: - the oil tank and all or part of the air-oil surface exchanger will be joined to each other in the radial direction by means of a support plate: - mounted internally vis- with respect to the first intermediate wall, and attached to the oil reservoir and / or all or part of the air-oil surface exchanger, or integrally integral with one of them, all or part of the air-oil surface exchanger will be maintained vis-à-vis the first intermediate wall, through the oil reservoir which will then be attached to the first intermediate wall or to a structural element present in said inter-veins compartment .
    If the two above solutions are combined, it is further envisaged that the support plate is attached to all or part of the air-oil surface exchanger or is integrally integral therewith, and that the oil reservoir is mounted in the inter-veins compartment bearing against the support plate so as to compress an internal seal interposed between the support plate and the first intermediate wall.
    And to save space and shorten the oil circuit, it is recommended that all or part of the air-oil-surface exchanger covers, externally radial, the oil tank. Looking angularly from the oil reservoir, and either behind said first intermediate wall (on the side of the secondary gas stream) or through it, the relevant part of the air-oil-surface exchanger will then extend only on a sector favorably limited between about 70 ° and 110 °.
    In addition or alternatively, it is proposed that, circumferentially around the first intermediate wall, at least one (other) part of the air-oil surface exchanger is angularly offset relative to the oil reservoir with which it will communicate for a second time. fluid circulation. The air-oil surface exchanger may then comprise a first portion contiguous to the oil reservoir, in the radial direction, and a second portion angularly offset relative to the oil reservoir, circumferentially around the first intermediate wall, the second part extending angularly over more than 110 °, and preferably over more than 150 °, and communicating with the first part or with the oil reservoir via at least one connecting pipe arranged in the internal compartment. veins. This will further promote optimized occupancy of space.
    And we will then optimally optimized efficiency / achievement in several parts of shells of said first intermediate wall / exchange quality (surface increase over the previous solution). Again to optimize the implantation of the organs concerned in a difficult environment (lack of space / heat / mechanical stresses ..), it is recommended that the invention presented above be applied to a turbomachine: - comprising, on the vein of primary gas, a low-pressure compressor and a high-pressure compressor, and where, parallel to the axis of rotation of the low-pressure and high-pressure compressors, the oil reservoir and the air-oil-surface exchanger will be arranged between the Low pressure compressor and high pressure compressor.
    Regarding the casing associated with the first intermediate wall, it may in particular be a housing called "engine kit" (or kit engine in English), namely a casing less mechanically structured than the aforementioned intermediate casing which will precede just upstream adjacent to the axis of the engine.
    Furthermore, if at least a portion of the air-oil-surface exchanger is disposed away from the oil reservoir, the first may be favorably linked to the engine kit (little loss of rigidity) while the second may be attached to another casing radially internal with respect to the intermediate casing: the inter-compressor casing, stronger nevertheless. 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 diagrammatically shows in perspective an intervein wall on which an air-oil-surface exchanger (SACOC) is arranged while being connected to an oil reservoir, the latter being arranged in an inter-vein compartment (zone II-II of FIG. FIG. 1); FIG. 3 diagrammatically shows in perspective the air-oil exchanger of FIG. 2 attached to the oil reservoir, with the routing of the internal circuit for the circulation of oil in the air-oil exchanger; and Figures 4-7 schematically a first type of assembly between the air-oil exchanger and the oil reservoir, and Figures 8-10 a second type of assembly.
    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 comprising a fan 1 whose blade 1a is seen and which compresses the air entering the engine, before the latter 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 flow is ejected directly to the nozzle. The secondary vein is traversed by static rectifiers 6 (called OGV). Downstream, arms 60 also crosses. 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 one another from the upstream to the downstream, and comprises a first enclosure 13 located upstream of the arms 60, a second enclosure 14 corresponding to the 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 control devices of the setting of the compressor blades HP 3 compressor.
    In the inter-vein compartment 110 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. Figure 2, considered in its mounting context of Figure 1 shows, by transparency, that the inter-vein compartment 110 contains an oil reservoir 18 and in part an air-oil exchanger 17 which communicates with the oil reservoir for an oil circulation, since it is necessary to cool the oil of the engine speakers 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 between the low-pressure compressor 2 and the high-pressure compressor 3, upstream of the exhaust vents, .
    For lack of space and to improve the engine performance, it has also been chosen that the air-oil exchanger 17 is an air-oil-surface exchanger (SACOC) and take advantage of the space (in particular circumferential) of the aforesaid zone to dispose, near the oil reservoir 18, the air-oil exchanger 17 to cool the hot oil from the lubrication circuit 19 through the inlet 20 (Figure 3). 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 of the oil reservoir 18.
    By associating FIG. 2 and FIGS. 4-9, it is furthermore understood that the oil reservoir 18 will be removably fixed (see FIGS. 5 and 9) with at least part of the air-oil surface exchanger 17 of which the radially outer surface 17a of heat exchange will then substantially define a portion of the first intermediate wall 9. Thus, Figure 2, it is found that the radially outer surface 17a of the air-oil exchanger surface 17 replaces, on the outer periphery of the wall 9, a part of this wall.
    In fact, at the location of its radially outer surface 17a, the air-oil surface exchanger 17 passes through the first intermediate wall 9 by at least one passage 22 which is provided therein.
    With regard to the radial arrangement, the oil reservoir 18 as well as all or part of the air-oil-surface exchanger 17 are arranged between the first and second intermediate walls 9, 11, therefore in the inter-vein compartment 110, as shown in FIG. show figures 4 and 8.
    An arrangement of the oil reservoir 18 in the intervein compartment 110 will allow the reserve oil not to be stored in a hot zone of the engine.
    The oil reservoir 18 is fixed, for example by fasteners such as bolted flanges, to at least one structural element present in the inter-vein compartment 110, such as a structural upright.
    For the circulation of the oil, the exchanger 18 has an internal circuit 180 which winds in heat exchange with fins 170 of the exchanger 17 which protrude into the secondary vein 5, with respect to adjacent portions of the first wall intermediate 9, as illustrated in Figures 3 and 4, in particular. And a first connecting duct 24, or even a second connecting duct 29, as provided in the second type of assembly illustrated in FIG. 10, then makes it possible to pass the cooled oil towards the tank 18.
    In the embodiment of FIGS. 3-7, the first connecting pipe 24 is internal to the assembly formed by the oil reservoir 18 and the air-oil surface exchanger 17. It is located radially inward with respect to the first intermediate wall 9 In the embodiment of Figures 8-10, the second connecting duct 29 is external to this assembly, and is also located within the inter-vein compartment 110, so radially inward relative to the first intermediate wall 9.
    Preferably, for assembly and maintenance, the connector 24 is nestable and disconnectable.
    The first intermediate wall 9, and more generally the intermediate casing 7, or the motor kit which could belong to the wall 9, can be monobloc, in one piece. However, a manufacture in shells, in particular two half-shells of 180 ° each, will be preferred, so as to facilitate access to the space located radially inward with respect to the intermediate wall 9, thanks to the disassembly of at least one of the two half-shells. A manufacture in three shells of 120 ° each is also possible.
    Figures 4-7 show a first type of assembly between at least part of the air-oil exchanger 17 and the oil reservoir 18.
    In this embodiment, the removable attachment between the reservoir and the exchanger (or the exchanger portion concerned) comprises a support plate 25: - mounted radially internally, sealingly, vis-à-vis the first wall intermediate 9, via an internal seal 26 (Figure 7), and attached to the oil reservoir and / or the air-oil surface exchanger, or integrally integral with one of them.
    In the example of FIGS. 5 to 7, the support plate 25 is integrally integral with the air-oil surface exchanger 17 and is mounted in abutment against the oil reservoir 18. The positioning of the oil reservoir 18 is provided so that the inner seal 26 is compressed radially between the support plate 25 and the first intermediate wall 9.
    In this way, it is not necessary to provide fixing means between the support plate 25 and the first intermediate wall 9. It is also not necessary to screw the support plate 25 on the housing of the reservoir. In fact, as soon as the internal sealing gasket 26 is compressed, the first intermediate wall 9 holds the support plate 25 in abutment against the oil reservoir 18. Shear force recovery pins may be provided between the support plate 25 and the housing of the oil reservoir 18 against which the plate 25 is supported.
    The disassembly of the air-oil surface exchanger for maintenance or replacement can thus be performed quickly. Once a half-shell of the wall 9, in which is formed the passage 22, is removed so as not to compress the inner seal 26, the first connecting pipe 24 can be disconnected between the exchanger and the reservoir by pulling the exchanger (with the support plate 25) outwards. The exchanger is thus disemboité the tank, without having screw to remove for this operation. The assembly of the exchanger is facilitated in the same way. The possibility of dispensing screws between the support plate 25 and the first intermediate wall 9 also avoids requiring a very precise positioning between these two elements, since there are no screw holes to align. The mounting of the oil reservoir 18 in the inter-vein compartment 110 may therefore grant a certain tolerance in the position of the reservoir 18 relative to the wall 9.
    Advantageously, the internal seal 26 will have a certain elasticity. This allows small relative displacements between the first intermediate wall 9 and the oil reservoir 18, which can be advantageous in particular for releasing stresses. In addition, the seal 26 can serve to damp the vibration modes of the reservoir 18 with the exchanger 17 and / or the wall 9.
    In the assembled state and sealingly mounted against the wall 9, the assembly formed by the reservoir 18, the exchanger 17 and the support plate 25 is mounted internally through the passage 22 so that (practically) only the fins 170 project into the vein 5. The fins 170 are advantageously oriented in the direction of the secondary gas flow 27 (Figure 7) flowing into the vein 5.
    As illustrated in FIG. 6, the air-oil-surface exchanger 17 is maintained with respect to the first intermediate wall 9 via the oil reservoir 18. The plate 25 integral with the exchanger is connected to the first intermediate wall through the interior of the inter-vein volume 110, by means of connecting means 28 which may comprise an internal seal 26 as described above.
    Alternatively, the connecting means 28 may be fastening means comprising for example screws adapted to clamp the plate 25 against the wall 9, possibly with sealing. In this case, the plate 25 can serve as a support for the oil reservoir 18. It is furthermore understood that rather than being integral with the surface-air-oil heat exchanger 17, the plate 25 could be integral with the reservoir. oil 18, as shown schematically in dashed lines in FIG.
    In terms of circumferential arrangement and mounting, two variants, which can be combined, are preferred, for maintenance and manufacturing reasons: - a solution, as in FIG. 6, where (at least part of) the air-oil exchanger surface 17 covers, externally radially, the oil reservoir 18, - and a solution, as in FIG. 8, where, circumferentially around the first intermediate wall 9, (at least part of) the air-oil surface exchanger 17 is offset angularly relative to the reservoir (inner) of oil 18 with which it (it) communicates for a fluid flow. The second connecting duct 29 located in the inter-vein compartment 110 is provided for this purpose.
    In the first covering solution, as in FIG. 6, the overall dimensions of the oil reservoir 18 imply an angular extension of the air-oil surface exchanger 17 (its active part 17a / 170) over approximately 70 to 110 °.
    An advantage of the dissociation proposed in the second solution, as in FIG. 8, where the air-oil-surface exchanger may comprise, in addition to a portion 171b angularly offset relative to the reservoir, for example diametrically opposite, another portion 171a facing angularly of the oil reservoir 18, is an increase in the angular extent of the exchanger 17. At least one of these parts, preferably the second 171b, will extend favorably over more than 110 °, and preferably over 150 °, but not more than 180 °. Thus, it can realize the wall 9, and more generally the intermediate housing or the motor kit 71, in two separable half-shells but joined together on the engine. Two demountable and angularly symmetrical half-shells each equipped with a portion (171a or 171b) of the air-oil surface exchanger 17 will take advantage of a maximum heat exchange surface and a simple removal.
    As previously, the attachment will be removable between the reservoir and the part of the exchanger which is facing it angularly via a support plate 25.
    Similarly, the fixing between the reservoir and the second part of the exchanger angularly offset will be removable, for example by providing a fluid connector easily disconnectable between the second connecting duct 29 and the second portion 171b of the exchanger.
    Moreover, because the second portion 171b of the air-oil-surface exchanger 17 preferably extends over more than 150 °, it is advantageous to provide that this second part of the exchanger is fixed (for example by interior) to the first intermediate wall 9 by means of transmitting forces (typically screws), thus making it possible to maintain a structural continuity to this wall 9 despite the extent of the opening of the passage 22 in the wall 9, this passage 22 being crossed by the second portion 171b of the exchanger. For this purpose, this second portion 171b may be provided with a fixing plate 35 surrounding the exchanger and secured thereto, as shown in FIG. 9. In this regard, if the wall 9, and more generally the casing, intermediate or the engine kit, is made of two separable half-shells, their connection to bring them together on the engine will also ensure this transmission efforts.
    Still on this subject, the arrangement of this air-oil-surface exchanger 17 / oil reservoir 18 with at least one structuring plate 25, 35, will be favorably located just downstream of the static rectifiers (OGV) 6 which pass through the secondary vein 5 (see FIG. 10) and, parallel to the axis 100, at the level of the structural arms 60. The resistance to mechanical forces will thus be well ensured.
    It has been described in the foregoing, in connection with the second type of assembly illustrated in Figures 8 to 10, a surface air-oil exchanger 17 in two parts 171a and 171b to take advantage of a maximum exchange surface thermal. It is also possible to provide a third type of assembly to take advantage of a heat exchange surface intermediate between those proposed by the first and second types of assembly described above. Indeed, on the basis of the second type of assembly, it is possible to dispense with the first portion 171a of the exchanger to obtain a single-piece heat exchanger 171b fluidly connected to the oil reservoir 18 via a connecting pipe 29 as shown in Figures 8 and 10. The half-shell of the wall 9 on the side of the oil reservoir 18 can then be solid wall, that is to say, it no longer includes such opening than that of the passage 22 that includes the other half-shell.
    It will also be noted that, particularly in the case of a turbofan with a gearbox (integral drive), the intermediate casing may be longer, along the axis 100 due to the integration of the gearbox downstream of the fan, part of the gearbox can then be housed radially under the inner shell of the engine kit. It is towards this point that the reducer can be found radially inwardly of the inner wall 12 and thus to the primary vein 4.
    In particular in this case, and as illustrated in FIG. 10, it may be appropriate for said first intermediate wall 9 to belong to the engine kit or to an intermediate casing which will thus have been axially elongated, and whose axis parallel to: first part through which, locally, will extend at least partly the air-oil surface exchanger 18 (see its or its through parts 17), and - a second part 9b, located in the example of Figure 10 in downstream of the first part 9a, will be covered with an acoustic coating 41, such as a honeycomb structure.
    For its maintenance and if it is located at a distance from at least a portion of the air-oil-surface exchanger 17 (which may therefore be carried by a motor kit), the oil reservoir 18 may, as shown schematically on this 10, be attached to an inter-compressor casing 43 which will then belong to said second intermediate wall 11. Even if it is preferred that the oil reservoir 18 is fully disposed in the inter-vein compartment 110, it could include a part located in the case above.
    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, an oil reservoir (18) disposed at least partly in the inter-vein compartment (110), and an air-oil surface exchanger (SACOC; 17), characterized in that the air-oil surface exchanger ( 17) is releasably fluidly connected to the oil reservoir (18) and has a heat exchange surface which substantially defines a portion of the first intermediate wall (9).
    [2" id="c-fr-0002]
    2. A turbomachine according to claim 1, wherein, to define substantially a portion of the first intermediate wall (9), the air-oil exchanger surface (17) passes through the first intermediate wall (9) by a passage (22) which there is spared.
    [3" id="c-fr-0003]
    3. A turbomachine according to claim 1 or 2, the heat exchange surface of the air-oil surface exchanger (17) comprises fins (170) which project radially in the secondary gas vein (5) relative to adjacent portions of the first intermediate wall (9).
    [4" id="c-fr-0004]
    4. A turbomachine according to claim 1 to 3, wherein the oil reservoir (18) and all or part of the air-oil surface exchanger (17) are joined to each other in the radial direction by the intermediate of a support plate (25): - mounted internally vis-a-vis the first intermediate wall (9), - and attached to the oil reservoir (18) and / or the air-oil-surface exchanger (17), or integrally integral with one of them.
    [5" id="c-fr-0005]
    5. A turbomachine according to claim 1 to 4, wherein all or part of the air-oil surface exchanger (SACOC) is maintained vis-à-vis the first intermediate wall (9), through the oil tank (18) which is attached to the first intermediate wall (9) or to a structural element present in said inter-vein compartment (110).
    [6" id="c-fr-0006]
    6. A turbomachine according to claim 5 taken in combination with claim 4, wherein the support plate (25) is fixed to all or part of the air-oil surface exchanger (17) or integrally integral thereof, and the oil tank (18) is mounted in the inter-vein compartment (110) bearing against the support plate (25) so as to compress an internal seal (26) interposed between the support plate (25) and the first intermediate wall (9).
    [7" id="c-fr-0007]
    7. The turbomachine according to one of claims 1 to 6, wherein all or part of the air-oil exchanger surface (17) covers, externally radially, the oil reservoir (18).
    [8" id="c-fr-0008]
    8. A turbomachine according to one of claims 1 to 3 wherein, circumferentially around the first intermediate wall (9), all or part of the air-oil exchanger surface (17) is angularly offset from the oil reservoir ( 18).
    [9" id="c-fr-0009]
    9. A turbomachine according to claim 7 or 8, wherein the air-oil surface exchanger (17) is formed of a first portion (171a) contiguous to the oil reservoir (18) in the radial direction and a second portion (171b) angularly offset relative to the oil reservoir (18), circumferentially around the first intermediate wall (9), the second portion extending angularly over more than 110 °, and more preferably more than 150 °, and communicating with the first part or with the oil reservoir via at least one connecting pipe (29) disposed in the inter-vein compartment (110).
    [10" id="c-fr-0010]
    10. Turbomachine according to one of claims 1 to 9: - which comprises, along the primary gas stream (4), a low pressure compressor (2) and a high pressure compressor (3), and - where, parallel at an axis (100) of rotation of the low pressure (2) and high pressure (3) compressors, the oil reservoir (18) and the air-oil surface exchanger (17) are arranged between the low pressure compressor (2). ) and the high pressure compressor.
    类似技术:
    公开号 | 公开日 | 专利标题
    CA2758175C|2018-04-03|Double-body gas turbine engine provided with an inter-shaft bearing
    EP3155234B1|2018-05-23|A turbine engine comprising a drive system for a device such as an accessories case
    FR2858358A1|2005-02-04|METHOD FOR COOLING, BY COOLED AIR IN PART IN AN EXTERNAL EXCHANGER, HOT PARTS OF A TURBOJET ENGINE AND TURBOREACTOR THUS COOLED
    FR3064682B1|2019-06-14|INTERMEDIATE CASE FOR AIRCRAFT TURBOMACHINE COMPRISING A LUBRICANT PASSING BIT CONNECTED TO A CARTER BOLT BY A CONNECTING PART
    BE1024081B1|2017-11-13|COOLING TURBOMACHINE BY EVAPORATION
    FR3046200B1|2019-06-07|TURBOMACHINE COMPRISING AN OIL TANK AND AN AIR-OIL EXCHANGER
    EP2619419B1|2014-11-05|System for pressurising the bearing chambers of turbine engines machines using air taken from the intake duct
    FR3054263A1|2018-01-26|INTERMEDIATE CASING OF AIRCRAFT TURBOMACHINE MADE OF ONE PIECE OF FOUNDRY WITH A LUBRICANT CHANNEL
    WO2017109374A1|2017-06-29|Turbomachine comprising a surface air-oil heat exchanger built into an inter-flow compartment
    EP1956226A1|2008-08-13|Discharge device for a jet engine, and jet engine comprising same
    FR2961856A1|2011-12-30|Depression setting device for enclosure of aircraft turboshaft engine, has lubrication oil circuit formed by nozzle supplied with fluid and degasification tube connected to oil recovery circuit to set depression of enclosure
    FR3030627A1|2016-06-24|SERVITUDE PASSAGE SYSTEM FOR TURBOMACHINE
    EP2078822B1|2012-07-18|Gas-turbine engine with valve for connecting two enclosures
    FR3064295B1|2019-06-07|AIRMETER TURBOMACHINE INTERMEDIATE CASE COMPRISING A PLATEFORM SOLIDARITY LUBRICANT PASSING BIT
    FR3064296B1|2019-06-07|INTERMEDIATE CASE FOR AIRCRAFT TURBOMACHINE COMPRISING AN INTERMEDIATE PIECE BETWEEN A WAVE FOOT AND THE HUB
    FR3072127B1|2019-11-01|INTERMEDIATE CASTER HUB DISCHARGE DUCT FOR AN AIRCRAFT AIRCRAFT COMPRISING COOLING CHANNELS
    EP3722559A1|2020-10-14|Turbine engine for an aircraft
    FR2883926A1|2006-10-06|Air cooler for aircraft gas turbine engine high-pressure rotor has valve-controlled circuit drawing air in advance of combustion chamber
    FR3099204A1|2021-01-29|TURBOMACHINE RECTIFIER STAGE WITH COOLING AIR LEAKAGE WITH VARIABLE SECTION ACCORDING TO THE ORIENTATION OF THE BLADES
    FR3112811A1|2022-01-28|Turbine with pressurized cavities
    FR3108942A1|2021-10-08|DOUBLE-FLOW TURBOMACHINE FOR AN AIRCRAFT AND VENTILATION PROCESS FOR AT LEAST ONE TURBINE IN SUCH A TURBOMACHINE
    EP3698050A1|2020-08-26|Outer turbocharger housing having an integrated oil tank
    FR3097907A1|2021-01-01|Active control of the high pressure compressor cooling flow
    FR3111666A1|2021-12-24|RECOVERED CYCLE AIRCRAFT TURBOMACHINE
    FR3108655A1|2021-10-01|Double-flow turbomachine comprising a device for regulating the flow of cooling fluid
    同族专利:
    公开号 | 公开日
    FR3046200B1|2019-06-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20110146229A1|2009-12-23|2011-06-23|Denis Bajusz|Integration of a Surface Heat Exchanger to the Wall of an Aerodynamic Flowpath by a Structure of Reinforcement Rods|
    US20130291514A1|2012-05-07|2013-11-07|Gabriel L. Suciu|Gas turbine engine oil tank|
    WO2014151685A1|2013-03-15|2014-09-25|United Technologies Corporation|Gas turbine engine with air-oil cooler oil tank|
    EP2894323A1|2014-01-13|2015-07-15|United Technologies Corporation|Dual function air diverter and variable area fan nozzle|WO2019193274A1|2018-04-04|2019-10-10|Safran Aircraft Engines|Aircraft engine assembly with a supply path to an inter-flow compartment tank of a turbine engine|
    FR3082552A1|2018-06-18|2019-12-20|Safran Aircraft Engines|DOUBLE FLOW AIRCRAFT TURBOMACHINE COMPRISING A LUBRICANT RESERVOIR IN AN INTER-VEIN COMPARTMENT, AS WELL AS IMPROVED MEANS FOR FILLING THE RESERVOIR|
    FR3089248A1|2018-12-03|2020-06-05|Safran Aircraft Engines|Aircraft engine assembly having an optimized fixing air-oil exchanger system support|
    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
    FR1563235A|FR3046200B1|2015-12-23|2015-12-23|TURBOMACHINE COMPRISING AN OIL TANK AND AN AIR-OIL EXCHANGER|
    FR1563235|2015-12-23|FR1563235A| FR3046200B1|2015-12-23|2015-12-23|TURBOMACHINE COMPRISING AN OIL TANK AND AN AIR-OIL EXCHANGER|
    [返回顶部]