Air temperature sensor

专利摘要:
A full air temperature sensor (90) may include an airfoil portion (114). The airfoil portion (114) may include an inlet (120) and an outlet (122) through which a diverted airflow path (DAP) may flow. The total air temperature sensor (90) may include a temperature sensor (144) located in a housing (124) defining the total air temperature sensor (90) and a sheath (140, 150) surrounding the sensor temperature (144). The temperature sensor (144) may be configured to take a total temperature of the diverted airflow path (DAP). Figure for abstract: Fig 3
公开号:FR3113732A1
申请号:FR2108883
申请日:2021-08-25
公开日:2022-03-04
发明作者:John Patrick Parsons；Gregory Lloyd Ashton；Jarodd Dan Goedel；Chiong Siew Tan
申请人:Unison Industries LLC；
IPC主号:

专利说明:

[0001] Turbine engines, and particularly gas turbine and combustion engines, are rotating engines that extract energy from a flow of burnt gases passing through the engine on a multitude of rotating turbine blades. Gas turbine engines have been used for land and water locomotion and for electric power generation, but are more commonly used for aeronautical applications such as airplanes or helicopters. In airplanes, gas turbine engines are used for the propulsion of the aircraft.
[0002] During operation of a turbine engine, the total air temperature also known as a stagnation temperature can be measured by a temperature sensor mounted on the aircraft surface or the interior walls of the turbine engine. The probe is designed to bring the air to rest relative to the aircraft. Air experiences an adiabatic temperature rise when it is brought to rest and measured, and the total air temperature is therefore greater than the ambient air temperature. Total air temperature is an essential input for calculating static air temperature and true air speed. Total air temperature sensors can be exposed to harsh conditions including high Mach numbers and icing conditions, as well as water and debris, which can affect the reading provided by the sensor.
[0003] In one aspect, the present invention relates to an air temperature sensor suitable for use on an aircraft, the temperature sensor comprising a housing defining an interior and having at least a portion with an airfoil cross-section to define an airfoil portion with an upper surface and a lower surface, a temperature sensor located in the airfoil portion, an air flow path having an inlet in the upper surface of the housing and extending through the housing to the temperature sensor to allow air diverted from the air flowing along the top surface to contact the temperature sensor; and a series of fluid passages defined therein and having an inlet port and a series of outlet ports located in the housing and wherein the series of fluid passages are configured to receive bleed air hot via the inlet port and dispersing the hot bleed air to the series of outlet ports to heat at least a portion of the airfoil portion.
[0004] In another aspect, the present invention relates to an air temperature sensor, comprising a housing having a coating and defining an interior, a temperature sensor having a first portion located in the interior and a second portion extending through a portion of the housing and at least partially adjacent to a portion of the liner, and a series of fluid passages defined therein and configured to receive hot bleed air and disperse the hot bleed air to at least two separate parts of the coating.
[0005] In yet another aspect, the present invention relates to a method of forming a total air temperature sensor housing, the method comprising forming, via additive manufacturing, a housing having an exterior surface and defining an interior and having at least a portion with an airfoil cross-section to define an airfoil portion with an upper surface and a lower surface and having a series of fluid passages defined therein and having a inlet and a series of outlet ports located in the crankcase and wherein the series of fluid passages are configured to receive hot bleed air through the inlet port and disperse the hot bleed air to the series of outlets for heating at least a portion of the outer surface of at least a portion of the airfoil cross section.
[0006] In the drawings:
[0007] is a cross-sectional schematic diagram of a turbine engine for an aircraft with a total air temperature sensor.
[0008] is an enlarged isometric view of the total air temperature sensor in a partially cut away portion of the engine of the .
[0009] is an exploded view of the total air temperature sensor of the .
[0010] is a cross-sectional view of the total air temperature sensor taken along line IV-IV of the .
[0011] is a cross-sectional view of the total air temperature sensor taken along line VV of the .
[0012] is an enlarged partial cross-sectional view of part of the full air temperature sensor of the .
[0013] is a partial sectional view of the total air temperature of the with a dispersion chamber.
[0014] The described embodiments of the present invention relate to an air temperature sensor for an aircraft turbine engine. It should be understood, however, that the invention is not so limited and may have general applicability in an engine, as well as in non-aeronautical applications, such as other mobile applications and non-mobile industrial, commercial and residential applications.
[0015] As used herein, the term “forward” or “upstream” refers to movement in one direction toward the inlet port of the motor, or of a component being relatively closer to the engine port. motor input in comparison to another component. The term “aft” or “downstream” used in conjunction with “forward” or “upstream” refers to a direction toward the rear or engine exit port or being relatively closer to the engine. motor outlet port compared to another component.
[0016] Additionally, as used herein, the terms "radial" or "radially" refer to a dimension extending between a central longitudinal axis of the engine and an outer circumference of the engine. A "series" as used herein can include any number of a particular item, including just one.
[0017] All directional references (for example, radial, axial, proximal, distal, superior, inferior, up, down, left, right, lateral, forward, backward, up, down, above, below, vertical, horizontal, clockwise, counter-clockwise, upstream, downstream, forward, backward, etc.) are used only for identification to aid the reader's understanding of the present invention, and do not create any limitation, particularly with respect to the position, orientation or use of the present invention. Connection references (e.g., fixed, coupled, connected, and joined) should be considered broadly and may include intermediate elements between a collection of elements and relative movement between elements unless otherwise specified. As such, connection references need not infer that two items are directly connected and in a fixed relationship to each other. Exemplary drawings are for illustration only and the relative dimensions, positions, order, and sizes reflected in the accompanying drawings may vary.
[0018] The is a cross-sectional schematic diagram of a gas turbine engine 10 for an aircraft. Engine 10 has a generally longitudinally extending centerline or axis 12 extending from front 14 to rear 16. Engine 10 includes, in downstream flow series relationship, a fan section 18 including a fan 20, a compressor section 22 including a booster or low pressure (LP) compressor 24 and a high pressure (HP) compressor 26, a combustion section 28 including a combustion chamber 30, a turbine section 32 including an HP turbine 34, and an LP turbine 36, and an exhaust section 38.
[0019] The fan section 18 includes a fan case 40 surrounding the fan 20. The fan 20 includes a plurality of fan blades 42 disposed radially about the centerline 12. The HP compressor 26, the combustor 30, and the HP turbine 34 forms a core 44 of engine 10, which generates combustion gases. Core 44 is surrounded by core housing 46, which may be coupled with fan housing 40. A total air temperature (TAT) sensor 90 may be disposed in fan housing 40 as shown; however, this example is not intended to be limiting and TAT sensor 90 may be positioned in other locations within turbine engine 10.
[0020] A HP body or shaft 48, which is coaxially disposed around the centerline 12 of the engine 10, drives the HP turbine 34 to the HP compressor 26. A LP body or shaft 50, which is coaxially disposed around the centerline 12 of the engine 10 to inside the annular larger diameter HP body 48, drive-connects the LP turbine 36 to the LP compressor 24 and the fan 20. The bodies 48, 50 are rotatable about the engine centerline and coupled to a plurality of rotating elements, which can collectively define a rotor 51.
[0021] LP compressor 24 and HP compressor 26 respectively include a plurality of compressor stages 52, 54, in which a series of compressor vanes 56, 58 rotate relative to a corresponding series of static compressor vanes 60, 62 ( also called a nozzle) to compress or pressurize the fluid stream passing through. In a single compressor stage 52, 54, multiple compressor blades 56, 58 may be provided in an annulus and may extend radially outward relative to centerline 12, from one blade platform to at a blade tip, while the corresponding static compressor vanes 60, 62 are positioned upstream of and adjacent to the rotating vanes 56, 58. Note that the number of vanes, vanes, and compressor stages shown in the have been selected for illustrative purposes only, and that other numbers are possible.
[0022] The vanes 56, 58 for one stage of the compressor may be mounted on a disc 61, which is mounted on a corresponding one of the HP and LP bodies 48, 50, with each stage having its own disc 61. The vanes 60, 62 for one stage of the compressor can be mounted on the core housing 46 in a circumferential arrangement.
[0023] HP turbine 34 and LP turbine 36 respectively include a plurality of turbine stages 64, 66, in which a series of turbine blades 68, 70 are rotated relative to a corresponding series of static turbine blades 72 , 74 (also called a nozzle) to extract energy from the fluid stream passing through. In a single turbine stage 64, 66, multiple turbine blades 68, 70 may be provided in an annulus and may extend radially outward relative to the centerline 12 while the corresponding static turbine vanes 72, 74 are positioned upstream of and adjacent to the rotating blades 68, 70. Note that the number of blades, vanes, and turbine stages shown in the have been selected for illustrative purposes only, and that other numbers are possible.
[0024] The blades 68, 70 for one stage of the turbine may be mounted on a disk 71, which is mounted on a corresponding one of the HP and LP bodies 48, 50, with each stage having a dedicated disk 71. The blades 72, 74 for one stage of the compressor can be mounted on the core housing 46 in a circumferential arrangement.
[0025] Complementary to the rotor part, the fixed parts of the motor 10, such as the static vanes 60, 62, 72, 74 among the compressor and the turbine section 22, 32 are also individually or collectively called a stator 63. As As such, stator 63 can refer to the combination of non-rotating elements throughout motor 10.
[0026] In operation, the airflow exiting the fan section 18 is separated such that a portion of the airflow is channeled into the LP compressor 24, which then supplies pressurized air 76 to the HP 26 compressor, which further compresses the air. The pressurized air 76 from the HP compressor 26 is mixed with fuel in the combustion chamber 30 and ignited, thereby generating combustion gases. Some work is extracted from these gases by the HP turbine 34, which drives the HP compressor 26. The combustion gases are discharged into the LP turbine 36, which extracts additional work to drive the LP compressor 24, and the combustion gas Exhaust is ultimately discharged from engine 10 via exhaust section 38. LP turbine drive 36 drives LP spool 50 to rotate fan 20 and LP compressor 24.
[0027] A portion of pressurized airflow 76 may be removed from compressor section 22 as bleed air 77. Bleed air 77 may be removed from pressurized airflow 76 and supplied to components. engine that needs to be cooled. The temperature of the pressurized air flow 76 entering the combustion chamber 30 is significantly increased. As such, the cooling provided by bleed air 77 is necessary for the operation of such engine components in very high temperature environments.
[0028] A remaining portion of the airflow 78 bypasses the LP compressor 24 and engine core 44 and exits the engine assembly 10 through a row of fixed fins, and more specifically a set of guide fins. outlet port 80, comprising a plurality of airfoil guide vanes 82, on the exhaust side of the fan 84. Specifically, a circumferential row of airfoil guide vanes radially extending 82 are used in the vicinity of the fan section 18 to exert some directional control of the airflow 78.
[0029] A portion of the air supplied by the fan 20 may bypass the engine core 44 and be used for cooling parts, especially hot parts, of the engine 10, and/or used to cool or power other aspects. of the aircraft. In the context of a turbine engine, the hot parts of the engine are normally downstream of the combustion chamber 30, especially the turbine section 32, with the HP turbine 34 being the hottest part since it is directly downstream of combustion section 28. Other sources of coolant may be, but are not limited to, fluid discharged from LP compressor 24 or HP compressor 26.
[0030] The more clearly shows the TAT sensor 90 in a separate part of the engine 10. A mounting section 92 having a suitable mounting part 94 may be included in the TAT sensor 90. A wiring cover 96 may be included in the mounting section mounting 92 and may be coupled to electrical conduit 98. Mounting section 92 may be any suitable mounting portion 94 and is not intended to be limiting. A housing 102 is mounted at an upper section 104 of housing 102 to a portion of aircraft engine 10 at mounting section 92. A tube inlet 108 is coupled to housing 102 and is coupled to a source of warm bleed air. By way of non-limiting example bleed air 110 is shown entering tube inlet 108.
[0031] A liner 100 defines an exterior surface 103 of the housing 102 of the TAT sensor 90. At least one series of exit ports 101 are included in the liner 100. The liner 100 may include at least two separate portions of the liner 100a, 100b which may be wet surfaces. A wet surface can be any surface susceptible to condensation and frost buildup.
[0032] A lower section 112 of the housing 102 defines an airfoil portion 114. A portion of the skin 100 may form the airfoil portion 114 of the lower section 112. The airfoil portion 114 may have one side concave, or an upper surface 116 and a convex side, or a lower surface 118. The airfoil portion 114 may extend from a leading edge 115 to a trailing edge 117. Temperature sensor inlet 120 in top surface 116 extends through portion of liner 100b to outlet port 122 ( ) to provide a diverted airflow path (DAP) for a portion of the pressurized airflow 76.
[0033] According to , an exploded view of the TAT sensor 90 is shown. The TAT 90 sensor is shown in a different orientation than the to more clearly show the temperature sensor outlet 122 adjacent an open portion 124 defined by the lower section 112 of the housing. Open portion 124 defined by housing 102 separates the two portions of liner 100a, 100b to define temperature sensor outlet port 122 therebetween. The temperature sensor exit port 122 is near the trailing edge 117 and on the lower surface 118 of the airfoil portion 114.
[0034] A tube, by way of non-limiting example a piccolo tube 132 extends from a first end 134 to a second end 136. The first end 134 is coupled to the tube inlet port 108 and the second end 136 can extend into the housing 102.
[0035] A temperature sensor assembly 139 includes an upper sheath 140, a protective sleeve 142, and a temperature sensor 144. The temperature sensor 144 is a total air temperature sensor suitable for use on an aircraft, in the engine 10.
[0036] Temperature sensor assembly 139 may further include a latch mechanism 148 and lower sheath 150. Latch mechanism 148 may be located in housing 102. Lower sheath 150 may include a slotted opening 151 through which air diverted along the diverted airflow path (DAP) may contact temperature sensor 144. Latch mechanism 148 may be shaped in any suitable manner and oriented in any suitable manner with respect to to the diverted airflow path (DAP) and temperature sensor 144. At least one rib 126 with an opening 128 may be located in the open portion 124. When assembled, the at least one rib 126 may help stabilize the lower sheath 150 surrounding the temperature sensor 144.
[0037] More precisely, when it is assembled, as on the , the lower sheath 150 is located in the open portion 124 defined by the housing 124. The lower sheath 150 extends through the opening 128 of the at least one rib 126. The locking mechanism 148 of the assembly of temperature sensor 139 encompasses protective sleeve 142 and upper sheath 140 of temperature sensor 144. Lower sheath 150 encompasses temperature sensor 144.
[0038] An interior 158 of housing 124 is defined at least in part by skin 100. A first portion 158a of interior 158 may be included within first portion of skin 100a. A second portion 158b of interior 158 may be located within the second portion of liner 100b.
[0039] A dispersion chamber 166 is located within the interior 158 of the housing 124. The dispersion chamber 166 may be defined by a series of walls 192 and be fluidly coupled to a transfer tube 182 and a series of intermediate conduits 198.
[0040] An inlet 162 into the dispersion chamber 166 is defined by a tip 163 having a series of spray openings 164. The tip 163 defines the inlet 162 and is operatively coupled to one of the series of walls 192. The second end 136 of the piccolo tube 132 is coupled to the interior 158 of the housing 124 via the tip 163.
[0041] The series of exit ports 101 may include multiple series of exit ports 101 placed in the liner 100. A first series of exit ports 101a are placed in the first portion 158a and a second series of exit ports 101b is placed in the second part 158b.
[0042] A series of fluid passageways 172 are positioned throughout interior 158. The series of fluid passageways 172 may include a first fluid passageway 172a in the first portion 158a of interior 158. The first fluid passageway 172a includes a first set of channels 174a fluidly connecting the dispersion chamber 166 to the first set of exit ports 101a. The exemplary first series of channels 174a includes parallel channels 174a of similar width and length coupled by a first turn 176. (L) of the housing 102. It is contemplated that the first series of channels 174a are oriented in any suitable manner including but not limited to in parallel, meandering, or serial patterns, such that the dispersion chamber 166 is coupled fluidly to the first set of exit ports 101a in the first portion 158a of the interior 158.
[0043] A second fluid passage 172b in second portion 158b of interior 158 includes a second set of channels 174b fluidly connecting dispersion chamber 166 to second set of exit ports 101b.
[0044] A series of dead air spaces 160 may also be included in the housing 102. The series of dead air spaces 160 are fluidly separated from the series of fluid passages 172. By way of non-limiting example, the Dead air spaces 160 may be located in housing 102 into which hot air should not be dispersed. The series of dead air spaces 160 may be located between the first portion 158a and the second portion 158b, such that at least a portion of the series of dead air spaces 160 extends parallel to the first portions. and second series series of channels 174a, 174b.
[0045] The more clearly shows part of the dispersion chamber 166 and the series of spray apertures 164. A cap 191 forms the tip 163 and the series of spray apertures 164 are located around portions of the cap 191. The cap 191, may be rounded having a perimeter 190 and the series of spray apertures 164 may be spaced around the perimeter 190. At least one of the spray apertures 164a may be formed at a distal end 196 of the tip 163. As shown the series d The spray apertures 164 may be a plurality of spray apertures 164 equally spaced around perimeter 190 and configured to spray hot bleed air 110 into dispersion chamber 166.
[0046] The series of walls 192 forming the dispersion chamber 166 may include an inclined surface 192a, a series surface 192b, a parallel surface 192c, and an inlet surface 192d. A series of corners 194 can be defined where any pair of the series of walls can meet.
[0047] The series of spray openings 164 are configured to direct hot bleed air into the dispersion chamber 166, onto the walls forming the dispersion chamber 166, and into the fluid passages 172. In the illustrated example, a first portion 110a of the hot bleed air is directed into the first fluid passages 172a via the series of intermediate ducts 198. The series of spray openings are further configured to direct a second portion 110b of the bleed air hot in the second fluid passages 172b ( ) via the transfer tube 182. The hot bleed air 110 can be separated into other hot bleed air portions 110c, wherein at least one of the other hot bleed air portions 110c is introduced into the series of corners 194 and/or series of walls 192. In particular, at least one spray opening 164b is oriented such that it heats the inclined surface 192a.
[0048] According to , the cross-section through a portion of the airfoil formed by the lower section 112 of the TAT sensor 90 more clearly illustrates a portion of the series of fluid passages 172. It can be seen that the first and second fluid passages 172a , 172b are located on opposite sides of housing 120 and on either side of the diverted air flow path (DAP). It can also be seen that an airfoil cross section 154 can be asymmetrical although this is not necessary.
[0049] Additionally, it is also more clearly shown that the second set of channels 174b may be oriented in any suitable manner including, but not limited to, parallel. Also, it can be seen that the series of 174 channels need not have the same shape or cross-section. The second series of channels 174b may also include a second turn 180 shown in dotted lines. In this way the second fluid passage 172b returns to the rear similar to the first fluid passage 172a. It is further contemplated that the second series of channels 174b may be in any orientation including in meandering patterns, or in series, and have varying volumes such that the inlet port 162 is fluidly coupled to the second series of exit ports 101b in the second part 158b of the interior 158.
[0050] The series of dead air spaces 160 are close to the temperature sensor 144. In this way, the lower sheath 150 along the series of dead air spaces 160 can together protect the temperature sensor 144 from heat. in the first and second series of channels 174a, 174b.
[0051] During operation the diverted air flow (DAP) path flows through the temperature sensor inlet 120 and onto the lower duct 150. The temperature sensor 144 is exposed to register a temperature of the diverted air flow path (DAP). During operation the outer surface 103 of airfoil portion 114 may become heated by the heat in the first and second series of channels 174a, 174b. The lower duct 150 channels any heated air at the outer surface 103 away from the temperature sensor 144 and prevents heated air from reaching the temperature sensor 144 reducing defrost errors. The diverted airflow path (DAP) and lower duct 150 function to form a zone of airflow stagnation around the temperature sensor 144 to allow a reading of the total air temperature by the temperature sensor 144.
[0052] The illustrates a plurality of airflow paths shown in a partial section of the housing 102. The airflow paths in the housing 102 are defined at least in part by the series of fluid passages 172.
[0053] During operation, hot bleed air 110 may enter at inlet 162 and be dispersed through series of spray apertures 164 into dispersion chamber 166. A first portion 110a of the air hot sample 110 flows through intermediate conduits 198 and along first fluid passages 172a defining a first hot air flow path (HAP). The first hot air flow path (HAP) may flow along the length (L) of the housing 102 and at least partially along the leading edge 115 of the airfoil portion 114. The first hot air flow path (HAP) can rotate at the first turn 176, and exit through the first set of exit ports 101a.
[0054] Transfer tube 182 changes from an orientation perpendicular to length L to an orientation parallel to length L at a third turn 184. Transfer tube 182 fluidly couples inlet port 162 to second passages of fluid 172b. A second portion 110b of hot bleed air 110 enters at inlet 162 and flows along second fluid passages 172b. The second hot air flow path (SAP) flows through the transfer tube 182 perpendicular to the length (L) of the housing, turns at the third turn 184 to flow along the part 178 of the housing 102, rotates again at the level of the second turn 180 and exits through the second series of exit orifices 101b.
[0055] The first hot air flow path (HAP) is configured to heat the portion of the skin 100a near the leading edge 115 of the airfoil portion 114. The second hot air flow path ( SAP) is configured to heat the skin 100b near the open portion 124 of the airfoil portion 114. Together the first hot air flow path (HAP) and the second hot air flow path (SAP) heat the outer surface 103 of the housing 102 to prevent the formation of ice along the airfoil portion 114.
[0056] A method of forming the TAT sensor 90 as described herein may include forming, via additive manufacturing, the housing 102 with the skin 100 defining the interior 158 and including the airfoil cross section 154 defining the airfoil portion 114. Additive manufacturing may form the airfoil portion including upper surface 116 and lower surface 118. Additive manufacturing may form series of fluid passages 172 in interior 158 and vent inlet 162 and the series of outlet ports 101 located in the housing. Additive manufacturing can form the cap 191 in one piece with a rest of the housing 102; thus forming the tip 163 and the series of spray apertures 164. Additive manufacturing is done such that the series of fluid passages 172 are configured to receive hot bleed air 110 via the inlet port 162 and dispersing the hot bleed air 110 to the series of outlets 101 to heat at least a portion of the exterior surface. Additive manufacturing, by way of non-limiting examples, may include direct metal laser melting or direct metal laser sintering.
[0057] Benefits associated with the description presented here include pneumatically supplying heated air and directing the heated air to critical locations in the sensor housing without impacting the sensor reading. Channel location and size can be optimized using additive manufacturing without relying on common conventional subtractive manufacturing, by way of non-limiting example machining, drilling, and grinding.
[0058] A typical sensor exposed to an icing environment has been designed or mechanically positioned in the environment such that any large amounts of frost removed from the sensor will not damage objects behind it. This limits the location selection for the TAT sensor, and therefore limits the performance of the TAT sensor. Eliminating frost cover with heaters in the TAT sensor improves the possibilities for the location. Also considering the increased sensitivity to ice coverage of current engine design, TAT sensors with minimal to no ice coverage are preferred.
[0059] Additively fabricating the TAT sensor allows positioning of the heating channels along any desired location. The assembly time of the TAT sensor is also reduced because the housing is manufactured additionally.
[0060] Additionally, the dispersion chamber as described here uses an exit port with a series of spray apertures to directly heat areas of the TAT sensor with high frost concentrations. The diffused hot air is then transferred to the airfoil portion of the TAT sensor to further prevent ice formation.
[0061] It should be understood that the application of the described design is not limited to turbine engines with fan and booster sections, but is also applicable to turbojets and turbo engines.
[0062] This written description uses examples to describe the invention, including the best mode, and also to enable anyone skilled in the art to practice the invention, including making and using any device or system and making of any incorporated process.
[0063] 10 Motor
[0064] 12 Centerline
[0065] 14 forward
[0066] 16 backwards
[0067] 18 section blower
[0068] 20 blower
[0069] 22 compressor section
[0070] 24 LP Compressor
[0071] 26HP Compressor
[0072] 28 burning section
[0073] 30 combustion chamber
[0074] 32 turbine section
[0075] 34 HP Turbine
[0076] 36 LP Turbine
[0077] 38 section exhaust
[0078] 40 fan housing
[0079] 42 fan blades
[0080] 44 core
[0081] 46 core housing
[0082] 47 power transmission box
[0083] 48 HP Body
[0084] 50 Body BP
[0085] 51 rotor
[0086] 52 HP compressor stages
[0087] 54 HP compressor stages
[0088] 56 LP compressor blades
[0089] 58 HP compressor blades
[0090] 60 LP compressor fins
[0091] 61 disc
[0092] 62 HP Compressor Fins
[0093] 63 stator
[0094] 64 HP turbine stages
[0095] 66 LP turbine stages
[0096] 68 HP turbine blades
[0097] 70 BP turbine blades
[0098] 71 disc
[0099] 72 HP turbine blades
[0100] 74 LP turbine blades
[0101] 76 ambient air under pressure
[0102] 77 bleed air
[0103] 78 airflow
[0104] 80 Set of Outlet Port Guide Fins
[0105] 82 airfoil guide fin
[0106] 84 blower exhaust side
[0107] 90 TAT Sensor
[0108] 92 mounting section
[0109] 94 mounting part
[0110] 96 wiring cover
[0111] 98 electrical conduit
[0112] 100 coating
[0113] 101 series of exit ports
[0114] 101a/b first/second set of outlets
[0115] 102 crankcase
[0116] 104 upper section
[0117] 106 aircraft part
[0118] 108 inlet tube
[0119] 110 hot bleed air
[0120] 112 lower section
[0121] 114 airfoil part
[0122] 115 leading edge
[0123] 116 top surface/concave side
[0124] 117 trailing edge
[0125] 118 bottom surface/convex side
[0126] 120 temperature sensor inlet port
[0127] 122 temperature sensor outlet port
[0128] 124 crankcase
[0129] 126 rib
[0130] 128 aperture
[0131] 130 part of the coating
[0132] 132 piccolo tube
[0133] 134 first end
[0134] 136 second end
[0135] 139 temperature sensor assembly
[0136] 140 top sheath
[0137] 142 protective sleeve
[0138] 144 temperature sensor
[0139] 148 locking mechanism
[0140] 150 bottom sheath
[0141] 154 airfoil cross section
[0142] 158 interior
[0143] 158a/b first/second part of the interior
[0144] 160 series of dead air spaces
[0145] 162 inlet
[0146] 163 rounded end
[0147] 164 spray openings
[0148] 166 dispersion chamber
[0149] 170 series of outlet ports
[0150] 172 series of fluid passages
[0151] 172 a/b first/second fluid passages
[0152] 174a/b first/second set of channels
[0153] 176 first turn
[0154] 178 party
[0155] 180 second turning
[0156] 182 transfer tube
[0157] 184 third turn
[0158] DAP diverted airflow path

权利要求:
Claims (20)
[0001]
An air temperature sensor suitable for use on an aircraft, the temperature sensor comprising: a housing (102) having a liner defining an interior and including a first liner portion and a second liner portion each defining wetted surfaces separated by an open portion in the housing; a temperature sensor having at least a portion extending through the open portion in the housing; a series of fluid passages (172), including a first fluid passage proximate the first portion of the liner and a second fluid passage proximate the second portion of the liner, the series of fluid passages being defined in the interior; and a tube (132) having a first end fluidly coupled to receive bleed air from a part of an aircraft engine and a second end, fluidly coupled to the first end, located in the interior, wherein the second end is configured to allow hot bleed air into the series of fluid passages such that a first portion of the hot bleed air is dispersed into the first fluid passage and a second portion of the Hot bleed air is dispersed into the second fluid passage to heat the first liner portion and the second liner portion, respectively.
[0002]
An air temperature sensor according to claim 1, further comprising an inlet (162) defined by a tip (163) with a series of spray apertures (164).
[0003]
An air temperature sensor according to claim 2, further comprising a dispersion chamber (166) fluidly coupled to the series of fluid passages where the second end of the tube is coupled to the dispersion chamber through the tip (163), and wherein the series of spray apertures (164) are configured to spray hot bleed air into the dispersion chamber (166).
[0004]
An air temperature sensor according to claim 3, wherein at least one of the series of spray apertures (164) is configured to heat the coating located near the dispersion chamber (166).
[0005]
An air temperature sensor according to claim 4, wherein the dispersion chamber (166) is defined by a series of walls (192), wherein at least one wall of the series of walls is located proximate to the liner.
[0006]
An air temperature sensor according to claim 5, wherein the at least one wall defines an inclined surface (192a) and the at least one spray aperture is oriented to disperse hot bleed air onto the inclined surface to heat the inclined surface.
[0007]
An air temperature sensor according to claim 1, wherein at least a portion of the coating forms a wing profile (114).
[0008]
An air temperature sensor according to claim 7, wherein the first portion of the skin defines a leading edge (115) of the airfoil.
[0009]
An air temperature sensor according to claim 3, further comprising a sheath at least partially surrounding the portion of the temperature sensor extending through the open portion in the housing where the sheath shields the temperature sensor from heat in the series of fluid passages.
[0010]
An air temperature sensor according to claim 1, wherein the series of fluid passages (172) further includes at least two channels oriented parallel to each other and configured to direct airflow in directions opposites.
[0011]
Air temperature sensor, including: a housing (102) defining an interior and having a coating defining at least one wetted surface; a temperature sensor extending through a portion of the housing and at least partially adjacent to a portion of the skin; a series of fluid passages (172) defined in the interior and configured to receive hot bleed air through an inlet, dispersing the hot bleed air to at least two separate portions of the liner, and exiting the hot bleed air through at least two separate sets of exit ports; and a piccolo tube (132) having a first end fluidly coupled to receive bleed air from part of an aircraft engine and a second end, fluidly coupled to the first end, wherein the second end is fluidly coupled at the inlet port and configured to allow hot bleed air in the series of fluid passages to heat the coating and prevent ice formation along the at least one wetted surface.
[0012]
An air temperature sensor according to claim 11, wherein the inlet port is defined by a tip having a series of spray apertures located around the tip.
[0013]
An air temperature sensor according to claim 12, wherein the series of spray apertures are configured to allow hot bleed air to be sprayed against specific portions of an interior surface of the housing.
[0014]
An air temperature sensor according to claim 13, further comprising a dispersion chamber defining specific portions of the interior surface of the housing.
[0015]
An air temperature sensor according to claim 14, wherein at least one of the series of spray apertures is configured to heat the coating located near the dispersion chamber.
[0016]
An air temperature sensor according to claim 11, further comprising a temperature sensor inlet extending through the housing to a temperature sensor outlet to provide a diverted airflow through the casing along an outer surface of the casing.
[0017]
An air temperature sensor according to claim 16, wherein the series of fluid passages (172) are at least two interior fluid passages configured to disperse hot bleed air to the at least two separate portions of the coating on opposite sides of the diverted airflow path.
[0018]
A method of forming an air temperature sensor housing, the method comprising: forming a housing (102) with a liner defining an interior and extending between an upper section and a lower section having a wing-profile cross-section; forming an inlet to the housing in the upper section and including multiple spray openings; to form a series of fluid passages (172) which extend between the upper section and the lower section into the interior and which fluidly connect the inlet port to a series of outlets located in the housing in the upper section .
[0019]
A method according to claim 18, wherein the series of fluid passages are formed in at least two channels which are oriented parallel to each other and are configured to direct airflow in opposite directions when hot bleed air is received through the inlet.
[0020]
A method according to claim 19, wherein the series of outlet ports is at least two series of outlet ports each fluidly coupled to the at least two channels and configured to exit airflow at two separate locations in the upper section .

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同族专利:

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公开号 | 公开日

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US10578498B2|2020-03-03|

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CN109115369B|2021-02-19|

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FR3068129B1|2021-10-08|

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US20200200614A1|2020-06-25|

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FR3068129A1|2018-12-28|

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CN109115369A|2019-01-01|

---

CA3007541A1|2018-12-22|

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US20180372559A1|2018-12-27|

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CN113049141A|2021-06-29|

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法律状态:
2021-10-18| PLFP| Fee payment|Year of fee payment: 4 |

优先权:

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申请号 | 申请日 | 专利标题

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US15/630,573|US10578498B2|2017-06-22|2017-06-22|Air temperature sensor|

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US15/630.573|2017-06-22|

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FR1855422A|FR3068129B1|2017-06-22|2018-06-20|AIR TEMPERATURE SENSOR|

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