Flow guide wall for aircraft ground test run

Abstract

The invention discloses a guide wall for airplane ground test run, which comprises a U-shaped barrier part enclosing an airplane, the barrier part comprises a side guide wall corresponding to the side of the airplane and a rear guide wall corresponding to the tail of the airplane, the side guide wall comprises a windward side and a leeward side, and the leeward side is connected with a fixing frame. The fixing frame is connected with a ground anchor bolt to support the side flow guide wall, and the rear flow guide wall is fixedly connected with ground concrete; the length of the side flow guide wall exceeds the position of the nose during the test run of the airplane, and an air inlet channel is arranged at the side flow guide wall corresponding to the side wing during the test run of the airplane, penetrates through the side flow guide wall and supplements airflow to the engine close to the side wing of the air inlet channel; by arranging the air inlet channel, air flow is introduced from the side face of the aircraft directly facing the engines, the problem that the test is affected by insufficient air suction of the double engines due to the fact that the side face flow guide wall is far longer than the fuselage is solved, the internal and external pressure difference of the flow guide wall is reduced, and test run of the aircraft is facilitated.

Description

Technical Field

[0001] This invention belongs to the field of aviation equipment, specifically relating to a deflector wall for aircraft ground testing. Background Technology

[0002] With the progress of my country's economy and the development of the aviation industry, people's demand for efficient land use and the creation of a livable environment is growing. When aircraft are conducting ground tests, the high-temperature and high-speed exhaust duct behind the engine and the negative pressure environment in front of the engine may cause harm to people and facilities on the ground. In addition, the aircraft engine will generate a lot of noise during the intake process, causing serious hearing interference to the surrounding residents and even damaging their hearing. Therefore, there is an urgent need for a deflector wall that is low in noise, prevents the occurrence of negative pressure, and can provide sufficient airflow for the engine. Summary of the Invention

[0003] (1) Technical problems to be solved

[0004] This invention discloses a deflector wall for aircraft ground testing, aiming to provide a deflector wall that combines airflow guidance, sound insulation protection, and effective control of aerodynamic negative pressure.

[0005] (2) Technical solution

[0006] This invention discloses a deflector wall for aircraft ground testing, comprising a barrier component that is U-shaped and encloses the aircraft. The barrier component includes a side deflector wall corresponding to the side of the aircraft and a rear side deflector wall corresponding to the tail of the aircraft. The side deflector wall includes a windward side and a leeward side. A fixing frame is connected to the leeward side, and the fixing frame is connected to ground anchor bolts to support the side deflector wall. The rear side deflector wall is fixedly connected to the ground concrete.

[0007] The length of the side air intake wall exceeds the position of the nose of the aircraft during the test run, and an air intake channel is provided at the side air intake wall corresponding to the side wing of the aircraft during the test run. The air intake channel penetrates the side air intake wall to supplement the airflow to the engine of the side wing near the air intake channel.

[0008] Furthermore, the air intake channel includes an air inlet and an air duct connected to the air inlet, and the air intake channel is inclined obliquely to the rear of the aircraft fuselage.

[0009] Furthermore, a sound-absorbing plate is provided on the inner peripheral wall of the air intake channel, and the sound-absorbing plate is provided with a plurality of sound-absorbing holes.

[0010] Furthermore, it also includes a connector that securely connects the air intake channel to the mounting bracket.

[0011] Furthermore, the side guide wall is composed of several metal plates spliced ​​together. The side guide wall includes a connecting part and an air intake part. The air intake channel is disposed at the air intake part. The connecting part is detachably connected to the rear guide wall.

[0012] Furthermore, the connecting portion is arc-shaped and tapered.

[0013] Furthermore, a guide plate is fixedly connected to the mounting bracket near the air intake opening, and the guide plate is designed to be inclined.

[0014] Furthermore, the top surface of the guide plate is provided with an arc-shaped portion.

[0015] Furthermore, the end of the air intake that is away from the rear guide wall is a guide surface, and the end face of the guide surface is inclined upward towards the tail of the aircraft, and the top of the end face is provided with a bevel line.

[0016] Furthermore, the vertical height of the barrier is higher than the height of the aircraft.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] 1. By setting up an air intake channel, airflow is introduced on the side of the aircraft directly opposite the engine, which solves the problem that the length of the side air intake wall is much longer than the fuselage length, thus causing insufficient air intake of the two engines and affecting the test. At the same time, setting up an air intake channel reduces the pressure difference between the inside and outside of the air intake wall, which is beneficial to the test environment of the aircraft.

[0019] 2. By combining the side and rear guide walls, a three-sided enclosure is achieved, which instantly guides the high-pressure and high-temperature gas ejected from the engine into the air. Furthermore, the height of the barrier components is higher than the fuselage height, which significantly improves the sound insulation protection effect for the surrounding ground operating area and residential areas further away, reduces auditory interference and the risk of hearing damage, and maintains the normal wind speed and sound field environment of the surrounding ground area.

[0020] 3. The design of installing a sound-absorbing plate and sound-absorbing holes in the air intake channel solves the problem of a large amount of noise generated during the air intake process, which affects the surrounding residents and improves the noise reduction effect.

[0021] 4. The connecting part is arc-shaped and tapered. By designing the arc-shaped connecting part, the airflow ejected from the aircraft engine conforms to the principle of streamlined drag reduction, avoiding the generation of vortices by right-angle turns; reducing the energy loss of airflow turning and maintaining the guiding kinetic energy of the wake. Attached Figure Description

[0022] Figure 1 The structural usage state of the present invention Figure 1 .

[0023] Figure 2 The structural usage state of the present invention Figure 2 .

[0024] Figure 3 The structural usage state of the present invention Figure 3 .

[0025] Figure 4 This is a front view of the present invention.

[0026] Figure 5 For the present invention Figure 4 Enlarged view of point C.

[0027] Figure 6 This is a cross-sectional view of the air inlet channel of the present invention.

[0028] Figure 7 This is a schematic diagram of the side guide wall structure of the present invention.

[0029] Figure 8 This is a schematic diagram of the connector structure of the present invention.

[0030] Figure 9 This is a schematic diagram of the connecting frame structure of the present invention.

[0031] Figure 10 For the present invention Figure 9 Enlarged view of point B.

[0032] Reference numerals: 1-Barrier component, 11-Side guide wall, 111-Windward surface, 112-Leisure surface, 113-Connecting part, 114-Air intake, 1141-Guide surface, 1142-Cow angle line, 12-Rear guide wall, 13-Metal plate, 131-Diagonal line, 132-Connecting plate, 2-Aircraft, 21-Nose, 22-Side wing, 23-Engine, 3-Air intake passage, 31-Silencer plate, 311-Silencer hole, 32-Connecting component, 33-Air inlet, 34-Air intake duct, 4-Fixed frame, 41-Guide plate, 411-Arc-shaped part, 5-Air intake assembly, 6-Connecting frame, 7-Module. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] like Figure 1-10As shown, this invention discloses a deflector wall for ground testing of an aircraft 2, including a barrier component 1. The barrier component 1 includes a side deflector wall 11 corresponding to the side of the aircraft 2 and a rear side deflector wall 12 corresponding to the tail of the aircraft 2. There are two side deflector walls 11, and they are symmetrically designed about the central axis E1 of the rear side deflector wall 12, so that the barrier component 1 is U-shaped and surrounds the aircraft 2 on three sides, protecting the entire ground testing area of ​​the aircraft 2 on three sides and maintaining the normal wind speed and sound field environment of the surrounding ground area. When in use, the aircraft 2 starts, and the engine 23 of the aircraft 2 starts to rotate at high speed, drawing a large amount of air from the direction of the nose 21, i.e., the opening of the deflector wall, into the air intake of the engine 23. Then, the air is compressed and burned by the engine 23, and then the high temperature and high pressure gas is ejected backward and discharged upward through the rear side deflector wall 12.

[0035] like Figure 1-3 As shown, since some aircraft 2 have twin engines 23 on one wing 22, and the length of the side air deflector 11 exceeds the position of the nose 21 of the aircraft 2 during the test, this design will cause insufficient air intake for the engines 23 of the aircraft 2 during the test. The engines 23 cannot get enough air intake from the front of the nose 21 of the aircraft 2, which will result in insufficient air intake for the engines 23, especially those far from the fuselage of the aircraft 2, thus affecting the test.

[0036] Therefore, in order to ensure that the engine 23 of the aircraft 2 receives sufficient air intake, an air intake channel 3 is provided at the side guide wall 11 corresponding to the side wing 22 of the aircraft 2 during test. The air intake channel 3 penetrates the side guide wall 11 and provides airflow to the engine 23 of the side wing 22 near the air intake channel 3 for supplemental air intake.

[0037] Meanwhile, the side guide wall 11 includes a windward side 111 and a leeward side 112. A fixing frame 4 is connected to the leeward side 112. The fixing frame 4 is connected to the ground anchor bolts to support the side guide wall 11. The rear guide wall 12 is fixedly connected to the ground concrete. In use, the engine 23 of the aircraft 2 draws in air from the direction of the nose 21. Then the engine 23 ejects airflow. The ejected airflow is guided from the windward side 111 to the rear guide wall 12 and instantly directed into the air. At this time, the air pressure on both sides of the engine 23 of the aircraft 2 is in a negative pressure state. By setting the air intake channel 3, the airflow at the leeward side 112 is introduced to provide sufficient airflow to the engine 23 at the side wing 22. At the same time, the pressure difference between the inside and outside of the side guide wall 11 is reduced, avoiding the generation of negative pressure that would cause excessive aerodynamic pressure loss introduced by the guide wall.

[0038] In existing technologies, only the rear side airflow wall 12 concentrated at the rear of the aircraft 2 is used for airflow guidance, leaving the sides of the aircraft 2 exposed. Therefore, the lateral airflow still has a significant impact. At the same time, during ground testing, crosswinds or irregular lateral airflow caused by the operation of the engine 23 itself can seriously affect the intake efficiency of the engine 23, causing uneven intake, especially for the engine 23 which is far from the fuselage, and may interfere with the test data of the engine 23. The three-sided enclosed structure isolates the test area of ​​the aircraft 2 from the external environment, greatly reducing the interference of lateral airflow on the intake of the engine 23, and ensuring that the airflow mainly enters stably and in a controlled manner from the designed front and side air intake channels 3.

[0039] Furthermore, since the length of the side guide wall 11 exceeds the position of the nose 21 of the aircraft 2 during the test run, when the engine 23 draws in air forcefully, a strong negative pressure zone will be formed on the inner side of the side wall adjacent to the engine 23. This will not only hinder the intake of the engine 23, especially the outer engine 23, but also generate a huge pressure difference between the inside and outside of the guide wall. This pressure difference will generate a huge suction load on the guide wall structure, which may cause damage. Through the three-sided enclosure structure, in conjunction with the air intake channel on the side wall, the pressure inside and outside the side wall can be effectively balanced.

[0040] At the same time, the intake passage 3 allows air with higher pressure on the leeward side 112 to flow into the inner low-pressure area, significantly reducing the negative pressure intensity, reducing the pressure difference between the inside and outside, thereby reducing aerodynamic pressure loss, protecting the safety of the guide wall structure, and improving the intake environment of the engine 23.

[0041] like Figure 4-5 As shown, in this embodiment, the horizontal length L3 of the air intake channel 3 is 5700mm and the width L4 is 1150mm.

[0042] The air intake channel 3 is designed to prevent negative pressure and to replenish air to the engine 23. However, when the airflow enters the windward side 111 from the leeward side 112, it generates a lot of noise. To protect the surrounding environment and personnel, a sound-absorbing plate 31 is provided on the inner peripheral wall of the air intake channel 3, and the wall surface of the sound-absorbing plate 31 is made of resistive sound-absorbing material.

[0043] Preferably, the resistive sound-absorbing material is centrifugal fiber glass.

[0044] It should be noted that the bulk density of the resistive sound-absorbing material in this embodiment is 32 kg / m³. 3 The material thickness is 50mm.

[0045] Furthermore, such as Figure 6As shown, the sound-absorbing plate 31 is provided with a plurality of sound-absorbing holes 311. In this embodiment, the diameter of the sound-absorbing holes 311 is limited to 3mm to 5mm, and the perforation rate of the sound-absorbing plate 31 is 30% to 40%.

[0046] Specifically, such as Figure 6 As shown, the air intake channel 3 includes an air inlet 33 and an air duct 34 communicating with the air inlet 33. The sound-absorbing plate 31 is disposed on the inner peripheral wall of the air duct 34. The air inlet 33 faces the aircraft 2 directly, and the air intake channel 3 is inclined to the rear of the aircraft 2 fuselage, extending the airflow path in the duct and increasing the effective time of the sound-absorbing material, thereby improving the noise reduction effect. At the same time, although the aircraft 2's engine 23 mainly draws air from the direction of the nose 21 during ground testing, it is affected by the airflow around the fuselage and wings. The air intake of engine 23 near the trailing edge of the wing actually has a rearward intake component, especially the outer engine 23 in the twin-engine configuration. The air intake channel opened in the vertical wall will cause the airflow to turn sharply, increasing the flow resistance. By designing the air intake channel 3 to be inclined to the rear of the fuselage, it is closer to the actual airflow direction of the engine 23 air intake. The airflow does not need to turn sharply when passing through the channel, the flow is smoother, significantly reduces aerodynamic pressure loss, improves air replenishment efficiency, and ensures that the engine 23, especially the outer engine 23, gets sufficient air intake.

[0047] The air intake channel 3 also includes a connector 32, which fixes the air intake channel 3 to the mounting bracket 4.

[0048] Because the high-temperature, high-speed exhaust jet from engine 23 has strong kinetic energy and thermal radiation, if the height of barrier 1 is lower than the height of the aircraft 2 / engine 23 nozzle, the exhaust jet will spread upwards and to the sides without restraint. By designing the vertical height of barrier 1 to be higher than the height of aircraft 2, the rising exhaust jet can be captured more effectively and forcibly guided to the rear and upper airspace, greatly reducing the risk of impact and thermal radiation from the exhaust jet to ground heat sources, facilities, and the rear area. At the same time, according to the principle of sound barriers, the higher the barrier, the larger the protected low-noise area, and the more significant the noise reduction effect on high-frequency noise. This significantly improves the sound insulation protection effect around the ground operation area and residential areas further away, reducing the risk of auditory interference and hearing damage. This is especially important for suppressing the upward propagation of low-frequency noise from engine 23.

[0049] Since different types of aircraft 2 may differ in height and length, the height of the barrier component 1 is set to match the type and design height of the aircraft 2 that actually needs to be tested. In this embodiment, the horizontal length L1 of the side guide wall 11 is 96000mm, the cross-sectional width L2 including the fixing frame 4 is 4500mm, and the height H1 is 15600mm.

[0050] Preferably, such as Figure 4 As shown, the side guide wall 11 forms an air intake group 5 with multiple air intake channels 3 along the vertical direction. The multiple air intake groups 5 are spaced apart along the horizontal direction. In this embodiment, there are seven groups of air intake channels 3. The air intake channel 3 near the nose 21 of the aircraft 2 is the first group, and so on. The distance D1 between each pair of the air intake channels 3 from the first group to the fourth group is 7334mm, and the distance D2 between each pair of the air intake channels 3 from the fourth group to the seventh group is 3667mm. Through this design of being sparse in the front and dense in the back, the speed and pressure lock position of the airflow near the side guide wall 11 changes when the aircraft 2 engine 23 is running. The airflow velocity is lower and the pressure is higher in the direction of the nose 21 of the aircraft 2. Due to the influence of airflow acceleration or vortices, the pressure change is greater in the rear section. The spacing design of the front and rear is denser to help balance the pressure difference in different areas and optimize airflow guidance. At the same time, the position and intensity of the noise source vary along the length of the side guide wall 11. Because the rear section is close to the tail nozzle of the engine 23, the airflow velocity is higher, and a denser air intake channel 3 is required to handle the greater flow and velocity, and reduce turbulence and noise. The noise near the nozzle of the engine 23 is more concentrated, and a denser silencing knot is required in the rear section to effectively attenuate the noise. The front-sparse and rear-dense structure is used to match the noise frequency and intensity in different areas.

[0051] Specifically, such as Figure 7 As shown, the side guide wall 11 is spliced ​​together from several continuous metal plates 13. Except for the air intake channel 3 running through the continuous metal plates 13, there are no gaps, which prevents the airflow from passing through the gaps between the metal plates 13, thereby improving the guiding effect.

[0052] Furthermore, such as Figure 8 As shown, the upper and lower adjacent metal plates 13 are connected by a connecting plate 132. In use, the upper and lower metal plates 13 are fixedly connected by the connecting plate 132. The design of the connecting plate 132 prevents airflow from leaking out through the gap between the metal plates 13.

[0053] Furthermore, such as Figure 9 As shown, the connecting plate 132 connects a row of metal plates 13 together to form a module 7. The adjacent modules 7 are fixedly connected by a connecting frame 6, which is a shear support. Forming the module 7 makes production, transportation and assembly more convenient, and the connection strength is improved by connecting through the connecting frame 6. This method has low production cost and obvious effect.

[0054] Specifically, the side guide wall 11 includes a connecting part 113 and an air intake part 114. The air intake channel 3 is disposed at the air intake part 114. The connecting part 113 is detachably connected to the rear side guide wall 12. The air intake part 114 is slightly inclined or parallel to the fuselage extension direction of the aircraft 2 to reduce the impact angle between the airflow and the wall surface, reduce the risk of flow separation, ensure that the axis of the air intake channel 3 is aligned with the intake area of ​​the engine 23, and improve the air replenishment efficiency.

[0055] Furthermore, the connecting part 113 is arc-shaped and tapering. By designing the arc-shaped connecting part 113, the airflow ejected from the aircraft 2 engine 23 conforms to the principle of streamlined drag reduction, avoiding the generation of vortices from right-angle turns; reducing the energy loss of airflow turning, maintaining the guiding kinetic energy of the wake; right-angle connections are prone to forming local low-pressure areas at corners, exacerbating the pressure difference inside and outside the guide wall, and increasing the load on the anchor bolts. The arc-shaped design smooths the pressure gradient, reduces the pulsating load on the concrete foundation, and combined with the air pressure balancing effect of the air intake channel 3, completely eliminates the risk of wall resonance caused by negative pressure.

[0056] Specifically, such as Figure 10 As shown, a guide plate 41 is fixedly connected to the fixed frame 4 near the opening side of the air intake 114. The guide plate 41 is designed with an inclination. The top surface of the guide plate 41 is provided with an arc-shaped part 411. The guide plate 41 is fixed to the air intake side of the fixed frame 4 at a certain angle. The inclined surface extends to the gap between the leeward side 112 and the ground. The top adopts a continuous gradient curvature and smoothly transitions with the inclined plate surface to form an aerodynamic airfoil profile.

[0057] Specifically, such as Figure 4 and Figure 7 As shown, the end of the side airflow deflector 11 near the nose 21 of the aircraft 2 is a guide surface 1141. The end face of the guide surface 1141 is inclined upwards towards the tail of the aircraft 2. A guide line 1142 is provided at the top of this end face. The metal plate 13 located at the airflow deflector 1141 is set as an inclined surface. Connecting a row of inclined metal plates 13 forms an inclined line 131. The inclined metal plates 13 intersect with the top horizontal line to form the guide line 1142. In this embodiment, the guide line 1142 is an arc with a radius R1 of 1200mm. The oblique line 131 forms an angle A with the ground, and the angle A is 80°. Since the airflow impact force at the nose 21 of the aircraft 2 is relatively large, the airflow guide surface 1141 is set on one side of the side guide wall 11 near the nose 21 of the aircraft 2 to guide the airflow upward and reduce the impact on the ground. The oblique structure of the oblique line 131 and the guide angle line 1142, as well as the arc structure at the top, play a guiding role, reducing the effect of turbulence on the airflow of the aircraft 2 test, so that the airflow inhaled by the engine 23 of the aircraft 2 will not have turbulence, thus ensuring good operating conditions of the aircraft 2 test.

[0058] The working principle of the present invention will be explained in detail below;

[0059] When in use, the aircraft 2 starts up, and the engine 23 of the aircraft 2 starts to rotate at high speed, drawing a large amount of air from the direction of the nose 21, i.e. the opening of the air intake wall, into the air intake duct of the engine 23. By setting the air intake duct 3, the airflow from the leeward side 112 is introduced to provide some airflow to the engine 23 at the side wing 22 for supplementing air, while reducing the pressure difference between the inside and outside of the side air intake wall 11, avoiding the generation of negative pressure that would cause excessive aerodynamic pressure loss introduced by the air intake wall. Then, the engine 23 compresses and burns the gas, and then the high temperature and high pressure gas is ejected backward, flows upward through the rear side air intake wall 12, and is instantly guided into the air.

[0060] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other implementations that can be understood by those skilled in the art.

[0061] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A deflector wall for aircraft ground testing, characterized in that, The system includes a barrier component (1), which is U-shaped and encloses the aircraft (2). The barrier component (1) includes a side guide wall (11) corresponding to the side of the aircraft (2) and a rear side guide wall (12) corresponding to the tail of the aircraft (2). The side guide wall (11) includes a windward side (111) and a leeward side (112). A fixing frame (4) is connected to the leeward side (112). The fixing frame (4) is connected to the ground anchor bolts to support the side guide wall (11). The rear side guide wall (12) is fixedly connected to the ground concrete. The length of the side guide wall (11) exceeds the position of the nose (21) of the aircraft (2) during the test run, and an air intake channel (3) is provided at the side guide wall (11) corresponding to the side wing (22) of the aircraft (2) during the test run. The air intake channel (3) penetrates the side guide wall (11) to supplement the airflow to the engine (23) of the side wing (22) near the air intake channel (3).

2. The airflow deflector for aircraft ground testing according to claim 1, characterized in that, The air intake channel (3) includes an air inlet (33) and an air duct (34) connected to the air inlet (33), and the air intake channel (3) is inclined to the rear of the aircraft (2) fuselage.

3. The airflow deflector for aircraft ground testing according to claim 2, characterized in that, The inner peripheral wall of the air intake channel (3) is provided with a sound-absorbing plate (31), and the sound-absorbing plate (31) is provided with a plurality of sound-absorbing holes (311).

4. The airflow deflector for aircraft ground testing according to claim 3, characterized in that, It also includes a connector (32) that fixes the air intake channel (3) to the mounting bracket (4).

5. The airflow deflector for aircraft ground testing according to claim 1, characterized in that, The side guide wall (11) is assembled from several metal plates (13). The side guide wall (11) includes a connecting part (113) and an air intake part (114). The air intake channel (3) is located at the air intake part (114). The connecting part (113) is detachably connected to the rear guide wall (12).

6. The airflow deflector for aircraft ground testing according to claim 5, characterized in that, The connecting part (113) is arc-shaped and contracted.

7. The airflow deflector for aircraft ground testing according to claim 5, characterized in that, The fixed bracket (4) is fixedly connected to a guide plate (41) near the opening side of the air intake (114), and the guide plate (41) is designed to be inclined.

8. The airflow deflector for aircraft ground testing according to claim 7, characterized in that, The top surface of the guide plate (41) is provided with an arc-shaped part (411).

9. The airflow deflector for aircraft ground testing according to claim 5, characterized in that, The end of the air intake (114) away from the rear guide wall (12) is a guide surface (1141), the end face of the guide surface (1141) is inclined upward towards the tail of the aircraft (2), and the top of the end face is provided with a guide line (1142).

10. The airflow deflector for aircraft ground testing according to claim 1, characterized in that, The vertical height of the barrier (1) is higher than the height of the aircraft (2).

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