Airflow high lift device and vector control device for outer duct of aviation turbofan engine

Abstract

The utility model provides an aviation turbofan engine outer duct airflow high lift device and a vector control device, and belongs to the technical field of aerospace. The outer duct airflow high lift device of the aviation turbofan engine comprises an outer mounting ring, an inner fixing ring and an airflow high lift assembly. And the two airflow lift augmentation assemblies comprise lift augmentation front edge plates, the two lift augmentation front edge plates are fixedly connected with the opposite faces, in the transverse direction, of the outer mounting ring and the inner fixing ring correspondingly, and one sides of the two lift augmentation front edge plates are rotationally connected with lift augmentation rear edge plates. According to the high-bypass-ratio turbofan engine, the lift augmentation assembly and the direction control surface are additionally arranged on the outer duct of the high-bypass-ratio turbofan engine, airflow distribution and the vector direction in the outer duct are accurately regulated and controlled, collaborative optimization of thrust and lift force of the engine is achieved, and therefore the overall efficiency and fuel economy of the engine are improved.

Description

Technical Field

[0001] The present application relates to the field of aerospace, and more specifically, to an aerospace turbofan engine outer duct airflow lift enhancement device and a vector control device. Background Art

[0002] As the global aviation market continues to expand and competition intensifies, the need to improve flight efficiency and reduce operating costs is becoming increasingly evident. Take fuel consumption, for example. High fuel costs are a significant component of airline operating expenses. If aircraft engine performance fails to meet requirements, aircraft will require more fuel to complete their missions, increasing airline operating costs. Furthermore, high fuel consumption also means higher carbon emissions, which goes against global environmental trends. Increasingly stringent environmental regulations are also posing new challenges to aircraft engine technology. Improving engine efficiency is imperative.

[0003] Turbofan engines are widely used in civil aviation, with most medium- and long-range civil trunk airliners using high-bypass turbofan engines. For high-bypass turbofan engines, over 75%-80% of the thrust is generated by the bypass flow, with the inner flow contributing only a small portion. However, turbojet engines currently make relatively little use of this bypass flow, and its utilization and conversion rate need to be improved. Utility Model Content

[0004] In order to make up for the above shortcomings, the present application provides an aviation turbofan engine outer duct airflow lift enhancement device and a vector control device, aiming to improve the current problem that turbojet engines make relatively little use of the outer duct airflow, and the utilization and conversion rate of the outer duct airflow need to be improved.

[0005] On the one hand, an embodiment of the present application provides an airflow enhancement device for an outer duct of an aviation turbofan engine, comprising an outer mounting ring, an inner fixing ring, and an airflow enhancement assembly.

[0006] The two airflow lift enhancement components include lift-enhancing leading edge plates, which are fixedly connected to the opposite surfaces of the outer mounting ring and the inner fixed ring in the transverse direction respectively, and one side of the two lift-enhancing leading edge plates is rotatably connected to a lift-enhancing trailing edge plate.

[0007] In a specific embodiment, the two lift-enhancing leading edge panels have the same shape as an aircraft wing.

[0008] In a specific embodiment, the two lift-enhancing leading edge plates are symmetrically fixedly connected to opposite surfaces of the outer mounting ring and the inner fixing ring in the transverse direction.

[0009] In a specific embodiment, a first rotating shaft is fixedly connected to a side of the lift-enhancing leading edge plate close to the lift-enhancing trailing edge plate, and the lift-enhancing trailing edge plate is rotatably connected to the first rotating shaft.

[0010] On the other hand, an embodiment of the present application further provides an aviation turbofan engine duct vector control device, including the above-mentioned aviation turbofan engine duct airflow enhancement device and vector control component.

[0011] The vector control assembly includes two front curved plates, and the two front curved plates are respectively fixedly connected to the vertically opposite surfaces of the outer mounting ring and the inner fixed ring. One side of the two front curved plates is rotatably connected to the rear curved plate, and the side of the two front curved plates away from the rear curved plate forms a rudder surface.

[0012] In a specific embodiment, the shapes of the two front curved panels are the same as those of the vertical tail of an aircraft.

[0013] In a specific embodiment, the two front arc-shaped plates are asymmetrically fixedly connected to opposite surfaces of the outer mounting ring and the inner fixing ring in a vertical direction.

[0014] In a specific embodiment, a second rotating shaft is fixedly connected to a side of the front curved plate close to the rear curved plate, and the rear curved plate is rotatably connected to the second rotating shaft.

[0015] Beneficial effects:

[0016] 1. By adding airflow lift enhancement components and rudder surfaces to the outer duct of a high-bypass turbofan engine, the airflow distribution and vector direction in the outer duct can be precisely controlled to achieve coordinated optimization of engine thrust and lift, thereby improving the overall efficiency and fuel economy of the engine.

[0017] 2. The lift-enhancing assembly utilizes a unique downward-curved airfoil design, combined with variable angle adjustment of the lift-enhancing trailing edge panel, effectively enhancing the engine's lift performance. This design enables the engine to maintain a high lift coefficient in various flight conditions, thereby optimizing flight performance.

[0018] 3. The rudder surfaces installed within the outer ducts can fine-tune flight direction by precisely controlling their deflection angle. This design is equivalent to integrating a miniature vectoring engine within the engine, significantly enhancing the aircraft's maneuverability and controllability. Improved Engine Efficiency: By optimizing airflow distribution and vectoring, the engine's thrust and lift output are effectively increased. This synergistic optimization enables the engine to generate greater thrust and lift at the same power, significantly improving its overall efficiency. Reduced Fuel Consumption: Increased engine efficiency directly reduces fuel consumption. For the same range, the aircraft requires less fuel, which not only reduces operating costs but also minimizes environmental impact, aligning with the development of green aviation. Improved Flight Performance: The introduction of lift-enhancing components and vectoring control components enables the aircraft to exhibit superior flight performance throughout takeoff, climb, cruise, and landing. This not only improves flight safety and comfort, but also enables the aircraft to adapt to a wider range of missions and scenarios, broadening its application range. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the implementation methods of the present application, the following is a brief introduction to the drawings required for use in the implementation methods. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 This is a schematic structural diagram of the first perspective of an aviation turbofan engine outer duct airflow enhancement device and a vector control device provided in an embodiment of the present application;

[0021] Figure 2 A schematic diagram of the structure of the outer bypass airflow lift enhancement device and vector control device of an aviation turbofan engine provided by an embodiment of the present application from a second perspective;

[0022] Figure 3 A schematic diagram of the structure of an airflow enhancement assembly provided in an embodiment of the present application;

[0023] Figure 4 A schematic diagram of the vector control component structure provided in an embodiment of the present application.

[0024] In the figure: 1-outer mounting ring; 2-inner fixing ring; 3-airflow lift enhancement assembly; 31-lift enhancement leading edge plate; 32-lift enhancement trailing edge plate; 33-first rotating shaft; 34-first sleeve; 4-vector control assembly; 41-front curved plate; 42-rear curved plate; 43-second rotating shaft; 44-second sleeve. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0026] See also Figures 1-4 The present application provides an airflow lift enhancement device for the outer duct of an aviation turbofan engine, comprising an outer mounting ring 1, an inner fixing ring 2 and an airflow lift enhancement component 3. The present application is assembled on the outer duct of a high bypass ratio aviation turbofan engine.

[0027] See also Figure 1 、 Figure 2 and Figure 3 The two airflow lift enhancement components 3 include lift-enhancing leading edge panels 31, which are fixedly connected to the transversely opposing surfaces of the outer mounting ring 1 and the inner fixed ring 2, respectively. A lift-enhancing trailing edge panel 32 is rotatably connected to one side of each lift-enhancing leading edge panel 31. The two lift-enhancing leading edge panels 31 have the same shape as an aircraft wing. The two lift-enhancing leading edge panels 31 are symmetrically fixedly connected to the transversely opposing surfaces of the outer mounting ring 1 and the inner fixed ring 2, respectively. A first rotating shaft 33 is fixedly connected to the side of the lift-enhancing leading edge panel 31 near the lift-enhancing trailing edge panel 32. Specifically, one end of the first rotating shaft 33 is fixedly connected to the outer wall of the inner fixed ring 2, enhancing the stability of the first rotating shaft 33 and the lift-enhancing trailing edge panel 32. The lift-enhancing trailing edge panel 32 is rotatably connected to the first rotating shaft 33. Specifically, first sleeves 34 are fixedly connected to the ends of the lift-enhancing trailing edge panel 32 near the first rotating shaft 33, respectively. The two first sleeves 34 are rotatably connected to the ends of the first rotating shaft 33, respectively. The lift-enhancing assembly 3 mimics the streamlined design of a civil aircraft wing. The lower curved airfoil of the lift-enhancing leading edge panel 31 effectively guides airflow. Guided by guide vanes, airflow passing through the lift-enhancing leading edge panel 31 generates upward lift. This allows the turbofan engine to provide not only traditional thrust but also additional lift for the aircraft, thereby enhancing the aircraft's climb capability and maneuverability. The lift-enhancing trailing edge panel 32 functions similarly to the flaps on an aircraft wing. This allows the lift-enhancing trailing edge panel 32 to adjust in real time based on flight conditions to meet lift requirements at varying speeds and altitudes. At low speeds, the angle can be increased to increase the lift coefficient and improve climb efficiency; at high speeds, the trailing edge angle can be decreased to reduce drag and maintain stability at high speeds. The addition of two lift-enhancing assemblies 3 within the outer duct significantly enhances the performance of the high-bypass turbofan engine. It not only provides greater thrust for the aircraft but also generates additional lift to optimize the aircraft's flight trajectory and performance. This innovative design not only improves the aircraft's climbing ability and maneuverability, but also reduces fuel consumption and emissions, further enhancing the aircraft's economy and environmental performance.

[0028] See also Figures 1-4The embodiment of the present application further provides an aviation turbofan engine outer duct vector control device, including the above aviation turbofan engine outer duct airflow lift enhancement device and vector control component 4.

[0029] See also Figure 1 、 Figure 2 and Figure 4 The vector control assembly 4 includes two front curved plates 41, each fixedly connected to the vertically opposing surfaces of the outer mounting ring 1 and the inner stationary ring 2. A rear curved plate 42 is rotatably connected to one side of each front curved plate 41. The sides of each front curved plate 41 facing away from the rear curved plate 42 form a rudder surface. The shape of the two front curved plates 41 is similar to that of an aircraft's vertical stabilizer. The two front curved plates 41 are asymmetrically fixedly connected to the vertically opposing surfaces of the outer mounting ring 1 and the inner stationary ring 2. A second rotating shaft 43 is fixedly connected to the side of each front curved plate 41 proximal to the rear curved plate 42. Specifically, one end of the second rotating shaft 43 is fixedly connected to the outer wall of the inner stationary ring 2. The rear curved plate 42 is rotatably connected to the second rotating shaft 43. Specifically, a second sleeve 44 is fixedly connected to each end of the rear curved plate 42 proximal to the second rotating shaft 43. The two second sleeves 44 are rotatably connected to the ends of the second rotating shaft 43. The design of the vector control assembly 4 draws inspiration from the vertical stabilizer and rudder surfaces at the tail of an aircraft. These surfaces not only share similar appearance and function but also demonstrate significant potential for improving engine performance. This vector control assembly 4, known as the "duct vector control surface system," is installed on the inner wall of the engine's duct, forming a structure similar to the tail control surfaces of an aircraft. The rudder surfaces are connected via a sophisticated transmission mechanism, enabling precise control of their left and right deflection angle and speed. When the engine is running, the airflow within the duct is affected by these rudder surfaces, causing subtle changes in flow direction. By precisely controlling the deflection of these rudder surfaces, the distribution and direction of the airflow within the duct can be effectively adjusted, thereby achieving vector control of the engine's thrust. This not only improves the engine's thrust performance but also improves its thrust distribution, making the aircraft more stable and maneuverable during flight. Specifically, when the aircraft's flight direction needs to be changed, the control system issues a command, driving the rudder surfaces via the transmission mechanism to deflect accordingly. As the rudder surfaces deflect, the airflow within the duct changes direction, generating a small thrust vector component. This component, combined with the main thrust of the engine, acts on the aircraft, enabling it to fine-tune its flight direction without changing the magnitude of the main thrust.

[0030] The working principle of the external bypass airflow enhancement device and vector control device of the aviation turbofan engine:

[0031] The lift-enhancing assembly 3 mimics the streamlined design of a civil aircraft wing. The lower curved airfoil of the lift-enhancing leading edge panel 31 effectively guides airflow. Guided by guide vanes, airflow passing through the lift-enhancing leading edge panel 31 generates upward lift. This allows the turbofan engine to provide not only traditional thrust but also additional lift for the aircraft, thereby enhancing the aircraft's climb capability and maneuverability. The lift-enhancing trailing edge panel 32 functions similarly to the flaps on an aircraft wing. This allows the lift-enhancing trailing edge panel 32 to adjust in real time based on flight conditions to meet lift requirements at varying speeds and altitudes. At low speeds, the angle can be increased to increase the lift coefficient and improve climb efficiency; at high speeds, the trailing edge angle can be decreased to reduce drag and maintain stability at high speeds. The addition of two lift-enhancing assemblies 3 within the outer duct significantly enhances the performance of the high-bypass turbofan engine. It not only provides greater thrust for the aircraft but also optimizes the aircraft's flight trajectory and performance by generating additional lift. This innovative design not only improves the aircraft's climb capability and maneuverability, but also reduces fuel consumption and emissions, further enhancing the aircraft's economy and environmental performance. The design of the vector control assembly 4 draws inspiration from the vertical stabilizer and rudder surfaces on an aircraft's tail. These surfaces not only share similar appearance and function, but also demonstrate significant potential for improving engine performance. This vector control assembly 4, known as the "duct vector control surface system," is installed on the inner wall of the engine's duct, forming a structure similar to the control surfaces on an aircraft's tail. The rudder surfaces are connected by a sophisticated transmission mechanism, enabling precise control of their left and right deflection angle and speed. When the engine is running, the airflow within the duct is affected by these rudder surfaces, causing subtle changes in flow direction. By precisely controlling the deflection of the rudder surfaces, the distribution and direction of the airflow within the duct can be effectively adjusted, thereby achieving vector control of the engine's thrust. This not only improves the engine's thrust performance but also improves its thrust distribution, making the aircraft more stable and maneuverable during flight. Specifically, when the aircraft's flight direction needs to be changed, the control system issues a command, which drives the rudder surfaces via the transmission mechanism to deflect accordingly. As the rudder surface deflects, the airflow in the outer duct will change direction, generating a tiny thrust vector component. This component, combined with the main thrust of the engine, acts on the aircraft together, enabling it to achieve fine-tuning of the flight direction without changing the magnitude of the main thrust. By adding an airflow lift component 3 and rudder surfaces to the outer duct of a high-bypass turbofan engine, the airflow distribution and vector direction in the outer duct can be precisely controlled to achieve coordinated optimization of the engine thrust and lift, thereby improving the overall efficiency and fuel economy of the engine. The airflow lift component 3 adopts a unique lower arc airfoil design, combined with the variable angle adjustment of the lift-enhancing trailing edge plate 32, which effectively improves the lift performance of the engine. This design enables the engine to maintain a high lift coefficient in a variety of flight conditions, thereby optimizing flight performance.The rudder surfaces installed within the outer ducts can fine-tune flight direction by precisely controlling their deflection angle. This design is equivalent to integrating a miniature vectoring engine within the engine, significantly enhancing the aircraft's maneuverability and controllability. Improving engine efficiency: By optimizing airflow distribution and vectoring, the engine's thrust and lift output are effectively increased. This synergistic optimization enables the engine to generate greater thrust and lift at the same power, significantly improving its overall efficiency. Reducing fuel consumption: The increased engine efficiency directly reduces fuel consumption. For the same range, the aircraft requires less fuel, which not only reduces operating costs but also minimizes environmental impact, in line with the development of green aviation. Improving flight performance: The introduction of the Airlift Enhancement Module 3 and the Vectoring Control Module 4 enables the aircraft to exhibit superior flight performance throughout all phases of takeoff, climb, cruise, and landing. This not only improves flight safety and comfort, but also enables the aircraft to adapt to a wider range of missions and scenarios, broadening its application range.

[0032] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

Claims

1. An aircraft turbofan engine outer duct airflow lift-enhancing device, characterized in that: include An outer mounting ring (1), an inner fixed ring (2) and an airflow lift-enhancing assembly (3), wherein the two airflow lift-enhancing assemblies (3) include lift-enhancing leading edge plates (31), the two lift-enhancing leading edge plates (31) are respectively fixedly connected to opposite surfaces of the outer mounting ring (1) and the inner fixed ring (2) in the transverse direction, and one side of the two lift-enhancing leading edge plates (31) is rotatably connected to a lift-enhancing trailing edge plate (32).

2. The aircraft turbofan engine outer duct airflow lift-increasing device according to claim 1, characterized in that: The shapes of the two lift-enhancing leading edge panels (31) are the same as those of aircraft wings.

3. The aircraft turbofan engine outer duct airflow lift-increasing device according to claim 1, characterized in that: The two lift-enhancing leading edge plates (31) are symmetrically fixedly connected to opposite surfaces of the outer mounting ring (1) and the inner fixing ring (2) in the transverse direction.

4. The aircraft turbofan engine outer duct airflow enhancement device according to claim 1, characterized in that: A first rotating shaft (33) is fixedly connected to one side of the lift-enhancing leading edge plate (31) close to the lift-enhancing trailing edge plate (32), and the lift-enhancing trailing edge plate (32) is rotatably connected to the first rotating shaft (33).

5. The outer duct vector control device of an aviation turbofan engine is characterized by: include The aircraft turbofan engine outer duct airflow enhancement device according to any one of claims 1 to 4, and the vector control component (4); The vector control assembly (4) comprises a front arc-shaped plate (41), wherein the two front arc-shaped plates (41) are fixedly connected to the vertically opposite surfaces of the outer mounting ring (1) and the inner fixed ring (2), respectively; one side of the two front arc-shaped plates (41) is rotatably connected to a rear arc-shaped plate (42), and the side of the two front arc-shaped plates (41) away from the rear arc-shaped plate (42) forms a rudder surface.

6. The aircraft turbofan engine bypass vector control device according to claim 5, characterized in that: The shapes of the two front curved plates (41) are the same as those of the vertical tail of an aircraft.

7. The aircraft turbofan engine bypass vector control device according to claim 5, characterized in that: The two front arc-shaped plates (41) are respectively asymmetrically fixedly connected on opposite surfaces of the outer mounting ring (1) and the inner fixing ring (2) in a vertical direction.

8. The aircraft turbofan engine bypass vector control device according to claim 5, characterized in that: A second rotating shaft (43) is fixedly connected to one side of the front arc-shaped plate (41) close to the rear arc-shaped plate (42), and the rear arc-shaped plate (42) is rotatably connected to the second rotating shaft (43).

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