Exhaust flap and aircraft

Abstract

The present application relates to a kind of exhaust air flaps, which is arranged at the outlet of exhaust pipeline, and includes: adjusting flap, the first end of adjusting flap is coupled to exhaust pipeline to pivot around pivot axis, flap door, flap door includes folding configuration, and the first end of flap door is pivotally coupled to exhaust pipeline, while the second end of flap door is hinged to the second end of adjusting flap, and actuating mechanism, actuating mechanism is attached to adjusting flap, to make flap door between the first state of making the complete closure of the outlet of exhaust pipeline and the second state of the complete opening of the outlet of exhaust pipeline transition.Flap door of the exhaust air flap is opened or closed in a folding manner, which reduces the stroke when flap is opened or closed, reduces the space size required by exhaust air flap, and is more conducive to the coordinated arrangement of various system components inside the aircraft.In addition, the present application also relates to an aircraft comprising an exhaust air flap.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of aviation technology, and relates to an exhaust air door for an aircraft, which is used in an aircraft exhaust device to adjust the exhaust air volume and reduce the influence of the exhaust port on the aerodynamic performance of the aircraft. In addition, the present application also relates to an aircraft comprising the exhaust air door. BACKGROUND

[0002] Various forms of air inlets and air outlets are involved on an aircraft. According to the functional requirements, some air inlets / air outlets (air inlets / air outlets) are provided with air doors to achieve the opening or closing of the air inlets / air outlets. On some large commercial passenger aircraft, for example, not only are the air inlets provided with air doors, but the air outlets are also provided with air doors, and the size of the openings of these air doors is adjusted to regulate the flow of ram air through the air inlet / air outlet ducts to meet the cooling load requirements and save fuel consumption as much as possible.

[0003] For the aircraft exhaust air door, there are currently mainly two design forms: one is full opening type, and the other adopts a rotating door panel to control the opening and closing of the air door. Since the exhaust air door is directly connected to the outside of the aircraft body, and the air outlet is arranged on the aerodynamic outer surface of the body, the full opening type exhaust air door has an adverse effect on the aerodynamic performance of the aircraft, and the size of the air door cannot be adjusted according to the exhaust air volume. As for the air door with a rotating door panel to control the opening and closing of the air door, although the smoothness of the local aerodynamic surface can be achieved when the air door is closed, the door panel protrudes from the aerodynamic outer surface of the body when it is opened, which has a more serious impact on the aerodynamic performance than the full opening type air door, and the door panel needs very high rigidity to resist the aerodynamic force, which increases the weight of the overall structure of the exhaust air door.

[0004] In the utility model patent with the publication number CN 206243490 U filed by Xi'an Aircraft Design Institute of China Aviation Industry Corporation on December 5, 2016, an exhaust air door and an aircraft with the exhaust air door are introduced, in which the door panel for controlling the opening and closing of the air door is arranged inside the exhaust air pipeline, avoiding the adverse effect on the aerodynamic performance when the air door is opened, and the size of the airflow passage can be adjusted. However, this exhaust air door still has an opening on the aerodynamic outer surface of the aircraft, and the influence on the aerodynamic performance is not completely eliminated, and since the slide rail needs a certain length, the structure of the air door requires a relatively large space.

[0005] Therefore, it is urgent to optimize the structure of the existing exhaust air door in order to provide an improved exhaust air door which can overcome one or more shortcomings in the prior art. SUMMARY

[0006] The present application aims to provide an exhaust air door which substantially eliminates the influence of the exhaust air door on the aerodynamic performance of the aircraft by closing the exhaust port of the aircraft aerodynamic surface with an adjusting door and a folding door panel, and reduces the space required for the installation of the exhaust air door by the folding configuration.

[0007] According to one aspect of the present application, an exhaust air door is provided at the outlet of an exhaust air line and can include:

[0008] an adjusting door, a first end of the adjusting door being coupled (e.g. hinged) to the exhaust air line to pivot about a pivot axis,

[0009] a door panel, the door panel including a folding configuration, and a first end of the door panel being pivotally coupled to the exhaust air line, and a second end of the door panel being hinged to a second end of the adjusting door, and

[0010] an actuating mechanism, the actuating mechanism being attached to the adjusting door to cause the door panel to transition with the adjusting door between a first state in which the outlet of the exhaust air line is completely closed, and a second state in which the outlet of the exhaust air line is completely open.

[0011] The door panel of the exhaust air door is opened or closed in a folding manner, reducing the stroke when the door is opened or closed, reducing the space required for the exhaust air door, and facilitating the coordinated arrangement of the various system components inside the aircraft.

[0012] According to the above aspect of the present application, preferably, the door panel can include a first door panel and a second door panel, the first door panel being coupled to the exhaust air line via a first hinge, the second door panel being hinged to the adjusting door via a second hinge, and the first door panel and the second door panel being hinged together via a third hinge. With this configuration, the folding door panel is simplified in configuration, and the reliability during actuation is improved.

[0013] According to the above aspect of the present application, preferably, during the switching of the door panel from the first state to the second state, the first door panel and the second door panel are foldable towards the interior of the exhaust air line.

[0014] Since the door panel is folded inward to open the exhaust air door, it does not protrude beyond the aerodynamic surface of the aircraft, thereby reducing the influence on the aerodynamic performance of the aircraft.

[0015] According to the above aspect of the present application, preferably, the shapes of the first door panel and the second door panel are adapted to completely close the outlet of the exhaust air line.

[0016] In this way, the aerodynamic outer surface around the outlet of the local exhaust air line is completely smooth or flat, further avoiding the influence of the exhaust air door on the aerodynamic performance of the aircraft.

[0017] According to the above aspect of the present application, preferably, the actuating mechanism can comprise any one of: a telescopic hydraulic cylinder, a telescopic pneumatic cylinder, a linear motor.

[0018] With these actuating mechanisms capable of linear reciprocating motion, the opening and closing efficiency of the exhaust air door can be improved, and no complex motion path is involved, thus facilitating more precise control of the opening size of the adjustment door and thus the door panel, and keeping it at a desired position or state.

[0019] According to the above aspect of the present application, preferably, the actuating mechanism can comprise:

[0020] a joint, the joint coupling the actuating mechanism to the aircraft;

[0021] an actuating rod, the length of the actuating rod being telescopic, such that the adjustment door is pivoted about the pivot axis by extension or retraction of the actuating rod; and

[0022] a cylinder, the cylinder cooperating with the actuating rod and accommodating the actuating rod to achieve extension or retraction of the actuating rod.

[0023] In this way, the rotation of the adjustment door is directly controlled by extension or retraction of the actuating rod without the need for additional components, and the opening and closing of the adjustment door and the door panel can be directly and reliably achieved, with high operation efficiency and high reliability.

[0024] According to the above aspect of the present application, preferably, the actuating mechanism can keep the door panel at any position between the first state and the second state.

[0025] In this way, the actuator drives the adjustment door and the door panel to open (or close) to different extents to adjust the size of the exhaust port to adapt to different exhaust volume requirements.

[0026] According to the above aspect of the present application, preferably, in the first state, the outer surface of the door panel can be flush with the surrounding aerodynamic profile surface of the aircraft.

[0027] Similarly, this makes the aerodynamic surface around the outlet of the local exhaust pipeline completely smooth or smooth, further avoiding the influence of the exhaust air door on the aerodynamic performance of the aircraft.

[0028] According to the above aspect of the present application, in order to further optimize the air tightness and aerodynamic performance around the outlet of the exhaust pipeline, preferably, the peripheral edge of the door panel can be provided with a sealing member.

[0029] According to another aspect of the present application, a kind of aircraft is provided, which comprises the exhaust air door of any one of the above aspects.

[0030] The exhaust air door in the present application closes the exhaust port of the aerodynamic surface of the aircraft by using a folding door panel, which is driven by an actuating mechanism and opened or closed in an inward folding manner. This structure includes but is not limited to the following advantages:

[0031] a) The exhaust air door has a completely smooth local aerodynamic outer surface in the closed state, avoiding the influence of exhaust air on the aerodynamic performance of the aircraft, and in the open state, the door panel is opened inwardly without extending outside the aerodynamic surface of the aircraft, thereby also minimizing the influence on the aerodynamic performance;

[0032] b) The actuating mechanism can drive the door to open to different degrees to adjust the size of the exhaust port, thereby adapting to different exhaust air requirements;

[0033] c) The exhaust air door is opened or closed in a folding manner, reducing the stroke of the door panel when opening or closing, reducing the required space size of the exhaust air door, and being more conducive to the coordinated arrangement of various system components inside the aircraft.

[0034] Thus, the exhaust air door of the present application can meet the use requirements, overcome the shortcomings of the prior art and achieve the predetermined purpose. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to further clearly describe the exhaust air door according to the present application, the present application will be described in detail below in combination with the drawings and specific embodiments, in which:

[0036] Figure 1 is a structural schematic diagram of the exhaust air door according to a non-limiting embodiment of the present application, wherein the door panel is in a first state;

[0037] Figure 2 is another structural schematic diagram of the exhaust air door according to a non-limiting embodiment of the present application, wherein the door panel is in a second state; and

[0038] Figure 3 is still another structural schematic diagram of the exhaust air door according to a non-limiting embodiment of the present application, wherein the door panel is in a third state.

[0039] The above drawings are only schematic and not strictly drawn to scale.

[0040] The reference numerals in the drawings are listed in the list of drawings and embodiments:

[0041] 100 - exhaust air door, comprising:

[0042] 10 - regulating door, comprising:

[0043] 10A - pivot axis;

[0044] 11 - first end

[0045] 12 - second end

[0046] 20 - damper door panel, comprising:

[0047] 21 - first end;

[0048] 22 - second end;

[0049] 23 - first door panel;

[0050] 24 - second door panel;

[0051] 20A - first hinge;

[0052] 20B - second hinge;

[0053] 20C - third hinge;

[0054] 30 - actuation mechanism, comprising:

[0055] 31 - joint;

[0056] 32 - actuation rod;

[0057] 33 - cylinder;

[0058] 200 - exhaust line, comprising:

[0059] 201 - outlet. DETAILED DESCRIPTION

[0060] It should be understood that the application can employ various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the inventive concepts disclosed and defined herein. Hence, specific dimensions, directions or other physical characteristics relating to the embodiments disclosed are not to be considered as limiting, unless expressly stated otherwise.

[0061] Generally, an aircraft is provided with an exhaust line which is connected to an internal exhaust system of the aircraft, for draining the gases discharged by the system to the outside of the aircraft. The exhaust line can be located at the aerodynamic outer surface of the aircraft, at the other end, and is provided with an exhaust damper for controlling the communication or closure of the exhaust line with the outside environment.

[0062] Figure 1 is a structural view of an exhaust damper 100 according to a non-limiting embodiment of the application, in which the damper door panel 20 is in a first condition; Figure 2 is another structural view of an exhaust damper 100 according to a non-limiting embodiment of the application, in which the damper door panel 20 is in a second condition.

[0063] As shown in the figures and as a non-limiting embodiment of the present application, the exhaust damper 100 can be provided at the outlet 201 of the exhaust line 200 and can mainly comprise a regulating damper 10, a damper flap 20 and an actuation mechanism 30.

[0064] The regulating damper 10 can be of a generally flat plate-like structure and the shape of the periphery of the regulating damper 10 can be adapted to the shape of the cross-section of the exhaust line 200 at the location where it is mounted.

[0065] In the embodiment shown in the figures, the exhaust line 200 can have a generally rectangular cross-section, and therefore, the regulating damper 10 can be of a generally rectangular thin plate or sheet shape.

[0066] The regulating damper 10 can comprise a first end 11 and a second end 12. As shown, the first end 11 can be coupled to the exhaust line 200, for example hinged to an inner wall of the exhaust line 200 to pivot about a pivot axis 10A, while the second end 12 can be hinged to the damper flap 20 by means of a second hinge 20B.

[0067] In addition, one side of the regulating damper 10, for example the side facing towards the outlet 201 of the exhaust line 200, can be provided with a coupling mechanism for connection to the actuation mechanism 30, while the other side of the regulating damper 10 can be a smooth surface. In the open or partially open state of the regulating damper 10, this smooth side surface of the regulating damper 10 can act as a side wall of the exhaust line 200 at that portion.

[0068] It should be understood that, according to the present application, the closing and opening, including partial opening, of the exhaust line 200 is mainly achieved via the regulating damper 10 and by varying the angle at which the regulating damper 10 is pivoted about the pivot axis 10A, the regulating damper 10 is opened to different degrees to adjust the size of the exhaust port to adapt to different exhaust volume requirements.

[0069] The damper flap 20 can comprise a foldable configuration, wherein a first end 21 of the damper flap 20 is pivotally coupled to the exhaust line, while a second end 22 of the damper flap 20 is hinged to the second end 12 of the regulating damper 10. The damper flap 20 can be of a generally flat plate-like structure, and in the embodiment shown in the figures, the exhaust line 200 can have a generally rectangular cross-section, and therefore, the damper flap 20 can be of a generally rectangular thin plate or sheet shape. In Figure 1 In the first state shown, the outer surface of the damper flap 20 is substantially flush with the aerodynamic outer shape of the surrounding aircraft (shown schematically in the figures by a dashed line).

[0070] For example, in the embodiment shown in the attached figures, the damper door 20 can be arranged downstream of the regulating damper 10, immediately adjacent to the outlet 201 of the exhaust duct 200, and can be of a folding configuration comprising two parts. In particular, the damper door 20 can comprise a first door 23 and a second door 24 hinged together.

[0071] In addition, as shown, the side walls at the outlet 201 of the exhaust duct 200 can be correspondingly increased to accommodate the regulating damper 10 and the damper door 20.

[0072] Figure 3 is a further schematic view of the exhaust damper 100 according to a non-limiting embodiment of the present application, in which the damper door 20 is in a third condition.

[0073] As Figure 3 clearly shown in the attached figures, the first door 23 can be coupled to the exhaust duct 200 via a first hinge 20A, so as to be pivotable about the first hinge 20A. The second door 24 is hinged to the regulating damper 10 via a second hinge 20B and is pivotable with respect to the regulating damper 10. The first door 23 and the second door 24 can be hinged together via a third hinge 20C and are able to pivot within a predetermined angular range. In this way, the first door 23 and the second door 24 are able to move relatively under the pull of the regulating damper 10. For example, the first door 23 and the second door 24 are able to rotate from a first condition in which they are aligned in line with each other to a third condition in which they are at an obtuse angle and further at an acute angle with respect to each other (see Figure 3 ), and can continue to pivot with respect to each other to a second condition, i.e. a condition in which the outlet 201 of the exhaust duct 200 is completely open (see Figure 2 ).

[0074] As a preferred embodiment, the first door 23 and the second door 24 can be shaped to match each other, i.e. have a complementary shape to each other, so as to completely close the outlet 201 of the exhaust duct 200.

[0075] During the switching of the damper door 20 from the first condition to the second condition, the first door 23 and the second door 24 can be folded towards the inside of the exhaust duct 200, i.e. towards the upstream of the exhaust duct 200. For example, at the third hinge 20C a rotation constraint mechanism can be provided to limit the angular rotation of the first door 23 and the second door 24 with respect to each other about the third hinge 20C inwards, i.e. towards the inside of the exhaust duct 200.

[0076] As a non-limiting example, reinforcing structures, such as reinforcing ribs, can be provided on the sides of the first and second door panels 23, 24 facing the regulating damper 10, and the ends of the reinforcing ribs on the first and second door panels 23, 24 can abut against each other, so that the first and second door panels 23, 24 can only be angled inwards.

[0077] As a preferred embodiment, the periphery of the damper door 20 can be provided with a seal, such as a sealing strip arranged around the periphery of the damper door 20. In the first state, the sealing strip can be arranged between the damper door 20 and the periphery of the outlet 201 of the exhaust line 200 to improve the airtightness.

[0078] In this way, since the damper door 20 opens inwards, it does not protrude beyond the aerodynamic surface of the aircraft, thereby reducing the impact on the aerodynamic performance. In addition, the exhaust damper 100 opens or closes in a folding manner, reducing the stroke of the damper door 20 when opening or closing (closing), reducing the size of the space required by the exhaust damper 100, and facilitating the coordinated arrangement of the various system components inside the aircraft.

[0079] It should be understood that, according to the present application, the damper door 20 is mainly used to make the aerodynamic surface at the outlet 201 of the exhaust line 200 completely smooth with the surroundings, and the closing and opening (including partial opening) of the exhaust line 200 and the adjustment of the exhaust flow rate are mainly achieved via the regulating damper 10 (as described above).

[0080] In the example shown in the drawings, the actuating mechanism 30 can be attached to the regulating damper 10 at the upper part of the regulating damper 10. In this way, the actuating mechanism 30 can rotate the regulating damper 10 about the pivot axis 10A, and in turn make the damper door 20 follow the rotation of the regulating damper 10, between the first state in which the outlet of the exhaust line 200 is completely closed and the second state in which the outlet of the exhaust line 200 is completely open.

[0081] It is advantageous to attach the actuating mechanism 30 to the upper part of the regulating damper 10, so that a small actuating stroke can achieve a larger range of rotation of the regulating damper 10.

[0082] When the damper door 20 is in the first state, i.e. the closed state, gas is not allowed to be discharged, as Figure 1 As shown, the damper door 20 forms a smooth aerodynamic surface together with the surrounding structure, thereby avoiding the adverse impact of the exhaust port on the aerodynamic performance of the aircraft.

[0083] When exhaust is required, the damper 10 can be rotated to the left about the pivot axis 10A under the pulling of the actuating mechanism 30, thereby bringing the first door panel 23 and the second door panel 24 to gradually fold, and the damper 10 becomes a part of the sidewall of the exhaust duct 200, for example, forms an exhaust outlet together with the sidewall of the surrounding exhaust duct 200. The damper door 20 is opened by folding, which can reduce the stroke of the damper door 20 when opened, and reduce the space size required by the exhaust damper 100.

[0084] It should be understood that although the damper door 20 includes two door panels, i.e. the first door panel 23 and the second door panel 24, hinged together in the embodiment described in conjunction with the drawings, it is obvious that in alternative embodiments, a remaining number of door panels, for example, three door panels or four door panels, etc. hinged together, can be adopted, which can be opened and folded in the manner of an accordion, without departing from the scope of the present application. Likewise, although in the embodiment shown in the drawings, the exhaust duct 200 has a substantially rectangular cross section, and therefore the damper 10 and the damper door 20 also have a substantially rectangular thin plate or sheet shape. However, a person skilled in the art can conceive of exhaust ducts 200 having other cross-sectional shapes, for example, circular and elliptical cross-sectional shapes, etc. At this time, the damper 10 and the damper door 20 also have corresponding matching shapes to achieve complete closure of the exhaust duct 200.

[0085] The actuating mechanism 30 can be any actuating mechanism known in the art, in particular a linear actuating mechanism, for example but not limited to: a telescopic hydraulic cylinder, a telescopic pneumatic cylinder, a linear motor, etc., as long as it can drive the damper 10 to reciprocate about the pivot axis 10A.

[0086] In the embodiment shown in the drawings, the actuating mechanism 30 is a linear actuator, and can mainly include: a joint 31, an actuating rod 32 and a barrel 33. For the embodiment of a hydraulic or pneumatic actuator, the actuating mechanism can also include an accumulator, etc. not shown in the drawings.

[0087] The joint 31 can couple the actuating mechanism 30 to the aircraft, for example, hingedly couple the actuating mechanism 30 to the fuselage structure of the aircraft, to support the actuating mechanism 30 and allow its angular position to change.

[0088] The length of the actuating rod 32 is telescopic, so that the rotation of the damper 10 is achieved by the extension or retraction of the actuating rod 32, and the barrel 33 cooperates with and contains the actuating rod 32. Likewise, the actuating rod 32 is hingedly coupled to the damper 10 to allow the angular change therebetween.

[0089] The accumulator can store compressed gas or liquid therein, and the operation of the actuating mechanism is controlled via a corresponding pipeline and control valve.

[0090] Preferably, the actuating mechanism 30 is capable of holding the damper door 20 at any position between the first state and the second state, for example, it can be held at Figure 1 , 2 the positions shown in Figs. 1, 2 and 3, and any position between these positions.

[0091] As an example, the actuating rod 32 can be fitted into the cylinder 33 by means of a piston, and the actuating rod 32 is actuated by means of a liquid or a gas. Such a structure is known in the art, and therefore the present application will not be described in more detail.

[0092] The terms "upstream" and "downstream" indicating the position or orientation, and the words "first", "second" and the like used to indicate sequence, as used herein, are only used to make the concept of the present application, which is shown in the form of a preferred embodiment, better understood by those of ordinary skill in the art, and are not used to limit the present application. Unless otherwise stated, all sequences, positions or orientations are only for the purpose of distinguishing one element / component / structure from another element / component / structure, and unless otherwise stated, do not indicate any particular sequence, order of operation, direction or orientation. For example, in alternative embodiments, the "first damper" can be the "second damper", and the "first state" can be the "second state".

[0093] In summary, the exhaust damper 100 according to the embodiments of the present application overcomes the shortcomings in the prior art, and achieves the intended object of the present application.

[0094] Although the exhaust damper of the present application has been described above in conjunction with the preferred embodiments, it will be appreciated by those of ordinary skill in the art that the above examples are only used for illustration, and cannot be regarded as a limitation of the present application. Therefore, various modifications and variations of the present application can be made within the scope of the spirit of the claims, and these modifications and variations will all fall within the scope of the claims required by the present application.

Claims

1. An exhaust damper (100) provided at an outlet (201) of an exhaust line (200) and comprising: a regulating damper (10) having a first end (11) coupled to the exhaust line for pivoting about a pivot axis (10A), a damper door (20) comprising a foldable configuration, a first end (21) of the damper door (20) being pivotally coupled to the exhaust line (200), and a second end (22) of the damper door (20) being hingedly coupled to a second end (12) of the regulating damper (10), and an actuation mechanism (30) attached to the regulating damper (10) for causing the damper door (20) to transition between a first state in which the outlet (201) of the exhaust line (200) is fully closed and a second state in which the outlet (201) of the exhaust line (200) is fully open, following the regulating damper (10).

2. The exhaust damper (100) according to claim 1, characterized in that The damper door (20) comprises a first door panel (23) and a second door panel (24), the first door panel (23) being coupled to the exhaust line (200) via a first hinge (20A), the second door panel (24) being hingedly coupled to the regulating damper (10) via a second hinge (20B), and the first door panel (23) and the second door panel (24) being hingedly coupled together via a third hinge (20C).

3. The exhaust damper (100) according to claim 2, characterized in that During the switching of the damper door (20) from the first state to the second state, the first door panel (23) and the second door panel (24) are folded towards an interior of the exhaust line (200).

4. The exhaust damper (100) of claim 2, wherein, The first door panel (23) and the second door panel (24) are shaped to fit to fully close the outlet (201) of the exhaust line (200).

5. The exhaust damper (100) according to any one of claims 1-4, characterized in that, The actuation mechanism (30) comprises any one of: a telescopic hydraulic cylinder, a telescopic pneumatic cylinder, a linear motor.

6. The exhaust damper (100) according to any one of claims 1-4, characterized in that, The actuation mechanism (30) comprises: a joint (31) coupling the actuation mechanism (30) to an aircraft; an actuation rod (32) having a length that is telescopable such that the regulating damper (10) is caused to pivot about the pivot axis (10A) by an extension or retraction of the actuation rod (32); and a barrel (33) cooperating with and housing the actuation rod (32) to effect the extension or retraction of the actuation rod (32).

7. The exhaust damper (100) according to any one of claims 1-4, characterized in that, The actuation mechanism (30) is capable of holding the damper door (20) at any position between the first state and the second state.

8. The exhaust damper (100) according to any one of claims 1-4, characterized in that, In the first state, an outer surface of the damper door (20) is flush with an aerodynamic profile of a surrounding aircraft.

9. The exhaust damper (100) according to any one of claims 1-4, characterized in that, A periphery of the damper door (20) is provided with a seal.

10. An aircraft comprising the exhaust damper (100) of any one of claims 1-9.

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