Aircraft engine inlet and aircraft comprising the same

Abstract

This invention relates to an aircraft engine air intake and an aircraft including the air intake. The aircraft engine air intake includes an air intake lip, an outer air intake cylinder, an inner air intake cylinder, an air intake lip rotation drive motor, a drive gear, and an arc-shaped gear rack. The air intake lip connects the outer and inner air intake cylinders. The air intake lip rotation drive motor is installed between the outer and inner air intake cylinders and connected to the drive gear. The arc-shaped gear rack is installed inside the air intake lip and meshes with the drive gear. The air intake lip rotation drive motor causes the drive gear to rotate, which in turn rotates the arc-shaped gear rack, thereby rotating the air intake lip. The outer and inner air intake cylinders are non-rotatable. According to the above technical solution, this invention achieves the following beneficial technical effects: it enables partial rotation of the air intake lip, solving the problem of airflow separation at the top of the engine air intake under crosswind conditions.

Description

TECHNICAL FIELD

[0001] The present application relates to an aircraft engine inlet and an aircraft comprising the same, and relates to the technical field of aircraft power systems. BACKGROUND

[0002] During the ground operation of a civil aircraft in a large crosswind, the engine on the leeward side of the fuselage will have airflow separation at the top of the inlet, resulting in abnormal engine operating characteristics. The sharp lip shape at the top of the inlet has poor crosswind resistance, and is prone to separation when inhaling low-speed crosswind around the fuselage. If the lip shape at this part is rounded and blunt under this operating condition, the airflow separation can be reduced or eliminated. The existing engine inlet has thick and blunt sides on both sides, which has strong crosswind resistance. If the thick and blunt inlet lip on the leeward side of the engine is rotated close to the top of the inlet under crosswind operating conditions, the top separation can be eliminated.

[0003] Modern turbofan engines have larger and larger diameters, and in order to reduce drag and weight, the inlet has become shorter and shorter. However, a short inlet will result in reduced performance and envelope of the inlet. One solution in the prior art is to rotate the entire inlet (including the inlet lip and the inner and outer barrels) circumferentially along the engine axis to improve the distortion level of the inlet under different operating conditions. The rotation of the inlet is achieved by an electric motor and a gear drive located on the fan case. By rotating, the inlet lip down angle will also change, for example, rotating 180 degrees, the inlet lip down angle becomes an up angle, and different inlet lip shapes are adjusted in the circumferential position as needed in flight.

[0004] The above-mentioned solution in the prior art is to rotate the entire inlet lip and inner and outer barrel structure, as well as the system components inside the inlet. This solution requires a large range of structures to be rotated, and there are many pipes and accessories inside the inlet lip and the inner and outer barrels of the inlet, such as short-nacelle anti-icing pipes, FADEC (full authority digital engine controller) cooling inlet and exhaust ports, fan case ventilation and cooling air inlets, etc. These components are fixed components that cannot be rotated, and the feasibility of rotation is low. Secondly, after rotating the inlet 180 degrees, there is a clear step at the junction of the rear end of the inlet and the short-nacelle cover, which is not conducive to the airflow outside the engine short-nacelle, especially during takeoff and landing, which will generate a large amount of resistance. Thirdly, the rotation of the large range of components in this solution requires a high-power rotating mechanism, which not only increases the weight, but also poses safety problems when rotating a large number of complex components together. SUMMARY

[0005] An object of the present application is to provide an aircraft engine inlet that can overcome at least some of the deficiencies in the prior art, can achieve local rotation of the inlet lip, and can solve the problem of airflow separation at the top of the inlet of the engine on the leeward side under crosswind.

[0006] The above object of the present application is achieved by an aircraft engine inlet duct, comprising an inlet duct lip, an inlet duct outer cylinder, an inlet duct inner cylinder, an inlet duct lip rotary drive motor, a drive gear, and an arc-shaped gear strip.

[0007] The inlet duct lip connects the inlet duct outer cylinder and the inlet duct inner cylinder, the inlet duct lip rotary drive motor is installed between the inlet duct outer cylinder and the inlet duct inner cylinder and is connected to the drive gear, the arc-shaped gear strip is installed inside the inlet duct lip and is engaged with the drive gear, the inlet duct lip rotary drive motor is configured to drive the drive gear to rotate, drive the arc-shaped gear strip to rotate, and further drive the inlet duct lip to rotate, and the inlet duct outer cylinder and the inlet duct inner cylinder are non-rotatable.

[0008] According to the above technical solution, the aircraft engine inlet duct of the present application can achieve the following beneficial technical effects: the partial rotation of the inlet duct lip can be realized, and the problem of airflow separation at the top of the engine inlet duct under crosswind can be solved.

[0009] Preferably, the inlet duct lip comprises an inlet duct upper lip, an inlet duct lower lip, and an inlet duct side lip, the inlet duct upper lip has a relatively sharp shape, and the inlet duct lower lip and the inlet duct side lip have a relatively blunt shape.

[0010] According to the above technical solution, the aircraft engine inlet duct of the present application can achieve the following beneficial technical effects: the shapes of different parts of the inlet duct lip can adapt to different flight conditions.

[0011] Preferably, when the aircraft is flying at high speed, the inlet duct upper lip is located at the top of the inlet duct, and when the aircraft is flying at low speed under crosswind or running on the ground under crosswind, the inlet duct lip rotary drive motor drives the inlet duct lower lip or the inlet duct side lip to rotate to the top or the top side of the inlet duct as needed.

[0012] According to the above technical solution, the aircraft engine inlet duct of the present application can achieve the following beneficial technical effects: through the partial rotation of the inlet duct lip, the different aerodynamic requirements of the inlet duct when the aircraft is flying at high speed and when the aircraft is flying at low speed under crosswind or running on the ground under crosswind can be met.

[0013] Preferably, the arc-shaped gear strip is a 1 / 4 circular ring or a semicircular ring-shaped gear strip.

[0014] According to the above technical solution, the aircraft engine inlet duct of the present application can achieve the following beneficial technical effects: through the arc-shaped gear strip with a suitable shape, the inlet duct lip can be rotated by 0-180 degrees.

[0015] Preferably, the rotation range of the air inlet lip is 0-180 degrees.

[0016] According to the above technical solution, the aircraft engine air inlet of the present application can achieve the following beneficial technical effects: through the appropriate rotation range of the air inlet lip, the different aerodynamic requirements of the air inlet can be better considered.

[0017] Preferably, the rotation axis of the air inlet lip is the central normal line of the leading edge plane of the air inlet lip.

[0018] According to the above technical solution, the aircraft engine air inlet of the present application can achieve the following beneficial technical effects: the rotation of the air inlet lip and the inner and outer cylinders connected thereto has no step in the aerodynamic shape, and does not affect the inner and outer flow fields of the air inlet.

[0019] Preferably, the aircraft engine air inlet further comprises a locking device for locking the position of the air inlet lip after rotation.

[0020] According to the above technical solution, the aircraft engine air inlet of the present application can achieve the following beneficial technical effects: the position of the air inlet lip after rotation can be locked.

[0021] Preferably, the aircraft engine air inlet further comprises a nacelle anti-icing pipeline, and the air inlet lip is designed to avoid interference with the nacelle anti-icing pipeline during rotation.

[0022] According to the above technical solution, the aircraft engine air inlet of the present application can achieve the following beneficial technical effects: interference between the air inlet lip and the nacelle anti-icing pipeline during rotation can be prevented, and the rotation of the air inlet lip can be ensured.

[0023] Preferably, the aircraft engine air inlet further comprises an engine fairing, and the air inlet lip rotation driving motor and the driving gear are installed closer to the air inlet lip than the engine fairing.

[0024] According to the above technical solution, the aircraft engine air inlet of the present application can achieve the following beneficial technical effects: the local rotation of the air inlet lip can be better achieved, and the rotation structure range is small.

[0025] The above object of the present application is also achieved by an aircraft comprising the aircraft engine air inlet as described in any of the above aspects.

[0026] According to the above technical solution, the aircraft of the present application can achieve the following beneficial technical effects: the local rotation of the air inlet lip can be achieved, and the problem of airflow separation at the top of the engine air inlet under crosswind can be solved. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1is a structural schematic diagram of an aircraft engine air inlet duct according to an embodiment of the present application.

[0028] Figure 2 is another structural schematic diagram of an aircraft engine air inlet duct according to an embodiment of the present application.

[0029] List of reference signs

[0030] 1: upper lip of the air inlet duct;

[0031] 2: lower lip of the air inlet duct;

[0032] 3: outer cylinder of the air inlet duct;

[0033] 4: engine flow cone;

[0034] 5: lip rotating drive motor of the air inlet duct;

[0035] 6: arc gear strip;

[0036] 7: side surface of the lip of the air inlet duct;

[0037] 8: inner cylinder of the air inlet duct;

[0038] 9: drive gear;

[0039] 10: nacelle anti-icing pipeline;

[0040] A: center axis of the engine body;

[0041] R: center normal of the lip leading edge plane of the air inlet duct. DETAILED DESCRIPTION

[0042] The specific embodiments of the present application will be described hereinafter, and it should be noted that, in the specific description of these embodiments, the present specification cannot possibly describe all the features of the actual embodiments in detail for the sake of brevity and conciseness. It should be understood that, in the actual implementation of any one embodiment, as in the process of any engineering or design project, various specific decisions are often made in order to achieve the specific goals of the developers, to meet the air inlet duct related or business related restrictions, and these decisions also change from one embodiment to another. In addition, it should be understood that, although the efforts made in this development process can be complex and lengthy, some design, manufacturing or production changes made on the basis of the disclosed technology content of the present disclosure are only routine technical means for ordinary skilled persons in the field related to the disclosed content of the present disclosure, and should not be understood as insufficient disclosure of the present disclosure.

[0043] Unless otherwise defined, the technical or scientific terms used in the claims and description shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in the patent application description and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising" or "including" and similar terms mean that the element or object preceding "comprising" or "including" encompasses the element or object listed following "comprising" or "including" and its equivalents, and do not exclude other elements or objects. The terms "connected" or "linked" and similar terms are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.

[0044] Figure 1 This is a schematic diagram of the structure of an aircraft engine air intake according to an embodiment of the present invention. Figure 2 This is another structural schematic diagram of an aircraft engine air intake according to an embodiment of the present invention.

[0045] like Figures 1 to 2 As shown, according to an embodiment of the present invention, the aircraft engine air intake includes an air intake lip, an air intake outer cylinder 3, an air intake inner cylinder 8, an air intake lip rotation drive motor 5, a drive gear 9, and an arc-shaped gear rack 6.

[0046] The intake lip connects the intake outer cylinder 3 and the intake inner cylinder 8. The intake lip rotation drive motor 5 is installed between the intake outer cylinder 3 and the intake inner cylinder 8 and is connected to the drive gear 9. The arc-shaped gear rack 6 is installed inside the intake lip and meshes with the drive gear 9. The intake lip rotation drive motor 5 is configured to drive the drive gear 9 to rotate, thereby driving the arc-shaped gear rack 6 to rotate, and in turn driving the intake lip to rotate. The intake outer cylinder 3 and the intake inner cylinder 8 are not rotatable.

[0047] According to the above technical solution, the aircraft engine air intake of the present invention can achieve the following beneficial technical effects: it can realize the partial rotation of the air intake lip, and solve the problem of airflow separation at the top of the engine air intake under crosswind and back crosswind.

[0048] Specifically, the aircraft engine inlet is a fixed aerodynamic fairing as a whole, and in the design, the top of the lip (the upper lip of the inlet) is designed to be thin and sharp to adapt to high-speed cruising, and the side of the lip (the side of the inlet lip) and the bottom of the lip (the lower lip of the inlet) are designed to be relatively blunt to adapt to low-speed flight or crosswind operation, so that the top of the inlet may have adverse aerodynamic characteristics in some special conditions such as ground crosswind. The local structure of the inlet lip (i.e. the D-shaped cavity of the nacelle ice protection) is designed to be rotatable in the present application. When the aircraft is cruising at high speed, the inlet lip is not rotated, and the aerodynamic shape is suitable for cruising state. When the aircraft is flying at low speed, taking off in crosswind or landing in crosswind, the inlet lip on the windward side of the aircraft is not rotated, and the inlet lip on the leeward side of the aircraft is rotated by a certain angle (recommended 90 degrees, and other angles within 180 degrees can also be rotated according to the situation), so that the relatively blunt side of the inlet lip or the lower lip of the inlet is rotated to be close to or opposite to the top of the inlet, so that the airflow separation at the top of the inlet in crosswind can be eliminated. After completing the crosswind take-off, the inlet lip on the leeward side of the aircraft is rotated in the opposite direction to restore to the position before rotation. Through the rotation adjustment, the aerodynamic requirements of the inlet in low-speed flight or crosswind condition and high-speed cruising can be met.

[0049] The present application solves the problem that too many fixed structures and accessories in the inlet are difficult to realize in the prior art scheme in which the whole inlet rotates around the engine axis. In addition, by rotating the inlet lip, the present application solves the problem of airflow separation at the top of the inlet on the leeward side of the engine in crosswind. Through the present application, the airflow separation at the top of the engine inlet on the leeward side of the aircraft during ground operation in crosswind and crosswind take-off process can be eliminated, and the crosswind standing take-off envelope of the aircraft can be expanded after the airflow separation is eliminated.

[0050] In some embodiments, as shown in Figures 1 to 2 The inlet lip includes an upper lip 1, a lower lip 2, and a side of the lip 7. The upper lip 1 is relatively sharp, and the lower lip 2 and the side of the lip 7 are relatively blunt. That is, the upper lip 1 is sharper than the lower lip 2 and the side of the lip 7, and the lower lip 2 and the side of the lip 7 are blunter than the upper lip 1. According to the above technical solution, the aircraft engine inlet of the present application can have the following beneficial technical effects: the shapes of different parts of the inlet lip can adapt to different flight conditions.

[0051] In some embodiments, as shown in Figures 1 to 2As shown, the upper lip 1 of the air inlet channel is located at the top of the air inlet channel when the aircraft is flying at high speed; when the aircraft is flying at low speed in crosswind or running on the ground in crosswind, the lower lip 2 of the air inlet channel or the side 7 of the air inlet channel lip is rotated to the top or top side of the air inlet channel as needed under the driving of the air inlet channel lip rotating drive motor 5. According to the above technical scheme, the aircraft engine air inlet channel of the present application can have the following beneficial technical effects: through the local rotation of the air inlet channel lip, the different aerodynamic requirements of the air inlet channel when the aircraft is flying at high speed and when the aircraft is flying at low speed in crosswind or running on the ground in crosswind can be considered.

[0052] In some embodiments, as shown in the drawings, Figures 1 to 2 As shown, the arc gear strip 6 is a 1 / 4 circular ring or a semicircular ring gear strip. According to the above technical scheme, the aircraft engine air inlet channel of the present application can have the following beneficial technical effects: through the arc gear strip 6 of appropriate shape, the rotation of the air inlet channel lip can be realized within 0-180 degrees.

[0053] In some embodiments, as shown in the drawings, Figures 1 to 2 As shown, the rotation range of the air inlet channel lip is 0-180 degrees. According to the above technical scheme, the aircraft engine air inlet channel of the present application can have the following beneficial technical effects: through the appropriate rotation range of the air inlet channel lip, the different aerodynamic requirements of the air inlet channel can be better considered. In some embodiments, as shown in the drawings, Figure 1 As shown, after being rotated by 180 degrees, the upper lip of the air inlet channel is a dashed line 1', and the lower lip of the air inlet channel is a dashed line 2'.

[0054] In some embodiments, as shown in the drawings, Figure 1 As shown, the rotation axis of the air inlet channel lip is the central normal line R of the leading edge plane of the air inlet channel lip, rather than the central axis A of the engine body. According to the above technical scheme, the aircraft engine air inlet channel of the present application can have the following beneficial technical effects: after being rotated, the air inlet channel lip and the inner and outer cylinders connected thereto have no steps in the aerodynamic shape, and do not affect the inner and outer flow fields of the air inlet channel.

[0055] In some embodiments, the aircraft engine air inlet channel further comprises a locking device (not shown) for locking the position of the air inlet channel lip after being rotated in place. According to the above technical scheme, the aircraft engine air inlet channel of the present application can have the following beneficial technical effects: the position of the air inlet channel lip after being rotated in place can be locked.

[0056] In some embodiments, as shown in the drawings, Figure 2As shown in the drawings, the aircraft engine air inlet channel further comprises a nacelle anti-icing pipeline 10, part of which is arranged in the air inlet channel lip, and part of which is arranged between the air inlet channel outer cylinder 3 and the air inlet channel inner cylinder 8, and the air inlet channel lip is designed to avoid interference with the nacelle anti-icing pipeline 10 when rotating. According to the above technical scheme, the aircraft engine air inlet channel of the present application can achieve the following beneficial technical effects: it can prevent the air inlet channel lip from interfering with the nacelle anti-icing pipeline 10 when rotating, and ensure the rotation of the air inlet channel lip.

[0057] In some embodiments, as shown in the drawings, Figure 1 As shown in the drawings, the aircraft engine air inlet channel further comprises an engine fairing cone 4, and the air inlet channel lip rotating drive motor 5 and the drive gear 9 are installed closer to the air inlet channel lip than the engine fairing cone 4. According to the above technical scheme, the aircraft engine air inlet channel of the present application can achieve the following beneficial technical effects: it can better achieve local rotation of the air inlet channel lip, and the rotating structure range is small.

[0058] According to an embodiment of the present application, the aircraft comprises the aircraft engine air inlet channel as described in any of the above aspects. According to the above technical scheme, the aircraft of the present application can achieve the following beneficial technical effects: it can achieve local rotation of the air inlet channel lip, and solve the problem of airflow separation at the top of the downwind engine air inlet channel under crosswind.

[0059] The specific embodiments of the present application are described above, but those skilled in the art will understand that the above specific embodiments do not constitute a limitation on the present application, and those skilled in the art can make various modifications on the basis of the above disclosure without departing from the scope of the present application.

Claims

1. An aircraft engine inlet passage, characterized by, The aircraft engine inlet duct comprises an inlet duct lip, an inlet duct outer cylinder, an inlet duct inner cylinder, an inlet duct lip rotary drive motor, a drive gear, and an arc-shaped gear strip. The inlet duct lip connects the inlet duct outer cylinder and the inlet duct inner cylinder, the inlet duct lip rotary drive motor is installed between the inlet duct outer cylinder and the inlet duct inner cylinder and is connected to the drive gear, the arc-shaped gear strip is installed inside the inlet duct lip and is engaged with the drive gear, the inlet duct lip rotary drive motor is configured to drive the drive gear to rotate, drive the arc-shaped gear strip to rotate, and further drive the inlet duct lip to rotate, and the inlet duct outer cylinder and the inlet duct inner cylinder are non-rotatable. The inlet duct lip comprises an upper inlet duct lip, a lower inlet duct lip, and an inlet duct lip side surface, the upper inlet duct lip has a relatively sharp shape, and the lower inlet duct lip and the inlet duct lip side surface have a relatively blunt shape. When the aircraft is flying at a high speed, the upper inlet duct lip is located at the top of the inlet duct, and when the aircraft is flying at a low speed or is running on the ground in a crosswind, the inlet duct lip rotary drive motor drives the lower inlet duct lip or the inlet duct lip side surface to rotate to the top or the top side of the inlet duct as needed.

2. An aircraft engine inlet as claimed in claim 1, characterised in that, The arc-shaped gear strip is a 1 / 4 circular ring or a semicircular ring-shaped gear strip.

3. An aircraft engine inlet as claimed in claim 1, wherein, The rotation range of the inlet duct lip is 0-180 degrees.

4. An aircraft engine inlet as claimed in claim 1, wherein, The rotation axis of the inlet duct lip is the central normal line of the leading edge plane of the inlet duct lip.

5. The aircraft engine inlet as defined in claim 1, wherein, The aircraft engine inlet duct further comprises a locking device for locking the position of the inlet duct lip after rotation.

6. An aircraft engine inlet as claimed in claim 1, wherein, The aircraft engine inlet duct further comprises a nacelle anti-icing pipeline, and the inlet duct lip is designed to avoid interference with the nacelle anti-icing pipeline during rotation.

7. An aircraft engine inlet as claimed in claim 1, wherein, The aircraft engine inlet duct further comprises an engine fairing cone, and the inlet duct lip rotary drive motor and the drive gear are installed closer to the inlet duct lip than the engine fairing cone.

8. An aircraft comprising the aircraft engine inlet duct according to any one of claims 1-7.

Images