Main landing gear bay ventilation device and aircraft comprising same

Abstract

The application relates to a main landing gear cabin ventilation device and an airplane comprising the device. In the device, a ram air inlet is located on a ram air side of a skin; a main air supply pipeline is connected to the ram air inlet; a ventilation disc is located at the end of the main air supply pipeline and used for conveying ram air to a wheel assembly in the main landing gear cabin; a bypass pipeline is connected to the ram air inlet; a skin air outlet is located at the end of the bypass pipeline; a flow self-adjusting module is installed in the bypass pipeline; a throttle contraction structure defines a flow channel; an air bag is located in the flow channel; the flow area of the flow channel is changed by expansion or contraction of the air bag; one end of a heat pipe is connected to a wind collecting cover, and the other end of the heat pipe is inserted into the air bag and used for transmitting heat of the wheel assembly to the air bag so that the air bag is expanded or contracted. According to the above technical scheme, the following beneficial technical effects can be achieved: the main air supply pipeline flow can be automatically adjusted according to the temperature state of the wheel assembly, and the main landing gear cabin is cooled on demand.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of main landing gear cabin ventilation device and the aircraft comprising the device, relate to the oxygen technology field of aircraft environmental control. BACKGROUND

[0002] The aircraft takes off from the ground taxi, wheel is off the ground after brake, wheel is stopped in a very short time by brake. After wheel stops rotating, it is retracted to main landing gear cabin, and cabin door is closed. From wheel off the ground, landing gear is retracted to cabin door closed, the whole process is completed in a short time. Since the time required for wheel to change from high-speed rotating state to stop rotating state is very short, it is necessary to apply huge brake energy to wheel. A large amount of heat generated by friction cannot be quickly discharged outside the cabin, which can cause the temperature in the cabin to rise sharply after the landing gear is retracted into the cabin, which can cause the structure of the aircraft to overheat and affect its structural strength. At the same time, since the main landing gear cabin door is closed, the whole cabin is in a closed state, which causes the brake carbon disc temperature to cool down in the air at a slow rate. For short-range flights, the brake carbon disc may even be at a high temperature when the aircraft is about to land. Taxiing after landing can further increase the temperature of the brake carbon disc, which can cause wheel failure, tire burst, fusible plug melting and other accidents, affecting the safety of the aircraft; at the same time, it can also increase the time of passing through the station, affect the dispatch of the aircraft and reduce the economy.

[0003] At present, a ventilation system is usually installed in the main landing gear cabin on the aircraft, that is, during flight, cooling air is provided into the cabin through the ram air inlet to achieve rapid cooling of the brake carbon disc and temperature reduction of the cabin environment. The disadvantage is that the flow of cooling air entering the cabin through the ram air inlet is uncontrollable, which is completely affected by the flight state of the aircraft. Generally, the speed of the aircraft is relatively low during climbing, and reaches a large flight speed during cruising, that is, the flow of ram air entering the cabin gradually increases until it reaches a stable state during cruising. At the same time, as the flight altitude increases, the outside environment temperature gradually decreases. Therefore, from takeoff to cruising, the cooling capacity of the ram air inlet into the main landing gear cabin gradually increases. After the landing gear is retracted into the cabin during climbing, the temperature of the brake carbon disc gradually decreases, and the temperature of the cabin environment first increases and then decreases, and the high temperature state is in a period after the cabin door is closed. That is, the cooling capacity of the ram air inlet into the cabin does not match the cooling demand of the cabin. Especially during cruising, when the temperature of the brake carbon disc has decreased to the target temperature, a large amount of ram air is still supplied, which provides unnecessary cooling capacity to the cabin. At this time, the increased aerodynamic resistance of the ram air inlet is invalid resistance, which increases the fuel compensation loss and seriously affects the economy of the aircraft. SUMMARY

[0004] An object of the present application is to provide a main landing gear cabin ventilation device, which can overcome at least some of the defects existing in the prior art, and can automatically adjust the flow of main air supply pipeline according to the temperature state of the wheel assembly, and supply cooling as needed for the main landing gear cabin.

[0005] The above object of the present application is achieved by a main landing gear bay ventilation device, which comprises a ram air inlet, a main air supply pipeline, a ventilation disc, a bypass pipeline, a skin air outlet, a flow self-regulating module, and a heat pipe.

[0006] The ram air inlet is located on the ram side of the skin and is used to introduce ram air into the main air supply pipeline and the bypass pipeline.

[0007] The main air supply pipeline is connected to the ram air inlet and is used to deliver ram air from the ram air inlet to the ventilation disc.

[0008] The ventilation disc is located at the end of the main air supply pipeline and is used to deliver ram air from the main air supply pipeline to the vicinity of the wheel assembly in the main landing gear bay to provide cooling air for forced ventilation and heat dissipation of the brake carbon disc.

[0009] The bypass pipeline is connected to the ram air inlet and is used to deliver excess ram air from the ram air inlet into the main landing gear bay to the skin air outlet.

[0010] The skin air outlet is located at the end of the bypass pipeline and is used to discharge excess ram air from the ram air inlet into the main landing gear bay to the outside of the aircraft.

[0011] The flow self-regulating module is installed in the bypass pipeline, which comprises a throttling contraction structure and an air bag. The throttling contraction structure defines a flow passage of the flow self-regulating module, and the air bag is located in the flow passage. By expansion or contraction of the air bag, the flow area of the flow passage is changed, thereby realizing flow regulation of the bypass pipeline.

[0012] The heat pipe is connected to the wind collector on the outside of the wheel assembly at one end and is inserted into the air bag at the other end. The heat pipe is used to transfer heat conducted from the wheel assembly to the air bag through the wind collector, so as to heat or cool the air in the air bag and make the air bag expand or contract.

[0013] According to the above technical solution, the main landing gear bay ventilation device of the present application can achieve the following beneficial technical effects: automatic flow regulation of the main air supply pipeline according to the temperature state of the wheel assembly, and on-demand cooling of the main landing gear bay.

[0014] Preferably, the skin air outlet is located on the back pressure side of the skin.

[0015] According to the technical scheme, the main landing gear cabin ventilation device can realize thrust recovery and improve the economy of the system.

[0016] Preferably, the ventilation disc is provided with a plurality of air supply openings at the bottom thereof, and the plurality of air supply openings are arranged opposite to a plurality of ventilation openings provided on the air collecting cover.

[0017] According to the technical scheme, the main landing gear cabin ventilation device can ensure that the cooling air enters the inside of the wheel assembly in the shortest path and with the maximum momentum, and provide sufficient cooling capacity for the brake carbon disc.

[0018] Preferably, the flow self-adjusting module is connected with the bypass pipeline through a round-to-square variable-diameter special-shaped pipe at the upstream and downstream thereof.

[0019] According to the technical scheme, the main landing gear cabin ventilation device can reduce the airflow noise caused by the sudden change of the pipeline flow channel due to the throttling contraction structure.

[0020] Preferably, a plurality of fins are arranged near the end of the heat pipe inserted into the air bag.

[0021] According to the technical scheme, the main landing gear cabin ventilation device can strengthen the heat transfer between the heat pipe and the air in the air bag.

[0022] Preferably, when the air bag is contracted to the minimum state, the cross-sectional shape of the air bag in the flow channel is dumbbell-shaped, that is, the upper end and the lower end are relatively thick, and the middle part is relatively thin.

[0023] According to the technical scheme, the main landing gear cabin ventilation device can have the following beneficial technical effects: the dumbbell-shaped cross section of the air bag can adapt to the inner cavity of the flow channel when the air bag is inflated to the maximum state, and basically fill the entire flow channel, which is more conducive to the rapid cooling of the brake carbon disc and the cooling of the cabin environment; and when the air bag is contracted to the minimum state, sufficient flow channel flow area is left, the bypass pipeline flow reaches the maximum, and the maximum thrust energy recovery is realized.

[0024] Preferably, the ratio of the minimum width to the maximum width of the dumbbell-shaped cross section of the air bag is 0.2-0.4:1.

[0025] According to the technical scheme, the main landing gear cabin ventilation device has the following beneficial technical effects: through the appropriate ratio of the minimum width to the maximum width of the air bag dumbbell-shaped cross section, the air bag dumbbell-shaped cross section can better adapt to the flow passage inner cavity when the air bag is inflated to the maximum state, and can better leave sufficient flow passage flow area when the air bag is contracted to the minimum state.

[0026] Preferably, the ratio of the air bag cross section area when the air bag is inflated to the maximum state to the air bag cross section area when the air bag is contracted to the minimum state is 3-5:1.

[0027] According to the technical scheme, the main landing gear cabin ventilation device has the following beneficial technical effects: through the appropriate ratio of the air bag cross section area when the air bag is inflated to the maximum state to the air bag cross section area when the air bag is contracted to the minimum state, the automatic adjustment range of the main air supply pipeline flow is more reasonable, and the main landing gear cabin can better supply cooling according to needs.

[0028] Preferably, the number of air supply ports is 6-12, and the number of ventilation ports is also 6-12.

[0029] According to the technical scheme, the main landing gear cabin ventilation device has the following beneficial technical effects: through the appropriate number of air supply ports and ventilation ports, the cooling air can better enter the inside of the wheel assembly, and sufficient cold quantity is provided for brake carbon disc cooling.

[0030] The above object of the application is also achieved by an airplane comprising the main landing gear cabin ventilation device according to any one of the above aspects.

[0031] According to the technical scheme, the airplane has the following beneficial technical effects: the main air supply pipeline flow can be automatically adjusted according to the temperature state of the wheel assembly, and the main landing gear cabin supplies cooling according to needs. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 is a principle schematic view of the main landing gear cabin ventilation device of an embodiment of the application.

[0033] Figure 2 is a structure schematic view of a ventilation disc in the main landing gear cabin ventilation device of an embodiment of the application.

[0034] Figure 3 is a structure schematic view of an end part of a wind collecting cover in the main landing gear cabin ventilation device of an embodiment of the application.

[0035] Figure 4 is a structure schematic view of a flow self-adjusting module in the main landing gear cabin ventilation device of an embodiment of the application.

[0036] Figure 5 is a structural change diagram of the random wheel assembly temperature reduction, flow self-regulation module.

[0037] List of reference signs

[0038] 1: ram air intake;

[0039] 2: main air supply pipeline;

[0040] 3: ventilation disc;

[0041] 4: bypass pipeline;

[0042] 5: skin exhaust port;

[0043] 6: flow self-regulation module;

[0044] 7: heat pipe;

[0045] 8: wheel assembly;

[0046] 9: wind scoop;

[0047] 31: air supply port;

[0048] 61: throttling contraction structure;

[0049] 62: air bag;

[0050] 63: flow passage

[0051] 71: fin;

[0052] 91: ventilation port;

[0053] A: ram air. DETAILED DESCRIPTION

[0054] The specific embodiments of the present application will now be described, it should be noted that in the process of specifically describing these embodiments, in order to be brief and concise, the present specification cannot make a detailed description of all the features of the actual embodiments. It should be understood that in the actual implementation process of any embodiment, as in the process of any engineering or design project, in order to achieve the specific goals of the developers, to meet the system-related or business-related restrictions, various specific decisions will be made, and these decisions will change from one embodiment to another. In addition, it can be understood that although the efforts made in this development process can be complex and lengthy, some design, manufacture or production changes based on the disclosed technology content of the present disclosure are only routine technical means for ordinary skilled persons in the art related to the disclosed content of the present disclosure, and should not be understood as insufficient disclosure.

[0055] Unless otherwise defined, technical terms or scientific terms used in the claims and the specification have their ordinary meaning as understood by a person of ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms used in the specification and claims of the present application do not denote any order, quantity, or importance, but are used to distinguish one element from another. The terms "a" or "an" do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced element. The terms "include" or "comprise" and similar terms do not denote a limitation on the elements or objects that are included or comprised, but rather denote the inclusion or possession of at least the referenced elements or objects. The terms "connected" or "coupled" do not denote a direct or an indirect connection or coupling, but rather denote a connection or coupling that is fixed or that is capable of being fixed.

[0056] In the following description, for the purpose of clarity, directional terms are used to describe the structure and working of the present application, but the terms "front", "back", "left", "right", "outer", "inner", "outward", "inward", "up", "down", and the like should be understood as convenient terms rather than limiting terms.

[0057] Figure 1 is a schematic diagram of a main landing gear cabin ventilation device according to an embodiment of the present application. Figure 2 is a schematic diagram of a ventilation disc structure in a main landing gear cabin ventilation device according to an embodiment of the present application. Figure 3 is a schematic diagram of an end structure of a wind collecting cover in a main landing gear cabin ventilation device according to an embodiment of the present application. Figure 4 is a schematic diagram of a flow self-regulating module in a main landing gear cabin ventilation device according to an embodiment of the present application. Figure 5 is a schematic diagram of a flow self-regulating module structure change with random wheel assembly temperature reduction.

[0058] As shown in Figures 1 to 5 , according to an embodiment of the present application, the main landing gear cabin ventilation device includes a ram air inlet 1, a main air supply pipeline 2, a ventilation disc 3, a bypass pipeline 4, a skin exhaust port 5, a flow self-regulating module 6, and a heat pipe 7.

[0059] The ram air inlet 1 is located on the skin ram side, and is used to introduce ram air A (i.e., cold air from the external environment) into the main air supply pipeline 2 and the bypass pipeline 4.

[0060] The main air supply pipeline 2 is connected to the ram air inlet 1, and is used to deliver the ram air A from the ram air inlet 1 to the ventilation disc 3.

[0061] The ventilation disc 3 is located at the end of the main air supply pipeline 2, and is used for delivering ram air A from the main air supply pipeline 2 to the vicinity of the wheel assembly 8 in the main landing gear cabin, so as to provide cooling air for forced ventilation and heat dissipation of the brake carbon disc;

[0062] The bypass pipeline 4 is connected to the ram air inlet 1, and is used for delivering excess ram air A entering the main landing gear cabin through the ram air inlet 1 to the skin exhaust port 5;

[0063] The skin exhaust port 5 is located at the end of the bypass pipeline 4, and is used for discharging excess ram air A entering the main landing gear cabin through the ram air inlet 1 to the outside of the aircraft;

[0064] The flow self-adjusting module 6 is installed in the bypass pipeline 4, and the flow self-adjusting module 6 comprises a throttling contraction structure 61 and an air bag 62, the throttling contraction structure 61 defines a flow channel 63 of the flow self-adjusting module 6, and the air bag 62 is located in the flow channel 63; by expansion or contraction of the air bag 62, the flow area of the flow channel 63 is changed, so as to realize flow adjustment of the bypass pipeline 4;

[0065] The heat pipe 7 is connected to the wind collecting cover 9 outside the wheel assembly 8 at one end, and is inserted into the air bag 62 at the other end, and the heat pipe 7 is used for transferring heat conducted from the wheel assembly 8 to the air bag 62 through the wind collecting cover 9, so as to heat or cool air in the air bag 62, so that the air bag 62 expands or contracts.

[0066] According to the above technical scheme, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: the main air supply pipeline flow can be automatically adjusted according to the temperature state of the wheel assembly, and the main landing gear cabin can be cooled on demand.

[0067] Specifically, when the wheel assembly 8 is in a high-temperature state, the heat pipe 7 is used to transfer heat from the wheel assembly 8 to the air bag 62, the air in the air bag 62 is heated and expanded, the flow area of the flow channel 63 is reduced, the flow of the bypass pipeline 4 is reduced, and the flow of the main air supply pipeline 2 is increased, which helps to enhance the heat dissipation of the wheel assembly 8. Conversely, when the wheel assembly 8 does not need to be cooled, the temperature transferred to the air bag 62 through the heat pipe 7 is lower, the air bag 62 contracts, the flow area of the flow channel 63 increases, the flow of the bypass pipeline 4 increases, and the flow of the main air supply pipeline 2 decreases. That is, the main landing gear cabin ventilation device of the present application can automatically adjust the flow of the main air supply pipeline according to the temperature state of the wheel assembly by using the heat pipe-air bag combined structure, and the main landing gear cabin can be cooled on demand.

[0068] In some embodiments, as shown in Figure 1 the skin exhaust port 5 is located on the skin back pressure side. According to the above technical scheme, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: excess ram air entering the main landing gear cabin through the ram air inlet can be discharged to the outside of the aircraft through the skin exhaust port located on the skin back pressure side, thrust recovery can be achieved, and the economy of the system can be improved.

[0069] In some embodiments, as shown in Figures 2 to 3 According to the above technical scheme, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: the cooling air can enter the inside of the wheel assembly in the shortest path and with the largest momentum, and sufficient cooling capacity can be provided for the brake carbon disc.

[0070] In some embodiments, the flow self-regulating module 6 is connected with the bypass pipeline 4 through a round-to-square variable-diameter special-shaped pipe (not shown) at its upstream and downstream. According to the above technical scheme, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: the airflow noise caused by the sudden change of the pipeline flow passage (due to the throttling contraction structure) can be reduced.

[0071] That is, in some embodiments, the cross section of the bypass pipeline 4 is circular, and the cross section of the flow passage 63 defined by the throttling contraction structure 61 is basically square (this is to ensure that the air bag 62 can be basically filled with the entire flow passage 63 when it is inflated to the maximum state), in order to reduce the airflow noise caused by the sudden change of the pipeline flow passage, the flow self-regulating module 6 is connected with the bypass pipeline 4 through a round-to-square variable-diameter special-shaped pipe at its upstream and downstream. Therefore, the pipeline flow passage smoothly transitions from the circular cross section of the bypass pipeline 4 to the basically square cross section of the flow passage 63, and then smoothly transitions to the circular cross section of the bypass pipeline 4, without sudden change of the pipeline flow passage in between, thereby reducing the possible airflow noise.

[0072] In some embodiments, as shown in Figure 4 According to the above technical scheme, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: the heat transfer between the heat pipe and the air in the air bag can be strengthened.

[0073] Preferably, as shown in Figure 4 For example, the plurality of fins 71 can be arranged in 7 rows along the longitudinal extension direction of the heat pipe 7, and each row includes 4 fins arranged along the circumferential direction of the heat pipe 7.

[0074] In some embodiments, as shown in Figure 5As shown, when the air bag 62 is contracted to the minimum state, the cross section (i.e. the section perpendicular to the flow direction of the flow channel) of the air bag 62 in the flow channel 63 is dumbbell-shaped, i.e. the upper and lower ends are thicker and the middle is thinner. According to the above technical solution, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: the dumbbell-shaped cross section of the air bag can adapt to the inner cavity of the flow channel when the air bag is inflated to the maximum state, basically filling the entire flow channel, better facilitating the rapid cooling of the brake carbon disc and the cooling of the cabin environment; and can leave sufficient flow channel flow area when the air bag is contracted to the minimum state, the bypass pipeline flow reaches the maximum, and the maximum thrust energy recovery is achieved.

[0075] In some embodiments, as shown in Figure 5 The ratio of the minimum width W1 to the maximum width W2 of the dumbbell-shaped cross section of the air bag 62 is 0.2-0.4:1. According to the above technical solution, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: by adjusting the ratio of the minimum width to the maximum width of the dumbbell-shaped cross section of the air bag, the dumbbell-shaped cross section of the air bag can better adapt to the inner cavity of the flow channel when the air bag is inflated to the maximum state; and can better leave sufficient flow channel flow area when the air bag is contracted to the minimum state.

[0076] In some embodiments, as shown in Figure 5 The ratio of the air bag cross section area when the air bag 62 is inflated to the maximum state to the air bag cross section area when the air bag 62 is contracted to the minimum state is 3-5:1. According to the above technical solution, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: by adjusting the ratio of the air bag cross section area when the air bag is inflated to the maximum state to the air bag cross section area when the air bag is contracted to the minimum state, the automatic adjustment range of the main air supply pipeline flow is more reasonable, and the main landing gear cabin can better supply cooling as needed.

[0077] Preferably, as shown in Figure 5 The ratio of the air bag cross section area when the air bag 62 is inflated to the maximum state to the air bag cross section area when the air bag 62 is contracted to the minimum state is about 4:1. That is, when the air bag 62 is inflated to the maximum state, the air bag 62 basically fills the entire flow channel 63; when the air bag 62 is contracted to the minimum state, the air bag 62 basically occupies about one-fourth of the cross section of the flow channel 63, and the flow area of the flow channel 63 occupies about three-fourths of the cross section of the flow channel 63.

[0078] In some embodiments, the number of air supply ports 31 is 6-12, and the number of ventilation ports 91 is also correspondingly 6-12. According to the above technical solution, the main landing gear cabin ventilation device of the present application can achieve the following beneficial technical effects: by adjusting the number of air supply ports and ventilation ports, the cooling air can better enter the inside of the wheel assembly, providing sufficient cold energy for the cooling of the brake carbon disc.

[0079] Preferably, as shown in Figures 2 to 3 the number of air supply ports 31 is 8, and the number of air vents 91 is also 8 correspondingly. Preferably, as shown in Figures 2 to 3 the plurality of air supply ports 31 are arranged at intervals in the circumferential direction, and the plurality of air vents 91 are also arranged at intervals in the circumferential direction.

[0080] As shown in Figure 5 the working process of the main landing gear cabin ventilation device of the present application can be as follows:

[0081] (1) After the landing gear is retracted into the main landing gear cabin and the cabin door is closed, the wheel assembly is in a high temperature state. The heat of the air collector is transferred to the air bag through the heat pipe, the air bag is heated and expanded to basically fill the entire flow passage, and the bypass pipeline has no airflow passing through. The cold air introduced into the cabin through the ram air inlet is all delivered to the wheel assembly through the ventilation disc for rapid cooling of the brake carbon disc and cooling of the cabin environment.

[0082] (2) When the temperature of the brake carbon disc decreases, the heat transferred to the air bag through the heat pipe decreases, the air bag contracts, the flow passage area of the flow self-adjusting module increases, the bypass pipeline flow increases, and the flow of cold air delivered to the wheel assembly through the main air supply pipeline decreases. The bypass pipeline flow is discharged outside the aircraft through the skin exhaust port, and partial thrust recovery is achieved.

[0083] (3) When the temperature of the brake carbon disc decreases to the target temperature, the air bag contracts to the minimum state, the flow passage area of the flow self-adjusting module increases to the maximum state, the bypass pipeline flow reaches the maximum, and maximum thrust energy recovery is achieved.

[0084] According to an embodiment of the present application, the aircraft comprises the main landing gear cabin ventilation device as described in any of the above aspects. According to the above technical solution, the aircraft of the present application can achieve the following beneficial technical effects: the main air supply pipeline flow can be automatically adjusted according to the temperature state of the wheel assembly, and the main landing gear cabin can be cooled on demand.

[0085] 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. A main landing gear bay ventilation device, characterized in that, The main landing gear bay ventilation system includes a ram air inlet, a main air supply duct, a ventilation disc, a bypass duct, a skin exhaust outlet, a flow self-regulating module, and a heat pipe; The ram air inlet is located on the ram air side of the skin and is used to introduce ram air into the main air supply duct and the bypass duct. The main air supply duct is connected to the ram air inlet and is used to deliver ram air from the ram air inlet to the ventilation coil; The ventilation disc is located at the end of the main air supply duct and is used to deliver ram air from the main air supply duct to the vicinity of the wheel assembly in the main landing gear bay, providing cooling air for forced ventilation and heat dissipation of the brake carbon disc; The bypass line is connected to the ram air inlet and is used to deliver excess ram air entering the main landing gear bay from the ram air inlet to the skin exhaust port. The skin exhaust port is located at the end of the bypass pipe and is used to exhaust excess ram air that enters the main landing gear bay through the ram air inlet to the outside of the aircraft. The flow self-regulating module is installed in the bypass pipeline. The flow self-regulating module includes a throttling and contraction structure and an air bladder. The throttling and contraction structure defines the flow channel of the flow self-regulating module. The air bladder is located in the flow channel. By expanding or contracting the air bladder, the flow area of ​​the flow channel is changed, thereby realizing the flow regulation of the bypass pipeline. One end of the heat pipe is connected to the air shroud on the outside of the wheel assembly, and the other end is inserted into the airbag. The heat pipe is used to transfer the heat conducted from the wheel assembly to the air shroud to the airbag to heat or cool the air in the airbag, causing the airbag to expand or contract.

2. The main landing gear bay ventilation system as described in claim 1, characterized in that, The skin exhaust port is located on the back pressure side of the skin.

3. The main landing gear bay ventilation system as described in claim 1, characterized in that, The ventilation disc has multiple air outlets at its bottom, and these multiple air outlets are arranged opposite to the corresponding multiple ventilation openings on the air collection hood.

4. The main landing gear bay ventilation system as described in claim 1, characterized in that, The flow self-regulating module is connected to the bypass pipeline upstream and downstream via a variable-diameter pipe that changes from round to square.

5. The main landing gear bay ventilation system as described in claim 1, characterized in that, The heat pipe has multiple ribs installed near the end into which it is inserted into the airbag.

6. The main landing gear bay ventilation system as described in claim 1, characterized in that, When the airbag is contracted to its minimum state, the cross-sectional shape of the airbag in the flow channel is dumbbell-shaped, that is, the top and bottom ends are thicker and the middle is thinner.

7. The main landing gear bay ventilation system as described in claim 6, characterized in that, The ratio of the minimum width to the maximum width of the dumbbell-shaped cross-section of the airbag is 0.2 to 0.4:

1.

8. The main landing gear bay ventilation system as described in claim 1, characterized in that, The ratio of the cross-sectional area of ​​the airbag when it is inflated to its maximum state to the cross-sectional area of ​​the airbag when it is contracted to its minimum state is 3 to 5:

1.

9. The main landing gear bay ventilation system as described in claim 3, characterized in that, The number of air supply outlets is 6 to 12, and the number of ventilation openings is also 6 to 12.

10. An aircraft comprising a main landing gear bay ventilation system as claimed in any one of claims 1-9.

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