Aircraft lift augmentation and noise reduction structure

Abstract

The invention relates to the technical field of aero-engine system design, in particular to an aircraft lift augmentation and noise reduction structure which comprises a main pipeline, branch pipelines and valves. One end of the main pipeline is communicated with an engine outer duct, the other end of the main pipeline is communicated with the branch pipeline, the branch pipeline is arranged at the bottom of a wing, and a plurality of spraying holes are formed in the branch pipeline and face downwards; the valve is mounted on the main pipeline; the valve has two states, in the first state, the valve is opened, airflow led out of the outer duct of the engine is sprayed out downwards from the wings through the branch pipelines, part of thrust is converted into lift force, and the skating distance and the climbing distance of the engine are directly shortened; in the second state, the valve is closed, the engine outer duct airflow flows normally, and the aircraft runs normally. The maximum lift coefficient is increased, the stall characteristic is improved, the lift-drag ratio is increased, the system structure is remarkably simplified, and the occupied space and the installation complexity are reduced. The structure is simple, and the maintenance convenience and economical efficiency are improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of aero-engine system design, and in particular to an aircraft noise reduction and elevation enhancement structure. Background Art

[0002] The aircraft includes a basic wing with high-speed cruising characteristics and a lift-enhancing component with low-speed take-off and landing characteristics. In order to meet the requirements of the aircraft at different flight speeds and attitudes, the design adopts various active surface measures based on the wing shape in the cruising state to achieve the purpose of increasing lift. These devices that increase lift are called lift-enhancing devices. According to the position of the lift-enhancing device, it is divided into leading edge lift-enhancing devices and trailing edge lift-enhancing devices. Lift-enhancing components usually include leading edge flaps, leading edge slats, trailing edge flaps, etc. They can improve the aerodynamic characteristics of the basic wing, so that the aircraft can obtain sufficient lift at low speeds during take-off and landing, and they will not directly generate lift themselves. The power plant of an aircraft includes the engine body and its matching components. The engine is usually connected to the engine pylon located under the wing by means of a hinge. The engine pylon usually serves as a structural connection and a line connection. However, the aircraft engine can only provide thrust for the aircraft, not lift.

[0003] Regarding the research on improving the lift coefficient of an aircraft, the general idea is to optimize the structure and layout of the lift-enhancing components. For example: A certain company has disclosed an aircraft lift-enhancing device with double-slotted flaps, in which the main wing, main flap and rear flap are connected by two or three connecting rods. The connecting rods enable the rear flap to follow the main flap, so that when the main flap is actively deflected, the rear flap can automatically retreat and deflect relative to the main flap, thereby increasing the maximum lift coefficient.

[0004] An aircraft design institute has disclosed an aircraft lift-enhancing device, which includes a plurality of spoilers arranged on the belly of the aircraft and / or under the wings of the aircraft to achieve the purpose of increasing lift.

[0005] A design institute has disclosed an aircraft lift-enhancing device with a single-slotted flap for increasing the lift of an aircraft during takeoff and landing. The lift-enhancing device includes a flap, a main wing rear beam fixing rod, a flap front beam fixing rod, a flap rear beam fixing rod, a linkage rod, a lower baffle, a sealing rubber, and an actuator, which plays a role in improving the aircraft's lift-enhancing ability, reducing cruising resistance, and improving lift-to-drag ratio.

[0006] An aircraft technology research center has disclosed a low-noise lift-enhancing device for wings and an aircraft. When the aircraft is taking off or landing, the retractable module at the trailing edge of the aircraft's leading edge slat extends backward, increasing the chord length of the leading edge slat and reducing the gap width between the leading edge slat and the fixed wing, thereby achieving the purpose of increasing lift, reducing drag, and reducing slat noise.

[0007] The engine bleed air design is often used for temperature regulation, cooling, de-icing and other purposes, and does not involve the use of providing lift and other purposes. For example: A university has invented a wing anti-icing system and operation method using a leaf vein-like structure. The leaf vein-like wing anti-icing system is divided into an upper wing and a lower wing. The leaf vein-like wing anti-icing system includes bleed air pipelines, bleed air mains, bleed air branches, anti-icing valves, ice detectors, exhaust ports and other components. The bleed air pipeline is used for engine bleed air, the bleed air main is used to transmit high-temperature bleed air to the branch pipe, the bleed air branch is used to transmit high-temperature bleed air on the inner surface of the wing to heat the wing surface and melt the ice on the wing surface. The anti-icing valve is used to open after detecting ice accumulation, and the exhaust port is used to discharge useless exhaust gas.

[0008] An aircraft limited liability company has designed an aircraft engine bleed air cooling system including a bleed air cooling device, and an internal chamber is formed in the shell of the bleed air cooling device. A partition is provided in the internal chamber, and the partition divides the internal chamber into an upper part and a lower part of the internal chamber, and at least one heat pipe is provided in the internal chamber, and the heat pipe has an evaporation section and a condensation section. Among them, a bleed air inlet port and a bleed air outlet port are provided in the upper part of the internal chamber, and the evaporation section of the heat pipe is located in the upper part of the internal chamber. A cooling air inlet port and a cooling air outlet port are provided in the lower part of the internal chamber, and the condensation section of the heat pipe is located in the lower part of the internal chamber. It also relates to an aircraft including the aircraft engine bleed air cooling system. The aircraft engine bleed air cooling system has a simple structure, good safety, easy maintenance, and can be flexibly adjusted according to the requirements of engine bleed air cooling.

[0009] An aircraft design institute has disclosed an anti-icing bleed air device, which consists of a bleed air inlet section, an ejector nozzle, a filter, an air mixing section, and a rectifying section. The bleed air inlet section and the inlet of the ejector nozzle are connected by welding or flange, the outlet of the ejector nozzle is located at the contraction of the air mixing section, the filter is located at the inlet of the air mixing section, and is wrapped around the bleed air inlet section. The rectifying section is connected to the rear of the air mixing section, and the rectifying section is a tapered tube. The engine bleed air can be cooled without passing through a precooler, and can be cooled and decompressed by mixing with the outside air, so that it meets the anti-icing requirements, and the influence of bleed air on engine thrust is reduced to a greater extent, so that the aircraft has better performance.

[0010] A power machinery research institute has disclosed an ejector air bleed device for controlling the clearance of aircraft engine turbine blade tips. By combining two ejectors, the circumferential temperature of the airflow in the annular chamber that provides the air source for cooling the turbine casing can be guaranteed to be uniform. At the same time, the ejector structure dimensions are optimized so that the ejection coefficient of the ejector reaches 1.7 and the expansion ratio of the ejected fluid reaches 1.4, which meets the cooling requirements of the high-pressure turbine casing tip clearance control of small and medium-sized aircraft engines with high compression ratios, and solves the problems of poor tip clearance control and increased casing ellipticity of small and medium-sized aircraft engines.

[0011] An engine limited liability company discloses an air bleed noise reduction device and an engine including the same, which are arranged in a duct. In the air bleed noise reduction device and the engine including the same, a diversion channel is arranged between the outer duct and the inner duct to guide the airflow in the outer duct into the inner duct in advance, so as to provide a mechanism for early communication between the inner and outer duct airflows, so that the inner and outer airflows can be mixed in advance, thereby increasing the degree of primary airflow mixing, and being able to increase the airflow velocity flowing from the outlet into the inner duct, so as to further improve the mixing effect and achieve the purpose of reducing the jet noise.

[0012] Wing lift-enhancing components can only provide limited lift for the aircraft. Flaps will cause discontinuity in the wings while providing lift. Although lift-enhancing devices can increase lift, they usually increase air resistance during flight, which can lead to reduced fuel efficiency in some cases, especially during the cruise phase. The thrust generated by the engine cannot be directly converted into lift. In addition, lift-enhancing structures are often complex, with many movable structures, poor maintenance and potential failure risks. Additional mechanical components and structural support are usually required, which will increase the overall weight of the aircraft. Lift-enhancing structures usually contain complex mechanical systems that require regular maintenance and inspection. When using lift-enhancing structures, more aerodynamic noise may be generated, which may affect comfort or require additional noise control measures in some cases.

[0013] For the engine bleed structure, bleed air from the engine will lead to a reduction in the effective thrust of the engine, because part of the compressed air is exported for other systems instead of for combustion, which may affect the overall performance of the aircraft. The design and operation of the bleed air system increases the complexity of the aircraft system. It requires additional pipes, control valves and regulating devices, which require regular maintenance and inspection, increasing maintenance costs. And the bleed air process may cause changes in the noise and vibration characteristics of the engine. Summary of the invention

[0014] The present disclosure is proposed in view of the above problems. The present disclosure provides an aircraft noise reduction and elevation enhancement structure.

[0015] According to one aspect of the present disclosure, there is provided an aircraft noise reduction structure, which comprises a main pipeline, a branch pipeline and a valve; one end of the main pipeline is connected to the engine duct, and the other end of the main pipeline is connected to the branch pipeline, the branch pipeline is arranged at the bottom of the wing, and a plurality of spray holes are opened on the branch pipeline, and the spray holes face downward; the valve is installed on the main pipeline; The valve has two states. In the first state, the valve is open, and the airflow led out from the engine duct will be ejected downward from the wing through the branch pipe, converting part of the thrust into lift, directly shortening the engine's taxiing distance and climbing distance; in the second state, the valve is closed, the engine duct airflow flows normally, and the aircraft travels normally.

[0016] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes: the branch pipe is arranged along the length direction of the wing rib.

[0017] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes: there are a plurality of branch pipes; and the wing ribs and the branch pipes are arranged at intervals.

[0018] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes that a plurality of the spray holes are arranged along the length direction of the branch pipe.

[0019] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes that the nozzle hole diameter is 1 / 50 to 1 / 70 of the engine diameter.

[0020] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes that when the aircraft takes off or climbs, the valve is in a first state; when the aircraft flies normally, the valve is in a second state.

[0021] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes that the valve is installed at the connection between the main line and the engine duct.

[0022] In addition, the aircraft noise reduction and enhancement structure according to one aspect of the present disclosure further includes that the main pipe passes through the engine and is connected to the branch pipe at the wing.

[0023] The present invention provides an aircraft lift-enhancing structure, which can achieve the effect of increasing lift and noise by introducing the airflow in the engine duct under the wing, directly convert the engine thrust into lift, reduce the engine noise through mixing and auxiliary jet, increase the maximum lift coefficient, improve the stall characteristics, increase the lift-to-drag ratio, significantly simplify the system structure, reduce the occupied space and installation complexity. The structure is simple, and the maintenance convenience and economy are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0025] Figure 1 It is a schematic diagram of the installation structure of the aircraft noise reduction and enhancement structure; Figure 2 for Figure 1 A partial cross-sectional view of Figure 3 for Figure 1 A partial enlarged view of .

[0026] Description of reference numerals: 1-wing, 2-engine suspension, 3-engine, 4a-valve, 4b-main pipe, 4c-branch pipe, 4d-nozzle hole, 5-wing rib, 6-wing beam, 7-engine duct. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the present disclosure more obvious, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0028] See also Figure 1-Figure 3As shown, the present disclosure proposes an aircraft lift and noise enhancement structure, which includes a main line 4b, a branch line 4c and a valve 4a; one end of the main line 4b is connected to the engine duct 7, and the other end of the main line 4b is connected to the branch line 4c, and the branch line 4c is arranged at the bottom of the wing 1, and a plurality of spray holes 4d are opened on the branch line 4c, and the spray holes 4d face downward, and the plurality of spray holes 4d are arranged along the length direction of the branch line 4c; the valve 4a is installed on the main line 4b; by setting the main line 4b and the branch line 4c, part of the airflow in the duct can be introduced into the branch line 4c, so that part of the thrust is converted into lift, which can provide lift for the aircraft when the aircraft takes off or climbs. Specifically, the valve 4a has two states. In the first state, the valve 4a is opened, and the airflow led out from the engine duct 7 will be ejected downward from the wing 1 through the branch pipe 4c, converting part of the thrust into lift, directly shortening the taxiing distance and climbing distance of the engine 3; in the second state, the valve 4a is closed, and the gas in the engine duct 7 no longer enters the branch pipe 4c through the main pipe 4b to provide lift for the aircraft, and the airflow in the engine duct 7 flows normally and the aircraft travels normally.

[0029] The disclosed invention has a simple structure, convenient operation and control, does not directly draw gas from the engine 3, avoids the overall performance of the aircraft being affected by the fact that part of the compressed air is used for other systems instead of for combustion, avoids the use of complex active structures, simplifies the system structure, reduces the overall weight of the aircraft, and reduces the regular maintenance and inspection costs of complex active structures.

[0030] As an implementation method, the branch pipe 4 c is arranged along the length direction of the rib 5 .

[0031] The length of the branch pipe 4 c is smaller than the length of the rib 5 , so as to prevent the branch pipe 4 c from extending out of the wing 1 .

[0032] As an implementation method, the branch pipe 4c is fixed to the lower surface of the wing 1 by welding, and of course, it can also be fixedly connected by fixing parts such as bolts.

[0033] There are multiple branch pipes 4c; the wing ribs 5 are spaced apart from the branch pipes 4c. In specific implementation, the number of branch pipes 4c depends on the structure, and the number of branches is adjusted according to the density of the wing ribs 5 and the air intake. The number of the nozzles 4d is adjusted according to the air intake and the structural strength and size of the wing 1.

[0034] As an implementation, the diameter of the spray hole 4d is 1 / 50 to 1 / 70 of the engine diameter. In specific implementation, 1 / 50, 1 / 55, 1 / 56, 1 / 60, 1 / 70, etc. can be selected. Of course, the spray hole 4d can also be a polygonal hole such as an elliptical hole or a square hole. The number, position, shape and direction of the spray hole 4d cannot be understood as a limitation of the present disclosure.

[0035] When the aircraft takes off or climbs, the valve 4a is in the first state, that is, the valve 4a is open, and the airflow drawn out from the engine duct 7 will be ejected downward from the wing 1 through the branch pipe 4c, converting part of the thrust into lift, directly shortening the engine's taxiing distance and climbing distance; when the aircraft is flying normally, the valve 4a is in the second state, that is, the valve 4a is closed, and the gas in the duct no longer enters the branch pipe 4c through the main pipe 4b to provide lift for the aircraft, and the airflow in the engine duct 7 flows normally and the aircraft flies normally.

[0036] As an implementation method, the valve 4a is installed at the connection between the main line 4b and the engine duct 7, that is, at the entrance of the main line 4b. In this way, the gas flowing from the engine duct 7 into the main line 4b can be controlled. When the valve 4a is closed, it is prevented that part of the gas in the engine duct 7 enters the main line 4b and is stored in the main line 4b, which causes a reduction in the gas in the engine duct 7, thereby reducing the force of the gas in the engine duct 7 used for normal cruising.

[0037] Furthermore, the main pipe 4b passes through the engine pylon 2 and is connected to the branch pipe 4c at the wing 1. The engine 3 is connected to the engine pylon 2 located below the wing 1 through a hinge. For ease of understanding, the wing beam 6 is also shown in the figure.

[0038] The present disclosure provides a lift-enhancing structure for an aircraft, which can achieve a lift-enhancing effect by introducing the airflow in the engine duct 7 under the wing 1, directly converting the thrust of the engine 3 into lift, reducing engine noise through mixing and auxiliary jets, increasing the maximum lift coefficient, improving stall characteristics, increasing lift-to-drag ratio, significantly simplifying the system structure, reducing occupied space and installation complexity. The structure is simple, and the convenience and economy of maintenance are improved. The lift-noise-enhancing structure can be used to increase the lift of the aircraft and reduce the jet noise of the engine at the same time, reducing the noise pollution of the aircraft to the surrounding environment.

[0039] In specific implementation, the airflow in the engine duct 7 is introduced under the wing 1 to suppress the jet noise by promoting turbulence and accelerating the mixing of the jet with the surrounding air. The energy of large-scale vortices is weakened by increasing turbulence and enhancing airflow mixing, thereby reducing noise. By introducing auxiliary jets around the main jet, the boundary layer of the main jet can be disturbed, promoting the mixing of the jet with the surrounding air, thereby achieving the effect of noise reduction.

[0040] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0041] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0042] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0043] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0044] Various changes, substitutions, and modifications of the techniques described herein may be made without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of the present disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and actions described above. Currently existing or later to be developed processes, machines, manufactures, compositions of events, means, methods, or actions that perform substantially the same functions or achieve substantially the same results as the corresponding aspects described herein may be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or actions within their scope.

[0045] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0046] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. An aircraft noise reduction structure, characterized in that: The invention comprises a main pipeline (4b), a branch pipeline (4c) and a valve (4a); one end of the main pipeline (4b) is connected to an engine duct (7), the other end of the main pipeline (4b) is connected to the branch pipeline (4c), the branch pipeline (4c) is arranged at the bottom of the wing (1), a plurality of spray holes (4d) are provided on the branch pipeline (4c), and the spray holes (4d) face downward; the valve (4a) is mounted on the main pipeline (4b); The valve (4a) has two states. In the first state, the valve (4a) is open, and the airflow drawn out from the engine duct (7) is ejected downward from the wing (1) through the branch pipe (4c), converting part of the thrust into lift, thereby directly shortening the taxiing distance and climbing distance of the engine. In the second state, the valve (4a) is closed, and the airflow in the engine duct (7) flows normally, and the aircraft travels normally.

2. The aircraft noise reduction structure according to claim 1, characterized in that: The branch pipeline (4c) is arranged along the length direction of the rib (5).

3. The aircraft noise reduction structure according to claim 2, characterized in that: There are a plurality of branch pipes (4c); the wing ribs (5) and the branch pipes (4c) are arranged at intervals.

4. The aircraft noise reduction structure according to claim 1, characterized in that: The plurality of spray holes (4d) are arranged along the length direction of the branch pipeline (4c).

5. The aircraft noise reduction structure according to claim 1, characterized in that: The diameter of the spray hole (4d) is 1 / 50 to 1 / 70 of the diameter of the engine.

6. The aircraft noise reduction structure according to claim 1, characterized in that: When the aircraft is taking off or climbing, the valve (4a) is in the first state; when the aircraft is flying normally, the valve (4a) is in the second state.

7. The aircraft noise reduction structure according to claim 1, characterized in that: The valve (4a) is installed at the connection between the main pipeline (4b) and the engine duct (7).

8. The aircraft noise reduction structure according to claim 1, characterized in that: The main pipeline (4b) passes through the engine suspension (2) and is connected to the branch pipeline (4c) at the wing (1).

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