Flow resistance adjustable non-return assembly of aero-engine and engine thereof

Abstract

The invention provides an aero-engine flow resistance adjustable non-return assembly and an engine thereof, the non-return assembly comprises a cavity, a plurality of groups of runner plate assemblies and two side plates, the two ends of the cavity are provided with holes, and the cavity is used for pipeline flange connection and provides a gas circulation channel; the two side plates are installed on the two sides of the cavity, the runner plate assemblies are oppositely arranged on the two side wall faces of the cavity, the runner plate assemblies are arranged in the cavity in a penetrating mode and rotationally connected with the inner wall face of the cavity, one end of each runner plate assembly is rotationally connected with the corresponding side plate, and the other end of each runner plate assembly is rotationally connected with the corresponding side plate. By adjusting the positions of the side plates, the runner plate assembly rotates relative to the cavity, and therefore the angle between the runner plate assembly and the inner wall face of the cavity is adjusted. The working condition requirement of an engine can be met by adjusting the parameters of the runner plate, and the runner plate can be suitable for working conditions of various gas pressures and flow speeds and is good in universality and high in reliability.

Description

Technical Field

[0001] The invention relates to the field of aircraft engine exhaust pipelines, and in particular to an aircraft engine flow resistance adjustable check assembly and an engine thereof. Background Art

[0002] Aircraft engine parts work in poor conditions, especially turbine blades, where the gas temperature can reach more than 1900K, which exceeds the temperature range of the material for long-term stable operation. In order to meet the strength requirements of engine parts and improve the reliability of the engine, they need to be cooled. One of the cooling methods is to guide low-temperature gas from the compressor to the high-temperature turbine parts, forming an air film on the surface of the turbine blade parts to isolate the high-temperature gas and reduce its surface temperature.

[0003] In order to prevent the high-temperature gas from the turbine from flowing back into the compressor during aircraft engine testing or operation, thus damaging engine parts, a check valve is generally required in the bleed air line, which only allows gas to flow from the compressor to the turbine, but not from the turbine to the compressor.

[0004] Figure 1 The following is a schematic diagram of the connection pipeline of the existing aircraft engine check valve structure. Figure 1 As shown, most of them are passive, relying on the pressure of the gas to realize the movement of the valve disc and realize the function of one-way flow. During the operation of the engine, as the gas pressure changes. The check valve structure of the aircraft engine includes a compressor casing 100, a combustion chamber casing 200 and a turbine casing 300 which are connected to each other in sequence, and the check valve structure 110 is installed on the turbine casing 300. One end of the bleed air pipeline 120 is connected to the compressor casing 100 through a flange 130, and the other end is connected to the turbine casing 300 through the check valve structure 110.

[0005] The existing engine check valve mainly has the following problems:

[0006] 1. Poor versatility. The air pipeline check valve is designed for pipelines of a certain working condition and specification and is welded on the air cooling pipeline, so it is only compatible with pipelines of one working condition and specification. When the pipeline specification changes or the engine working condition changes, the check valve needs to be redesigned and processed, and it cannot be universal.

[0007] 2. Low reliability. During the operation of the engine, the valve disc rotates around the core shaft, causing wear of the core shaft and jamming of the valve disc. The reliability is low, which brings great safety hazards to the operation of the engine.

[0008] In view of this, the inventor of the present application has designed an aircraft engine flow resistance adjustable check assembly and an engine thereof, in order to overcome the above-mentioned technical problems. Summary of the invention

[0009] The technical problem to be solved by the present invention is to overcome the defects of poor versatility and low reliability of engine check valves in the prior art, and to provide an aircraft engine flow resistance adjustable check assembly and an engine thereof.

[0010] The present invention solves the above technical problems through the following technical solutions:

[0011] An aircraft engine flow resistance adjustable check assembly, characterized in that the check assembly comprises a cavity, a plurality of flow channel plate assemblies and two side plates, the cavity has holes at both ends for pipeline flange connection to provide a gas flow channel;

[0012] The two side plates are installed on both sides of the cavity, and each group of the flow channel plate assemblies are relatively arranged on the two side walls of the cavity. The flow channel plate assembly is penetrated in the cavity and is rotatably connected to the inner wall of the cavity, and one end of the flow channel plate assembly is rotatably connected to the side plate. By adjusting the position of the side plate, the flow channel plate assembly is rotated relative to the cavity, thereby adjusting the angle between the flow channel plate assembly and the inner wall of the cavity.

[0013] According to an embodiment of the present invention, each of the flow channel plate assemblies comprises a flow channel plate and a crank, one end of the flow channel plate penetrates into the cavity, and a rotating connection portion is provided on both side walls of the flow channel plate, which is rotatably connected to the inner wall surface of the cavity through the rotating connection portion;

[0014] The crank is rotatably connected to the other end of the flow channel plate, and the crank is connected to the corresponding side plate through a pin shaft.

[0015] According to an embodiment of the present invention, a plurality of waist-shaped grooves are formed on the side plate, and the pin shaft is installed in the waist-shaped grooves, and the rotation of the crank is realized by the movement of the pin shaft in the waist-shaped grooves.

[0016] According to an embodiment of the present invention, the non-return assembly further comprises two cover plates, wherein the cover plates are respectively fixed on both sides of the side plate, and the cavity is fixed between the side plate and the cover plates.

[0017] According to an embodiment of the present invention, a sealing member is provided between the contact surface between the cover plate and the cavity.

[0018] According to an embodiment of the present invention, the flow channel plates are arranged on both side walls of the cavity at intervals, and parts of the flow channel plates located on the same side wall of the cavity are parallel to each other.

[0019] According to an embodiment of the present invention, a side plate sealing ring is provided between the contact surface of the side plate and the cavity.

[0020] According to an embodiment of the present invention, the check assembly is made of stainless steel, nickel-based high-temperature alloy or titanium alloy.

[0021] According to an embodiment of the present invention, the surface roughness of the flow channel plate is less than or equal to Ra0.8, and a coating is provided on the surface of the flow channel plate.

[0022] The present invention also provides an aircraft engine, which is characterized in that the aircraft engine includes a compressor casing, a combustion chamber casing and a turbine casing which are connected to each other in sequence, and the aircraft engine flow resistance adjustable check assembly as described above, one end of the check assembly is connected to a first connecting pipe, the first connecting pipe is connected to the compressor casing, and the other end of the check assembly is connected to a second connecting pipe, and the second connecting pipe is connected to the turbine casing.

[0023] The positive and progressive effects of the present invention are:

[0024] The aircraft engine flow resistance adjustable check assembly and the engine thereof of the present invention have the following advantages:

[0025] 1. Good versatility: The number, size, and angle parameters of the flow plate are serialized, and the flow plate parameters can be adjusted to meet the engine working conditions. It can be applied to a variety of gas pressures and flow rates, and has good versatility.

[0026] 2. High reliability: During the operation of the engine, all parts of the flow resistance adjustable check assembly have no mechanical movement such as movement and rotation, and will not fail due to wear and tear, so the reliability is high. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and other features, properties and advantages of the present invention will become more apparent through the following description in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always represent the same features, wherein:

[0028] Figure 1 The present invention is a schematic diagram of the connecting pipelines of the existing aircraft engine check valve structure.

[0029] Figure 2 The exploded view of the aircraft engine flow resistance adjustable check assembly of the present invention.

[0030] Figure 3 The diagram is a schematic diagram of the gas flow state in the adjustable flow resistance check assembly of an aircraft engine of the present invention when the flow resistance adjustable check assembly is located at the first gear position and when the airflow is positive.

[0031] Figure 4 The diagram is a schematic diagram of the gas flow state in the adjustable flow resistance check assembly of an aircraft engine of the present invention when the flow resistance adjustable check assembly is located at the first gear position and when the airflow is reversed.

[0032] Figure 5 The diagram is a schematic diagram of the gas flow state in the adjustable flow resistance check assembly of an aircraft engine of the present invention when the flow resistance adjustable check assembly is located at the second gear position and the flow direction is positive.

[0033] Figure 6 The diagram is a schematic diagram of the gas flow state in the adjustable flow resistance check assembly of an aircraft engine of the present invention when the adjustable flow resistance check assembly is located at the second gear position and when the airflow is reversed.

[0034] Figure 7 The figure is a schematic diagram of the structural parameters of the aircraft engine flow resistance adjustable check assembly of the present invention.

[0035] Figure 8 Schematic diagram of the model point setting in the aircraft engine flow resistance adjustable check assembly of the present invention Figure 1 .

[0036] Fig. 9 Schematic diagram of the model point setting in the aircraft engine flow resistance adjustable check assembly of the present invention Figure 2 .

[0037] Fig.10 The pressure curve of the measuring point in the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 1 .

[0038] Fig.11 The pressure curve of the measuring point in the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 2 .

[0039] Fig.12 The pressure curve of the measuring point in the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 3 .

[0040] Fig.13 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 1 .

[0041] Fig.14 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 2 .

[0042] Fig.15 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 3 .

[0043] Fig.16 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 4 .

[0044] Fig.17The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 5 .

[0045] Fig.18 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 6 .

[0046] Fig.19 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 7 .

[0047] Fig. 20 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 8 .

[0048] Fig.21 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 9 .

[0049] Fig. 22 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 10 .

[0050] Fig.23 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 10 one.

[0051] Fig.24 The pressure and flow rate of the aircraft engine flow resistance adjustable check assembly of the present invention is shown in FIG. Figure 10 two.

[0052] Fig.25 This is a schematic diagram of the aero-engine of the present invention using a flow resistance ring structure to connect pipelines. DETAILED DESCRIPTION

[0053] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0054] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to preferred embodiments of the present invention, examples of which are shown in the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings to represent the same or similar parts.

[0055] Furthermore, although the terms used in the present invention are selected from well-known and commonly used terms, some terms mentioned in the present invention specification may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this document.

[0056] Furthermore, it is required that the present invention be understood not only by the actual terms used but also by the meanings connoted by each term.

[0057] like Figure 1 and Figure 2 As shown, the present invention discloses an aircraft engine flow resistance adjustable check assembly, which includes a cavity 10, multiple groups of flow channel plate assemblies 20 and two side plates 30. The cavity 10 here has holes at both ends for connection with a pipeline flange 11 to provide a gas flow channel. The opening and the pipeline flange 11 are sealed by a metal sealing ring 12. The two side plates 30 are installed on both sides of the cavity 10, and each group of flow channel plate assemblies 20 are arranged relatively on the two side walls of the cavity 10. The flow channel plate assembly 20 is penetrated in the cavity 10 and is rotatably connected to the inner wall of the cavity 10, and one end of the flow channel plate assembly 20 is rotatably connected to the side plate 30. By adjusting the position of the side plate 30, the flow channel plate assembly 20 is rotated relative to the cavity 10, thereby adjusting the angle between the flow channel plate assembly 20 and the inner wall of the cavity 10.

[0058] Preferably, each flow channel plate assembly 20 includes a flow channel plate 21 and a crank 22. One end of the flow channel plate 21 penetrates into the cavity 10, and a rotating connection portion 211 is provided on both side walls of the flow channel plate 21, which is rotatably connected to the inner wall surface of the cavity 10 through the rotating connection portion 211. The crank 22 is rotatably connected to the other end of the flow channel plate 21, and the crank 22 is connected to the corresponding side plate 30 through a pin shaft 23.

[0059] The flow channel plate 21 here is a rectangular thin plate, connected to the cavity 10 through a pin shaft, and connected to the side plate 30 through a crank 22. By adjusting the position of the side plate 30, the flow channel plate 21 can rotate relative to the cavity 10, thereby adjusting the angle of the flow channel plate 21.

[0060] Furthermore, a plurality of waist-shaped grooves 31 are formed on the side plate 30 , and the pin shaft 23 is installed in the waist-shaped groove 31 , and the rotation of the crank 22 is realized by the movement of the pin shaft 23 in the waist-shaped groove 31 .

[0061] In addition, the check assembly further includes two cover plates 40, which are fixed to the two sides of the side plate 30, and the cavity 10 is fixed between the side plate 30 and the cover plate 40. A seal (not shown) is provided between the contact surface of the cover plate 40 and the cavity 10 to prevent gas leakage. At the same time, the cover plate 40 can move relative to the contact surface to adjust the angle between the flow channel plate 21 and the cavity 10, and after adjusting to a predetermined position, the cover plate 40 is fixed to the cavity 10 by a fastener.

[0062] The flow channel plates 21 here may preferably be arranged on both side walls of the cavity 10 at intervals, and the portions of the flow channel plates 21 located on the same side wall of the cavity 10 are parallel to each other.

[0063] Preferably, a side plate sealing ring 32 is provided between the contact surface between the side plate 30 and the cavity 10 .

[0064] like Figures 3 to 6 As shown in the figure, the structure of the flow channel plate can be designed as follows: establish a fluid numerical model and perform calculations on the CFX platform to study the influence trend of the flow channel plate thickness and the angle of the flow channel plate on the gas pressure. According to the simulation results, when the airflow enters from the reverse direction, the fluid will form vortices between the annular bodies, and the vortices will generate resistance, making it difficult for the fluid to pass through. When the airflow enters from the positive direction, the vortices will pass smoothly. This unidirectional flow characteristic allows the flow resistance adjustable check assembly to be used for fluid control and flow regulation. The simulation results verify the rationality of the check assembly structure. Analyze common materials, surface coatings, and processing technology to complete the engineering design.

[0065] The analysis and simulation process is as follows:

[0066] First, a fluid numerical model was established and calculated on the CFX platform to study the effect of baffle thickness and baffle angle on the gas pressure drop of a check assembly with 4 flow channel plates. The initial conditions were set as shown in Table 1.

[0067] Table 1: Setting initial conditions

[0068] Serial number Ambient pressurePa Inlet wind speed m / s Angle α / ° Baffle thickness B / mm Configuration B1 101325 20 45 2 Configuration B2 101325 20 45 4 Configuration B3 101325 20 45 6 Configuration D1 101325 20 75 2 Configuration D1 101325 20 75 4 Configuration D1 101325 20 75 6

[0069] Then, if Figure 8 and Fig. 9 As shown in the figure, set the model points: the forward airflow is represented by the English initials F (Forward), and the reverse airflow is represented by the English initials R (Reverse).

[0070] Then, the pressure curve of the measuring point is obtained as Figures 10 to 24 shown.

[0071] Further experiments were conducted to obtain pressure drop tables for different numbers, lengths, angles, gas pressures, and flow rates of flow channel plates. See Table 2 below for pressure drop tables of flow resistance rings for selection during design.

[0072] Taking into account the influence of various parameters on the pressure drop, the design formula can be simplified as follows:

[0073] ΔP=P·D·α·L·n·v

[0074] Table 2: Pressure drop table of flow resistance ring

[0075]

[0076] When the gas and the flow channel plate are in the same direction, Figure 3 and Figure 5 As shown in the figure, the fluid resistance is very small, which is the air-inducing direction. When the gas is in the opposite direction of the flow channel plate, such as Figure 4 and Figure 6 As shown in the flow, the fluid forms a backflow, and the gas resistance is very large, that is, the pressure drop of the gas through the one-way component is very large, and the pressure drop is greatly related to the number, length and angle of the flow channel plate. Through the experiment, the pressure drop table with different number, length, angle, gas pressure and flow rate of flow channel plates was obtained.

[0077] According to certain rules, different numbers and lengths of flow channel plates are selected to form a universal one-way component. This one-way component uses the principle that pressure generates gas flow. Assuming that the compressor casing pipeline pressure is P1 and the turbine casing pipeline pressure is P2 when the gas flows back, P2-P1=△Pe.

[0078] When the flow resistance pipeline assembly produces the effect of reverse resistance, the compressor bleed air outlet pressure P1>P2 must be satisfied. According to △Pe, the corresponding flow channel plate parameters in the pressure drop table are selected, that is, the pressure drop of the check assembly should satisfy △Pz>=△Pe, which can prevent the backflow of high-temperature gas, and the flow resistance pipeline assembly has no mechanical movement during the operation of the engine.

[0079] In addition, the material of the non-return component can be designed as follows: The non-return component is made of stainless steel, nickel-based high-temperature alloy or titanium alloy.

[0080] The commonly used raw materials for aircraft engine brackets are stainless steel and nickel-based alloys. In order to reduce weight, some brackets are made of titanium alloy. Stainless steel is the most common, with corrosion resistance, high temperature resistance, good weldability and oxidation resistance at high temperatures, but it is suitable for situations with low vibration stress in high temperature environments.

[0081] Nickel-based alloys have the characteristics of corrosion resistance, ultra-high temperature resistance, oxidation resistance, fatigue resistance, good weldability and plasticity, and can be used in high temperature and high strength areas, but the material price is generally higher than austenitic stainless steel.

[0082] Titanium alloy materials are usually used in areas with weight reduction requirements and low temperature areas, and have good oxidation resistance and weldability in low temperature environments.

[0083] Since aircraft engine high-temperature and high-pressure gas pipelines have fire protection grade requirements, the material selection needs to consider the fire protection or refractory material requirements under fire conditions. When titanium is used in the design, the titanium fire protection plan must be evaluated. When the fire hazard cannot be eliminated, it must be shown that the titanium fire will not lead to harmful consequences.

[0084] Therefore, based on factors such as the working environment and vibration environment of the check assembly, commonly used materials are shown in Table 3 below.

[0085] Table 3: Material selection for non-return components

[0086]

[0087] Furthermore, the surface of the check component may be coated.

[0088] In order to reduce the flow resistance and protect the flow channel plate, the surface roughness of the flow channel plate should not be greater than Ra0.8, and the surface of the flow channel plate is provided with a coating. Select the appropriate coating according to the working temperature:

[0089] a) Class A: long-term use temperature ≤ 650°C, AMS2410 silver-plated, coating thickness 50-80μm;

[0090] b) Class B: 650℃≤long-term use temperature≤760℃, AMS2411 silver plating, plating thickness 50-80μm, add pre-plating layer of gold, recommended thickness 4-6μm;

[0091] c) Class C: 760℃≤long term use temperature≤926℃, AMS2422 gold plating, plating thickness 50-80μm.

[0092] In addition, the non-return assembly is generally divided into the following two types according to the manufacturing process:

[0093] a) Sheet metal;

[0094] b) Non-sheet metal (including machining, die forging and casting, etc.).

[0095] The comparison of the characteristics and applicable scope of different types of parts are shown in Table 4 and Table 5 below.

[0096] Table 4: Comparison of properties of sheet metal, machined and forged parts

[0097] Process Type Structural adaptability weight strength Accuracy Processing difficulty Processing cycle cost Sheet Metal high light generally generally Low short Low Machining generally generally high high generally generally generally Forging Low Heavy high high high long high

[0098] Table 5: Application scope of sheet metal, machining and forging parts

[0099]

[0100] like Fig.25 As shown, the present invention also provides an aircraft engine, which includes a compressor casing 100, a combustion chamber casing 200 and a turbine casing 300 connected to each other in sequence, and the above-mentioned aircraft engine flow resistance adjustable check assembly 400. One end of the check assembly 400 is connected to the first connecting pipeline 500 through a docking flange 410, and the first connecting pipeline 500 is connected to the compressor casing 100. The other end of the check assembly 400 is connected to the second connecting pipeline 600 through the docking flange 410, and the second connecting pipeline 600 is connected to the turbine casing 300.

[0101] According to the above structural description, the implementation and application process of the aircraft engine flow resistance adjustable check assembly of the present invention is as follows:

[0102] 1. Purchase the cavity, side plates, flow channel plates, seals, etc. that make up the check assembly according to the drawings.

[0103] 2. Obtain the pressure drop table for different flow channel plate numbers, lengths, angles, gas pressures, and flow rates through experiments.

[0104] 3. The flow channel plate is a rectangular thin plate, which is connected to the cavity through a pin shaft and connected to the side plate through a crank. By adjusting the position of the side plate, the flow channel plate can be rotated relative to the cavity, thereby adjusting the angle of the flow channel plate.

[0105] Fourth, the cover plate is connected to the side plate through short pins, and there is a seal between the contact surface with the cavity to prevent gas leakage. At the same time, it can move relatively on the contact surface to adjust the angle between the flow channel plate and the cavity, and is fixed to the cavity through fasteners after being adjusted to the predetermined position.

[0106] 5. When the gas and the flow channel plate are in the same direction, such as Figure 3 and Figure 5 As shown in the figure, the fluid resistance is very small, which is the air-inducing direction. When the gas is in the opposite direction of the flow channel plate, such as Figure 4 and Figure 6 As shown in the flow, the fluid forms a backflow, and the gas resistance is very large, that is, the pressure drop of the gas through the one-way component is very large, and the pressure drop is closely related to the number, length, and angle of the flow plate. The pressure drop table for different flow plate numbers, lengths, angles, gas pressures, and flow rates was obtained through experiments. According to certain rules, different flow plate numbers and lengths are selected to form a universal one-way component. The one-way component utilizes the principle that pressure generates gas flow. Assuming that the compressor casing pipeline pressure P1 and the turbine casing pipeline pressure P2 when the gas flows back, P2-P1=△Pe, when the flow resistance pipeline component produces the effect of reverse resistance, the compressor bleed outlet pressure P1>P2 must be satisfied. According to △Pe, the corresponding flow plate parameters in the pressure drop table are selected, that is, the pressure drop of the check assembly should satisfy △Pz>=△Pe, which can prevent the backflow of high-temperature gas, and the flow resistance pipeline component has no mechanical movement throughout the engine operation.

[0107] (6) After the assembly is completed according to the drawings, it can be used for engine test, which can prevent the backflow of high-temperature fuel gas, and the flow resistance pipeline components will not have any mechanical movement during the operation of the engine.

[0108] The aircraft engine flow resistance adjustable check assembly and its engine of the present invention aim at the shortcomings of poor versatility and low reliability of existing engine air pipeline check valves, and propose a flow resistance adjustable check assembly structure, which has multiple groups of flow channel plate structures arranged in a cavity, the number and size of the flow channel plates are serialized, the angle parameters of the flow channel plates are adjustable, the flow channel plate parameters are preset according to working conditions, and there is no mechanical movement during the working process, thereby achieving the beneficial effects of good versatility and high reliability.

[0109] In summary, the aircraft engine flow resistance adjustable check assembly and the engine thereof of the present invention have the following advantages:

[0110] 1. Good versatility: The number, size, and angle parameters of the flow plate are serialized, and the flow plate parameters can be adjusted to meet the engine working conditions. It can be applied to a variety of gas pressures and flow rates, and has good versatility.

[0111] 2. High reliability: During the operation of the engine, all parts of the flow resistance adjustable check assembly have no mechanical movement such as movement and rotation, and will not fail due to wear and tear, so the reliability is high.

[0112] For those skilled in the art, the above invention disclosure is only used as an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary implementation of the present application.

[0113] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.

[0114] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. An aircraft engine flow resistance adjustable check assembly, characterized in that: The check assembly includes a cavity, multiple sets of flow channel plate assemblies and two side plates. The cavity has holes at both ends for pipeline flange connection to provide a gas flow channel. The two side plates are installed on both sides of the cavity, and each group of the flow channel plate assemblies are relatively arranged on the two side walls of the cavity. The flow channel plate assembly is penetrated in the cavity and is rotatably connected to the inner wall of the cavity, and one end of the flow channel plate assembly is rotatably connected to the side plate. By adjusting the position of the side plate, the flow channel plate assembly is rotated relative to the cavity, thereby adjusting the angle between the flow channel plate assembly and the inner wall of the cavity.

2. The aircraft engine flow resistance adjustable check assembly according to claim 1, characterized in that: Each of the flow channel plate assemblies comprises a flow channel plate and a crank, one end of the flow channel plate penetrates into the cavity, and a rotating connection portion is provided on both side walls of the flow channel plate, which is rotatably connected to the inner wall surface of the cavity through the rotating connection portion; The crank is rotatably connected to the other end of the flow channel plate, and the crank is connected to the corresponding side plate through a pin shaft.

3. The aircraft engine flow resistance adjustable check assembly according to claim 2, characterized in that: The side plate is provided with a plurality of waist-shaped grooves, the pin shaft is installed in the waist-shaped grooves, and the rotation of the crank is realized by the movement of the pin shaft in the waist-shaped grooves.

4. The aircraft engine flow resistance adjustable check assembly according to claim 1, characterized in that: The non-return assembly further comprises two cover plates, which are respectively fixed on both sides of the side plate, and the cavity is fixed between the side plate and the cover plates.

5. The aircraft engine flow resistance adjustable check assembly according to claim 4, characterized in that: A sealing member is provided between the contact surface of the cover plate and the cavity.

6. The aircraft engine flow resistance adjustable check assembly according to claim 2, characterized in that: The flow channel plates are arranged on both side walls of the cavity at intervals, and parts of the flow channel plates located on the same side wall of the cavity are parallel to each other.

7. The aircraft engine flow resistance adjustable check assembly according to claim 1, characterized in that: A side plate sealing ring is arranged between the contact surface of the side plate and the cavity.

8. The aircraft engine flow resistance adjustable check assembly according to claim 1, characterized in that: The non-return component is made of stainless steel, nickel-based high-temperature alloy or titanium alloy.

9. The aircraft engine flow resistance adjustable check assembly according to claim 1, characterized in that: The surface roughness of the flow channel plate is less than or equal to Ra0.8, and a coating is provided on the surface of the flow channel plate.

10. An aircraft engine, characterized in that: The aircraft engine includes a compressor casing, a combustion chamber casing and a turbine casing which are connected to each other in sequence, and an aircraft engine flow resistance adjustable check assembly as described in any one of claims 1 to 9, one end of the check assembly is connected to a first connecting pipe, the first connecting pipe is connected to the compressor casing, and the other end of the check assembly is connected to a second connecting pipe, and the second connecting pipe is connected to the turbine casing.

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