A leading edge jet based nacelle induced stall suppression device and method

Abstract

The present application relates to the technical field of aerodynamic design of aircraft, and discloses a device and method for suppressing the induced stall of the nacelle of an aircraft based on a leading edge jet, wherein the device comprises a base, a cover plate and a fairing, the base is connected to the wing, the cover plate is covered on the base, a jet cavity and a jet slot connected to the jet cavity are formed between the base and the cover plate, the fairing is arranged in the jet cavity, the wing has a high-pressure gas channel connected to the jet cavity, and the jet slot is arranged in the leading edge region of the main wing above the nacelle. In the above scheme, the fairing realizes the spanwise uniform flow of the high-pressure gas in the jet cavity, avoids the problem of poor suppression effect caused by the uneven jet flow rate, and effectively weakens the complex vortex system formed between the nacelle and the slotted wing after the high-pressure gas is jetted out at high speed through the jet slot, thereby making up for the lost Coanda effect in the disconnected region of the slotted wing, suppressing the early flow separation of the wing surface, and further realizing the precise suppression of the induced stall of the nacelle.

Description

Technical Field

[0001] This invention relates to the field of aerodynamic design technology for aircraft, and in particular to a device and method for suppressing nacelle-induced stall based on leading-edge jet. Background Technology

[0002] With the rapid development of the aviation industry, the economy, environmental protection and flight safety of civil aircraft have become the core pursuits of aviation design. Modern civil aircraft mostly adopt the wing-mounted engine layout. Although the combination structure of engine nacelle and wing can meet the basic requirements of power installation and aerodynamic layout, under the conditions of high angle of attack and low speed flight such as take-off and landing, the interference area of ​​nacelle and wing is prone to flow separation, that is, nacelle-induced stall, which has become a key problem restricting the low-speed aerodynamic performance of aircraft.

[0003] Specifically, to ensure a safe distance between the engine and the ground, the engine pylon height is limited, forcing the wing leading-edge slats to be truncated at the nacelle location, creating a discontinuous area. This area becomes the core region of aerodynamic interference between the nacelle and the wing. During high angle-of-attack flight, strong wakes and complex spatial vortices are generated around the nacelle and pylons. Simultaneously, the structural steps formed at the slat discontinuity cause abrupt changes in the local adverse pressure gradient, leading to a rapid attenuation of the boundary layer kinetic energy on the upper wing surface, especially the surface above the nacelle, resulting in premature local flow separation. Nacelle-induced stall directly leads to an earlier stall angle of attack and a decrease in the maximum lift coefficient, accompanied by a deterioration in the lift-to-drag ratio, pitch-up moment, and aerodynamic flutter. This not only limits the aircraft's takeoff load and landing safety margin but also affects aerodynamic stability during flight, posing a potential threat to flight safety during takeoff and landing.

[0004] Existing technologies mostly employ passive aerodynamic control schemes such as vortex vanes, guide vanes, and slat chamfers. These schemes guide airflow simply through fixed structural designs. Although they are simple in structure and consume no additional energy, they have significant drawbacks such as poor adaptability to operating conditions. At the same time, existing technologies also use active control methods with leading-edge jets to improve airflow separation on wings. However, existing jet devices are mostly arranged across the entire wingspan, resulting in high energy consumption and low jet efficiency. Summary of the Invention

[0005] This invention discloses an aircraft nacelle-induced stall suppression device and method based on leading-edge jet, in order to solve or at least partially solve the aforementioned technical problems existing in related technologies.

[0006] To solve the above problems, the present invention adopts the following technical solution: In a first aspect, this application provides an aircraft nacelle-induced stall suppression device based on a leading-edge jet, the stall suppression device comprising a base, a cover plate, and a fairing component; wherein: The base is connected to the wing, the cover plate is placed on the base, and a jet cavity and a jet slit connected to the jet cavity are formed between the two. The rectifier is disposed in the jet cavity. The wing has a high-pressure gas channel connected to the jet cavity. The high-pressure gas channel is used to deliver high-pressure gas into the jet cavity. The jet slot is located in the leading edge region of the wing above the aircraft nacelle. It is used to eject the high-pressure gas in the jet cavity after it has been rectified by the rectifier to suppress the flow separation between the aircraft nacelle and the wing interference area.

[0007] Furthermore, the jet slit is formed on the cover plate, or the jet slit is formed on the base, or the jet slit is formed by the mating surfaces of the cover plate and the base.

[0008] Furthermore, the jet slit extends longitudinally to the discontinuity of the slit.

[0009] Furthermore, the jet slit is located at a position 4% to 12% of the chord length behind the leading edge of the wing; and / or, the width of the jet slit is 0.4 mm to 0.6 mm.

[0010] Furthermore, the outlet direction of the jet slit points downstream of the wing chord, and the outlet direction of the jet slit forms an angle of 20° to 40° with the wing surface at its outlet location.

[0011] Furthermore, a circumferential sealing structure is provided at the connection between the base and the wing, which is used to prevent high-pressure gas in the jet cavity from leaking from the connection gap between the base and the wing.

[0012] Furthermore, the rectifier is a porous rectifier plate or an arc-shaped guide plate, and the rectifier is fully distributed along the spanwise direction of the jet cavity to make the high-pressure gas flow uniform along the spanwise direction in the jet cavity.

[0013] Furthermore, the base, cover plate, and rectifier are all made of 30CrMnSi material, and the walls of the base, cover plate, and rectifier are all polished.

[0014] Furthermore, the assembly formed by connecting the base, the cover plate, and the rectifier is connected to the wing by pin positioning, and a plurality of the pins are arranged at intervals along the spanwise direction of the assembly.

[0015] Secondly, this application also provides a method for suppressing aircraft nacelle-induced stall based on leading-edge jets. This stall suppression method employs the aforementioned stall suppression device and specifically includes the following steps: S100: High-pressure gas is delivered to the jet cavity through the high-pressure gas channel inside the wing. After the high-pressure gas is rectified by the rectifier in the jet cavity, the flow velocity is uniformly distributed along the spanwise direction of the jet slot. S200: The high-pressure gas rectified in the jet cavity is ejected at high speed through the jet slot into the interference area of ​​the aircraft nacelle and wing. S300: When the aircraft's angle of attack drops below 12°, the delivery of high-pressure gas into the jet cavity is stopped, and jet suppression ends.

[0016] Furthermore, in step S200, the maximum velocity of the jet ejected through the jet slot is 300m / s to 330m / s.

[0017] The technical solution adopted in this invention can achieve the following beneficial effects: The leading-edge jet-based aircraft nacelle-induced stall suppression device of the present invention achieves spanwise uniform rectification of high-pressure gas in the jet cavity by the rectifier, avoiding the problem of poor suppression effect caused by uneven jet velocity. After the high-pressure gas is ejected at high speed through the jet slot, it can effectively weaken the complex vortex system formed at the discontinuity of the aircraft nacelle and slat, make up for the Coanda effect lost in the slat break area, suppress premature flow separation on the wing surface, and thus achieve precise suppression of aircraft nacelle-induced stall. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of the aircraft nacelle-induced stall suppression device based on leading-edge jet according to an embodiment of this application; Figure 2 This is an explosion diagram of an aircraft nacelle-induced stall suppression device based on leading-edge jet according to an embodiment of this application; Figure 3 This is a cross-sectional schematic diagram of an aircraft nacelle-induced stall suppression device based on leading-edge jet according to an embodiment of this application; Figure 4 This is a schematic diagram of the connection between the main wing and the slot in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the aircraft nacelle-induced stall suppression device based on leading-edge jet installed on the main wing according to an embodiment of this application; In the picture: 100, Base; 110, Jet cavity; 200, Cover plate; 210, Jet slot; 300, Rectifier; 400, Main wing; 410, High-pressure gas passage; 500, Aircraft nacelle; 600, Slat. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0021] This application provides an aircraft nacelle-induced stall suppression device and method based on leading-edge jet, which is described below in conjunction with the appendix. Figures 1-5 The present application provides a detailed description of the aircraft nacelle-induced stall suppression device and method based on leading-edge jets through specific embodiments and application scenarios.

[0022] Please see Figure 1 , Figure 2 and Figure 3 This application provides an aircraft nacelle-induced stall suppression device based on leading-edge jet. The stall suppression device includes a base 100, a cover plate 200, and a rectifier 300. The base 100 is the basic component of the stall suppression device and can provide a stable assembly foundation and support positioning for the cover plate 200 and the rectifier 300.

[0023] Specifically, please see Figure 2 , Figure 4 and Figure 5 The base 100 is connected to the main wing 400. The main wing 400 has a pre-set mounting position on the leading edge area of ​​the wing above the aircraft nacelle 500, which is compatible with the shape and mounting interface of the base 100. The base 100 can be fixed to this mounting position using bolts, pins, or other connectors, ensuring the connection stability between the base 100 and the main wing 400, while avoiding aerodynamic steps at the connection point that could affect the wing's aerodynamic performance. A cover plate 200 is fitted onto the base 100, forming a closed jet cavity 110 between the cover plate 200 and the base 100. A high-pressure gas channel 410 is pre-formed inside the main wing 400. This high-pressure gas channel 410 serves as a high-pressure gas delivery channel. With the base 100 and the main wing 400 fixedly connected, the high-pressure gas channel 410 is connected to the jet cavity 110, ensuring that the high-pressure gas channel 410 can stably deliver high-pressure gas into the jet cavity 110.

[0024] In this embodiment, the assembly formed by connecting the base 100 and the cover plate 200 is provided with a jet slit 210 that communicates with the jet cavity 110. The jet slit 210 provides an ejection channel for the high-pressure gas in the jet cavity 110. The rectifier 300 is disposed in the jet cavity 110 and arranged along the spanwise direction of the jet cavity 110. It is used to rectify the high-pressure gas sent into the jet cavity 110 by the high-pressure gas channel 410, so that the high-pressure gas has a uniform flow velocity along the spanwise direction of the jet slit 210 in the jet cavity 110, thus ensuring the suppression effect of the subsequent jet.

[0025] Meanwhile, the stall suppression device in this embodiment consists of only three core components: base 100, cover plate 200, and rectifier 300. It has no complex valves, regulating mechanisms, or precision electrical control components. The number of components is small and the connection relationship is simple, which makes it easier to disassemble and replace components during later maintenance and repair, reduces maintenance blind spots caused by complex structure, and further improves the operational reliability of the stall suppression device throughout its entire life cycle.

[0026] In this embodiment, the jet slit 210 is located in the leading edge region of the main wing 400 above the aircraft nacelle 500. The high-pressure gas in the jet cavity 110, after being rectified by the rectifier 300, is ejected at high speed downstream through the jet slit 210 towards the chord of the main wing 400, directly acting on the interference area between the aircraft nacelle 500 and the main wing 400, weakening the complex vortex system formed at the suspension point of the aircraft nacelle 500, suppressing the premature separation of airflow in the interference area, and thus effectively suppressing the induced stall of the aircraft nacelle 500.

[0027] In this embodiment, the jet slit 210 can be opened separately on the wall surface of the cover plate 200 facing the outer side of the wing, or the jet slit 210 can be opened separately on the wall surface of the base 100 facing the outer side of the wing, or the jet slit 210 can be formed by the mating surfaces of the cover plate 200 and the base 100. All three configurations can achieve stable communication with the jet cavity 110, ensuring that the high-pressure gas is smoothly ejected from the jet slit 210 after rectification, and all can make the jet slit 210 accurately correspond to the interference area of ​​the leading edge of the wing above the aircraft nacelle 500, thereby effectively suppressing flow separation.

[0028] In this embodiment, the jet slit 210 is preferably formed on the wall surface of the cover plate 200 facing the outer side of the main wing 400. The cover plate 200, as an assembly component independent of the main wing 400 and the base 100, allows the jet slit 210 to be formed in one step using conventional processing techniques such as milling and laser cutting. This eliminates the need for additional processing at the connection between the base 100 and the main wing 400, effectively reducing the processing difficulty of the jet slit 210. Simultaneously, the cover plate 200 covers the outer side of the base 100, and its wall surface facing the outer side of the main wing 400... The surface can be adapted to the aerodynamic curvature of the leading edge of the main wing 400. The jet slot 210 is opened on this surface, which allows the outlet end of the jet slot 210 to fit the aerodynamic curvature of the leading edge of the main wing 400. This ensures that after the high-pressure gas is ejected from the jet slot 210, it can flow smoothly along the upper surface of the main wing 400, avoiding airflow deflection or detachment from the wing surface. This ensures that the high-pressure gas can accurately act on the airflow interference area between the aircraft nacelle 500 and the main wing 400, effectively suppressing flow separation in this area, thereby improving the stall suppression performance of the device and ensuring the stability of the wing's aerodynamic performance.

[0029] It should be noted that, please refer to Figure 4 and Figure 5 Since the wing needs to suspend the aircraft nacelle 500, in order to avoid the suspension brackets of the aircraft nacelle 500 and / or the aircraft nacelle 500, the slat 600 is provided with a clearance position to form a discontinuity. The discontinuity of the slat 600 is the area where the aerodynamic interference between the aircraft nacelle 500 and the main wing 400 is the strongest.

[0030] Based on this situation, in a further technical solution, since the main wing 400 has a mounting position corresponding to the base 100, the spanwise extension width of the mounting position can be greater than the width of the discontinuity of the slat 600. Therefore, in a further technical solution, the spanwise extension of the jet slot 210 extends to the discontinuity of the slat 600. Extending the jet slot 210 spanwise to this discontinuity allows the high-speed jet rectified by the rectifier 300 in the jet cavity 110 to directly and completely cover the entire discontinuity area and the surrounding interference area. This effectively avoids the occurrence of a "blind zone" of airflow separation at the discontinuity due to incomplete jet coverage, ensuring that the jet action is without omission or dead angle. This fundamentally suppresses the flow separation induced by the combined flow around the aircraft nacelle 500 and the structural interference at the discontinuity of the slat, further enhancing the suppression effect of the jet on the nacelle-induced stall of the aircraft.

[0031] In some embodiments of this application, the jet slit 210 is located 4% to 12% of the chord length behind the leading edge of the main wing 400. This position ensures that the jet can quickly act on the interference core area of ​​the aircraft nacelle 500 and the main wing 400 after it is ejected, avoiding the reduction of the suppression effect due to the jet action point deviating from the key area; it also ensures that the ejected high-pressure airflow diffuses smoothly downstream along the chord of the main wing 400, covering a larger area of ​​the low-energy boundary layer on the upper surface of the main wing, effectively expanding the aerodynamic control area, and avoiding the airflow not being able to effectively cover the initial separation area at the discontinuity of the slit 600 due to the jet slit 210 being set too far back, further improving the comprehensiveness of the jet suppression.

[0032] In some embodiments of this application, the width of the jet slit 210 is 0.4mm to 0.6mm. The width of the jet slit 210 is the dimension of the slit opening in the height direction. With this setting, it is ensured that the high-pressure gas has sufficient flow velocity when it is ejected through the jet slit 210, which can effectively replenish the kinetic energy of the low-energy boundary layer on the upper surface of the wing and suppress airflow separation. At the same time, it can ensure sufficient airflow to expand the effective control area of ​​the jet and avoid the problems of insufficient airflow and limited control range due to the width being too narrow, or the jet velocity being reduced and the suppression effect being weakened due to the width being too wide. For example, the width of the jet slit 210 is 0.5mm.

[0033] In some embodiments of this application, the exhaust direction of the jet slit 210 points downstream of the wing chord, and the exhaust direction of the jet slit 210 forms an angle of 20° to 40° with the wing surface at its outlet location. With this configuration, the high-speed jet ejected from the jet slit 210 flows smoothly along the upper wing surface, fully utilizing the Coanda effect to continuously replenish the low-energy boundary layer while ensuring the jet has appropriate impact force to effectively break through the adverse pressure gradient formed by the aircraft nacelle 500 interference, preventing premature separation of the airflow due to an excessively large adverse pressure gradient. Simultaneously, this angle allows the jet to form a wider diffusion range downstream of the wing chord, further increasing the effective aerodynamic control area and allowing the jet to cover more easily separated areas on the upper wing surface. For example, the exhaust direction of the jet slit 210 forms a 30° angle with the wing surface at its outlet location.

[0034] In a further technical solution, a circumferential sealing structure (not shown in the figure) is provided at the connection between the base 100 and the main wing 400. The circumferential sealing structure is used to prevent the high-pressure gas in the jet cavity 110 from leaking from the connection gap between the base 100 and the main wing 400, so as to avoid pressure loss in the jet cavity 110 and insufficient airflow velocity of the jet slit 210 due to gas leakage, and ensure that the high-pressure gas can be rectified by the rectifier 300 and ejected at high speed from the jet slit 210, thus ensuring the suppression effect of the jet on flow separation.

[0035] In this embodiment, the rectifier 300 is a porous rectifier plate or an arc-shaped guide plate. The rectifier 300 is fully distributed along the spanwise direction of the jet cavity 110 to make the high-pressure gas flow uniformly along the spanwise direction in the jet cavity 110.

[0036] In this embodiment, the base 100, cover plate 200 and rectifier 300 are all made of 30CrMnSi material. This high-strength alloy structural steel can withstand the long-term impact of high-pressure gas in the jet cavity 110, and is also suitable for complex working conditions such as aerodynamic loads and temperature changes during aircraft flight, so as to avoid deformation and damage of components due to insufficient material strength.

[0037] Furthermore, the walls of the base 100, cover plate 200, and rectifier 300 are all polished. The polished walls are smooth and flat, which can reduce the frictional resistance of the high-pressure gas flow in the jet cavity 110, prevent the airflow from becoming turbulent due to the roughness of the walls, ensure the rectification effect of the rectifier 300, and allow the high-pressure gas to flow smoothly and evenly to the jet slot 210. On the other hand, the polishing process can prevent the roughness of the walls from forming local eddies, and at the same time prevent impurities from adhering to the walls, further ensuring the aerodynamic performance of the stall suppression device.

[0038] In this embodiment, the assembly formed by connecting the base 100, the cover plate 200 and the rectifier 300 is connected to the main wing 400 by pin positioning. Multiple pins are arranged at intervals along the span of the assembly. This connection method can achieve precise positioning of the assembly and the main wing 400, ensuring that the jet slot 210 can accurately correspond to the preset chord position of the main wing 400 and the discontinuity of the slot 600. At the same time, it can avoid the generation of aerodynamic steps and avoid the reduction of suppression effect.

[0039] This application also discloses a method for suppressing aircraft nacelle-induced stall based on leading-edge jets, employing the aforementioned stall suppression device, specifically including the following steps: S100: High-pressure gas is delivered to the jet cavity 110 through the high-pressure gas channel 410 inside the main wing 400. After the high-pressure gas is rectified by the rectifier 300 inside the jet cavity 110, the flow velocity is uniformly distributed along the spanwise direction of the jet slot 210. S200, the high-pressure gas rectified in the jet cavity 110 is ejected at high speed through the jet slot 210 into the interference area of ​​the aircraft nacelle 500 and the main wing 400. The high-speed jet precisely acts on the discontinuity of the slat 600 and the surrounding core interference area, replenishing the kinetic energy of the low-energy boundary layer in this area, suppressing the premature separation of the airflow, and thus achieving effective control of the aircraft nacelle-induced stall. S300: When the aircraft's angle of attack drops below 12°, the delivery of high-pressure gas into the jet cavity 110 is stopped, and the jet suppression ends.

[0040] It should be noted that, in this embodiment, when the aircraft angle of attack reaches a large angle of attack of 12° or more, the jet control is activated, and the high-pressure gas rectified in the jet cavity 110 is ejected at high speed through the jet slot 210 into the interference area between the aircraft nacelle 500 and the main wing 400. The maximum jet velocity is controlled at 300m / s to 330m / s. This velocity range can ensure that the high-speed jet has sufficient kinetic energy to accurately act on the discontinuity of the slat 600 and the surrounding core interference area, replenish the kinetic energy of the low-energy boundary layer in this area, effectively suppress the premature separation of the airflow, and thus achieve effective control of the nacelle-induced stall. It can also avoid the problems of excessive jet velocity leading to energy waste and accelerated wear of the jet slot 210, or insufficient suppression effect due to excessive velocity.

[0041] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0042] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A nacelle-induced stall suppression device based on leading-edge jet, characterized in that, Includes a base (100), a cover plate (200), and a rectifier (300); wherein: The base (100) is connected to the main wing (400), the cover plate (200) covers the base (100), and a jet cavity (110) and a jet slit (210) connected to the jet cavity (110) are formed between the two. The rectifier (300) is disposed in the jet cavity (110). The main wing (400) has a high-pressure gas channel (410) connected to the jet cavity (110). The high-pressure gas channel (410) is used to deliver high-pressure gas into the jet cavity (110). The rectifier (300) is a porous rectifier plate or an arc-shaped guide plate. The rectifier (300) is fully distributed along the spanwise direction of the jet cavity (110) to make the high-pressure gas flow uniform along the spanwise direction in the jet cavity (110). The jet slot (210) is located in the leading edge area of ​​the main wing (400) above the aircraft nacelle (500) to eject the high-pressure gas after rectification by the rectifier (300) in the jet cavity (110) to suppress the flow separation between the aircraft nacelle (500) and the main wing (400) interference area.

2. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to claim 1, characterized in that, The jet slit (210) is formed on the cover plate (200), or the jet slit (210) is formed on the base (100), or the jet slit (210) is formed by the mating surfaces of the cover plate (200) and the base (100).

3. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to claim 2, characterized in that, The jet slit (210) extends longitudinally to the discontinuity of the slit (600).

4. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to any one of claims 1 to 3, characterized in that, The jet slit (210) is located at a position 4% to 12% of the chord length behind the leading edge of the main wing (400); and / or, the width of the jet slit (210) is 0.4 mm to 0.6 mm.

5. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to any one of claims 1 to 3, characterized in that, The exhaust direction of the jet slit (210) points downstream of the wing chord, and the exhaust direction of the jet slit (210) forms an angle of 20° to 40° with the wing surface at the location of its outlet.

6. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to any one of claims 1 to 3, characterized in that, A circumferential sealing structure is provided at the connection between the base (100) and the main wing (400). The circumferential sealing structure is used to prevent high-pressure gas in the jet cavity (110) from leaking from the connection gap between the base (100) and the main wing (400).

7. The aircraft nacelle-induced stall suppression device based on leading-edge jet according to claim 1, characterized in that, The base (100), cover plate (200) and rectifier (300) are all made of 30CrMnSi material, and the walls of the base (100), cover plate (200) and rectifier (300) are all polished. And / or, the assembly formed by connecting the base (100), the cover plate (200) and the rectifier (300) is connected to the main wing (400) by pin positioning, and a plurality of the pins are arranged at intervals along the spanwise direction of the assembly.

8. A method for suppressing nacelle-induced stall based on leading-edge jet, employing the nacelle-induced stall suppression device based on leading-edge jet as described in any one of claims 1 to 7, characterized in that, Includes the following steps: S100: High-pressure gas is transported to the jet cavity (110) through the high-pressure gas channel (410) inside the main wing (400). After the high-pressure gas is rectified by the rectifier (300) inside the jet cavity (110), the flow velocity is uniformly distributed along the span of the jet slot (210). S200, the high-pressure gas rectified in the jet cavity (110) is ejected at high speed through the jet slot (210) into the interference area of ​​the aircraft nacelle (500) and the main wing (400); S300 When the aircraft angle of attack drops below 12°, stop supplying high-pressure gas into the jet cavity (110) and end the jet suppression.

9. The method for suppressing aircraft nacelle-induced stall based on leading-edge jet according to claim 8, characterized in that, In step S200, the maximum velocity of the jet ejected through the jet slot (210) is 300m / s to 330m / s.

Images