Reverse thrust exhaust volute of aero-engine
By designing a reverse thrust exhaust volute for aero-engines, including two restraint surfaces and aerodynamic profiles, the problems of complex structure, high processing difficulty, and high cost of exhaust volutes in existing technologies have been solved, achieving excellent exhaust performance, stable and smooth flow field, and low gas leakage.
Patent Information
- Application Number
- CN202423267771.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-30
- Publication Date
- 2025-12-30
- Estimated Expiration
- 2034-12-30
AI Technical Summary
The existing thrust reverser exhaust volute structure is complex, resulting in high processing difficulty, high cost and difficult assembly. It also cannot effectively prevent the thrust reverser exhaust from being re-intaken by the engine, affecting the test conditions.
It adopts an aerodynamic surface design, including two restraint surfaces and aerodynamic surface design, including two aerodynamic surface design, including two aerodynamic surface design, including two aerodynamic surface design, including two gas design, including two exhaust volutes.
The solution addresses the problems of existing technologies and includes two aerodynamic profiles, two gas designs, and two exhaust volutes.
Smart Images
Figure CN223741997U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of exhaust volute technology, and in particular to an aero-engine thrust reverser exhaust volute. Background Technology
[0002] When an engine undergoes thrust reverse testing on an indoor test bench, the direction of the thrust reverse exhaust gas flow is opposite to the direction of the engine's mains flow. Therefore, during the thrust reverse test, this exhaust gas may be re-intaken by the engine. This can cause intake conditions such as intake air temperature and intake air uniformity to deviate from the test operating conditions, potentially leading to engine instability, damage, or even danger. Therefore, it is crucial to prevent the engine from re-intakeing the thrust reverse exhaust gas flow during thrust reverse testing.
[0003] During engine thrust reverser testing, the thrust reverser exhaust shroud collects the airflow expelled from the engine's thrust reverser blades and directs the exhaust airflow to the rear of the engine, where it is discharged into the test stand's ejector tube, preventing engine re-intake. Existing thrust reverser exhaust shrouds often employ complex structural designs to achieve good exhaust performance. While these designs achieve good exhaust results, their complexity leads to high manufacturing difficulty and cost, as well as challenging assembly and high skill requirements for operators. Utility Model Content
[0004] Based on the above analysis, this utility model aims to provide a thrust reverser exhaust volute for an aero-engine, in order to solve at least one of the problems in the prior art, such as the complex aerodynamic profile structure of the exhaust volute, difficulty in processing (high processing difficulty and high cost), and assembly.
[0005] The objective of this utility model is mainly achieved through the following technical solutions:
[0006] This utility model discloses an aero-engine thrust reverser exhaust volute, the exhaust volute comprising two binding surfaces and an aerodynamic profile, the aerodynamic profile being fixed between the front and rear binding surfaces, together forming a box-shaped exhaust volute;
[0007] The aerodynamic profile includes, from left to right, a pressure surface, a first guide vane, a second guide vane, and a suction surface. The pressure surface and the suction surface are arc surfaces with an extended surface at the exhaust end, and the first guide vane and the second guide vane are arc surfaces.
[0008] Specifically, the binding surface is an independent wall or partition.
[0009] Specifically, the axial length of the engine exhaust port is L. x The radius R of the pressure surface 压力面 2L x Take the nearest integer multiple of 100mm, either upwards or downwards.
[0010] The engine exhaust angle is θ 发动机 That is, the intake angle θ of the volute 进气 The tangent angle of the arc surface at the air inlet end of the pressure surface is the same as the air inlet angle of the volute, θ. 发动机 The angle is 30° to 50°.
[0011] Among them, the engine exhaust angle θ 发动机 and θ 进气 The volute exhaust angle θ is the angle between the volute and the vertical direction. 排气 The angle with the horizontal direction is defined as follows, with counterclockwise directions being positive and clockwise directions being negative; the left-right direction is the axial direction X, and the direction perpendicular to the paper is the circumferential direction Y.
[0012] Specifically, the tangent angle of the arc surface at the outlet of the pressure surface is the exhaust angle θ of the volute. 排气 θ 排气 The range is -10° to -20°.
[0013] Specifically, the tangent angles of the air inlet and outlet ends of the suction surface arc are the same as the tangent angles of the corresponding ends of the pressure surface arc.
[0014] Specifically, the radius R of the suction surface arc is... 吸力面 For R 吸力面 =R 压力面 -3*(100~150).
[0015] Specifically, the closest intersection point between the complete circle corresponding to the arc surface of the guide vane and the plane where the engine exhaust port is located is the virtual air intake end;
[0016] The tangent angles of the virtual air inlet and outlet ends of the arc surfaces of the first and second guide vanes are the same as the tangent angles of the corresponding ends of the arc surfaces of the pressure surface.
[0017] Specifically, the distance between the pressure surface inlet end and the suction surface inlet end is L. x +220~260mm.
[0018] Specifically, the distance between the virtual air intake end of the first guide vane and the virtual air intake end of the second guide vane is L. x The position of the air intake end corresponding to the guide vane is obtained by removing 80-100mm from the virtual air intake end.
[0019] Specifically, a line is drawn connecting the center of the arc surface corresponding to the pressure surface and the center of the arc surface corresponding to the suction surface. Perpendicular lines are drawn from the virtual air intake ends of the first and second guide vanes to the tangents of the volute air intake angle. The intersection of the perpendicular lines with the line drawn above is the position of the center of the arc surface corresponding to the first and second guide vanes, thereby determining the radius of the first and second guide vanes.
[0020] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:
[0021] 1. The pneumatic profile adopted in this utility model greatly simplifies the structure, significantly reduces the difficulty of processing and assembly, and lowers the processing cost and operator skill requirements while ensuring the exhaust effect.
[0022] The suction and pressure surfaces of the aerodynamic profile used in this invention are both straight lines with arcs. The aerodynamic scheme adopts a double guide vane volute design. The shape of the suction and pressure surfaces of the volute and the shape of the guide vanes are determined according to the axial length of the engine exhaust outlet (or nacelle outlet), the reverse thrust exhaust airflow angle and the volute exhaust angle. The above aerodynamic profile can significantly improve the gas flow state inside the volute.
[0023] 2. The reverse thrust exhaust volute provided by this utility model makes the flow field inside the volute stable and smooth. The streamline / exhaust gas flow leaving the volute outlet can smoothly enter the ejector tube, and the influence on the reverse thrust exhaust back pressure is ≤200Pa. The gas leakage is low (almost no leakage) and the exhaust effect is stable and excellent.
[0024] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages will become apparent from the description or be learned by practicing this invention. The objectives and other advantages of this invention can be realized and obtained from the details specifically pointed out in the text and accompanying drawings. Attached Figure Description
[0025] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Throughout the drawings, the same reference numerals denote the same parts.
[0026] Figure 1 This is a schematic diagram of the two-dimensional aerodynamic surface structure in Example 1;
[0027] Figure 2 This is a schematic diagram of the volute streamline in Example 1 (simulation).
[0028] Figure 3 This is a schematic diagram of forward leakage in the volute in Example 1 (simulation).
[0029] Figure 4 This is a schematic diagram of the backward leakage of the volute in Example 1 (simulation).
[0030] Figure 5 This is a three-dimensional structural diagram of the volute in Example 1.
[0031] Figure label:
[0032] 1. Pressure surface; 2. First guide vane; 3. Second guide vane; 4. Suction surface; 5. Binding surface. Detailed Implementation
[0033] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.
[0034] In existing technologies, the common solution is to prioritize the aerodynamic performance requirements of the thrust reverser volute during its design, without optimizing complex aerodynamic profiles; or to prioritize a thrust reverser volute structure that is easy to manufacture or assemble, and then design the aerodynamic profile based on that. Traditional approaches start with either aerodynamic performance or manufacturing, prioritizing one aspect and then requiring the other to be accommodated during the design process, which creates difficulties for implementation and fails to adequately balance both aspects. Furthermore, existing technologies do not provide detailed design schemes for the thrust reverser volute's guide vanes.
[0035] Based on extensive literature review and summarization, this utility model proposes that the design of the thrust reverser exhaust shroud should meet the following requirements: 1. Thrust reverser exhaust should not be re-intaken by the engine; 2. The thrust reverser exhaust shroud should have minimal impact on the back pressure of the thrust reverser exhaust outlet; 3. The leakage between the thrust reverser exhaust shroud and the nacelle should be minimal. Furthermore, the manufacturing and assembly difficulty of the shroud should be considered simultaneously to further reduce costs and the required operator skill level.
[0036] The objective of this utility model is mainly achieved through the following technical solutions:
[0037] This utility model discloses an aero-engine thrust reverser exhaust volute, the exhaust volute comprising two binding surfaces and an aerodynamic profile, the aerodynamic profile being fixed between the front and rear binding surfaces, together forming a box-shaped exhaust volute;
[0038] The aerodynamic profile, from left to right, includes a pressure surface, a first guide vane, a second guide vane, and a suction surface. The pressure surface and suction surface are arc-shaped surfaces with extended surfaces at the exhaust end, and the first and second guide vanes are arc-shaped surfaces. Simulation results show that the above-mentioned volute achieves excellent exhaust performance while significantly reducing manufacturing difficulty.
[0039] Specifically, the binding surface is an independent wall or partition. In actual implementation, multiple engine exhaust ports may be arranged continuously, so the binding surface may be a partition in a continuous structure; if it is an independent exhaust volute, the binding surface is an independent wall.
[0040] Specifically, the axial length of the engine exhaust port is L. x The radius R of the pressure surface 压力面 2L x Take the nearest multiple of 100mm for upward or downward adjustments to facilitate subsequent processing; 2L x When taking integer multiples of 100mm upwards or downwards, both the nearest upward and downward values meet the design requirements, eliminating the need to compare the nearest upward and downward values with 2L. x The magnitude of the difference between them.
[0041] It's worth noting that the pressure surface is primarily used to guide the engine's reverse exhaust from an angle towards the front of the engine to the rear. A larger pressure surface radius results in a smoother transition in the reverse exhaust direction and lower pressure loss. However, an excessively large pressure surface radius can cause conflicts between the reverse exhaust volute and engine mounts, and the volute mount size will also increase, similarly causing conflicts and rendering the volute unusable in practice. Therefore, the radius of the reverse exhaust volute's pressure surface must be strictly controlled.
[0042] The engine exhaust angle is θ 发动机 That is, the intake angle θ of the volute 进气 The tangent angle of the arc surface at the air inlet end of the pressure surface is the same as the air inlet angle of the volute, θ. 发动机 The angle is 30° to 50°; the tangent angle of the arc surface at the intake end of the volute is the same as the intake angle of the volute, which is conducive to the reverse exhaust transitioning better from the initial exhaust direction to the rear exhaust, and avoids the additional pressure loss caused by the component velocity perpendicular to the volute wall when the reverse exhaust enters the volute.
[0043] Among them, the engine exhaust angle θ 发动机 and θ 进气 The volute exhaust angle θ is the angle between the volute and the vertical direction. 排气 The angle with the horizontal direction is defined as follows, with counterclockwise directions being positive and clockwise directions being negative; the left-right direction is the axial direction X, and the direction perpendicular to the paper is the circumferential direction Y.
[0044] Specifically, the length of the extended surface of the suction surface arc is ≥150mm. The length of the volute outlet can be appropriately shortened according to the weight requirements of the volute, but it should not be too short. It should extend at least 150mm beyond the air outlet end of the suction surface arc.
[0045] After determining the endpoint of the extended surface of the suction surface arc, draw a perpendicular line from that point to the extended surface of the suction surface arc. The intersection of this perpendicular line and the extended surface of the pressure surface arc is the endpoint of the extended surface of the pressure surface arc.
[0046] Specifically, for any point at the engine exhaust port, the centers of the arc surfaces corresponding to the pressure surface, the first guide vane, the second guide vane, and the suction surface are located on the same side of the vertical line and are collinear; the four centers are located on opposite sides of the vertical line from the engine exhaust direction. In simpler terms, when the engine exhaust direction is upward and to the left, all the arc surfaces of the aerodynamic profile bend to the right.
[0047] Specifically, the tangent angle of the arc surface at the outlet of the pressure surface is the exhaust angle θ of the volute. 排气 θ 排气 The angle is -10° to -20°. After being guided by the volute, the engine's reverse thrust exhaust deflects from an angle towards the front of the engine to the rear and enters the ejector tube. To ensure that the reverse thrust exhaust can smoothly enter the ejector tube, θ... 排气 It should be a negative value to deflect the reverse exhaust towards the engine axis; but θ 排气 An excessively large θ value can cause interference between the thrust reverser exhaust and the engine's internal exhaust, potentially preventing all of the high-temperature exhaust from entering the ejector tube and damaging the engine and other equipment in the test chamber. Therefore, θ 排气 It should be a finite number of negative values.
[0048] Specifically, the tangent angles of the air inlet and outlet ends of the suction surface arc are the same as the tangent angles of the corresponding ends of the pressure surface arc.
[0049] Specifically, the radius R of the suction surface arc is... 吸力面 For R 吸力面 =R 压力面 -3*(100~150). When determining the radius of the suction surface arc, it is essential to ensure that the suction surface arc does not intersect with the pressure surface arc, otherwise the volute will be unusable. Therefore, the suction surface radius needs to be obtained by subtracting a portion from the pressure surface radius. At the same time, the suction surface radius cannot be too small. In order for the reverse thrust exhaust to enter the ejector smoothly, a converging section is usually made at the volute outlet to reduce the flow channel area and increase the exhaust velocity. If a converging section cannot be made, the volute outlet area should be made as small as possible to ensure that the volute inlet area is smaller than the volute inlet area (here, the inlet area refers to the inlet formed between the two internal guide vanes, because the reverse thrust exhaust mainly flows between these two guide vanes). After extensive experimental testing, optimization, and summarization, the suction surface radius is obtained by subtracting an integer multiple of 100~150mm from the pressure surface radius, where the integer multiple is the number of guide vanes + 1.
[0050] Furthermore, if the axial length of the engine nacelle outlet (or exhaust port; in actual production, the engine nacelle outlet and exhaust port are directly connected and have similar structural dimensions, and are considered essentially equivalent in this invention) does not exceed 400mm, then a multiple of 100mm is chosen; if it exceeds 600mm, then a multiple of 150mm is chosen; if the axial length of the nacelle outlet is between 400 and 600mm, then a value between 100 and 150mm can be appropriately selected. In Example 1, the engine nacelle outlet length is 550mm. Considering both practical machining and the fact that this length is considered close to 600mm, 150mm is used for calculation and design during the design process.
[0051] Specifically, the closest intersection point between the complete circle corresponding to the arc surface of the guide vane and the plane where the engine exhaust port is located is the virtual air intake end;
[0052] The tangent angles of the virtual air inlet and outlet ends of the arc surfaces of the first and second guide vanes are the same as the tangent angles of the corresponding ends of the arc surfaces of the pressure surface.
[0053] Specifically, the distance between the pressure surface inlet end and the suction surface inlet end is L. x +220~260mm.
[0054] Specifically, the distance between the virtual air intake end of the first guide vane and the virtual air intake end of the second guide vane is L. x The position of the corresponding air intake end of the guide vane is obtained by removing 80-100mm from the virtual air intake end. The above design is to reduce the total pressure loss caused by the guide vane and avoid significant impact on the back pressure of the reverse thrust exhaust.
[0055] Specifically, the pressure surface air intake end is installed 110-130mm outside the left edge of the engine exhaust port, and the suction surface air intake end is installed outside the right edge of the engine exhaust port, and is symmetrical to the pressure surface air intake end; the virtual air intake end of the first guide vane overlaps with the left edge of the engine exhaust port; the virtual air intake end of the second guide vane overlaps with the right edge of the engine exhaust port.
[0056] It is worth noting that, in order to ensure that the thrust reverser exhaust can smoothly enter the volute, the axial length of the volute needs to exceed the axial length of the thrust reverser exhaust outlet (or engine nacelle outlet). This makes it difficult for the suction and pressure surfaces of the thrust reverser volute to simultaneously guide the incoming thrust reverser exhaust smoothly from its initial direction to the exhaust direction, thereby increasing the total pressure loss and back pressure of the thrust reverser exhaust flow within the volute. To address this issue, this invention uses guide vanes at specific locations within the volute to guide the thrust reverser exhaust, reducing the total pressure loss and avoiding a significant impact on the back pressure. Simultaneously, since the distance between the pressure and suction surfaces is slightly greater than the axial length L of the thrust reverser exhaust outlet... x Therefore, it can prevent air leakage (such as) Figure 3 , Figure 4 (As shown).
[0057] Specifically, a line is drawn connecting the center of the arc surface corresponding to the pressure surface and the center of the arc surface corresponding to the suction surface. Perpendicular lines are drawn from the virtual air intake ends of the first and second guide vanes to the tangents of the volute air intake angle. The intersection of the perpendicular lines with the line drawn above is the position of the center of the arc surface corresponding to the first and second guide vanes, thereby determining the radius of the first and second guide vanes.
[0058] Specifically, the circumferential lengths of the pressure surface, the first guide vane, the second guide vane, and the suction surface are the same and not less than the circumferential length L of the engine exhaust port. Y .
[0059] Specifically, the pneumatic profile can be fixed to the restraint surface by means of bonding, splicing or welding.
[0060] The exhaust volute provided by this utility model is designed by the following method, which specifically includes the following steps:
[0061] S1: Based on the axial length L of the engine exhaust port x Determine the radius R of the arc surface of the pressure surface. 压力面 And based on the engine exhaust angle θ 发动机 That is, the intake angle θ of the volute 进气 Determine the tangent angle of the arc surface at the air inlet end of the pressure surface, that is, the tangent angle of the arc surface at the air inlet end of the pressure surface = θ 进气 The tangent angle of the arc surface at the intake end of the volute is the same as the intake angle of the volute, which is conducive to the reverse exhaust transitioning better from the initial exhaust direction to the rear exhaust direction, and avoids the additional pressure loss caused by the component velocity perpendicular to the volute wall when the reverse exhaust enters the volute.
[0062] S2: Determine the exhaust angle θ of the volute based on the ejector tube position. 排气The tangent angle of the arc surface at the outlet end of the pressure surface, i.e. the extension surface angle, is determined based on the exhaust angle.
[0063] S3: Determine the radius R of the suction surface based on the radius of the arc surface of the pressure surface. 吸力面 The tangent angles of the air inlet and outlet ends of the suction surface arc are the same as the tangent angles of the corresponding ends of the pressure surface arc.
[0064] S4: Determine the installation positions of the pressure surface and suction surface intake ends according to the engine exhaust port size; determine the virtual intake end positions of the first guide vane and the second guide vane according to the engine exhaust port size, and the nearest intersection point between the complete circle corresponding to the arc surface of the guide vane and the plane where the engine exhaust port is located is the virtual intake end;
[0065] S5: The tangent angles of the virtual air inlet and outlet ends of the arc surfaces of the first and second guide vanes are the same as the tangent angles of the corresponding ends of the arc surfaces of the pressure surface.
[0066] S6: Connect the center of the circle corresponding to the arc surface of the pressure surface and the center of the circle corresponding to the arc surface of the suction surface. Draw perpendicular lines from the virtual air intake ends of the first guide vane and the second guide vane to the tangents of the air intake angle of the volute. The intersection of the perpendicular lines and the above connecting lines is the center position of the circle corresponding to the arc surface of the first guide vane and the second guide vane, thereby determining the radius of the first guide vane and the second guide vane.
[0067] S7: Remove a portion of the first guide vane and the second guide vane from the virtual air intake end to obtain the actual air intake end, that is, to obtain the final aerodynamic profile.
[0068] Among them, the engine exhaust angle θ 发动机 and θ 进气 The volute exhaust angle θ is the angle between the volute and the vertical direction. 排气 The angle with the horizontal direction is defined as follows, with counterclockwise directions being positive and clockwise directions being negative; the left-right direction is the axial direction X, and the direction perpendicular to the paper is the circumferential direction Y.
[0069] It is worth noting that, strictly speaking, what is directly determined by the above method is actually the two-dimensional aerodynamic profile of the reverse exhaust volute. Subsequently, the two-dimensional aerodynamic profile can be axisymmetrically constructed into a three-dimensional aerodynamic profile based on the circumferential dimensions of the engine exhaust outlet, and the circumferential shape of the three-dimensional volute inlet can be adjusted according to the circumferential shape of the engine.
[0070] Example 1
[0071] To facilitate a better understanding of the exhaust volute provided by this utility model, this embodiment describes the overall structure of the exhaust volute starting from the design stage.
[0072] 1. The axial length of the engine nacelle outlet (exhaust port) is 550mm. The radius of the spiral casing pressure surface arc is determined to be twice this length (1100mm). For ease of machining, the arc radius is appropriately set to an integer multiple of 100mm upwards or downwards; in this case, it is 1100mm. Then, based on the reverse thrust exhaust airflow angle (vertical angle), the spiral casing inlet angle is determined to be 40°. To ensure that the reverse thrust exhaust can smoothly enter the ejector after passing through the spiral casing, the angle between the spiral casing exhaust angle and the horizontal is determined to be -15°, resulting in an airflow deflection angle of 145°. Based on the arc radius of 1100mm, the spiral casing inlet angle of 40°, the spiral casing exhaust angle of -15°, and the airflow deflection angle of 145°, the shape of the spiral casing pressure surface arc is determined.
[0073] 2. The radius of the suction surface arc of the volute is smaller than that of the pressure surface arc. In this case, there are two guide vanes inside the volute. Dividing the space inside the volute into three parts, the radius of the suction surface arc is obtained by subtracting 3 × 150 mm from the radius of the pressure surface arc (1100 mm - 3 × 150 mm = 650 mm). Based on the arc radius of 650 mm, the volute inlet angle of 40°, the volute exhaust angle of -15°, and the airflow deflection angle of 145°, the shape of the suction surface arc of the volute is determined.
[0074] 3. Draw tangents at the arc-shaped endpoints of the pressure and suction surfaces of the volute and extend them to obtain the volute exit profile. The volute exit length can be appropriately shortened according to the weight requirements of the volute, but it should not be too short; it should extend at least 150mm beyond the arc-shaped endpoint of the suction surface. In this case, the volute exit extends approximately 350mm beyond the suction surface endpoint.
[0075] 4. Before determining the position of the guide vanes, first determine the positional relationship between the volute and the engine. The clearance between the volute and the engine is 120mm, and the distance between the end point of the pressure surface of the volute and the leading edge of the engine nacelle outlet is the same as the distance between the end point of the suction surface of the volute and the trailing edge of the engine nacelle outlet.
[0076] 5. The inlet and exhaust angles of the guide vanes (virtual intake end) are the same as the inlet angle of 40° and the exhaust angle of -15° of the volute, and the airflow deflection angle is also the same. In order to reduce the total pressure loss caused by the guide vanes and avoid significant impact on the back pressure of the reverse thrust exhaust, a portion of the guide vanes at the volute inlet position is removed, with approximately 90mm removed from both guide vanes.
[0077] 6. Based on the above scheme, the two-dimensional aerodynamic profile of the reverse thrust exhaust volute is determined. A three-dimensional aerodynamic profile can be constructed using axisymmetric methods based on the circumferential dimensions of the engine exhaust outlet. The circumferential shape of the three-dimensional volute inlet is then adjusted according to the engine's circumferential shape. (Only two-dimensional profiles are simulated during the simulation; therefore, the circumferential length L of the engine nacelle outlet (exhaust port) is not included here.) Y (With limitations, the circumferential length will not have a significant impact on fluid flow.)
[0078] 7. Add a restraint surface to the above aerodynamic profile to obtain the final reverse thrust exhaust volute.
[0079] The exhaust conditions of the aforementioned volute were simulated. Fluent fluid simulation software was used to test the engine under the reverse thrust design point and idle conditions. Pressure inlet boundary conditions were set for the engine reverse thrust exhaust vanes, inner nozzle, and test chamber inlet; pressure outlet boundary conditions were set for the ejector outlet; flow outlet boundary conditions were set for the engine intake manifold; and no-slip wall boundary conditions were set for the remaining walls. The results are shown in Table 1 and... Figures 2-4 As shown.
[0080] Among them, the reverse design point and idle speed are two common operating states of the engine.
[0081] Table 1. Influence of the thrust reverser exhaust volute on the thrust reverser back pressure
[0082]
[0083]
[0084] According to the simulation results, the internal flow field of the reverse thrust exhaust volute with the above-mentioned aerodynamic profile is stable and smooth. The streamline / exhaust airflow leaving the volute outlet can smoothly enter the ejector tube, and the influence on the reverse thrust exhaust back pressure is ≤200Pa. There is almost no air leakage, and the exhaust effect is stable and excellent.
[0085] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.
Claims
1. An aircraft engine reverse thrust exhaust volute, characterized by, The exhaust volute comprises two binding surfaces (5) and an aerodynamic profile fixed between the two binding surfaces (5), which together form a box-shaped exhaust volute. The aerodynamic profile comprises, from left to right, a pressure surface (1), a first guide vane (2), a second guide vane (3) and a suction surface (4).
2. The exhaust volute of claim 1, wherein, The binding surface (5) is an independent wall or partition.
3. The exhaust volute of claim 1, wherein, The axial length of the engine exhaust port is L x The radius R 压力面(1) of the pressure surface (1) is 2L x is rounded up or down to the nearest integer multiple of 100 mm; Engine exhaust angle is θ 发动机 , that is, the volute intake angle θ 进气 , the tangent angle of the circular arc surface of the pressure surface (1) intake end is the same as the volute intake angle, θ 发动机 30°-50°; wherein the engine exhaust angle θ 发动机 and θ 进气 is the included angle with the vertical direction, the volute exhaust angle θ 排气 is the included angle with the horizontal direction, and the counterclockwise direction is positive and the clockwise direction is negative; the left-right direction is the axial direction X and the vertical direction is the circumferential direction Y.
4. The exhaust volute of claim 1, wherein, The tangent angle of the circular arc surface of the gas outlet end of the pressure surface (1) is the exhaust angle θ of the volute 排气 , θ 排气 is -10° to -20°.
5. The exhaust volute of claim 1, wherein, The tangent angle of the suction surface (4) at the inlet and outlet ends is the same as that of the pressure surface (1).
6. The exhaust volute of claim 1, wherein, The suction surface (4) is a circular arc with a radius R 吸力面(4) R = R 吸力面(4) R = R 压力面(1) -3*(100~150).
7. The exhaust volute of claim 1, wherein, The closest intersection point of the complete circle corresponding to the guide vane and the plane on which the engine exhaust port is located is the virtual inlet end. The tangent angle of the virtual inlet end and outlet end of the first guide vane (2) and the second guide vane (3) is the same as that of the corresponding end of the pressure surface (1).
8. The exhaust volute of claim 1, wherein, The distance between the pressure surface (1) intake end and the suction surface (4) intake end is L x + 220 ~ 260 mm.
9. The exhaust volute of claim 1, wherein, The distance between the virtual air inlet end of the first guide vane (2) and the virtual air inlet end of the second guide vane (3) is L x The virtual air inlet end is removed by 80-100 mm, and the position of the air inlet end corresponding to the guide vane is obtained.
10. The exhaust volute of claim 1, wherein, The intersection point of the perpendicular line of the first guide vane (2) and the second guide vane (3) and the line connecting the center of the pressure surface (1) and the center of the suction surface (4) is the center position of the first guide vane (2) and the second guide vane (3), which determines the radius of the first guide vane (2) and the second guide vane (3). The tangent angle of the virtual inlet end and outlet end of the first guide vane (2) and the second guide vane (3) is the same as that of the corresponding end of the pressure surface (1). The intersection point of the perpendicular line of the first guide vane (2) and the second guide vane (3) and the line connecting the center of the pressure surface (1) and the center of the suction surface (4) is the center position of the first guide vane (2) and the second guide vane (3), which determines the radius of the first guide vane (2) and the second guide vane (3).