Low-negative-pressure side wing flow guide wall for airplane test run

Abstract

The utility model provides a low negative pressure side wing diversion wall for airplane test run, which comprises a diversion structure surrounding an airplane, the diversion structure comprises a tail diversion wall corresponding to the tail of the airplane and side wing diversion walls corresponding to side wings of the airplane, and the side wing diversion walls are integrally parallel to or slightly inclined to the axial direction of an airplane body and are connected with the ground. The side wing flow guide wall comprises a windward side and a leeward side, the windward side is formed by continuously splicing a plurality of metal plates, the leeward side is connected with a supporting frame, and the bottom of the supporting frame is connected with a concrete ground anchor bolt; a plurality of silencing ducts are further arranged in the side wing flow guide walls, and the opening ends of the silencing ducts penetrate through the windward side and face the aircraft; the noise elimination ducts are arranged on the flow guide walls of the side wings, airflow can be introduced, the internal and external pressure difference of the flow guide walls is reduced, the test run environment of an airplane is facilitated, and meanwhile the influence of noise is greatly reduced through the cooperation of the perforated metal plates in the noise elimination ducts and the resistive sound absorption materials.

Description

Technical Field

[0001] This utility model belongs to the field of aviation equipment, specifically relating to a low negative pressure side wing guide wall for aircraft testing. Background Technology

[0002] When an aircraft is conducting ground tests, the high-temperature, high-speed exhaust duct behind the engine and the negative pressure environment in front of the engine can both cause harm to people and facilities on the ground. Engine noise with a sound power level of up to 140 decibels can also cause serious hearing interference to surrounding residents and even damage their hearing.

[0003] Currently, the construction of ground-based noise reduction facilities for aircraft is mainly concentrated on the wake deflector walls behind the aircraft. Although this structure provides some protection for the area behind the aircraft, the sides of the aircraft are exposed, and the lateral airflow still has a significant impact. The noise protection zone is the space close to the deflector wall. The area outside the airport boundary, which needs more protection several hundred meters away, is greatly reduced due to the sound diffraction at both ends of the wall.

[0004] Meanwhile, domestic attempts have also been made to build side guide walls. However, existing technologies have not been able to effectively overcome the negative pressure problem of aircraft engine intake, resulting in excessive aerodynamic pressure loss introduced by the guide walls. During aircraft testing, turbulence occurs at the edge of the guide walls, which in turn causes problems such as structural vibration of the guide walls and poor aerodynamic environment during aircraft testing. Utility Model Content

[0005] (1) Technical problems to be solved

[0006] This utility model provides a low negative pressure side wing guide wall for aircraft testing, aiming to provide a guide wall that can effectively control aerodynamic negative pressure while taking into account airflow guidance, sound insulation protection, and airflow.

[0007] (2) Technical solution

[0008] This utility model provides a low-negative-pressure side wing guide wall for aircraft testing, including a guide structure surrounding the aircraft. The guide structure includes a tail guide wall corresponding to the tail of the aircraft and side wing guide walls corresponding to the sides of the aircraft. The side wing guide walls are parallel or slightly inclined to the axial direction of the aircraft fuselage and connected to the ground. The side wing guide walls include a windward side and a leeward side. The windward side is composed of several metal plates continuously spliced ​​together, and the leeward side is connected to a support frame. The bottom of the support frame is anchored to the concrete ground. The side wing guide wall also has several sound-absorbing ducts inside, and the opening end of the sound-absorbing ducts passes through the windward side and faces the aircraft.

[0009] Furthermore, the silencing duct includes an air inlet and an air passage connected to the air inlet, the air inlet being directly facing the direction of the aircraft engine, and the air passage being inclined diagonally backward toward the aircraft fuselage.

[0010] Furthermore, the inner wall of the ventilation duct is a sound-absorbing plate, and the sound-absorbing plate is a resistive sound-absorbing material.

[0011] Furthermore, the resistive sound-absorbing material is centrifugal fiber glass.

[0012] Furthermore, the sound-absorbing plate is provided with a number of sound-absorbing holes.

[0013] Furthermore, the silencing duct also includes a duct support member for fixing the silencing duct to the support frame.

[0014] Furthermore, the side wing guide wall forms a group of silencing ducts with multiple silencing ducts in the vertical direction, and the multiple groups of silencing ducts are spaced apart in the horizontal direction.

[0015] Furthermore, the end of the side wing guide wall near the nose of the aircraft has a curved outer contour, and the end face of the curved outer contour is inclined upward towards the tail of the aircraft, with a chamfer line at the top of the end face.

[0016] Furthermore, the radius R1 of the guide arc of the guide line is 1200mm.

[0017] Furthermore, the upper and lower adjacent metal plates are connected by pressure plates, and the metal plates in the vertical direction are connected to form modules. Adjacent modules are fixedly connected by connecting frames.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0019] 1. By installing silencing ducts on the side guide walls, airflow can be introduced, reducing the pressure difference between the inside and outside of the guide walls, thus improving the test environment for the aircraft.

[0020] 2. By combining perforated metal plates inside the silencing duct with resistive sound-absorbing materials, the impact of noise is greatly reduced. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0022] Figure 2 This is a front view of the side wing guide wall of this utility model.

[0023] Figure 3 For the present utility model Figure 2 Enlarged view of point B.

[0024] Figure 4 For the present utility model Figure 3 Sectional view.

[0025] Figure 5This is a schematic diagram of the pressure plate connection of this utility model.

[0026] Figure 6 This is an exploded view of the pressure plate and metal plate of this utility model.

[0027] Figure 7 This is a schematic diagram of the modules of this utility model.

[0028] Figure 8 This is a schematic diagram of the connecting frame of this utility model.

[0029] Reference numerals: 1-Side wing guide wall, 11-Windward side, 12-Leisure side, 13-Metal plate, 131-Cut line, 132-Diagonal line, 14-Curved outer contour, 2-Support frame, 3-Silence duct, 31-Ventilation port, 32-Silence plate, 321-Silence hole, 33-Duct support component, 34-Ventilation duct, 4-Pressure plate, 5-Module, 6-Connecting frame, 7-Tail guide wall, 8-Silence duct assembly, 9-Guide structure. Detailed Implementation

[0030] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0031] like Figure 1-2 As shown, this utility model provides a low-negative-pressure side wing airflow guide wall for aircraft testing, comprising an airflow guide structure 9 surrounding the aircraft. The airflow guide structure 9 includes a tail airflow guide wall 7 corresponding to the tail of the aircraft and side wing airflow guide walls 1 corresponding to the sides of the aircraft. The side wing airflow guide walls 1 are parallel or slightly inclined to the axial direction of the aircraft fuselage and connected to the ground. The side wing airflow guide walls 1 include a windward surface 11 and a leeward surface 12. The windward surface 11 is continuously spliced ​​from several metal plates 13, and the leeward surface 12 is connected to a support frame 2. The bottom of the support frame 2 is anchored to the concrete ground. The side wing airflow guide walls 1 also have several sound-absorbing ducts 3 inside. The opening end of the sound-absorbing duct 3 passes through the windward surface 11 and faces the aircraft. There are no gaps between adjacent metal plates 13. The system guides the aircraft engine to draw air from the front of the aircraft. In use, it is constructed by splicing several metal plates 13 to form the side wing airflow guide wall 1. The side wing airflow guide wall 1 is then supported by the support frame 2, which is bolted to the ground to fix the side wing airflow guide wall 1. At the same time, the windward surface 11 is arc-shaped, which can instantly guide the airflow ejected from the aircraft engine into the air. At this time, the air pressure on both sides of the aircraft engine is in a negative pressure state. By setting a sound-absorbing duct 3 on the side wing airflow guide wall 1, the leeward surface 12 is connected to the windward surface 11, introducing part of the airflow from the leeward surface 12, reducing the pressure difference between the inside and outside of the side wing airflow guide wall 1, thereby reducing the wind speed and ensuring the safety of objects and personnel outside the side wing airflow guide wall 1.

[0032] It should be noted that the metal plate 13 of the side wing guide wall 1 is a steel plate structure, used to block the airflow generated on both sides of the aircraft. In this embodiment, the horizontal length L1 of the side wing guide wall 1 is 96000mm, the cross-sectional width L2 of the side wing guide wall 1 is 4500mm, and the height H1 is 15600mm.

[0033] In this embodiment, the horizontal length L3 of the silencing duct 3 is 5700mm and the width L4 is 1150mm.

[0034] Specifically, such as Figure 3-4 As shown, due to the significant noise generated during aircraft testing, to protect the surrounding environment and personnel, the noise-absorbing duct 3 includes an air inlet 31 and an air passage 34 connected to the air inlet 31. The inner wall of the air passage 34 is a sound-absorbing plate 32, which is a resistive sound-absorbing material. The sound-absorbing plate 32 absorbs the generated noise. During installation, the air inlet 31 faces the direction of the aircraft engine, while the air passage 34 is inclined towards the aircraft fuselage axis. The air inlet 31 facing the engine makes it easier for airflow to enter the air passage 34, facilitating better control of the airflow negative pressure. The air passage 34 is inclined towards the rear of the aircraft fuselage to extend the airflow... The path within the duct increases the effective time of the sound-absorbing material, thereby improving the noise reduction effect. If the vent 31 is not directly facing the engine, it may result in ineffective airflow, which would prevent the pressure difference from being reduced, and the leeward side 12 would still be threatened by strong winds. The tilted setting can prevent the airflow from directly reflecting off the engine or aircraft, thus preventing interference with the aircraft test operation. Moreover, the tilt can help adjust the airflow speed and direction, avoid sudden pressure changes, and ensure a stable position and structure. This design can not only absorb the noise generated during aircraft test, but also reduce the pressure difference between the windward side 11 and the leeward side 12 of the side wing guide wall 1 by setting the silencing duct 3, ensuring airflow and thus guaranteeing the safety of the aircraft test. This design has a simple structure and obvious effect.

[0035] Preferably, the resistive sound-absorbing material is centrifugal fiber glass, and in this embodiment, the bulk density of the resistive sound-absorbing material is 32 kg / m³. 3 The material thickness is 50mm.

[0036] Furthermore, such as Figure 4 As shown, the sound-absorbing plate 32 is provided with a plurality of sound-absorbing holes 321. In this embodiment, the diameter of the sound-absorbing holes 321 is 3mm to 5mm, and the perforation rate of the sound-absorbing plate 32 is 30% to 40%.

[0037] Specifically, the silencing duct 3 further includes a duct support member 33 for fixing the silencing duct 3 onto the support frame 2.

[0038] Preferably, such as Figure 2 As shown, the side wing guide wall 1 forms a group of silencing ducts 3 in the vertical direction, and the multiple groups of silencing ducts 8 are spaced apart in the horizontal direction. In this embodiment, there are seven groups of silencing ducts 3. The silencing ducts 3 closest to the nose of the aircraft are the first group, and so on. The distance between each pair of the silencing ducts 3 in the first to fourth groups is D1 7334 mm, and the distance between each pair of the silencing ducts 3 in the fourth to seventh groups is D2 3667 mm. Through this design of being sparse in the front and dense in the back, the speed and pressure of the airflow near the side wing guide wall 1 change depending on the location of the lock-in position when the aircraft engine is running, and the silencing ducts are closed. 3. The airflow velocity is lower and the pressure is higher near the nose of the aircraft. Due to the acceleration of the airflow or the influence of vortices, the pressure changes are greater in the rear section. The spacing design with a wider front and a denser rear helps to balance the pressure difference in different areas and optimize airflow guidance. At the same time, the location and intensity of the noise source vary along the length of the side wing guide wall 1. Because the rear section is close to the engine exhaust nozzle, the airflow velocity is higher, and a denser silencing duct 3 is needed to handle the larger flow and velocity, and reduce turbulence and noise. The noise near the engine exhaust nozzle is more concentrated, and a denser silencing knot is needed in the rear section to effectively attenuate the noise. The structure with a wider front and a denser rear is used to match the noise frequency and intensity in different areas.

[0039] Specifically, such as Figure 2 As shown, the side wing guide wall 1 has a curved outer contour 14 at one end near the nose of the aircraft. The end face of the curved outer contour 14 is inclined upwards towards the tail of the aircraft. A chamfer line 131 is provided at the top of this end face. The metal plate 13 located at the curved outer contour 14 is set as an inclined surface. Connecting a row of inclined metal plates 13 forms an inclined line 132. The chamfer line 131 is formed by the intersection of the inclined metal plates 13 and the top horizontal line. In this embodiment, the chamfer line 131 is an arc with a radius R1 of 1200mm. Furthermore, the inclined line 132 forms an angle A with the ground, which is 80°. Since the airflow impact force at the nose of the aircraft is relatively large, the curved outer contour 14 is set on one side of the side wing guide wall 1 near the nose of the aircraft to guide the airflow upward and reduce the impact on the ground. The inclined structure of the inclined line 132 and the guide line 131, as well as the arc structure at the top, play a guiding role, reducing the effect of turbulence on the airflow of the aircraft test, so that the airflow inhaled by the aircraft engine will not have turbulence, thus ensuring good operating conditions for the aircraft test.

[0040] Specifically, such as Figure 5-6As shown, in order to ensure that there are no gaps between adjacent metal plates 13, thereby preventing airflow from passing through the gaps between the metal plates 13 and thus improving the airflow guiding effect, the upper and lower adjacent metal plates 13 are connected by a pressure plate 4. In use, the upper and lower metal plates 13 are fixedly connected by the pressure plate 4. The pressure plate 4 is designed to prevent airflow from leaking out through the gaps between the metal plates 13.

[0041] Furthermore, such as Figure 7-8 As shown, the pressure plate 4 and a row of metal plates 13 are connected together to form a module 5. The adjacent modules 5 are fixedly connected by a connecting frame 6. The connecting frame 6 is a shear support. By forming the modules 5, it is easier to produce, transport and assemble. The connection strength is improved by connecting through the connecting frame 6. This method has low production cost and obvious effect.

[0042] Furthermore, such as Figure 1 As shown, the tail guide wall 7 is located at the tail of the aircraft and is connected to the side guide walls 1 located on both sides of the aircraft test area. The tail guide wall 7 is connected to the ground anchor bolts and is used for wake protection during aircraft test. It is used in combination with the side guide walls 1 to form a three-sided enclosure, so that the airflow ejected by the aircraft is tilted upward and instantly guided into the air under the action of the side guide walls 1 and the tail guide wall 7.

[0043] The following is a detailed explanation of the working principle of this utility model;

[0044] When in use, the airflow generated by the aircraft engine passes through the tail guide wall 7 and is instantly directed into the air. At this time, a negative pressure is formed on the windward surface 11. By setting a sound-absorbing duct 3 on the side guide wall 1 to control low pressure loss air intake, some airflow is introduced to reduce the pressure difference between the inside and outside of the side guide wall 1. At the same time, a sound-absorbing plate 32 is set to reduce noise.

[0045] The innovation of this utility model lies in the fact that by setting a sound-absorbing duct on the side wing guide wall, some airflow can be introduced, reducing the pressure difference between the inside and outside of the guide wall, thus benefiting the test environment of the aircraft; by combining the perforated metal plate in the sound-absorbing duct with resistive sound-absorbing material, the impact of noise is greatly reduced.

[0046] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other implementations that can be understood by those skilled in the art.

[0047] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A low-negative-pressure side wing guide wall for aircraft testing, characterized in that, The system includes a flow-guiding structure (9) surrounding the aircraft. The flow-guiding structure (9) includes a tail flow-guiding wall (7) corresponding to the tail of the aircraft and a side flow-guiding wall (1) corresponding to the side wings of the aircraft. The side flow-guiding wall (1) is parallel or slightly inclined to the axial direction of the aircraft fuselage and connected to the ground. The side flow-guiding wall (1) includes a windward surface (11) and a leeward surface (12). The windward surface (11) is continuously spliced ​​from several metal plates (13). The leeward surface (12) is connected to a support frame (2). The bottom of the support frame (2) is anchored to the concrete ground. The side flow-guiding wall (1) is also provided with several sound-absorbing ducts (3). The opening end of the sound-absorbing duct (3) passes through the windward surface (11) and faces the aircraft.

2. The low-negative-pressure side wing guide wall for aircraft testing according to claim 1, characterized in that, The silencing duct (3) includes an air inlet (31) and an air passage (34) connected to the air inlet (31). The air inlet (31) faces the direction of the aircraft engine, and the air passage (34) is tilted to the rear of the aircraft fuselage.

3. The low-negative-pressure side wing guide wall for aircraft testing according to claim 2, characterized in that, The inner wall of the ventilation duct (34) is a sound-absorbing plate (32), which is a resistive sound-absorbing material.

4. The low-negative-pressure side wing guide wall for aircraft testing according to claim 3, characterized in that, The resistive sound-absorbing material is centrifugal fiber glass.

5. The low-negative-pressure side wing guide wall for aircraft testing according to claim 3, characterized in that, The silencing plate (32) is provided with a number of silencing holes (321).

6. The low-negative-pressure side wing guide wall for aircraft testing according to claim 2, characterized in that, The silencing duct (3) also includes a duct support member (33) for fixing the silencing duct (3) onto the support frame (2).

7. The low-negative-pressure side wing guide wall for aircraft testing according to claim 1, characterized in that, The side guide wall (1) forms a silencing duct group (8) in a plurality of silencing ducts (3) along the vertical direction, and the plurality of silencing duct groups (8) are spaced apart along the horizontal direction.

8. The low-negative-pressure side wing guide wall for aircraft testing according to claim 7, characterized in that, The side wing guide wall (1) has a curved outer contour (14) at one end near the nose of the aircraft. The end face of the curved outer contour (14) is inclined upward towards the tail of the aircraft, and a guide line (131) is provided at the top of the end face.

9. The low-negative-pressure side wing guide wall for aircraft testing according to claim 8, characterized in that, The radius R1 of the guide arc of the guide line (131) is 1200mm.

10. The low-negative-pressure side wing guide wall for aircraft testing according to claim 1, characterized in that, The adjacent metal plates (13) are connected by pressure plates (4), and the metal plates (13) in the vertical direction are connected to form modules (5). Adjacent modules (5) are fixedly connected by connecting frames (6).

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