Aircraft engine exhaust device

Abstract

The utility model relates to aviation engine exhaust system technical field especially, it relates to an aviation engine exhaust device, the aviation engine exhaust device provided by the utility model includes two air intake components, muffler and exhaust pipe, the input of two air intake components is connected with two exhaust ports of engine respectively, and air intake component includes bellows, the muffler includes two air intake pipes, two air intake pipes are communicated with the output of two air intake components respectively, and two air intake pipes are arranged at the both ends of the axial direction of muffler respectively, the output of exhaust pipe is communicated with the muffler, the aviation engine exhaust device provided by the utility model effectively avoids the pressure loss in the waste gas pre -converging process and the generation of additional noise, improves the buffering effect, prolongs the service life of muffler.

Description

Technical Field

[0001] This utility model relates to the field of aircraft engine exhaust system technology, and in particular to an aircraft engine exhaust device. Background Technology

[0002] Aircraft engines generate large amounts of high-temperature, high-pressure exhaust gases during operation, which need to be safely and effectively discharged through the exhaust system. The exhaust system must not only ensure the smooth discharge of exhaust gases but also effectively control the noise generated during the exhaust process to meet the environmental and operational requirements of the aircraft.

[0003] Existing aircraft engine exhaust systems typically include an intake assembly connecting to the engine exhaust ports and a muffler for noise reduction. In a typical dual-exhaust-port engine, the exhaust system needs to handle exhaust gases from both the left and right exhaust ports of the engine.

[0004] The currently widely adopted technical solution is to pre-combine the exhaust gases from two exhaust ports into a single stream using Y-shaped or T-shaped fittings, and then treat them together in a silencer. Specifically, each exhaust port is connected to a duct, and these two ducts are connected into a main pipe before the silencer inlet using a merging fitting. The exhaust gases are mixed in the merging fitting and then enter the silencer as a single stream of air.

[0005] However, this pre-merging technology has significant technical drawbacks. First, the violent impact and mixing of the two high-temperature, high-pressure exhaust gases at the merging point results in significant pressure loss, increases engine exhaust back pressure, and affects engine efficiency. Second, the impact of the two airflows at the merging point generates strong turbulence, which is itself a significant noise source, producing additional aerodynamic noise and deteriorating the acoustic performance of the exhaust system. Third, the merging pipes are typically complex in structure, increasing the system's weight and complexity, and also increasing potential points of failure.

[0006] Furthermore, since the single airflow formed after merging has high kinetic energy and strong impact, it is easy to form a high-speed jet inside the muffler after entering the muffler. This jet is not only difficult to eliminate effectively, but it will also impact the internal structure of the muffler and affect the service life of the muffler. Utility Model Content

[0007] This invention provides an aircraft engine exhaust device that effectively avoids pressure loss and additional noise generation during the pre-merging process of exhaust gases, improves the buffering effect, and extends the service life of the muffler.

[0008] This utility model provides an exhaust device for an aircraft engine, comprising: two intake components, the input ends of which are respectively connected to two exhaust ports of the engine, and the intake components include bellows; a muffler, which includes two intake pipes, the two intake pipes being respectively connected to the output ends of the two intake components, and the two intake pipes being respectively disposed at both ends of the muffler's axial direction; and an exhaust pipe, which is connected to the output end of the muffler.

[0009] In one possible implementation, the intake assembly also includes a connecting pipe, one end of which is connected to the exhaust port via a flange, and the other end of which is connected to a bellows.

[0010] In one possible implementation, a damping mount is also included, through which the muffler is connected to the engine housing.

[0011] In one possible implementation, the muffler also includes a muffler body with a muffler cavity inside. One end of the air intake pipe extends into and is closed within the muffler cavity. The air intake pipe has multiple vent holes along its circumference, and the vent holes are located inside the muffler cavity.

[0012] In one possible implementation, the muffler further includes two partitions disposed within the muffler cavity. The two partitions are spaced apart along the axial direction of the muffler and divide the muffler cavity into a first chamber and two second chambers, with the two second chambers located at opposite ends of the first chamber. The partitions are provided with connecting holes, through which the first chamber and the second chamber are connected.

[0013] In one possible implementation, the intake pipe passes through the partition, and the vents on the intake pipe include: a first vent located in the first chamber; and a second vent located in the second chamber.

[0014] In one possible implementation, at least two of the three chambers (the two second chambers and the first chamber) differ in size.

[0015] In one possible implementation, the muffler also includes an exhaust pipe, one end of which passes through a partition and communicates with the first chamber, and the other end is detachably connected to an exhaust pipe via a clamp; wherein, the exhaust pipe is provided with a third vent hole in the circumferential direction, and the third vent hole is located in the second chamber.

[0016] In one possible implementation, the central axes of the two intake and exhaust pipes are offset from each other.

[0017] In one possible implementation, a sensor connector is provided on the intake assembly.

[0018] This utility model provides an aero-engine exhaust device where the input ends of two intake components are respectively connected to the two exhaust ports of the engine. The muffler includes two intake pipes, each positioned at one end of the muffler's axial direction, employing a dual-end inlet design. This effectively avoids the technical problems encountered in the pre-merging process of exhaust gases in existing technologies. Exhaust gases from the left and right exhaust ports of the engine are independently transmitted through their respective intake components, eliminating the need for merging before the muffler inlet. Instead, they directly enter the muffler from both ends of its axial direction, eliminating the violent impact of the two high-temperature, high-pressure exhaust gases at the merging point, avoiding pressure loss during merging, effectively reducing the engine's exhaust back pressure, and improving engine efficiency. Simultaneously, since the exhaust gases do not need pre-merging, the additional aerodynamic noise generated by turbulence at the merging point is eliminated, improving the acoustic performance of the exhaust system. The intake components include bellows; the flexibility of the bellows absorbs vibrations and thermal expansion generated during engine operation, preventing stress concentration and fatigue damage caused by rigid connections, thus improving connection reliability and system lifespan. The symmetrical arrangement of the two air intake pipes at both ends of the muffler's axis ensures a balanced pressure distribution and flow field for the exhaust gas inside the muffler. This avoids pressure unevenness and flow deviation that may result from unilateral air intake, as well as pressure loss and additional noise generation during the pre-merging of exhaust gas, thus improving the buffering effect and extending the muffler's service life. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this utility model 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 some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a three-dimensional structural diagram of an aircraft engine exhaust device provided by this utility model.

[0021] Figure 2 This is a partially cut-out structural diagram of an aircraft engine exhaust device provided by this utility model.

[0022] Figure label: 1. Intake assembly; 11. Bellows; 12. Connecting pipe; 13. Flange; 14. Sensor connector; 2. Muffler; 21. Air inlet pipe; 211. First vent; 212. Second vent; 22. Muffler body; 221. First chamber; 222. Second chamber; 23. Partition; 231. Connecting hole; 24. Air outlet pipe; 241. Third vent; 25. Clamp; 3. Exhaust pipe; 4. Shock absorber mounting bracket. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0024] The following is combined with Figure 1 and Figure 2 This invention describes an aircraft engine exhaust device according to an embodiment of the present invention, comprising: two air intake components 1, a muffler 2, and an exhaust pipe 3, wherein: The input ends of the two intake components 1 are respectively connected to the two exhaust ports of the engine. The intake components 1 include bellows 11.

[0025] The muffler 2 includes two air intake pipes 21, which are respectively connected to the output ends of two air intake components 1, and the two air intake pipes 21 are respectively located at both ends of the muffler 2 in the axial direction.

[0026] The exhaust pipe 3 is connected to the output end of the muffler 2.

[0027] In this invention, the input ends of the two intake components 1 are respectively connected to the two exhaust ports of the engine. The muffler 2 includes two intake pipes 21, which are respectively located at both ends of the muffler 2's axial direction. This adopts a dual-end entry technology, effectively avoiding the technical problems in the pre-merging process of exhaust gas in the prior art. Exhaust gas from the left and right exhaust ports of the engine is independently transmitted through its respective intake components 1, without needing to merge before the inlet of the muffler 2. Instead, it directly enters the muffler 2 from both ends of the muffler 2's axial direction, eliminating the violent impact of the two high-temperature and high-pressure exhaust gases at the merging point, avoiding pressure loss during the merging process, effectively reducing the engine's exhaust back pressure, and improving the engine's working efficiency. At the same time, since the exhaust gas does not need to be pre-merged, the additional aerodynamic noise generated by turbulence at the merging point is eliminated, improving the acoustic performance of the exhaust system. The intake component 1 includes a bellows 11. The flexibility of the bellows 11 can absorb the vibration and thermal expansion generated during engine operation, preventing stress concentration and fatigue damage caused by rigid connections, improving the reliability of the connection and the service life of the system. The symmetrical arrangement of the two air intake pipes 21 at the two ends of the axial direction of the muffler 2 ensures that the exhaust gas forms a balanced pressure distribution and flow field inside the muffler 2. This avoids the pressure unevenness and flow deviation that may be caused by single-sided air intake, as well as the pressure loss and additional noise generated during the pre-merging process of exhaust gas, thereby improving the buffering effect and extending the service life of the muffler 2.

[0028] Specifically, the input ends of the two intake components 1 are respectively connected to the left and right exhaust ports of the engine, ensuring independent collection and transmission of dual exhaust gases. The two intake pipes 21 inside the muffler 2 are located at the axial ends of the muffler body 22, forming a symmetrical distributed intake structure, allowing exhaust gases to enter from both ends of the muffler 2. The bellows 11, as a flexible connecting element, possesses deformation compensation capabilities in both the axial and radial directions through its pleated structure, enabling it to adapt to the relative displacement between the engine and the exhaust system.

[0029] In related technologies, traditional aircraft engine exhaust systems typically employ a dual-path confluence before entering the muffler 2. This means the exhaust gases from two outlets merge into a single path via Y-shaped or T-shaped pipes before entering the muffler 2. This structure generates a violent impact between two high-temperature, high-pressure airflows at the confluence point, resulting in significant pressure loss. Simultaneously, the turbulence at the confluence point generates additional aerodynamic noise, affecting the overall noise reduction effect. Furthermore, engine vibration is transmitted to the muffler 2 through the pipes, making the welded joints between the muffler 2 and the pipes prone to breakage due to rigid vibration. In this embodiment, however, two intake pipes 21 are respectively located at opposite ends of the muffler 2's axial direction. Exhaust gases can directly enter the muffler 2 without prior confluence, eliminating the pressure loss at the confluence section. Practical application verification shows that compared to the traditional confluence method, this technical solution effectively reduces exhaust back pressure and exhaust noise. Simultaneously, the bellows 11 significantly improves the stress condition at the connection point.

[0030] In some embodiments, the intake assembly 1 further includes a connecting pipe 12, one end of which is connected to the exhaust port via a flange 13, and the other end is connected to a bellows 11.

[0031] In this invention, the intake assembly 1 also includes a connecting pipe 12. One end of the connecting pipe 12 is connected to the exhaust port via a flange 13, and the other end is connected to a bellows 11, forming a reasonable combination of a rigid connection section and a flexible connection section. This ensures a reliable sealed connection with the engine exhaust port while effectively isolating vibrations through the bellows 11 section. The high strength of the flange 13 connection can withstand the high temperature and high pressure load of the exhaust gas, and the connecting pipe 12, as a transition section, reasonably distributes the thermal and mechanical stresses of the system.

[0032] Specifically, the connecting pipe 12 is made of a high-temperature resistant material, such as steel pipe, and has a flange 13 at one end. The flange 13 and the connecting pipe 12 can be fixed by welding or integrally formed. The connection between the flange 13 and the engine exhaust port is securely fastened with bolts. The other end of the connecting pipe 12 is connected to the bellows 11 using an appropriate connection method to form a sealed airflow channel. The connecting pipe 12 bears the main structural load and sealing function, while the bellows 11 mainly provides vibration compensation and displacement absorption functions. One end of the bellows 11 is connected to the connecting pipe 12 by a clamp 25, and the other end is connected to the intake pipe 21 by a clamp 25, which facilitates disassembly and replacement.

[0033] In this embodiment of the invention, the connecting pipe 12 bears the main structural load and sealing function, while the bellows 11 mainly bears the functions of vibration isolation and displacement compensation. The division of labor between the two is clear, avoiding overload use of the bellows 11. This structural configuration effectively improves the reliability and service life of the entire connection system, while also facilitating standardized design and maintenance.

[0034] In some embodiments, a shock-absorbing mounting bracket 4 is also included, through which the muffler 2 is connected to the engine housing.

[0035] This invention also includes a vibration damping mounting bracket 4. The muffler 2 is connected to the engine housing via the vibration damping mounting bracket 4, achieving an elastic connection between the muffler 2 and the engine housing. This effectively blocks the transmission path of engine vibration to the exhaust system and reduces the vibration response of the exhaust pipe 3 system. The vibration damping mounting bracket 4 shares the weight load of the muffler body 22 of the muffler 2, reducing the stress at the connection point of the intake assembly 1 and improving the structural reliability of the entire exhaust system. Specifically, the vibration damping mounting bracket 4 typically adopts a composite structure with damping characteristics, which can effectively attenuate the transmission of vibration while transmitting support force. The muffler 2 is fixed to the vibration damping mounting bracket 4 through an appropriate connection method, and the vibration damping mounting bracket 4 is then connected to the engine housing. This two-stage connection method achieves effective vibration isolation while ensuring the stable installation of the muffler 2.

[0036] In one specific embodiment, the engine generates vibrations of a certain frequency and amplitude during operation. The vibration isolation effect of the damping mounting bracket 4 effectively reduces the amount of vibration transmitted to the muffler 2, preventing excessive vibration from affecting its internal structure and noise reduction effect. The damping mounting bracket 4 also bears the main weight load of the muffler 2, ensuring that the connection of the intake assembly 1 primarily bears the air pressure load, thus improving the stress condition at the connection.

[0037] In some embodiments, the muffler 2 further includes a muffler body 22, the muffler body 22 having a muffler cavity inside, one end of the air intake pipe 21 extending into and being closed within the muffler cavity, and the air intake pipe 21 having a plurality of vent holes arranged circumferentially, the vent holes being located within the muffler cavity.

[0038] In this invention, the muffler 2 also includes a muffler body 22, which has a muffler cavity inside. One end of the intake pipe 21 extends into and is closed within the muffler cavity. The intake pipe 21 has multiple vent holes arranged circumferentially within the muffler cavity, allowing exhaust gas to diffuse radially into the muffler cavity through the vent holes, effectively reducing exhaust velocity and dynamic pressure. The closed structure of one end of the intake pipe 21 forces exhaust gas to be completely discharged through the vent holes on the side wall, increasing the residence time of exhaust gas within the muffler cavity and thus improving the muffler effect.

[0039] Specifically, the muffler 2 has a sealed silencing cavity inside its silencing body 22. The intake pipe 21 extends from the outside of the muffler 2 into the silencing cavity, and its end is sealed. Multiple vent holes are distributed circumferentially on the sidewall of the intake pipe 21, all located inside the silencing cavity. After exhaust gas enters through the intake pipe 21, it cannot flow out axially due to the sealed end and must instead flow radially into the silencing cavity through the vent holes on the sidewall.

[0040] In this embodiment of the invention, one end of the intake pipe 21 extends into and is sealed within the silencing cavity, forming an effective expansion and deceleration structure in conjunction with multiple circumferentially arranged vent holes. This structure forces the exhaust gas to change its flow direction and diffuse at multiple points, achieving better silencing effects compared to straight-through or simple expansion silencers 2, especially with stronger suppression of high-frequency noise.

[0041] In some embodiments, the muffler 2 further includes two partitions 23 disposed within the muffler cavity. The two partitions 23 are spaced apart along the axial direction of the muffler 2 and divide the muffler cavity into a first chamber 221 and two second chambers 222. The two second chambers 222 are located at both ends of the first chamber 221, respectively. The partitions 23 are provided with connecting holes 231, and the first chamber 221 and the second chamber 222 are connected through the connecting holes 231.

[0042] In this invention, the silencer 2 further includes two partitions 23 disposed within the silencer cavity. The two partitions 23 are spaced apart along the axial direction of the silencer 2, dividing the silencer cavity into a first chamber 221 and two second chambers 222. The two second chambers 222 are located at opposite ends of the first chamber 221, forming a multi-stage silencer structure. The partitions 23 are provided with connecting holes 231, through which the first chamber 221 and the second chambers 222 are connected, ensuring pressure balance between the chambers and simultaneously achieving graded treatment and gradual pressure reduction of the exhaust gas. Specifically, the two partitions 23 are arranged spaced apart along the axial direction within the silencer cavity, dividing the originally single silencer cavity space into three relatively independent chamber regions. The middle region forms the first chamber 221, and the two end regions respectively form the two second chambers 222. The connecting holes 231 on the partitions 23 ensure gas flow between adjacent chambers, preventing excessive pressure from forming inside any chamber.

[0043] In one specific embodiment, exhaust gases from the engine's two exhaust ports enter two second chambers 222 for initial expansion treatment, and then enter the middle first chamber 221 through the connecting hole 231 on the partition 23 for merging and further treatment. This staged treatment method allows the exhaust gases to undergo multiple expansion and pressure reduction processes, with each stage reducing pressure and noise levels to a certain extent, ultimately achieving a better overall noise reduction effect.

[0044] In this embodiment of the invention, two partitions 23 divide the silencing cavity into a first chamber 221 and two second chambers 222, forming a multi-stage silencing structure. Compared with a single-chamber structure, this multi-chamber configuration can handle a wider frequency range of noise. By using a graded processing method, it effectively controls the pressure gradient, reduces the generation of flow noise, and significantly improves the overall silencing performance.

[0045] In some embodiments, the air intake pipe 21 penetrates the partition 23, and the air intake pipe 21 has the following vents: a first vent 211 located in the first chamber 221; and a second vent 212 located in the second chamber 222.

[0046] In this invention, the intake pipe 21 penetrates the partition 23. The intake pipe 21 has vents including a first vent 211 and a second vent 212. The first vent 211 is located in the first chamber 221, and the second vent 212 is located in the second chamber 222, enabling segmented release and multi-stage treatment of the exhaust gas. The exhaust gas undergoes initial expansion and pressure reduction in the second chamber 222 through the second vent 212, and then undergoes secondary treatment in the first chamber 221 through the first vent 211. This staged treatment effectively controls the pressure gradient and reduces flow noise. Specifically, the intake pipe 21 extends through the partition 23 to different areas of the silencing chamber, with vents opened at different locations on the intake pipe 21. The second vent 212 is located in the portion of the intake pipe 21 within the second chamber 222, and the first vent 211 is located in the portion of the intake pipe 21 within the first chamber 221. During the flow of exhaust gas in the intake pipe 21, a portion of it is first released into the second chamber 222 through the second vent 212, and the remaining exhaust gas continues to flow to the first vent 211 and is released into the first chamber 221.

[0047] In one specific embodiment, after the high-temperature, high-pressure exhaust gas enters the inlet pipe 21, it first encounters the second vent 212 located in the second chamber 222, where part of the exhaust gas is released for initial expansion treatment. The remaining exhaust gas continues to flow within the inlet pipe 21 and is released through the first vent 211 when it reaches the first chamber 221. This segmented release method causes the exhaust gas to undergo two depressurization processes, each accompanied by a decrease in flow velocity and noise.

[0048] In this embodiment of the invention, the vent holes on the intake pipe 21 include a first vent hole 211 and a second vent hole 212, which are located in the first chamber 221 and the second chamber 222, respectively, thus realizing the segmented release of exhaust gas. This segmented release method avoids the local high pressure problem that may be caused by single-point concentrated release, makes full use of the space of the silencing chamber, improves the silencing efficiency, and achieves a better noise reduction effect.

[0049] In some embodiments, at least two of the two second chambers 222 and the first chamber 221 have different spatial sizes.

[0050] In this invention, at least two of the two second chambers 222 and the first chamber 221 have different spatial sizes, achieving a multi-band noise reduction effect based on acoustic principles. Chambers of different volumes have different acoustic characteristics, enabling them to specifically eliminate noise at different frequencies, thus giving the entire silencer 2 a wide-band noise reduction characteristic. Specifically, the three chambers divided into the silencing cavity are all of the same size. This volume difference can be achieved by adjusting the position of the partition 23, the length of the chamber, or its cross-sectional area. Different volumes of chambers correspond to different acoustic resonant frequencies. When noise in the exhaust gas passes through these chambers, sound waves of different frequencies will resonate and be absorbed or interfered with and canceled out in the corresponding chambers.

[0051] In one specific embodiment, the exhaust noise generated by an aircraft engine typically has a complex frequency composition, including low-frequency, mid-frequency, and high-frequency components. By configuring chambers of different volumes, a small-volume chamber primarily handles high-frequency noise, a large-volume chamber primarily handles low-frequency noise, and a medium-volume chamber handles mid-frequency noise. This differentiated configuration allows the silencer 2 to effectively handle noise across a wide frequency range.

[0052] In some embodiments, the muffler 2 further includes an exhaust pipe 24, one end of which passes through the partition 23 and communicates with the first chamber 221, and the other end is detachably connected to the exhaust pipe 3 by a clamp 25; wherein, the exhaust pipe 24 is provided with a third vent hole 241 in the circumferential direction, and the third vent hole 241 is located in the second chamber 222.

[0053] In this invention, the muffler 2 also includes an exhaust pipe 24. One end of the exhaust pipe 24 passes through the partition 23 and communicates with the first chamber 221, while the other end is detachably connected to the exhaust pipe 3 via a clamp 25, thus realizing the function of multi-point collection and centralized discharge. The exhaust pipe 24 is provided with a third vent hole 241 along the circumference, which is located in the second chamber 222, ensuring the integrity and thoroughness of the exhaust. At the same time, the clamp 25 connection method facilitates maintenance and repair, and exhaust pipes 3 of different lengths and curvatures can be replaced as needed.

[0054] Specifically, the exhaust pipe 24 passes through the partition 23 from the outside of the muffler 2 and enters the first chamber 221. Its main opening is located inside the first chamber 221 to collect the combined exhaust gas. The exhaust pipe 24 has a third vent 241 in the section passing through the second chamber 222, which can collect any residual exhaust gas in the second chamber 222. The outer end of the exhaust pipe 24 is connected to the subsequent exhaust pipe 3 via a clamp 25. This connection method ensures both airtightness and ease of disassembly and assembly.

[0055] In this embodiment of the invention, the exhaust pipe 24 is provided with a third vent 241 along the circumference. The third vent 241 is located in the second chamber 222, realizing multi-point exhaust gas collection and ensuring thorough exhaust. The detachable connection of the clamp 25 greatly facilitates maintenance work and reduces maintenance costs compared with welding connection, meeting the needs of frequent maintenance of aviation equipment.

[0056] In some embodiments, the central axes of the two air inlet pipes 21 and the air outlet pipe 24 are offset from each other.

[0057] In this invention, the central axes of the two inlet pipes 21 and the outlet pipe 24 are staggered, improving the flow field distribution inside the muffler 2 based on fluid dynamics optimization principles. This staggered arrangement avoids direct airflow collisions and interference, reducing noise and pressure loss caused by turbulence, and creating a more rational flow pattern for the exhaust gas within the chamber. Specifically, the two inlet pipes 21 enter from both axial ends of the muffler 2, and the outlet pipe 24 exits from the central region of the muffler 2. The central axes of the three pipes are spatially staggered and not on the same straight line. This arrangement makes the flow path of the exhaust gas within the muffler chamber more complex, avoiding acoustic short-circuiting that might occur with a straight-through path.

[0058] In one specific embodiment, after the exhaust gas from both ends flows into the silencer 2, due to the misalignment of the axes of the inlet pipe 21 and the outlet pipe 24, the exhaust gas cannot flow directly from the inlet pipe 21 to the outlet pipe 24, but instead forms a more complex flow trajectory within the silencer cavity. This flow pattern increases the residence time of the exhaust gas within the silencer cavity, providing more time for sound energy to dissipate, while simultaneously reducing the noise that may be generated by high-speed DC.

[0059] In related technologies, some silencers 2 adopt a straight-through arrangement, with the air inlet and outlet on the same axis. This allows exhaust gas to easily form a direct, continuous flow, reducing the residence time within the silencer cavity and affecting the silencing effect. Other arrangements may cause drastic changes in the direction of exhaust gas flow, resulting in strong turbulence and impact noise. However, in this embodiment, the central axes of the two inlet pipes 21 and the outlet pipe 24 are offset from each other, avoiding the acoustic short-circuiting problem of straight-through flow. Simultaneously, the reasonable offset angle prevents excessively drastic changes in flow direction. This arrangement optimizes the flow field distribution inside the silencer 2, improves the silencing effect, and maintains low flow resistance.

[0060] In some embodiments, the intake assembly 1 is provided with a sensor connector 14.

[0061] In this invention, the sensor connector is mounted on the connecting pipe 12 or flange 13, providing a hardware foundation for real-time monitoring of exhaust parameters and enabling online detection of key parameters such as exhaust gas temperature and pressure. The pre-designed sensor connector 14 avoids the complexity of later modifications, ensures the accuracy and reliability of measurements, and provides important data support for engine condition monitoring and fault diagnosis.

[0062] Specifically, the sensor connector 14 is integrated into the connecting pipe 12, typically using a threaded connection or a flange connection 13, capable of mounting various types of sensors such as temperature sensors and pressure sensors. The sensor connector 14 is positioned on the connecting pipe 12, where exhaust gas parameters are relatively stable and sensor installation and maintenance are convenient. The sealing design of the sensor connector 14 ensures no leakage occurs under high temperature and high pressure environments.

[0063] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0064] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. An exhaust device for an aircraft engine, characterized in that, include: Two intake assemblies (1), the input ends of the two intake assemblies (1) are respectively connected to the two exhaust ports of the engine, and the intake assembly (1) includes a bellows (11). The muffler (2) includes two air inlet pipes (21), which are respectively connected to the output ends of the two air inlet components (1), and the two air inlet pipes (21) are respectively located at both ends of the muffler (2) in the axial direction. The exhaust pipe (3) is connected to the output end of the muffler (2).

2. The aircraft engine exhaust device according to claim 1, characterized in that, The intake assembly (1) also includes a connecting pipe (12), one end of which is connected to the exhaust port via a flange (13), and the other end is connected to the bellows (11).

3. The aircraft engine exhaust device according to claim 1, characterized in that, It also includes a shock absorber mounting bracket (4), through which the muffler (2) is connected to the engine housing.

4. The aircraft engine exhaust device according to claim 1, characterized in that, The muffler (2) also includes a muffler body (22), which has a muffler cavity inside. One end of the air intake pipe (21) extends into the muffler cavity and is closed. The air intake pipe (21) has multiple vent holes along the circumferential direction, and the vent holes are located inside the muffler cavity.

5. The aircraft engine exhaust device according to claim 4, characterized in that, The muffler (2) further includes two partitions (23) disposed in the muffler cavity. The two partitions (23) are spaced apart along the axial direction of the muffler (2) and divide the muffler cavity into a first chamber (221) and two second chambers (222). The two second chambers (222) are located at both ends of the first chamber (221). The partition (23) is provided with a connecting hole (231), through which the first chamber (221) and the second chamber (222) are connected.

6. The aircraft engine exhaust device according to claim 5, characterized in that, The air intake pipe (21) penetrates the partition (23), and the air vent on the air intake pipe (21) includes: The first vent (211) is located inside the first chamber (221); The second vent (212) is located inside the second chamber (222).

7. The aircraft engine exhaust device according to claim 5, characterized in that, Of the two second chambers (222) and the first chamber (221), at least two have different spatial sizes.

8. The aircraft engine exhaust device according to claim 5, characterized in that, The muffler (2) also includes an exhaust pipe (24), one end of which passes through the partition (23) and communicates with the first chamber (221), and the other end is detachably connected to the exhaust pipe (3) via a clamp (25); The vent pipe (24) is provided with a third vent hole (241) along the circumferential direction, and the third vent hole (241) is located in the second chamber (222).

9. The aircraft engine exhaust device according to claim 8, characterized in that, The central axes of the two air inlet pipes (21) and the air outlet pipe (24) are offset from each other.

10. The aircraft engine exhaust device according to any one of claims 1-9, characterized in that, A sensor connector (14) is provided on the air intake assembly (1).

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