CN114542286A

CN114542286A - Engine model and airplane provided with same

Info

Publication number: CN114542286A
Application number: CN202210207268.7A
Authority: CN
Inventors: 李达新; 王继明; 白峰; 刘凯礼; 张美红
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2022-03-04
Filing date: 2022-03-04
Publication date: 2022-05-27

Abstract

An engine model comprising: a hair chamber in which an air flow passage through which air flows is formed, a nozzle being formed at one end of the hair chamber; and the blocking cone is arranged in the hair room close to the position adjacent to the nozzle. At least a first flow guide part and a second flow guide part are arranged on the blocking cone, and the first flow guide part can rotate relative to the second flow guide part. The first flow guide member has a plurality of first crests formed along a circumferential direction thereof. The second flow guide member has a plurality of second crests formed in a circumferential direction thereof. The engine can effectively realize stepless regulation of air flow with a simple structure. And to an aircraft fitted with the engine model.

Description

Engine model and airplane provided with same

Technical Field

The present invention relates to the field of aircraft design, and in particular to a flow regulating device for simulating the flow of an aircraft engine, which is included in an engine model, for example for use in wind tunnel testing and other applications requiring flow regulation.

Background

The engines of aircraft, in particular of large civil aircraft, are usually turbojet engines. The working principle of the engine is as follows: the engine continuously sucks air, the air is subjected to compression, combustion and expansion processes in the engine to generate high-temperature and high-pressure fuel gas which is sprayed out of the tail nozzle, so that the engine generates reaction thrust to drive the airplane to fly forwards.

During the flight of an aircraft, the air flow in the engines may also vary due to changes in the external environment experienced by the aircraft, which may affect the aerodynamic properties of the aircraft. To determine the aerodynamic characteristics of an aircraft under different airflow conditions, wind tunnel tests were used to test the engines.

The existing wind tunnel test model mainly comprises the following two types:

one is to adopt a blocking cone which can move back and forth in a wind tunnel test model. Wherein, a set of mechanical mechanism is arranged in the engine and is driven by the motor to realize the change of the axial position of the tail end of the plugging cone. The section of the tail end of the blocking cone is changed along the axial direction of the blocking cone, so that when the axial position of the tail end of the blocking cone is changed, the area of a throat formed between the tail end of the blocking cone and a tail nozzle of an outer duct of the engine is changed, and the air flow of the engine can be changed.

One problem with this wind tunnel test model is that its structure is relatively complex and the range of variation of the flow that can be simulated is limited. Moreover, the shape of the engine can be changed due to the back and forth movement of the tail end of the blocking cone, and in the actual situation, the shape of the aircraft engine cannot be changed under any flow condition, but the flow is controlled by adjusting the internal flow passage.

The other type of wind tunnel test model is that the experimenter manually replaces the blocking cones with different sizes to obtain different flow coefficients. The wind tunnel test model has the problems that the processing workload of the model is large, the test efficiency is low due to the fact that the blocking cones with different sizes are replaced, and stepless transformation of flow coefficient simulation cannot be achieved.

Therefore, there is a need for further improvement in the structure of the engine model to overcome the problems of the prior art described above.

Disclosure of Invention

The present invention has been made to solve the above-mentioned problems of the prior art. An object of the present invention is to provide an engine model having a flow rate adjustment device of an improved structure, which is capable of achieving effective air flow rate adjustment with a simple structure.

The engine model of the present invention includes:

the hair-styling appliance comprises a hair-styling room, wherein an airflow channel for air to flow through is formed in the hair-styling room, and a nozzle is formed at one end of the hair-styling room; and

the blocking cone is arranged in the position, adjacent to the nozzle, of the hair room, wherein at least two flow guide parts, namely a first flow guide part and a second flow guide part, are arranged on the blocking cone, and the second flow guide part can rotate relative to the first flow guide part;

the first flow guide part is provided with a plurality of first peak parts formed along the circumferential direction of the first flow guide part, and a first valley part is formed between every two adjacent first peak parts; the second flow guide part is provided with a plurality of second peak parts formed along the circumferential direction of the second flow guide part, and a second valley part is formed between every two adjacent second peak parts;

wherein the second peak moves between a position aligned with the first peak and a position aligned with the first valley with rotation of the second flow guide member relative to the first flow guide member, thereby regulating the air flow rate.

In the structure of the engine model described above, by the provision of the first and second flow guide members that are rotatable relative to each other, the adjustment of the air flow rate flowing through the engine can be effectively achieved with a simple structure, and the adjustment of the air flow rate is a stepless adjustment.

Preferably, the number of the first peaks and the first valleys of the first flow guide member is equal to the number of the second peaks and the second valleys of the second flow guide member. It is also within the scope of the present invention that the number of first peaks and first valleys may also be different from the number of second peaks and second valleys.

In one specific structure, the first flow guide part comprises four first peak parts and four first valley parts, and the second flow guide part comprises four second peak parts and four second valley parts. The first peaks and the first valleys and the second peaks and the second valleys may be in other suitable numbers according to specific needs.

Preferably, the first flow guide member is located upstream of the second flow guide member in a flow direction of air flowing through the engine. I.e. a fixed flow guiding member is located upstream and a rotatable flow guiding member is located downstream. Of course, the positions of the first and second flow guide elements may be interchanged and are within the scope of the invention.

The invention also relates to an aircraft in which an engine model as described above is installed.

Of course, the engine model disclosed in the present invention is not limited to being installed in an airplane, and may be installed in other transportation vehicles as needed.

Drawings

There is shown in the drawings, which are incorporated herein by reference, non-limiting preferred embodiments of the present invention, the features and advantages of which will be apparent. Wherein:

fig. 1 shows a perspective view of an engine model of the invention.

Fig. 2 shows a perspective view of a choke cone in the engine of fig. 1, wherein the first and second flow guide members are mounted on the choke cone in a position in which their first and second peak portions are aligned with each other.

Fig. 3 shows another perspective view of the blocking cone, wherein the first flow guide part and the second flow guide part are in a position in which the first peak and the second valley are aligned with each other.

Fig. 4a shows a simulation diagram of a flow rate at the nozzle in a state where the first peak of the first flow guide member is aligned with the second peak of the second flow guide member.

Fig. 4b shows a simulated flow rate at the nozzle in a state where the first peak of the first flow guide member is aligned with the second valley of the second flow guide member.

Fig. 5a shows a trace of a flow field in a state where the first peak of the first flow guide member is aligned with the second peak of the second flow guide member.

Fig. 5b shows a flow field trace in a state where the first peak of the first flow guide member is aligned with the second valley of the second flow guide member.

(symbol description)

10 engine model

11 engine room

12 nozzle

13 block awl

20 first flow guide part

21 first peak part

22 first valley portion

30 second flow guide part

31 second peak part

32 second valley portion

Detailed Description

The following detailed description of embodiments of the invention refers to the accompanying drawings. It is to be understood that the preferred embodiments of the present invention are shown in the drawings only, and are not to be considered limiting of the scope of the invention. Various obvious modifications, changes and equivalents of the embodiments of the invention shown in the drawings can be made by those skilled in the art, and all of them are within the scope of the invention.

FIG. 1 illustrates a partial perspective view of an engine 10 of the present disclosure. The engine 10 is in particular an engine for an aircraft. The engine 10 has a engine room 11, and air flows through the engine room 11 when the engine 10 is operated. A nozzle 12 is formed at one end of the engine room 11, and a choke cone 13 is provided in the engine room 11 of the engine 10.

In the structure of the engine 10 of the present invention, at least two flow guide members, such as the first flow guide member 20 and the second flow guide member 30 shown in fig. 1, are mounted on the choke cone 13, wherein the first flow guide member 20 and the second flow guide member 30 are arranged to face each other. The first air guide member 20 is fixed, and the second air guide member 30 is rotatable with respect to the first air guide member 20. The second flow guiding member 30 may be rotated by means of, for example, a motor (not shown) arranged in the plugging cone 13. The adjustment of the air flow rate through the engine 10 is achieved by the rotation of the second air guide member 30 relative to the first air guide member 20, and the specific structure thereof is as follows.

Fig. 2 and 3 show perspective views of the structure of the choke cone 13 with the outer casing of the engine 10 removed to more clearly show the structure of the choke cone 13. As described above, the plug cone 13 is mounted with at least one first flow guide member 20, the first flow guide member 20 is formed with a plurality of first crests 21 along the circumferential direction thereof, and first troughs 22 are formed between two adjacent first crests 21, whereby the first crests 21 and the first troughs 22 are alternately arranged in the circumferential direction of the first flow guide member 20.

The second flow-guiding part 30 of the plugging cone 13 is opposite to the first flow-guiding part 20, preferably facing each other. A plurality of second crests 31 are formed along the circumferential direction of the second flow guide member 30, and second troughs 32 are formed between two adjacent second crests 31, whereby the second crests 31 and the second troughs 32 are alternately arranged in the circumferential direction of the second flow guide member 30.

When the second flow guide member 30 is rotated with respect to the first flow guide member 20, each of the second peak portions 31 of the second flow guide member 30 may be moved to a position aligned with the first peak portion 21 on the first flow guide member 20, as shown in fig. 2. As the second flow guide member 30 continues to rotate relative to the first flow guide member 20, the second peak 31 of the second flow guide member 30 moves out of alignment with the first peak 21 of the first flow guide member 20 and moves partially out of alignment with the first peak 21 of the first flow guide member 20 until it is fully out of alignment with the first peak 21 of the first flow guide member 20, as shown in fig. 3.

Adjustment of the air flow through the engine 10 may be accomplished by alternating alignment and staggering of the first peak 21 of the first flow guide member 20 and the second peak 31 of the second flow guide member 30, as described in detail below.

When the first peak portions 21 of the first flow guide member 20 are aligned with the second peak portions 31 of the second flow guide member 30 as shown in fig. 2, and the first valley portions 22 are aligned with the second valley portions 32, the internal resistance in the engine 11 of the engine 10 is minimized, and the air flow rate through the engine 10 is maximized. Fig. 4a shows a flow velocity simulation diagram at the nozzle 12 of the engine 10, wherein the flow velocity is indicated by the light and dark colors. As shown in fig. 4a, the darker color at the location where the first valley portion 22 and the second valley portion 32 are aligned indicates a greater flow rate at that location, and thus an overall greater flow rate of air through the engine 10. Further, as shown in the simulation diagram of the flow field trace in fig. 5a, when the first peak 21 is aligned with the second peak 31 and the first valley 22 is aligned with the second valley 32, the air flow is smoother and substantially free of turbulence.

When the first peak 21 of the first air guide member 20 is completely misaligned with the second peak 31 of the second air guide member 30, or the first peak 21 of the first air guide member 20 is aligned with the second valley 32 of the second air guide member 30 and the first valley 22 of the first air guide member 20 is aligned with the second peak 31 of the second air guide member 30 as shown in fig. 3, the internal resistance in the engine room 11 of the engine 10 is maximized, and the air flow rate through the engine 10 is minimized. As shown in the flow rate simulation diagram of fig. 4b, the flow rate is indicated to be lighter overall at the nozzle 12, indicating that the flow rate is smaller overall at the nozzle 12 of the engine 10 at this time, and thus the flow rate of air flowing through the engine 10 is smaller. Further, as shown in the simulation diagram of the flow field trace of fig. 5b, when the first peak 21 is aligned with the second valley 32 and the first valley 22 is aligned with the second peak 31, a large degree of turbulence exists in the air flow, so that the flow resistance is large at this time, and the air flow rate is reduced.

The first and second

flow guide members

20 and 30 may also take a state between the two states described above, i.e., the first and

second crests

21 and 31 are partially aligned, at which the air flow rate is a value between the air flow rates in the states shown in fig. 2 and 3. Moreover, it can be seen that the present invention enables stepless regulation of the air flow through the engine 10 by relative rotation between the first and second

flow directing members

20, 30.

Having thus described the preferred construction and operation of the invention, it will be apparent to those skilled in the art that obvious modifications and variations can be made therein without departing from the scope of the invention.

In the exemplary configuration shown in the figures, the rotatable second baffle member 30 is disposed downstream in the direction of air flow, i.e., closer to the nozzle 12, while the stationary first baffle member 20 is disposed upstream in the direction of air flow. It will be appreciated by those skilled in the art that the first air guide member 20 may be configured to rotate and the second air guide member 30 may be configured to be stationary.

In the above disclosed structure, one of the first and second

flow guide members

20 and 30 is rotatable, and the other is relatively fixed. It is also within the scope of the present invention to provide that both the first flow directing member 20 and the second flow directing member 30 may be rotatable, if desired, and that their directions of rotation be reversed.

The first and second

flow guide members

20 and 30 are shown to include four peaks and four valleys, respectively, and those skilled in the art will appreciate that the first and

second peaks

21 and 31 and the first and

second valleys

22 and 32 may take other numbers. In addition, the number of the first peaks 21 and the first valleys 22 is preferably the same as the number of the second peaks 31 and the second valleys 32, as shown in the preferred structure. However, it is within the scope of the present invention that the number of the first crests 21 and the first troughs 22 is different from the number of the second crests 31 and the second troughs 32.

In the preferred construction shown in the figures, the first flow directing feature 20 and the second flow directing feature 30 form a two-stage flow directing arrangement, although other numbers of flow directing features are within the scope of the invention, such as three, four, or more.

In addition to the specific shape of the first and second

flow guide members

20 and 30 shown in the drawings, those skilled in the art will appreciate that the first and second

flow guide members

20 and 30 may have other shapes or forms. For example, the first and

second guide members

20 and 30 may be in the form of impellers, and the blades of each impeller correspond to the peaks in the above-described structure, and the gaps between the adjacent impellers correspond to the valleys in the above-described structure.

In the above disclosure, reference is primarily made to the design of aircraft engines, although the engine model may be applied to other applications requiring flow regulation, such as other vehicles, transportation vehicles, etc., if desired.

Claims

1. An engine model for an aircraft, the engine model comprising:

the air conditioner comprises a hair chamber, wherein an air flow channel for air to flow through is formed in the hair chamber, and a nozzle is formed at one end of the hair chamber; and

the blocking cone is arranged in the position, adjacent to the nozzle, of the hair room, and at least two flow guide components, namely a first flow guide component and a second flow guide component, are arranged on the blocking cone, and the second flow guide component can rotate relative to the first flow guide component;

wherein the second peak moves between a position aligned with the first peak and a position aligned with the first valley as the second flow directing member rotates relative to the first flow directing member, thereby regulating the air flow.

2. The engine model of claim 1, wherein the number of the first peaks and the first valleys of the first flow guide member is equal to the number of the second peaks and the second valleys of the second flow guide member.

3. The engine model of claim 2, wherein said first flow directing feature includes four of said first peaks and four of said first valleys, and said second flow directing feature includes four of said second peaks and four of said second valleys.

4. The engine model of claim 1, wherein the first flow directing component is located upstream of the second flow directing component in a direction of flow of air through the engine.

5. An aircraft, characterized in that the aircraft is equipped with an engine model according to any one of claims 1 to 4.