CN216332793U

CN216332793U - Ram air intake device

Info

Publication number: CN216332793U
Application number: CN202220014933.6U
Authority: CN
Inventors: 王肖; 刘超; 朱婷; 王赟
Original assignee: Commercial Aircraft Corp of China Ltd
Current assignee: Commercial Aircraft Corp of China Ltd
Priority date: 2022-01-04
Filing date: 2022-01-04
Publication date: 2022-04-19
Anticipated expiration: 2032-01-04

Abstract

The utility model relates to a ram air intake device comprising: a ram air channel line in which ram air flows in an intake direction; and a jet channel pipe which branches off from the ram air channel pipe and through which jet gas is conducted towards the ram air channel pipe. The ram air inlet device realizes accurate adjustment of the flow of the ram air through a simple mechanical structure and lower cost.

Description

Ram air intake device

Technical Field

The utility model relates to a ram air cooling system, and particularly relates to a ram air inlet device, belonging to the fields of aviation, aerospace and the like.

Background

The ram air system of the civil aircraft provides a cold source and a fresh air source for the aircraft, and is an important component of an air conditioning system of the aircraft. The ram air system is mainly used for cooling an air conditioning system, a fuel inerting system and an auxiliary cooling system of the airplane. Meanwhile, with the development of the multi-electric aircraft, the demand amount of ram air is gradually increasing.

In general, the design goals of a ram air system are: the cooling requirement of the airplane is met, the aerodynamic resistance is reduced as much as possible, and the fuel economy of the airplane is improved.

However, the flow demand of the ram air system varies in different flight situations of the aircraft, and therefore the magnitude of the intake air flow in the ram air system needs to be adjusted.

Most of the traditional flow regulation methods adopt a mechanical air damper, and an actuator is used for changing the opening degree of the air damper so as to control the flow of an air inlet.

Chinese patent application publication CN101084366A proposes a ventilation and air intake device with a movable closing device, which comprises a ventilation opening, an air pipe, an air inlet pressure device, a controllable moving part control device, and an elastic plate. The controllable moving part control device consists of an air cylinder and a corrugated pipe, when the total pressure is low, the air cylinder and the corrugated pipe are located at contraction positions, and the elastic plate is located at a position where the elastic plate abuts against the air cylinder and the corrugated pipe to enable the wall of the ventilation opening or the gas conveying pipe to extend. The air delivery conduit has a maximum cross-section so that the air flow to the ventilation zone is maximized. When the total pressure is increased, the cylinder and the corrugated pipe expand to push the elastic plate to extend into the ventilation opening or the gas pipe. When the total pressure reaches the maximum value corresponding to the maximum speed and the flight height of the airplane, the elastic plate closes the air conveying pipe, so that the cross section of the air conveying pipe is minimum, and the airflow flowing to the ventilation area is minimum. According to the scheme, the controllable moving part control device consisting of the air cylinder and the corrugated pipe is designed, and the total pressure acted by air is received by the pressure inlet device, so that the cross section of the air conveying pipe can be automatically adjusted according to the flying speed and the height of an airplane, and the purpose of controlling the flow rate of ram air at the air inlet is achieved. However, in this document, a problem of resistance of the elastic plate at low temperature (low temperature resistance means that an elastic material such as rubber becomes hard, becomes poor in elasticity, and becomes more brittle at low temperature) is considered, and the tail portion of the actuating member does not make any arc transition, so that the bleed air flow generates a large amount of vortex loss.

Chinese patent publication CN102083689B proposes a ventilation and air intake device, which comprises a ventilation opening and an air pipe, wherein fresh air flows into the air pipe from the upstream ventilation opening and then flows from the downstream of the air pipe to a restricted area to be ventilated in an airplane. The air inlet means comprises a fluid control mechanism and deformable blocking means comprising a diaphragm elastically deformable under the action of the fluid control mechanism, the diaphragm being mounted on a support with which it defines a variable internal volume. The diaphragm is fixed on the air pipe diapire as the screw with the connecting piece, and the air pipe roof is roughly on the corresponding annular edge portion of round hole with the connecting portion between the corresponding round edge of vent. The cross section of the gas pipe with the conical contour is smaller at this position. The support member is also fixedly inserted into a side wall defining the air delivery pipe so that the cross section of the air delivery pipe varies in accordance with the flying speed and altitude of the aircraft. The fluid control mechanism of these variable geometry occlusion devices is rectangular in this embodiment and includes a controllable source of pressurized fluid connected by tubing to a communication hole in the center of the support. In the patent, the cross-section of the air inlet means air delivery duct is variable by means of a deformable blocking device, according to the flight conditions of the aircraft, modifying the air flow into the restricted zone, so as to optimize the ventilation of the device concerned. However, the elastically deformable membranes used in this patent also suffer from high altitude low temperature resistance.

US7832684B2 proposes a ram air channel comprising a first air inlet, an outer wall, a main flow channel, a first diffuser, a second diffuser, a side channel, a second air inlet, a movable element. The ram air channel has a second air inlet independent of the first air inlet. The first air inlet has a constant flow cross-section. The second air inlet is connected to the main flow channel of the ram air channel by means of a side channel of the main flow channel. The movable element is a flap which rotates about an axis, can be freely adjusted and can reduce or increase the flow cross section of the second air inlet as required. According to the scheme, only the air flow of the second air inlet can be changed, the flow of the first air inlet is still unchanged, the adjustment range of the air inflow is small, and the adjustment mode is not flexible.

Although the ram air inlet with the mechanical damper can achieve the purpose of controlling the flow of the inlet air, the ram air inlet needs to be provided with an actuator, a controller, a mechanical fixing mechanism and the like, which undoubtedly increases the control difficulty and the weight of the system, and also has the risk of failure of the ram air system caused by blockage of the damper.

SUMMERY OF THE UTILITY MODEL

Based on the above-mentioned problems of the prior art, the object of the utility model is to further reduce the weight of the ram air system, to reduce the control difficulties and to improve the economy and reliability of the operation of the aircraft route.

To this end, the utility model provides a ram air inlet device comprising:

a ram air channel line in which ram air flows in an intake direction; and

a jet channel duct branching off from the ram air channel duct, through which jet gas flows towards the ram air channel duct.

According to a preferred embodiment of the ram air inlet arrangement according to the utility model, the jet channel duct branches off from a duct wall of the ram air channel duct.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet channel duct branches off from the ram air channel duct in the air inlet direction.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet channel duct branches off from the ram air channel duct in the intake direction at a deflection angle of 60 °.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet gas is aircraft cabin exhaust gas.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet gas is one tenth of the total displacement of the exhaust gases of the aircraft cabin.

According to a preferred embodiment of the ram air inlet device according to the utility model, the ram air inlet device further comprises a jet flow regulating device which is arranged in the jet channel duct in order to regulate the jet gas flow in the jet channel duct.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet flow regulating device is a jet flow regulating flap.

According to a preferred embodiment of the ram air inlet device according to the utility model, the jet flow regulating device is a cabin exhaust gas source with a variable output flow.

According to a preferred embodiment of the ram air inlet device according to the utility model, the flow path diameter of the jet channel duct is one fifth of the flow path diameter of the ram air channel duct.

The ram air inlet device according to the utility model has at least the advantages that:

1) the complicated mechanical air door is completely eliminated, the system weight is reduced, the control difficulty is reduced, and the risk of system failure caused by air door blockage is avoided;

2) the bleed air source is from the cabin waste gas and is driven by the pressure difference between the inside and the outside of the cabin, so that no additional cost is brought;

3) the ram air flow can be accurately regulated only by less cabin waste gas, and the regulation mode is simple and easy to implement.

Drawings

This document includes the accompanying drawings to provide a further understanding of various embodiments. The accompanying drawings are incorporated in and constitute a part of this specification. The drawings illustrate various embodiments described herein, and together with the description serve to explain the principles and operations of the claimed subject matter.

Technical features of the present invention are hereinafter clearly described with reference to the above objects, and advantages thereof are apparent from the following detailed description with reference to the accompanying drawings, which illustrate by way of example preferred embodiments of the present invention, without limiting the scope of the utility model.

In the drawings:

fig. 1 is a schematic cross-sectional view of a preferred embodiment of a ram air inlet device according to the utility model.

Fig. 2 is a schematic view of the streamlines of the ram air inlet without jets in the case of use of a preferred embodiment of the ram air inlet device according to the utility model.

Fig. 3 is a ram air inlet streamline diagram at a medium jet flow in the case of use of a preferred embodiment of the ram air inlet device according to the utility model.

Fig. 4 is a ram air inlet streamline diagram at high jet flow in the case of use of a preferred embodiment of the ram air inlet device according to the utility model.

Fig. 5 shows the jet flow rate versus ram air flow rate.

Fig. 6 shows the cabin pressure difference versus the flying height.

List of reference numerals

100 ram air intake device

110 ram air channel duct

111 pipe wall

120 jet flow channel pipeline

130 jet flow regulating device

Flow path diameter of H1 ram air channel pipe

Flow path diameter of H2 jet channel

Angle of deflection alpha

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below.

While the utility model will be described in conjunction with the exemplary embodiments, it will be understood that this description is not intended to limit the utility model to those embodiments illustrated. On the contrary, the utility model is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the utility model.

For convenience in explanation and accurate definition of the technical solutions of the present invention, the terms "upper", "lower", "inner" and "outer" are used to describe features of the exemplary embodiments with reference to the positions of these features as shown in the drawings.

In fig. 1 a ram air inlet arrangement 100 according to a preferred embodiment of the utility model is shown.

As shown in fig. 1, the ram air intake device 100 comprises a ram air channel circuit 110 and a jet channel circuit 120.

Wherein the ram air in the ram air channel line 110 flows in the intake direction. In the figure, the ram air flows in the ram air channel line 110 in a direction from left to right.

While the jet channel line 120 branches off from the ram air channel line 110. Preferably, with reference to fig. 1, the jet channel line 120 can branch off from the tube wall 111 of the ram air channel line 110. More preferably, the jet channel line 120 can branch off from the ram air channel line 110 in the intake direction. In other words, the jet channel line 120 is now deflected in the intake direction from the ram air channel line 110 by an angle of not more than 90 °. As can be seen from fig. 1, the jet channel line 120 can branch off from the ram air channel line 110, preferably in the intake direction, at a deflection angle α of 60 °. Of course, the value of the deflection angle α is not limited thereto, and other values, such as 45 °, 80 °, etc., can be selected by those skilled in the art according to actual needs, and are not described herein again.

Furthermore, according to the inventive concept, the jet channel line 120 is traversed by jet gas which is directed towards the ram air channel line 110. Preferably, the jet gas may be cabin exhaust gas of an aircraft. More specifically, the jet gas may preferably be one tenth of the total displacement of the aircraft cabin exhaust gases.

Furthermore, as is also shown in fig. 1, the ram air inlet device 100 according to the utility model may also preferably comprise a jet flow regulating device 130. The jet flow regulating device 130 is provided in the jet passage pipe 120 so as to regulate the jet gas flow in the jet passage pipe 120. More preferably, the jet flow rate adjusting device 130 may be a jet flow rate adjusting shutter. Alternatively, the jet flow modulation device 130 may be a source of cabin exhaust gas with a variable output flow.

Referring to fig. 1, in a more preferred embodiment, the flow path diameter H2 of the jet channel duct 120 may be one-fifth of the flow path diameter H1 of the ram air channel duct 110. However, it will be understood by those skilled in the art that the dimensional relationship between the flow path diameter H2 of the jet passage conduit 120 and the flow path diameter H1 of the ram air passage conduit 110 is not so limited, and that the flow path diameter H2 of the jet passage conduit 120 may be one-fourth, one-third, one-half, etc. of the flow path diameter H1 of the ram air passage conduit 110. In certain embodiments, the flow path diameter H2 of the jet channel tube 120 may also be greater than or equal to the flow path diameter H1 of the ram air channel tube 110.

In summary, the present invention provides a ram air inlet device 100, a preferred embodiment of the ram air inlet device 100 comprising a ram air channel line 110, a jet channel line 120, a jet flow regulating flap.

Generally, when the ram air intake device 100 needs to adjust the ram air intake flow, the flow regulating valve is opened to inject the cabin exhaust gas to the wall surface of the ram air intake baffle, and the control of the air intake flow area and flow is realized by using the pneumatic wall surface formed by the jet gas.

The following briefly explains the operation steps of a preferred embodiment of a ram air inlet arrangement 100 according to the utility model. These operational steps are merely illustrative and should not be considered as limiting the ram air intake device 100 of the present invention.

1. The ram air system requires a relatively large ram air volume when operating on ground conditions. At this time, the flow regulating valve is closed, and the air inflow of the ram air is not required to be regulated by a jet air source. (see FIG. 2)

2. As the flying height increases, the ram air intake tends to require a reduced flow area, reducing the amount of intake air. At this time, the flow regulating valve is opened, partial cabin exhaust gas is guided to the wall surface of the ram air inlet to be discharged by utilizing the pressure difference between the cabin and the outside, and the jet gas can generate a pneumatic wall surface on the wall surface of the ram air inlet, so that the purposes of reducing the flow area of the inlet and reducing the air inflow are achieved (see fig. 2 and 3).

3. Through adjusting the flow control valve aperture, control efflux size and the yardstick of separation package, and then realize the accurate control to ram-air flow.

An embodiment of the ram air inlet arrangement 100 according to the utility model in a practical application scenario is further provided below to show the practical functional effect of the ram air inlet arrangement 100 according to the utility model.

Assuming a maximum ram air demand of 1.9kg/s for an aircraft at 10000 feet and 0.75Ma, the cabin to ambient pressure differential is 30000pa (as shown in fig. 6) and cabin exhaust flow is 2 kg/s.

Taking the width H2 of the jet flow outlet as H1/5, and alpha as 60 degrees; by controlling the valve opening, the ram air flow is 3kg/s (as shown in fig. 2) when the jet flow is 0, and the valve opening is increased, and the ram air flow is 1.9kg/s when the jet flow is 0.12kg/s, which meets the requirements (as shown in fig. 3). Continuing to increase the jet flow to 0.23kg/s, the ram air flow rate approaches 0 (as shown in FIG. 4).

It can be seen that when the ram air intake apparatus 100 of the present invention is used, the jet flow rate and the ram air flow rate are approximately linear (as shown in fig. 5), and the cabin air displacement of about 1/10 is required at maximum to achieve the control under the ram air full flow envelope.

While the preferred embodiments of the present invention have been described in detail above, it should be understood that aspects of the embodiments can be modified, if necessary, to employ aspects, features and concepts of the various patents, applications and publications to provide yet further embodiments.

These and other changes can be made to the embodiments in light of the above detailed description. In general, in the claims, the terms used should not be construed to be limited to the specific embodiments disclosed in the specification and the claims, but should be construed to include all possible embodiments along with the full scope of equivalents to which such claims are entitled.

Claims

1. A ram air inlet device (100),

it is characterized in that the preparation method is characterized in that,

the method comprises the following steps:

a ram air channel line (110), ram air in the ram air channel line (110) flowing in an intake direction; and

a jet channel duct (120), the jet channel duct (120) branching off from the ram air channel duct (110), the jet channel duct (120) having jet gas flowing therein towards the ram air channel duct (110).

2. Ram air intake device (100) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the jet channel line (120) branches off from a pipe wall (111) of the ram air channel line (110).

3. Ram air intake device (100) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the jet channel duct (120) branches off from the ram air channel duct (110) in the intake direction.

4. The ram air intake device (100) according to claim 3,

it is characterized in that the preparation method is characterized in that,

the jet channel line (120) branches off from the ram air channel line (110) in the intake direction at a deflection angle (α) of 60 °.

5. Ram air intake device (100) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the jet gas is aircraft cabin exhaust gas.

6. The ram air intake device (100) according to claim 5,

it is characterized in that the preparation method is characterized in that,

the jet gas is one tenth of the total displacement of the aircraft cabin exhaust gas.

7. Ram air intake device (100) according to claim 1,

it is characterized in that the preparation method is characterized in that,

further comprising a jet flow regulating device (130), the jet flow regulating device (130) being arranged in the jet channel pipeline (120) for regulating the jet gas flow in the jet channel pipeline (120).

8. The ram air intake device (100) according to claim 7,

it is characterized in that the preparation method is characterized in that,

the jet flow regulating device (130) is a jet flow regulating valve.

9. The ram air intake device (100) according to claim 7,

it is characterized in that the preparation method is characterized in that,

the jet flow regulating device (130) is a cabin exhaust gas source with variable output flow.

10. Ram air intake device (100) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the flow path diameter (H2) of the jet channel line (120) is one fifth of the flow path diameter (H1) of the ram air channel line (110).