FR3044294A1 - DEVICE FOR ECOPING A SURFACE-LIMITED LAYER OF AERODYNAMIC PROFILE AND GUIDING THE ECOPE FLUID IN A DIRECTION DIFFERENT FROM ITS FLOW - Google Patents

Abstract

The invention relates to a scooping device for scooping all or part of a boundary layer at the surface of an aerodynamic profile. The device comprises a scoop (1) having an elongated opening (11, 12, 13) extending in a longitudinal direction. The device further comprises a chamber (2) in fluid communication with the scoop (1). The chamber (2) extends in the longitudinal direction of the device and has two ends. One of the ends of the chamber (2) is open so that an ecoped fluid is guided towards the open end forming the chamber for said fluid. The invention also relates to an aerodynamic profile in which such a scooping device is installed, and to a mast of an aircraft propulsion unit or an aircraft wing comprising such an aerodynamic profile, as well as to an aircraft equipped with such a mast or such a wing. The pooped fluid can be used to power a device of the aircraft through the root of the airfoil.

Description

The invention relates to a scooping device for scooping all or part of a boundary layer at the surface of an aerodynamic profile.

According to one particular embodiment, the invention applies to a mast or pylon supporting an aircraft propulsion assembly comprising such an aerodynamic profile and to an aircraft comprising such a mast.

During a trip, any aerodynamic vehicle profile is exposed to the wakes of other profiles of this vehicle, or disruptive phenomena of its boundary layer of air. Aircraft whose propulsion assembly is located on a mast are particularly concerned because the mast generates a wake, regardless of its design.

This is due to the fact that the height of the boundary layer of the mast profile increases in the downstream direction of the profile.

Thus, there occurs at the trailing edge of the mast a "speed defect" (or "speed deficit") materialized by a difference between the speed of the free flow of air and the local speed of the air in the downstream area of the profile.

The zone presenting this speed defect is also the seat of a "mass flow rate defect" (or "mass flow deficit") of air. As a result, air tends to be dragged into the area due to lack of speed, causing turbulence.

In the case of a mast supporting a propulsion unit, in particular with propellers or unpaved blades, the discontinuity of the speeds and the turbulences of the wake cause, among other things, an increase in the noise generated by the propellers of the turbine of the assembly. propulsion, which can affect the comfort of passengers and the environment, when said propellers pass in the wake of the mast. This is called "masking" effect.

There is therefore a need to limit this effect of "masking" inducing a pressure variation in the wake of the mast.

In the specific case of masts supporting propulsion units, there is a need to eliminate the deficit of air flow and thus reduce the speed deficit on their surface.

One of the solutions to achieve this is to scoop the boundary layer at the surface of the aerodynamic profile.

For this purpose, the document US20120292441 discloses a device implementing a scoop located at the junction between a fixed part and an extreme mobile part of an aerodynamic profile or on such a movable element, and a vacuum source for sucking up the boundary layer. . However, this document presents only a theoretical and complex solution to implement.

According to the invention, a scooping device, intended to scoop all or part of a boundary layer at the surface of an aerodynamic profile, comprises a scoop extending in a longitudinal direction of the device. The device comprises a chamber extending in the longitudinal direction of the device and having two opposite ends in said longitudinal direction. The chamber is in fluid communication with the scoop. One of said ends of the chamber is open so that an ecoped fluid is guided towards the open end forming the chamber for said fluid.

The ecoped fluid is thus oriented in a direction different from that of its flow during the scooping. The invention thus provides a compact device for scooping the boundary layer on an aerodynamic profile in order to reduce disturbances in the wake, in particular being able to be installed near the trailing edge. The device allows a guidance of the scooped fluid, which is generally air, to a longitudinal end of the chamber and the device. The pooped fluid can thus be used for feeding a device of an aircraft equipped with the scooping device, for example for supplying air to the cabin of the aircraft.

The chamber and scoop of the device can be formed in one piece. The scoop may have a plurality of longitudinally aligned openings, each opening being fluidically bonded to a separate chamber, each chamber extending longitudinally from the same end of the device to a distal end of the opening with which it is in fluid communication. The rooms can be nested longitudinally.

In a device comprising several chambers, each chamber may be closed longitudinally by a transverse wall positioned at said distal end of each chamber, said transverse wall forming a reinforcement of the device.

The device may comprise a flap shaped to form a portion of an aerodynamic profile at the front of the scoop. The subject of the invention is also an aerodynamic profile intended to be connected to an aircraft fuselage comprising a scooping device as previously described, in which the open end forming the exit of the chamber for the scooped fluid is located at a root of the profile or is connected to said root, so that the ecoped fluid is guided through the root.

The aerodynamic profile may comprise an upper surface and a lower surface, and may comprise a first scooping device and a second scooping device, said first and second scooping devices being installed so as to respectively scoop all or part of the boundary layer the extrados and the intrados. The first and second scooping devices may for example be installed substantially symmetrically.

The aerodynamic profile may comprise a profile constituting the trailing edge of said aerodynamic profile and an anterior element in which the scooping device is installed, and further comprising a blowing device comprising an air ejection nozzle adapted to blow from the airfoil. air on an outer surface of the profile between the scoop and the trailing edge of the aerodynamic profile.

In this case, the blowing device may comprise a blowing chamber adapted to be pressurized and being in fluid communication with the nozzle, and the profile, the blowing chamber, and the nozzle may constitute an assembly adapted to be attached and fixed in one piece to the previous element.

In the aircraft aerodynamic profile, the bailer can be positioned between 50% and 90% of the profile rope, and preferably about 80% of the profile rope, and the ejection nozzle can result in at least 70% of the chord of the profile, and preferably about 95% of the chord of the profile. The scoop is further away from the trailing edge than the nozzle. The invention also relates to a mast supporting an aircraft propulsion assembly and comprising an aerodynamic profile as previously described. The invention also relates to an aircraft wing having an aerodynamic profile as previously described. The invention also relates to an aircraft comprising a fuselage and a mast or a wing as previously described, said mast or said wing being connected to said fuselage at the root of the aerodynamic profile of said mast or said wing, in which the end The open-air outlet of the chamber for the ecoped fluid is connected through the root of the airfoil to a device of the fuselage for its fluid supply.

The fluid-powered fuselage device may be a cabin for passenger transport, said fluid being air. The scooped fluid (which is air) can be used to cool or temper hot air from a propulsion unit of the aircraft. Other features and advantages of the invention will become apparent in the description below.

In the accompanying drawings, given as non-limiting examples: FIG. 1 illustrates, in a three-dimensional diagrammatic view, an aircraft fuselage 1 comprising a propulsion system; - Figure 2 shows a schematic three-dimensional view of an aircraft propulsion assembly mast in its immediate environment; - Figure 3 shows schematically in a three-dimensional view of a device according to one embodiment of the invention; - Figure 4 shows schematically in a three-dimensional view of a partial view of a device according to the embodiment of Figure 3; FIG. 5 presents a basic drawing illustrating one aspect of an embodiment of the invention; FIG. 6 schematically represents a partial three-dimensional view of an assembly that can be used in a variant of the invention; - Figure 7 schematically shows an assembly that can be used in a particular embodiment of the invention; FIG. 8 schematically represents a section forming a trailing edge that can be implemented in a particular variant of the invention; - Figure 9 schematically shows an aerodynamic profile according to a particular embodiment of the invention; - Figure 10 schematically shows a mast carrying an aircraft propulsion unit and having a device according to one embodiment of the invention.

FIG. 1 illustrates an aircraft fuselage F equipped with two propulsion units, which comprise an engine (in this case a turbine) contained in an n-boat and one or more thrust propellers each comprising blades. A propulsion unit GP and its nacelle N form an aircraft propulsion unit.

This nacelle N is supported and connected to the fuselage F by a mast P. A mast P constitutes a structural and functional connection piece between a propulsion unit GP of an aircraft and the structure (for example the fuselage F) of the aircraft. In particular, a mast comprises an aerodynamic fairing including a structure supporting the propulsion assembly and the devices that can be connected thereto. These are not represented.

As explained previously, during the flight, the mast P causes eddies in its wake and turbulence illustrated in Figure 2.

Figure 2 shows in more detail a propulsion mast P of an aircraft in its immediate environment. In order to limit the aerodynamic drag, the mast has a suitable aerodynamic profile imparted by its fairing. Such an aerodynamic profile comprises a leading edge BA and a trailing edge BF. The mast is commonly composed of several parts, the trailing edge may consist of a profile reported to the rest of the mast. By profile means a fixed or variable section piece, which is an extreme portion of the aerodynamic profile. . In the embodiment shown here, the profile has a substantially triangular variable section along said profile.

The passage in the wake of the mast P of the blades of a propeller, for example a turboprop as a propellant, can generate a significant noise, the blades undergoing aerodynamic disturbances and the effect of "masking" that it generates.

Although the aircraft propulsion assembly masts constitute a preferential application of the invention, a similar phenomenon can occur in many other elements of an aircraft, and the solution proposed in the invention can generally be applied to them. .

Figure 3 shows schematically, in a three-dimensional view, a scooping device according to one embodiment of the invention. The scooping device comprises a scoop 1 having an opening. In the embodiment shown here, the scoop 1 more precisely comprises three openings, namely a first opening 11, a second opening 12, and a third opening 13. The three openings have an elongated shape, and extend into a said longitudinal direction one after the other.

The first opening 11, second opening 12, and third opening 13 are clearly visible in FIG. 4, which is a detailed view of the scoop of the scooping device of FIG. 3.

The scooping device here has a generally elongate shape in the longitudinal direction. The scoop 1 may thus comprise an opening of rectangular general section, or a set of openings 11, 12, 13 rectangular juxtaposed to each other, preferably in the longitudinal direction. The aperture or openings 11, 12, 13 of the scoop 1 are extended by two substantially parallel curved surfaces forming an orientation duct of the scooped fluid. The surfaces extending the openings of the scoop 1 continue to form a chamber for receiving and guiding the scooped fluid. For example, the surfaces forming the conduits of the scoop 1 extend in two planes deviating from one another and then joining by a curved or semi-circular surface, to form said chamber.

The scooping device comprises a chamber 2 in fluid communication with the scoop 1. The chamber 2 extends in the longitudinal direction, and in particular comprises two opposite ends in this longitudinal direction. One end of the room is open. The scooped fluid is guided towards the open end forming the outlet of the chamber 2, which makes it possible to feed a device with the scooped fluid.

In order to promote the scooping of the boundary layer, the chamber 2 can be depressurized, causing a suction of fluid by the scoop 1. A vacuum in the chamber 2 can be obtained for example by a pump, electric or pneumatic. The scoop 1 and the chamber 2 are formed in one piece. Preferably, the device comprising the scoop 1 and the chamber 2 is monobloc. In particular, such a monobloc device can be obtained by molding.

By a design allowing an assembly in one piece, the proposed scooping device is easy to implement, and in particular to integrate into an aerodynamic profile.

In the embodiment shown here, the chamber 2 comprises a first chamber 21, a second chamber 22, and a third chamber 23, into which the first opening 11, the second opening 12 and the third opening 13 respectively open. Each of the first, second and third chambers 21, 22, 23 is open at one of their ends in the longitudinal direction.

Thus, the fluid, which is typically air, scooped by each opening of the scoop can be directed towards an open end of the chamber 2 and evacuated. The evacuated fluid can be used in a variety of ways. In the case of an application of the invention to aircraft, the air can be simply expelled in an area where this entails no disadvantage in aerodynamic terms, or used for a particular purpose (for example the air supply of air a cabin of the aircraft, or the cooling of a component for example located in the fuselage of the aircraft).

For the supply of a device that comprises the fuselage F of an aircraft, the open end forming the outlet of the chamber 2 for the scooped fluid may be located at a root of the profile equipped with the scooping device, or be connected at said root, so that the ecoped fluid is guided through the root to feed the device located in the fuselage F.

In the embodiment shown here, and generally when the device has several chambers, the fluid from each of the chambers 21, 22, 23 can be used separately for different purposes.

In the illustrated embodiment, each chamber does not extend over the entire length (which is the dimension along the longitudinal direction) of the device.

In particular, as shown for example in Figure 5, each chamber 21, 22, 23 extends longitudinally from the same end 3 of the device to a distal end of the opening with which it is in fluid communication. Thus, the first chamber 21 extends from the end 3 of the device to the distal end of the first opening 111, the second chamber 22 extends from the end 3 of the device to the distal end of the second opening 121, the third chamber 23 extends from the end 3 of the device to the distal end of the third opening 131. Thus, in the example shown here, only the chamber communicating with the opening the farthest from the end 3 of the device (which is the end towards which the bailing fluid is directed and through which it is discharged), in this case the third chamber 23, extends over the entire length of the scooping device.

In order to progressively orient the fluid flow ecoped in the desired direction and to limit the turbulent phenomena at the scoops, the ducts of scoops and the corresponding chambers preferably have rounded surfaces. Each duct extending an opening 11,12,13 of the scoop 1, and each chamber 21,22,23 has for example a radius of curvature progressively evolving in the longitudinal direction from the corresponding opening distal end 11,12,13 1. By increasing the number of apertures of the scoop 1 and corresponding chamber, the reorientation of the scooped fluid is facilitated, each duct and chamber corresponding to an opening reorienting only part of the total flow scooped.

Thus, scoop 1 is generally as a longitudinal direction slot for capturing all or part of the boundary layer of a fluid flowing substantially transversely to the scoop on the surface of an aerodynamic profile equipped with said scoop, and the ducts extending the openings of the scoop 1 and the chambers into which said ducts open, make it possible to redirect the stream of fluid that has been scooped in a direction different from its initial direction, for example in the longitudinal direction. For example, when an aircraft is equipped with such a scooping device, the scooped fluid (which is air) is oriented in a different direction (for example orthogonal) from its direction to its arrival at the level of the scoop. and is most of the time the direction of movement of the aircraft, which is also most of the time the longitudinal direction of the aircraft.

In the embodiment shown, the chambers are nested longitudinally in each other, in the longitudinal portions of the device comprising a plurality of chambers. An example of a nesting mode of the first, second and third chambers 21, 22, 23 is shown in FIGS. 3 and 4. The chambers 21, 22, 23 have a section of similar shape but of different sizes (their cross sections being homothetic example) allowing the nesting of rooms 21, 22 and 23.

In order to increase the stiffness of the device, it may be provided with reinforcements 4, in particular transverse reinforcements substantially orthogonal to the longitudinal direction of the device. In the example shown here, the reinforcements 4 further constitute walls obstructing the respective end of a chamber.

In the embodiment of the scooping device shown in FIG. 3, the device comprises a flap 5 shaped to constitute a portion of an aerodynamic profile at the front of the scoop, that is to say a portion from the scoop 1 profile to the leading edge of the profile. Thus, when the scooping device is installed in an aerodynamic profile, for example in a mast supporting an aircraft propulsion assembly, the flap 5 flush with the rest of the profile serves to guide the boundary layer forming around the profile. when the latter is moving or blown towards the scoop 1. A second flap 51 may be provided to form a connection with the portion of the airfoil at the rear of the device. The invention can be integrated in an assembly forming the rear part of an aircraft aerodynamic profile. Such an assembly is shown, in particular variants, in Figure 6 in a partial view, and in Figure 8 in a general view.

Such an assembly comprises an anterior element 6 in which is installed a scooping device according to an embodiment of the invention. The assembly further comprises a profile 7 constituting the trailing edge of the aerodynamic profile. In order to scoop all or part of the air from the boundary layer forming on the surface of the aerodynamic profile, the scoop 1 of the scooping device is positioned flush with an outer surface of the prior element. The prior element 6 may in particular be adapted to be fixed to the main structure of an aircraft propulsion group mast.

Figure 6 schematically shows in a three-dimensional view a partial view of an assembly that can be used in the invention. In this view, only the front element 6 is visible. In this variant of the invention, two scooping devices are installed in the front element 6. A bailer is installed on the extrados EX of the front element, that is to say on the surface of the anterior element 6 intended to form a portion of the upper surface of the airfoil comprising the front element 6. A second scoop is installed on the intrados IN of the front element, that is to say on the surface of the anterior element 6 intended to form a portion of the intrados of the aerodynamic profile comprising the front element 6. Such an arrangement allows the scooping of all or part of the boundary layer on either side of the aerodynamic profile.

In the example shown here, the scooping devices are installed substantially symmetrically, in this case on either side of the chord of the profile. The assembly shown in Figure 7 further comprises a blowing device comprising a nozzle 71 for air ejection. The nozzle 71 is shaped to blow air on an outer surface of the profile located between the scoop 1 and the trailing edge BF of the airfoil. This makes it possible to combine the two main means of limiting the disturbances at the rear of an aerodynamic profile, namely the reduction of the boundary layer by scooping and the blowing of air.

The combination of these two functions is made possible in the invention by the use of a particularly compact blowing device, as integrated in the profile 7 forming trailing edge BF of the airfoil.

An example of a blowing device integrated into the profile 7 and which can be used in the constitution of an assembly according to one embodiment of the invention is shown in FIG. 8. In the example represented here, the profile 7 is shaped to form the trailing edge BF of an aerodynamic profile, in this case the trailing edge of an aircraft propulsion mast mast fairing.

The profile 7 is at least partially hollow. It comprises a blowing chamber 8 (also called "blowing box" in English terminology) and a nozzle 71 for air ejection. The profile 7, the blowing chamber 2 and the nozzle 71 may form an assembly adapted to be attached in one piece to the front element 6 to form a trailing edge (BF) of an aerodynamic profile. The blowing chamber 8 and the nozzle 71 may in particular be formed directly in the profile 7, so that the profile 7, the blowing chamber 8, and the air ejection nozzle are formed in one piece. In other words, they are in this case monoblock.

In the exemplary embodiment shown here, the device further comprises a homogenizer plate 9 which separates the blowing chamber into a feed chamber 81 on the one hand, and a blower box 82 on the other hand .

The homogenization plate 9 makes it possible to homogenize the air by stirring. The homogenization plate 9 may for example comprise a plate having a multitude of holes (not shown) through which the air passes to reach the blast box 82. In the example shown, the homogenizing plate has a structural role in the constitution of the device object of the invention. In particular, the device may comprise two plates joined to form the desired angle of the profile at the trailing edge, said plates being joined by the homogenization plate 9. According to a variant, said plates can form with the plate homogenization an isosceles triangle, variable or not along the profile.

The device may comprise, in the length of the profile, a curved plate 91, typically C or in a closed curve, forming a wall of the blower box 82, and allowing with at least one other wall of the blower box to provide slots forming nozzle in the extension of the curvature of the curved plate 91. The curved plate 91, linked to the plates forming the angle of the trailing edge, may also allow to mechanically stiffen the structure, especially at its end. The structure thus obtained is hollow, therefore light, while having a high rigidity. The curved plate 91 is preferably positioned in the immediate vicinity of the homogenizing plate 9, in order to direct the air at the outlet of the homogenization plate towards the nozzle or nozzles 71.

The nozzle allows an air passage between the blowing chamber 8, and more particularly the blower box 82, and an outer surface of the profile 7. In particular, the nozzle has an outlet oriented so that the air expelled by the The nozzle is expelled substantially in the same direction as the flow of air flowing along the airfoil when the equipped aircraft is in flight.

Two nozzles may be present on both sides of the profile. In particular, a nozzle may open on a first surface intended to form the extreme portion of the extrados EX of an aerodynamic profile, and another nozzle opens on a second surface intended to form the end portion of the profile intrados IN of the profile .

The outer surface of the profile 7 may in particular comprise, as in the example shown here, a recess 72 into which the nozzle 71 opens. In the example shown here, the nozzle 71 is in the form of a slot. extending along the profile 7. The slot forming the outlet of the nozzle may have a width of the order of 1 millimeter. In particular, the slot-shaped nozzle extends to the bottom of the recess 72. In the variant shown here, ribs 73 make it possible to stiffen the profile 7 and to avoid a mechanical weakening that would be caused by the presence of the nozzle 71. .

The profile 7 can be machined in two steps. In a first step, a raw section is obtained by molding. In a second step, the nozzle or nozzles are machined, typically by mechanical machining (for example by drilling and / or milling) or by electroerosion. The assembly of the profile 7 on the front element 6 can be achieved by various modes of attachment. The blowing chamber 81 may in particular be closed on its anterior side by a plate for fixing the profile 7, or by a wall of the front element 6.

As clearly visible in Figure 7, the profile has not, in the example shown, a constant section. In addition, in the example shown, the trailing edge BF formed by the section 7 is not rectilinear. On both sides of the section 7 can be reported, especially in the case of the constitution of a mast supporting an assembly or aircraft propulsion unit, fuselage F connection fairings of the aircraft of a on the other hand, and the nacelle N of the propulsion group GP on the other hand. In the context of larger aircraft elements, several sections incorporating one or more blowing nozzles 71 may be implemented, end to end or separated by fairing portions forming the continuation of the trailing edge and devoid of blowing system.

The blowing chamber can be supplied with pressurized air by an optional dispensing tube (not shown). The dispensing tube may typically be a tube running through the profile 7 in the blowing chamber 8, and more particularly, if necessary, in the feed chamber 81. The dispensing tube may be pierced with a multitude of orifices providing distribution, for example homogeneous, of the air in the blowing chamber. The dispensing tube may be supplied with pressurized air (that is to say at a pressure greater than atmospheric pressure, or in any event greater than the pressure at the outlet of the nozzle 71) by a propulsion unit. 'aircraft. It may be in particular the propulsion unit supported by the mast equipped with the device according to the invention.

In the variant shown here, the blowing chamber 8 or the supply chamber 81 of the blowing chamber 8 can be directly supplied with pressurized air, for example by an aircraft propulsion unit, without the use of a tube of distribution.

Whatever the embodiment of the invention, other air supply means under pressure are possible, such as an electric or mechanical compressor.

Figure 9 schematically shows an aerodynamic profile according to a particular variant of the invention. As previously explained, the turbulence in the wake of an aerodynamic profile is related to the increase in the thickness (height) of the boundary layer in the downstream direction of the profile. The use of the pre-scribed devices for scooping and blowing makes it possible to position the scoop or scoops near the trailing edge BF of the aerodynamic profile and the blast nozzle (s) in the immediate vicinity of the trailing edge BF. Typically, the outlet (s) of the nozzles can be arranged at more than 70% of the rope of the aerodynamic profile, and preferably at approximately 95% of said chord of the profile. Remarkably, the blowing chamber being integrated in the profile forming the trailing edge, the entire system for blowing is compact and integrated into the rear end of the airfoil. This frees the volume prior to said blowing system for the combined adoption of scoops may themselves be located very behind the profile, typically beyond 50% of its rope, and preferably around 80% of its rope . Thus disposed, the scoops are highly efficient because they are located in an area in which the boundary layer is highly thickened, and sufficiently close to the leading edge to avoid significant resurfacing of the boundary layer downstream of said scoops.

FIG. 10 schematically shows a mast P carrying a propulsion group GP of an aircraft and comprising a device according to one embodiment of the invention. The mast P connects, structurally and functionally, the fuselage F of an aircraft to the nacelle N GP powertrain. The mast forms an aerodynamic profile, and comprises a profile 7 forming its trailing edge BF, and an anterior element 6 to which the trailing edge is bound. The front element 6 may comprise an intermediate piece 61 and an anterior profile 62 forming its leading edge BA. The supply of the pressurized air blowing chamber may be carried out by air coming from an aircraft propulsion unit, and / or by a dedicated mechanical or electrical compressor.

The device developed in the invention thus makes it possible to scoop the boundary layer at the surface of an aerodynamic profile and guide the fluid (generally air) scooped in a longitudinal direction parallel to the opening (or openings). the scoop for its use, for example in an avionics system or for the air supply of an aircraft cabin.

The device developed in the invention thus allows integration into a very small volume of all the means necessary for the scooping of the boundary layer, typically near the trailing edge, that is to say where the Scooping is the most effective way to combat the aerodynamic disturbances generated in the wake of an aerodynamic profile. In addition, the device proposed in the invention limits integration constraints and avoids the complex assembly of known devices, especially when it is constituted essentially integrally. Finally, the scooping device can be combined with a blowing device to further limit the aerodynamic disturbances to the intrados and / or extrados of the profile. By the implementation of a suitable blowing device, the blowing nozzles can themselves be arranged very behind the profile, especially behind scoops, in an area where their efficiency is very good.

Claims (15)

A scooping device for scooping all or part of a boundary layer at the surface of an aerodynamic profile, comprising a bailer (1) extending in a longitudinal direction of the device, characterized in that the device comprises a chamber (2) extending in the longitudinal direction of the device and having two opposite ends in said longitudinal direction, said chamber being in fluid communication with the scoop (1), one end of the chamber (2) being open from so that an ecoped fluid is guided towards the open end forming the chamber for said fluid. 2. Device according to claim 1, wherein the chamber (2) and the scoop (1) are formed in one piece. 3. A scooping device according to claim 1 or claim 2, wherein the scoop (1) has a plurality of longitudinally aligned openings (11, 12, 13) and a plurality of chambers (21, 22, 23), each opening (11 , 12,13) being fluidly bonded to a separate chamber (21,22,23), each chamber (21,22,23) extending longitudinally from one and the same open end (3) of the device to a distal end ( 111,121,131) of the opening (11,12,13) with which it is in fluid communication. 4. A scooping device according to claim 3, wherein the chambers (21,22,23) are longitudinally interlocked. A scooping device according to claim 3 or claim 4, wherein each chamber (21,22,23) is longitudinally closed by a transverse wall positioned at said distal end of each chamber, said transverse wall forming a reinforcement ( 4) of the device. 6. A scooping device according to one of the preceding claims, wherein the device comprises a flap (5) shaped to form a portion of an aerodynamic profile at the front of the scoop (1). Aerodynamic profile intended to be connected to an aircraft fuselage (F) and comprising a scooping device according to one of the preceding claims, in which the open end forming the chamber (2) for the scooped fluid. is located at a root of the profile or is connected to said root, so that the ecoped fluid is guided through the root. Aerodynamic profile according to claim 7, comprising an upper surface (EX) and a lower surface (IN), comprising a first scooping device and a second scooping device, said first and second scooping devices being installed so as to respectively scoop all or part of the boundary layer to the extrados (EX) and the intrados (IN). Aerodynamic profile according to Claim 7 or Claim 8, comprising a profile (7) constituting the trailing edge (BF) of said aerodynamic profile and an anterior element (6) in which the scooping device is installed, and comprising in in addition to a blowing device comprising an air ejection nozzle (71) adapted to blow air on an outer surface of the profile located between the scoop (1) and the trailing edge (BF) of the aerodynamic profile. Aerodynamic profile according to claim 9, wherein the blowing device comprises a blowing chamber (8) adapted to be pressurized and being in fluid communication with the nozzle (71), and wherein the profile, the chamber of blowing (8), and the nozzle constitute an assembly adapted to be reported and fixed in one piece to the prior element (6). Aircraft aerodynamic profile according to claim 9 or claim 10, in which the scoop (1) is positioned between 50% and 90% of the chord of the profile, and preferably about 80% of the chord of the profile. and wherein the nozzle (71) opens at least 70% of the chord of the profile, and preferably about 95% of the chord of the profile. 12. Mast (P) supporting an aircraft propulsion unit and comprising an aerodynamic profile according to one of claims 7 to 11. 13. Aircraft wing having an aerodynamic profile according to one of claims 7 to 11. 14. Aircraft comprising a fuselage (F) and a mast (P) according to claim 12 or a wing according to claim 13, said mast or said wing being connected to said fuselage at the root of the aerodynamic profile of said mast or said wing, characterized in that the open end outlet of the chamber for the scooped fluid is connected through the root of the airfoil to a fuselage device (F) for its fluid supply. An aircraft according to claim 14, wherein said fuselage device (F) supplied with fluid is a cabin for passenger transport, said fluid being air.