CN115535220A - Aircraft thrust vector control device based on synthetic double jet flow - Google Patents

Abstract

The invention belongs to the field of thrust vector control of aerospace aircraft engines, and particularly relates to an aircraft thrust vector control device based on synthetic double jet, which comprises a main flow passage, a secondary flow passage and an expansion flow passage, wherein the inlet of the main flow passage is used for communicating a power device of an aircraft, the outlet of the main flow passage is communicated with the inlet of the expansion flow passage, the secondary flow passage is arranged on the outer side of the main flow passage, the inlet of the secondary flow passage is used for connecting an air source or communicating the atmosphere on the outer side of the aircraft, and the outlet of the secondary flow passage is communicated with the inlet of the expansion flow passage.

Description

Aircraft thrust vector control device based on synthetic double jet flow

Technical Field

The invention belongs to the field of aerospace aircraft engine thrust vector control, and particularly relates to an aircraft thrust vector control device based on synthetic double jet flow.

Background

The thrust vector control means that the flow of a propulsion system is controlled by an active means, so that the control force and the moment of pitch, yaw and roll can be controllably provided while the forward thrust is provided for the aircraft, and the attitude of the aircraft can be controlled. The aircraft adopting the technology can realize stable control in a wider envelope, and has remarkable advantages compared with the conventional aircraft in multiple performances such as maximum lift coefficient, landing and running distance, cruising distance, acceleration and the like. Therefore, since the 70 s, a great deal of research work is carried out on the traditional aviation industry forcing countries such as America and Russia, a series of thrust vector technology flight verification is firstly carried out, and the engineering application stage is gradually started at the end of the 20 th century. The reasoning vector control technology which is applied in engineering at present mainly realizes control by driving a mechanical structure at the outlet of a spray pipe to move through a hydraulic actuator cylinder, has high structural complexity and large weight and volume, is inconvenient for daily maintenance and limits the performance of an aircraft.

Fluid thrust vector technology is proposed, aiming at realizing control effect similar to that of mechanical thrust vector control technology by using an active flow control means and using fewer parts and mechanisms. Since the proposal, the fluid thrust vector technology shows great potential, and national teams in America, russia, china, korea, china and the like develop related researches and develop various fluid thrust vector methods. Most current fluid thrust vectoring methods rely on the provision of a high or low pressure source. With such methods, the aircraft needs to carry a source of air on the back or bleed air from the engines to implement thrust vector control. However, existing research shows that the backpack air supply occupies the limited load and space of the aircraft, and the air bleed from the engine can cause adverse effects on the working state of the engine. Furthermore, a fluid type thrust vector control method without additionally introducing an air source is proposed, which performs control by introducing external atmosphere and providing a valve or an adjustable bypass in a nozzle. These methods require the use of valves and still have some mechanical complexity. And the thrust vector control is implemented, a large amount of actions are required to be implemented by the valve, and gaps, idle strokes and even clamping stagnation caused by abrasion cannot be avoided in long-term use.

The synthetic double jet flow is used as an active flow control means without any movable mechanism and has proved to have certain capacity in flow separation control and flow vortex control. The aircraft thrust vector control is realized based on the synthetic double-jet actuator, and the valve mechanism can be completely eliminated, so that the thrust vector control independent of any moving mechanism is realized.

However, the pure use of synthetic jet flow in conjunction with the expansion wall surface to control the main flow has three adverse effects: one is the presence of a bi-stable effect, which causes the main flow to deflect autonomously in an uncontrolled manner and to return to a neutral position with difficulty after deflection. And secondly, a strong hysteresis effect is achieved, so that the spray pipe presents different deflection angle control results under the same control input.

Disclosure of Invention

The invention aims to provide an aircraft thrust vector control device based on synthetic double jet flow, which has rapid control response and effectively solves the bistable effect and the hysteresis effect through the combined action of the synthetic double jet flow and the secondary flow.

The invention provides an aircraft thrust vector control device based on synthetic double jet, which comprises a main flow channel, a secondary flow channel and an expansion flow channel, wherein the inlet of the main flow channel is used for being communicated with a power device of an aircraft, the outlet of the main flow channel is communicated with the inlet of the expansion flow channel, the secondary flow channel is arranged on the outer side of the main flow channel, the inlet of the secondary flow channel is used for being connected with an air source or being communicated with the atmosphere on the outer side of the aircraft, the outlet of the secondary flow channel is communicated with the inlet of the expansion flow channel, the aircraft thrust vector control device also comprises a synthetic double jet exciter arranged between the outlet of the main flow channel and the outlet of the secondary flow channel, and the outlet direction of the main flow channel, the outlet direction of the secondary flow channel and the direction of an air inlet and an air outlet of the synthetic double jet exciter are in the same direction.

Furthermore, the secondary flow channels are annularly arranged on the outer side of the main flow channel, or a plurality of groups of secondary flow channels are annularly arranged on the outer side of the main flow channel in an annular array mode, and the synthetic double-jet flow exciter is annularly arranged.

Furthermore, the secondary flow channel is symmetrically provided with a plurality of groups at the outer side of the primary flow channel, and the synthetic double-jet actuator is symmetrically provided with a plurality of groups.

Further, the secondary flow path outlet and the divergent flow path inlet are in smooth transition.

Furthermore, the divergent flow passage has a divergent coanda wall surface from the inlet to the outlet.

Furthermore, the main runner includes transition section and stationary flow section I that sets gradually.

Furthermore, the secondary flow channel comprises an air-entraining port, a uniform pressure cabin and a flow stabilizing section II which are sequentially arranged.

The invention also provides an aircraft, which comprises an aircraft body and the aircraft thrust vector control device based on the synthetic double jet, wherein the inlet of the main runner in the aircraft thrust vector control device based on the synthetic double jet is communicated with the power device of the aircraft body.

The thrust vector control device has the beneficial effects that the secondary flow channel is combined with the synthetic double-jet actuator, and the thrust vector control device has stronger control capability compared with the existing jet vector control scheme only utilizing synthetic jet and synthetic double jet. A passive secondary flow channel is arranged, so that the control capability of the device is enhanced, the main flow can quickly and stably return to a neutral position in any deflection control state, a synthetic double-jet actuator is arranged at the sensitive position of the main flow, and the mutual synergistic action of double outlets of the synthetic double-jet actuator generates a vortex structure, so that the low-pressure core area at the control side is further enhanced, the control effect is further improved, and the control efficiency is greatly improved; compared with other fluid type thrust vector control schemes, the thrust vector control device does not need to be provided with a valve or bear a high-pressure air source, is a fully electrically controlled thrust vector control device without any actuating part or high-pressure air source, and has stronger environment and platform adaptability.

The synthetic double-jet actuator is arranged between a main flow channel and an outlet of a secondary flow channel, can directly influence a shear layer on one side of the main flow channel when periodic excitation is implemented, and on one hand, the synthetic double-jet actuator can generate an excitation shear layer and enhance the diffusion effect; on the other hand, a part of the main flow can be directly sucked into the cavity in the suction stroke, and the two influences act together, so that the synthetic double jet flow can quickly and efficiently generate local low pressure under lower energy input, and the deflection of the main flow is controlled. On the basis, secondary flow is introduced by utilizing the secondary flow channel, so that gas can be supplemented into a low-pressure area from the secondary flow channel in any deflection state of the main flow, and the main flow is more easily separated from the wall surface of the expansion flow channel after attaching to the wall surface of the expansion flow channel at a large deflection angle by matching with the periodic excitation of synthesized double jet flows, so that the bistable effect is eliminated, the hysteresis effect is relieved, the main flow responds accurately and quickly along with control input, and quick and accurate stability control torque can be provided for an aircraft.

Drawings

FIG. 1 is a schematic structural diagram of a synthetic double jet-based aircraft thrust vector control device according to the present invention;

FIG. 2 is a schematic view of the aircraft of the present invention in an upward flight configuration;

FIG. 3 is a velocity cloud and a flow chart before and after thrust vector control is performed by the vector control apparatus of the present invention;

FIG. 4 is a main flow deflection angle curve of the vector control device of the present invention under different synthetic dual jet actuator peak velocities;

FIG. 5 is a graph of deflection and centering control response characteristics experimentally achieved by the vector control apparatus of the present invention;

fig. 6 shows the main stream rapid reciprocating deflection capability achieved by the vector control device experiment of the present invention.

In the figure, 1 — the primary flow channel; 11-a transition section; 12-steady flow section I; 2-a secondary flow channel; 21-a gas-guiding port; 22-a pressure equalizing bin; 23-steady flow section II; 3-expanding the flow channel; 4-synthetic double jet actuator; 5-an aircraft body; 6-a power plant; 7-a transition nozzle; 8-expanding the spray pipe; 9-flow channel pipe.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that all the directional indicators (such as upper, lower, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the motion situation, and the like in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.

In addition, descriptions such as "first", "second", etc. in the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.

In the present invention, unless otherwise explicitly stated or limited, the terms "connected", "fixed", and the like are to be understood broadly, for example, "fixed" may be fixedly connected, may be detachably connected, or may be integrated; the connection can be mechanical connection, electrical connection, physical connection or wireless communication connection; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In addition, the technical solutions in the embodiments of the present invention may be combined with each other, but it must be based on the realization of those skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination of technical solutions should not be considered to exist, and is not within the protection scope of the present invention.

As shown in fig. 1-6, the invention provides an aircraft thrust vector control device based on synthetic double jet, which comprises a main flow channel 1, a secondary flow channel 2 and an expansion flow channel 3, wherein an inlet of the main flow channel 1 is used for communicating with a power device 6 of an aircraft, an outlet of the main flow channel 1 is communicated with an inlet of the expansion flow channel 3, the secondary flow channel 2 is arranged outside the main flow channel 1, an inlet of the secondary flow channel 2 is used for connecting an air source or communicating with the atmosphere outside the aircraft, an outlet of the secondary flow channel 2 is communicated with the inlet of the expansion flow channel 3, the aircraft thrust vector control device further comprises a synthetic double jet exciter 4 arranged between the outlet of the main flow channel 1 and the outlet of the secondary flow channel 2, and the outlet direction of the main flow channel 1, the outlet direction of the secondary flow channel 2 and the air inlet and outlet directions of the synthetic double jet exciter 4 are in the same direction.

The primary flow channel 1 of the invention is arranged downstream of the aircraft power plant 6 and is used for introducing the wake of the aircraft power plant 6 and adjusting the wake into a shape suitable for implementing thrust vector control; the expansion flow channel 3 is arranged at the downstream of the main flow channel 1 and the secondary flow channel 2, provides a periodic wall attachment and a separated surface for main flow deflection, can limit external air to flow to a low-pressure area for air supplement, promotes the momentum exchange of the secondary flow and the main flow, and improves the control effect of synthesizing double jet flows; in the embodiment that the secondary flow channel 2 is communicated with the atmosphere outside the aircraft, when the power device 6 is started, the pressure induced mapping effect at the inlet of the secondary flow channel 2 is reduced, the external atmosphere is introduced from the inlet of the secondary flow channel 2, the bistable effect of a spray pipe is eliminated to a certain extent, the hysteresis effect is relieved, and the deflection effect of the synthetic dual-jet actuator 4 is enhanced, the synthetic dual-jet actuator 4 is arranged between the outlet of the main flow channel 1 and the outlet of the secondary flow channel 2, the synthetic dual-jet actuator 4 applies periodic disturbance to the main flow and the secondary flow by implementing periodic air flow blowing and suction at the sensitive part of the main flow, a quasi-stable local low-pressure area and a periodic vortex structure are formed, the wake flow entering the expansion flow channel 3 is deflected to a specific angle in a specific direction, and the aircraft is controlled to deflect. When the inlet of the secondary flow channel 2 is connected with the air source, the air source is deflated and flows into the active secondary flow through the secondary flow channel 2, the principle and the effect are consistent with the atmosphere outside the connected aircraft, and the description is omitted.

The thrust vector control device combines the secondary flow channel 2 and the synthetic double-jet actuator 4, and has stronger control capability compared with the prior jet vector control scheme which only utilizes synthetic jet and synthetic double jet. The secondary flow channel 2 is arranged, so that the control capability of the device is enhanced, the bistable effect is eliminated under the combined action of the secondary flow channel 2 and the synthetic double jet, the hysteresis effect is relieved, the main flow can quickly and stably return to a neutral position under any deflection control state, the synthetic double jet exciter 4 is arranged at the sensitive part of the main flow, and the mutual synergistic action of double outlets of the synthetic double jet exciter generates a vortex system structure, so that a low-pressure core area is further enhanced, the control effect is improved, and the control efficiency is greatly improved; compared with other fluid type thrust vector control schemes, the thrust vector control device does not need to be provided with a valve or bear a high-pressure air source, is a thrust vector control device without any actuating part, high-pressure air source and full electric control, has stronger environment and platform adaptability, has no control structure and higher control response speed compared with the control mode of a secondary flow channel 2 and a mechanical deflection part in a patent CN104295404B binary fluid type thrust vector power device, adopts a pure electric element as a main flow vector control element, does not need a mechanical control structure, breaks away from the limitation of the mechanical response speed on the device response speed, can realize continuous and quick response of higher speed, and does not generate gaps, idle strokes or even clamping stagnation due to mechanical wear in long-term high-frequency use.

The synthetic double-jet actuator 4 is used for making continuous unsteady zero-quality jet flow, and has the advantages of corresponding rapidness and extremely low energy consumption when being used as a control factor of a main flow deflection angle, so that the main flow can be quickly, stably and smoothly deflected in a larger angle range, the synthetic double-jet actuator 4 is arranged between the main flow channel 1 and the outlet of the secondary flow channel 2, and can directly influence a shear layer on one side of the main flow when periodic excitation is implemented, on one hand, the shear layer is generated and the diffusion effect is enhanced; on the other hand, a part of the main flow can be directly sucked into the cavity in the suction stroke. The two influences act together, so that the synthetic double jet can quickly and efficiently generate local low pressure under lower energy input to control main flow deflection. On the basis, the secondary flow is introduced by the secondary flow channel 2, so that the low-pressure area can be supplemented with gas from the secondary flow channel 2 in any deflection state of the main flow, and the main flow is more easily separated from the wall surface of the expansion flow channel 3 after being attached to the wall surface of the expansion flow channel 3 at a large deflection angle by matching with the periodic excitation of synthesized double jet flows, so that the bistable effect is eliminated, the hysteresis effect is relieved, the response of the main flow along with the control input is accurate and rapid, and the rapid and accurate operation and stabilization torque can be provided for the aircraft.

In one embodiment, the main flow passage 1, the secondary flow passage 2 and the expansion flow passage 3 can be directly formed by hollowing out the tail structure of the aircraft body 5, and in a preferred embodiment, the main flow passage 1, the secondary flow passage 2 and the expansion flow passage 3 are formed by a transition nozzle 7, a flow passage pipe 9 and an expansion nozzle 8, wherein the transition nozzle 7 and the flow passage pipe 9 are connected with the expansion nozzle 8 in the same direction, the inner wall space of the transition nozzle 7 encloses to form the main flow passage 1, the flow passage pipe 9 is arranged outside the transition nozzle 7, the inner wall space of the flow passage pipe 9 encloses to form the secondary flow passage 2, and the flow passage pipe 9 and the transition nozzle 7 can share one side wall; the downflow at transition spray tube 7 and expansion spray tube 8 is connected to expansion spray tube 8, the transitional coupling section including the front end and the expansion runner 3 of rear end, the transitional coupling section of expansion spray tube 8 front end is the extension of sprue 1 and secondary runner 2, as the export of sprue 1 and secondary runner 2, synthetic double jet actuator 4 then sets up the transition coupling section at expansion spray tube 8 front end and the linking department of the expansion runner 3 of rear end, in this embodiment, can be convenient for arrange this thrust vector controlling means on conventional existing aircraft, make expansion runner 3 and synthetic double jet actuator 4 install additional at conventional existing aircraft afterbody through the structure of expansion spray tube 8.

In one embodiment, the secondary flow channels 2 are annularly arranged outside the main flow channel 1, in this case, the outlet part of the main flow channel 1 may be a cylindrical structure, the secondary flow channels 2 are annular flow channels concentric with the main flow channel 1, or the secondary flow channels 2 are annularly arrayed and are arranged outside the main flow channel 1, in this case, the secondary flow channels 2 may be rectangular slits or circular holes, in this case, the synthetic dual-jet actuator 4 is annularly arranged in plural numbers so as to control the deflection of the wake flow in all directions.

In another embodiment, the secondary flow channels 2 are symmetrically provided with a plurality of groups outside the primary flow channel 1, and the synthetic dual-jet actuator 4 is symmetrically provided with a plurality of groups, for example, the secondary flow channels 2 and the synthetic dual-jet actuator 4 are respectively provided with one group at the upper side and the lower side, so that the up-and-down flight control of the aircraft can be realized. Of course, the secondary flow channel 2 and the synthetic dual jet actuator 4 may also be provided in a single set, only for controlling the unidirectional deflection of the aircraft.

In one embodiment, the outlet of the secondary flow channel 2 and the inlet of the expanding flow channel 3 are in smooth transition, specifically, the outer wall of the secondary flow channel 2 is smoothly connected with the inner wall of the expanding flow channel 3, so that the secondary flow can smoothly flow into the expanding flow channel 3.

In one embodiment, the coanda wall surface is an expanding type surface from the inlet to the outlet of the expanding flow channel 3, and the arrangement of the coanda wall surface can effectively improve the performance in large-angle deflection.

In one embodiment, the main runner 1 includes a transition section 11 and a steady flow section i 12 which are sequentially arranged, the transition section 11 is used for converting engine wakes of different shapes into a specific shape suitable for implementing control, when an engine tail is circular, an inlet section of the transition section 11 is circular, when an inlet of the expansion runner 3 is circular, an outlet section of the transition section 11 is circular, at this time, the transition section 11 may be of an axisymmetric configuration, a binary configuration or other configurations selected according to the design requirements of the appearance of the aircraft, when the cross-sectional shape of the expansion runner 3 is selected, the cross-sectional shape of the transition section 11 is the same as that of the inlet of the expansion runner 3, and at this time, the transition section 11 is a cross-sectional shape transition structure with high aerodynamic efficiency. The steady flow section I12 carries out proper steady flow on the engine wake flow with the converted cross section shape, so that the speed and the flow direction are more uniform, and the control is facilitated. The steady flow section only needs to have certain flow direction length, and special flow channel design can not be carried out.

In one embodiment, the secondary runner 2 comprises a bleed air port 21, a pressure equalizing bin 22 and a flow stabilizing section ii 23 which are sequentially arranged, wherein the bleed air port 21 is arranged at any position on the surface of the aircraft body 5 and is used for introducing external atmosphere; the uniform pressure cabin 22 is arranged at the downstream of the air bleed port 21 and is used for eliminating the non-uniform strength of the passive secondary flow caused by the non-uniform distribution of the pressure on the surface of the aircraft and improving the uniformity of the inlet condition of the secondary flow channel 2; the steady flow section II 23 is a simple flow channel with a certain flow direction length, converts the direction of the passive secondary flow passing through the uniform pressure cabin 22 into the direction same as the main flow direction, and introduces the expansion flow channel 3 to participate in jet flow deflection control. In this embodiment, the bleed port 21 of the secondary flow channel 2 can be connected to the atmosphere outside the aircraft, that is, the passive secondary flow flows in the secondary flow channel 2, and an air source is not required to be provided, so that the structure is simplified.

The invention also provides an aircraft, which comprises an aircraft body 5 and an aircraft thrust vector control device based on the synthetic double jet, wherein the inlet of the main runner 1 in the aircraft thrust vector control device based on the synthetic double jet is communicated with the power device 6 of the aircraft body 5.

The invention also provides a specific embodiment:

the basic structure of the aircraft thrust vector control device based on the synthetic double jet is shown in fig. 1 and mainly comprises a primary runner 1, a secondary runner 2, an expansion runner 3 and a synthetic double jet exciter 4. The arrangement of the device on an aircraft is shown in figure 2, a main flow channel 1 receives a power main flow at the downstream of an aircraft power device 6, the power main flow is rectified by a transition section 11 and a steady flow section I12 of the main flow channel 1 and then sent to a control area of a synthetic double-jet flow exciter 4, the synthetic double-jet flow exciter 4 receives a control signal to generate synthetic double jets with specific strength and frequency, the main flow is deflected to a specific angle under the combined action of passive secondary flows in a secondary flow channel 2, and the synthetic double jets are continuously deflected until being separated by attaching to a coanda wall surface of an expansion flow channel 3. The thrust vector control flow field is shown in fig. 3, and under the control action of the synthetic double jet, the main flow deflects to a specific angle and stably develops downwards. The control characteristic curve is shown in fig. 4, and the control method has higher efficiency and better control linearity. Under the cooperative control of the synthetic double jet flows on the two sides, the spray pipe can obtain excellent deflection and centering response characteristics, and the change process of the deflection angle of the spray pipe along with a control signal is shown in figure 5. Under the control of two-side synthetic double-jet flow alternation, the main flow can realize rapid reciprocating deflection capability, the average deflection angle speed is 320 degrees/s, the main flow dynamic is shown in fig. 6, wherein, fig. 6 (a) shows that the center starts to deflect upwards, fig. 6 (b) shows that the upward deflection starts to deflect downwards by about 16 degrees, fig. 6 (c) shows that the downward deflection starts to deflect upwards by about 17 degrees, and fig. 6 (d) shows that the upward deflection starts to deflect downwards by about 16 degrees, and the main flow deflection response speed is high.

Details not described in this specification are within the skill of the art that are well known to those skilled in the art.

Claims (8)

1. The utility model provides an aircraft thrust vector controlling means based on synthetic double jet, characterized by, includes sprue (1), secondary runner (2) and expansion runner (3), sprue (1) entry is used for communicateing power device (6) of aircraft, sprue (1) export with expansion runner (3) entry intercommunication, secondary runner (2) set up in sprue (1) outside, and secondary runner (2) entry is used for connecting the air supply or communicates aircraft outside atmosphere, secondary runner (2) export with expansion runner (3) entry intercommunication, still including setting up synthetic double jet exciter (4) between sprue (1) export and secondary runner (2) export, sprue (1) exit direction, secondary runner (2) exit direction, the business turn over gas port direction syntropy of synthetic double jet exciter (4).

2. The aircraft thrust vector control device based on synthetic dual jets according to claim 1, characterized in that said secondary channels (2) are arranged in a ring-like manner outside the primary channel (1), or in an annular array with a plurality of groups outside the primary channel (1), said synthetic dual jet actuator (4) being arranged in a ring-like manner in a plurality of groups.

3. The aircraft thrust vector control device based on synthetic dual jets according to claim 1, characterized in that said secondary flow channels (2) are symmetrically provided with a plurality of groups outside the primary flow channel (1), and said synthetic dual jet actuators (4) are symmetrically provided with a plurality of groups.

4. A synthetic dual jet based thrust vectoring device according to any one of claims 1 to 3, wherein the secondary flow path (2) outlet is in smooth transition with the diverging flow path (3) wall.

5. A synthetic dual jet based thrust vector control device for an aircraft according to any of claims 1-3, wherein said divergent flow path (3) has a divergent coanda wall in the direction from the inlet to the outlet.

6. A synthetic dual jet based aircraft thrust vector control device according to any of claims 1-3, characterized in that said main flow channel (1) comprises a transition section (11) and a steady flow section i (12) arranged in sequence.

7. The aircraft thrust vector control device based on synthetic double jets according to any of claims 1 to 3, characterized in that said secondary flow channel (2) comprises a bleed port (21), a surge tank (22) and a steady flow section II (23) arranged in sequence.

8. An aircraft, characterized by comprising an aircraft body (5) and a synthetic dual jet based aircraft thrust vectoring device according to any one of claims 1 to 7, wherein the inlet of the primary flow channel (1) of the synthetic dual jet based aircraft thrust vectoring device is in communication with the power means (6) of the aircraft body (5).

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