CN219262530U - Thrust vectoring tail nozzle without integral deflection - Google Patents

Abstract

The utility model discloses a tail nozzle for realizing vector thrust without integral deflection, which comprises the following components: the device comprises an inner pipe, an outer pipe rotationally sleeved outside the inner pipe, a driving device for driving the outer pipe to rotate, a convergence expansion assembly for controlling convergence and expansion of a tail nozzle of the inner pipe, and a hydraulic device for driving the convergence expansion assembly to execute corresponding actions; the pipe wall of the outer pipe is provided with a first opening, and the pipe wall of the inner pipe is provided with a second opening. Under the condition that the aero-engine provides normal thrust, the utility model avoids the condition that the tail jet pipe of the engine is required to deflect integrally, reduces the resistance when the aircraft transits from a vertical take-off and landing stage to a normal flight state, supports the aircraft to take off and land vertically, reduces the control difficulty of the vector propulsion device, realizes the conversion of the thrust vector of the aero-engine with a simple structure, improves the structural reliability and reduces the maintenance difficulty.

Description

Thrust vectoring tail nozzle without integral deflection

Technical Field

The utility model belongs to the field of aerospace, and particularly relates to a tail nozzle capable of realizing vector thrust without integral deflection.

Background

Most vertical take-off and landing warplanes today utilize a motion mechanism to deflect the jet nozzle, thereby changing the direction of the jet to provide a vectoring moment. The F135-PW-600 engine adopts a tail jet pipe [1] steered by three bearings to provide partial vertical vector moment, the tail jet pipe is divided into three sections, and the three sections are rotated by the bearings which are connected at a certain angle respectively to realize the downward rotation, retraction and translational swing of the tail jet; see document [1] Jiang Nan, yang Lei, yang Dajun. F135-PW-600 engine lift system to complete machine match performance study [ J ]. Gas turbine test and study, 2017, 30 (4), 7-10.

The tail nozzle for providing vector moment needs to deflect integrally to provide lifting moment, and has the technical problems of complex structure, large resistance in the transition stage from vertical take-off and landing to normal flight and the like.

Disclosure of Invention

Based on this, the present utility model aims to overcome the deficiencies of the prior art and provide a thrust vectoring nozzle that does not require an integral deflection to achieve vectoring thrust.

In order to achieve the aim of the utility model, the utility model adopts the following technical scheme:

a thrust vectoring tail nozzle without integral deflection, comprising: the device comprises an inner pipe, an outer pipe rotationally sleeved outside the inner pipe, a driving device for driving the outer pipe to rotate, a convergence expansion assembly for controlling convergence and expansion of a tail nozzle of the inner pipe, and a hydraulic device for driving the convergence expansion assembly to execute corresponding actions;

the pipe wall of the outer pipe is provided with a first opening, and the pipe wall of the inner pipe is provided with a second opening;

when the aircraft takes off and land, the first opening is overlapped with the second opening, the tail nozzle is closed, and air flow sprayed by the engine is sprayed out from the two openings;

when the aircraft flies, the first opening and the second opening are staggered, the tail nozzle is expanded, the pipe wall of the outer pipe is sealed with the pipe wall of the inner pipe, and air flow sprayed by the engine is sprayed out from the tail nozzle.

Further, the convergence expansion assembly comprises a convergence frame and a convergence piece, the convergence frame comprises a tail spray plate, an upper side plate and a lower side plate, spray holes matched with the tail spray holes are formed in the tail spray plate, the convergence piece is hinged to two sides of the tail spray plate, the convergence piece is hinged to the output end of the hydraulic device, and the hydraulic device is arranged in the inner structure of the aircraft;

the tail spray plate, the upper side plate, the lower side plate and the convergence piece are matched to form a tail nozzle airflow convergence expansion structure.

Further, the upper side plate and the lower side plate have the same structure, the upper side plate and the lower side plate comprise an upper part and a lower part, the lower parts of the upper side plate and the lower side plate, which are connected with the tail spray plate, are rectangular, and the upper part is in the shape of an isosceles right triangle.

Further, the convergence piece is rectangular.

Further, the driving device comprises a motor and a gear, the gear is arranged at the output end of the motor, the motor is arranged on the inner tube or in the inner structure of the airplane, and an annular gear ring matched with the gear is arranged outside the outer tube.

Further, the second opening has a size greater than the size of the first opening.

Further, the first opening and the second opening are rounded rectangular openings.

Advantageous effects

Under the condition that the aero-engine provides normal thrust, the utility model does not need to deflect the whole engine tail nozzle, reduces the resistance when the aircraft transits from the vertical take-off and landing stage to the normal flight state, supports the vertical take-off and landing, reduces the control difficulty of the vector propulsion device, realizes the conversion of the thrust vector of the aero-engine with a simple structure, improves the structural reliability and reduces the maintenance difficulty.

Drawings

FIG. 1 is an isometric view of a preferred embodiment of the utility model;

FIG. 2 is a schematic diagram of a preferred embodiment of the present utility model;

FIG. 3 is a bottom view of the preferred embodiment of the present utility model;

FIG. 4 is a top view of a preferred embodiment of the present utility model;

FIG. 5 is a schematic view of an opening in a normal flight state according to a preferred embodiment of the present utility model;

FIG. 6 is a schematic view of an opening in a vertical lift state according to a preferred embodiment of the present utility model;

in the figure: the device comprises an outer pipe 1, an inner pipe 2, a convergence and expansion assembly 3, a convergence piece 4, a hydraulic device 5, a driving device 6, an outer pipe rectangular opening 7 and an inner pipe rectangular opening 8.

Detailed Description

The utility model may be further described by the following examples, however, the scope of the utility model is not limited to the following examples: it is to be understood that the embodiments described herein are disclosed by way of illustration only and that the utility model is not intended to be limited in scope to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. Furthermore, in describing the preferred embodiments, specific terminology will be resorted to for the sake of clarity. It is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose.

Examples: referring to fig. 1-6, the tail pipe for realizing vector thrust without integral deflection comprises an outer pipe 1, an inner pipe 2, a convergence and expansion assembly 3, a hydraulic device 5 and a driving device 6; the outer tube 1 is of a movable structure, a first opening 7 which penetrates through and vertically faces downwards is formed in the tube wall of the outer tube 1, the area of the first opening 7 is similar to the area of a tail nozzle of the inner tube 2, an annular gear ring is arranged outside the outer tube 1 and meshed with a gear of the driving device 6, and the outer tube 1 is driven to rotate by the driving device 6; the inner tube 2 is a fixed structure, a second opening 8 is arranged on the tube wall of the inner tube 2, and preferably, the first opening 7 and the second opening 8 are rounded rectangular openings.

In this embodiment, the convergent-divergent module 3 includes a convergent frame and a convergent-divergent piece, the convergent frame includes a tail spray plate, an upper side plate and a lower side plate, the tail spray plate is provided with a spray hole matched with the tail spray hole, two sides of the tail spray plate are hinged with convergent-divergent pieces 4, preferably, the convergent-divergent pieces 4 are rectangular, the convergent-divergent pieces 4 are hinged with an output end of the hydraulic device 5, and the hydraulic device 5 is installed in an internal structure of the aircraft. Further, the hydraulic device 5 is a hydraulic cylinder; the tail jet plate, the upper side plate, the lower side plate and the convergence piece 4 are matched to form a tail jet airflow convergence and expansion structure, and the convergence piece 4 can perform convergence and expansion movement of the tail jet.

In this embodiment, the upper and lower side plates have the same structure, the upper and lower side plates each include an upper portion and a lower portion, the lower portions of the upper and lower side plates connected to the tail spray plate are rectangular, and the upper portions are isosceles right triangles.

Specifically, the thrust vector is realized by the rotation of the outer pipe 1 and the convergence of the tail nozzle of the inner pipe 2; as shown in fig. 5, the direction of the first opening 7 is vertically upward, the direction of the second opening 8 is vertically downward, that is, the first opening 7 and the second opening 8 are dislocated, the hydraulic rod contracts and pulls the convergence piece 4 to open, and the engine is in a normal thrust state and does not provide vertical vector thrust.

Because the aircraft of this design is in transition to normal flight state in-process of taking off and land state perpendicularly, involve the rotation of outer tube 1, the moment that the aircraft atress can change, and the moment that single engine was arranged and the aircraft transition phase of many engine arrangements is changed and is had the difference.

The following describes the working principle of the vertical take-off and landing state of an aircraft with a single engine arrangement and an aircraft with two or more engines arrangements:

aircraft with single engine arrangement:

as shown in fig. 6, in the vertical take-off and landing state, the aeroengine is first put into a slow-running state, the outer tube 1 is driven by the driving device 6, so that the outer tube 1 can rotate according to the instruction of the flight control system, the direction of the first opening 7 is changed along with the rotation, the direction of the first opening is vertically downward, the convergence piece 4 at the tail nozzle is controlled by the hydraulic device 5, so that the convergence piece is completely converged, the direction of air flow sprayed by the engine is turned, and the air flow can only be sprayed from the openings of the outer tube 1 and the inner tube 2, and vertical vector thrust is provided at the moment.

Under the vertical take-off and landing state, as the inner tube 2 is fixed and the area of the second opening 8 is larger than that of the first opening 7, the flight control system can control the driving device 6 to drive the outer tube 1 to rotate at a smaller angle (less than or equal to 45 degrees), and lateral moment is provided by only partially overlapping the second opening 8 and the first opening 7, so that the aircraft can fly and stabilize or the course of the aircraft can be changed in the vertical take-off and landing process.

In the process of transition from the vertical take-off and landing state to the flight state, the aero-engine keeps rotating speed, the hydraulic rod of the hydraulic device 5 retreats, the convergence piece 4 at the traction tail nozzle is opened, the air flow sprayed by the engine is sprayed out from the tail nozzle, after the aircraft accelerates to the safe speed, the aero-engine enters a slow car, the air flow of the engine is controlled by the flight control system to rotate to the first opening 7 to vertically upwards, at the moment, the air flow of the engine is sprayed out from the tail nozzle only, vector thrust is not provided any more, and the aircraft is safely transitioned to the normal flight state.

Aircraft with two or more engines arranged:

under the vertical take-off and landing state, the outer tube 1 is driven by the driving device 6, so that the outer tube 1 can rotate according to the instruction of the flight control system, the direction of the second opening 8 is changed along with the rotation, the direction is vertical and downward, the convergence piece 4 at the tail nozzle is controlled by the hydraulic device 5 to be completely converged, the direction of air flow sprayed by the engine is turned, the air flow can only be sprayed from the openings of the outer tube 1 and the inner tube 2, and the aeroengine is started or enters a slow-running state in advance, and vertical vector thrust is provided at the moment.

Under the vertical take-off and landing state, as the second opening 8 is larger than the first opening 7, the flight control system can control the driving device 6 to drive the outer tube 1 to rotate at a smaller angle (less than or equal to 45 degrees), so as to provide lateral moment to fly and stabilize the aircraft or change the course of the aircraft in the vertical take-off and landing process.

In the process of transition from the vertical take-off and landing state to the flight state, the aero-engine keeps rotating speed, the hydraulic rod of the hydraulic device 5 retreats, the convergence piece 4 at the traction tail nozzle is opened, air flow sprayed by the engines is sprayed out from the tail nozzle, at the moment, the outer pipes 1 of the two engines are controlled by the flight control system to symmetrically rotate, and all the engines rotate to the vertical direction of the opening. In the process, the moment generated by the vector thrust for lifting the tail of the aircraft counteracts the control surface or other modes controlled by the flight control system to support the normal flight of the aircraft. At the moment, the air flow of the engine is only sprayed out from the tail nozzle, the vector thrust is not provided any more, and the aircraft is safely transited to a normal flight state.

While the fundamental and principal features of the utility model and advantages of the utility model have been shown and described, it will be apparent to those skilled in the art that the utility model is not limited to the details of the foregoing exemplary embodiments, but may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the utility model being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is provided for clarity only, and that the disclosure is not limited to the embodiments described in detail below, and that the embodiments described in the examples may be combined as appropriate to form other embodiments that will be apparent to those skilled in the art.

Claims (7)

1. The thrust vectoring tail nozzle without integral deflection is characterized by comprising: the device comprises an inner pipe (2), an outer pipe (1) rotationally sleeved outside the inner pipe (2), a driving device for driving the outer pipe (1) to rotate, a convergence expansion assembly (3) for controlling convergence and expansion of a tail nozzle of the inner pipe (2), and a hydraulic device (5) for driving the convergence expansion assembly (3) to execute corresponding actions;

the pipe wall of the outer pipe (1) is provided with a first opening (7), and the pipe wall of the inner pipe (2) is provided with a second opening (8);

when the aircraft takes off and land, the first opening (7) is overlapped with the second opening (8), the tail nozzle is closed, and air flow sprayed by the engine is sprayed out from the two openings;

when the aircraft flies, the first opening (7) and the second opening (8) are staggered, the tail nozzle is expanded, the pipe wall of the outer pipe (1) and the pipe wall of the inner pipe (2) are sealed, and air flow sprayed by the engine is sprayed out from the tail nozzle.

2. The tail pipe according to claim 1, characterized in that the convergent-divergent module (3) comprises a convergent frame and convergent pieces, the convergent frame comprises a tail spray plate and an upper side plate and a lower side plate, spray holes matched with the tail spray holes are formed in the tail spray plate, the convergent pieces (4) are hinged to two sides of the tail spray plate, the convergent pieces (4) are hinged to the output end of the hydraulic device (5), and the hydraulic device (5) is installed in the inner structure of the aircraft;

the tail jet plate, the upper side plate, the lower side plate and the convergence piece (4) are matched to form a tail jet airflow convergence expansion structure.

3. The tail pipe of claim 2, wherein the upper and lower side plates are identical in structure, the upper and lower side plates each comprise an upper portion and a lower portion, the lower portions of the upper and lower side plates, respectively, connected to the tail pipe are rectangular, and the upper portions are isosceles right triangles.

4. A nozzle according to any one of claims 2 or 3, characterized in that the converging piece (4) is rectangular.

5. The tail pipe according to claim 1, characterized in that the drive means (6) comprise a motor and a gear wheel, the gear wheel being mounted on the output end of the motor, the motor being mounted on the inner pipe (2) or in the aircraft interior, the outer part of the outer pipe (1) being provided with an annular toothing cooperating with the gear wheel.

6. A tail pipe according to claim 1, characterized in that the size of the second opening (8) is larger than the size of the first opening (7).

7. The tail pipe according to claim 1, characterized in that the first opening (7) and the second opening (8) are rounded rectangular openings.

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