JP2016185740A - Aircraft thrust deflector and aircraft thrust deflection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to perform engine thrust deflection with a simpler configuration.SOLUTION: An aircraft thrust deflector 1 comprises a duct 3 and an adjustment mechanism 4. The duct accommodates therein an aircraft engine 2. The adjustment mechanism generates a thrust by a Coanda effect by adjusting an amount of a clearance formed between the duct accommodating therein the aircraft engine and the engine.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to an aircraft thrust deflection apparatus and an aircraft thrust deflection method.

  At the time of takeoff and landing of an aircraft, it becomes a problem to reduce noise generated from a high lift device having a gap. A high lift device is a device that increases the lift of an aircraft such as a flap. As a technique for reducing noise generated from a high lift device, a method of reducing noise by engine thrust deflection (TV) is known (see, for example, Patent Document 1). Thrust vectoring is a technology that deflects the direction of thrust by changing the direction of the engine jet with a nozzle.

  When the thrust of the engine is deflected in the vertical direction by thrust vectoring, a vertical component of the thrust can be generated. For this reason, it is possible to increase the lift by thrust vectoring. As a result, it is possible to keep the lift required for the high lift device to the minimum necessary, and the configuration of the high lift device can be simplified.

JP 2002-357158 A

  However, in order to perform thrust vectoring, it is necessary to install functional parts such as swivel nozzles and paddles behind the engine. The structure of the functional parts for performing these thrust vectoring is complicated and leads to an increase in weight. Moreover, the functional parts for performing thrust vectoring are required to have durability that can withstand the high temperatures of jet exhaust.

  Therefore, an object of the present invention is to enable the thrust deflection of the engine to be performed with a simpler configuration.

An aircraft thrust deflection apparatus according to an embodiment of the present invention includes a duct and an adjustment mechanism. The duct accommodates the aircraft engine inside. The adjustment mechanism generates thrust by the Coanda effect by adjusting the amount of a gap formed between the duct and the engine.
In addition, the aircraft thrust deflection method according to the embodiment of the present invention generates thrust by the Coanda effect by adjusting the amount of a gap formed between a duct that houses an aircraft engine and the engine. Is.

1 is a configuration diagram of an aircraft thrust deflector according to an embodiment of the present invention. The figure explaining the effect | action of the thrust deflection | deviation apparatus shown in FIG.

  An aircraft thrust deflection apparatus and an aircraft thrust deflection method according to embodiments of the present invention will be described with reference to the accompanying drawings.

(Configuration and function)
FIG. 1 is a configuration diagram of an aircraft thrust deflector according to an embodiment of the present invention.

  The aircraft thrust deflecting device 1 is a device for deflecting the thrust obtained by the aircraft engine 2. The thrust deflection apparatus 1 can be configured by a duct 3 that houses an aircraft engine 2, an adjustment mechanism 4, and a control device 5.

  The duct 3 has a cylindrical structure and is arranged outside a cover (a duct also called an engine nacelle or an engine cowl) that covers an engine such as a turbofan engine. The engine 2 is attached to the main wing of the aircraft by a column called a pylon 6. For this reason, a through hole for passing the pylon 6 is provided on the side surface of the duct 3, and the pylon 6 protruding from the through hole provided on the side surface of the duct 3 is fixed to the wing of the aircraft.

  Therefore, the duct 3 can be held by the pylon 6 for suspending the engine 2 on the main wing. In that case, the duct 3 is attached to the pylon 6 in a movable state via the adjusting mechanism 4. Alternatively, the duct 3 may be suspended from the main wing. Even in that case, the duct 3 is connected to the pylon 6 in a state where the pylon 6 can be slid through the adjusting mechanism 4.

  The adjusting mechanism 4 is a device for adjusting the amount of a gap formed between the duct 3 and the engine 2. That is, the relative position of the duct 3 with respect to the engine 2 can be changed by the adjusting mechanism 4. The adjustment mechanism 4 can be configured by any mechanism that can slide at least one of the engine 2 and the duct 3 along the longitudinal direction of the pylon 6.

  As a specific example, the adjusting mechanism 4 can be configured by a motor and a rack and pinion. The rack is a linear bar with a gear cut, and the pinion is a small-diameter circular gear that meshes with the rack.

  When a rack and pinion is used as the adjusting mechanism 4 that slides on the duct 3 side, the rack is fixed to the pylon 6 and the pinion that meshes with the rack is fixed to the duct 3. Further, a motor is provided on the duct 3 side, and the output shaft of the motor is connected to the pinion by a belt or the like. As a result, when the motor is rotated, the pinion rotates, and the duct 3 can be relatively moved along the longitudinal direction of the pylon 6 by the linear movement of the rack.

  On the other hand, when a rack and pinion is used as the adjusting mechanism 4 for sliding the engine 2 side, the rack is fixed to the pylon 6 and a pinion that meshes with the rack and a motor that rotates the pinion may be attached to the main wing side. In that case, the adjustment mechanism 4 allows the pylon 6 to move relative to the main wing.

  The control device 5 is a device that outputs and controls a control signal to the adjustment mechanism 4. As a control method of the adjusting mechanism 4, any of electronic control using electric signals, hydraulic control, and pneumatic control may be used. A device for operating the control device 5 is provided in the cockpit. For this reason, manual operation of the adjustment mechanism 4 by a pilot is possible. Further, the control device 5 may automatically control the adjustment mechanism 4 based on the instruction information of the thrust to be generated by the engine 2.

(Operation and action)
Next, the operation and action of the thrust deflector 1 will be described.

  FIG. 2 is a view for explaining the operation of the thrust deflector 1 shown in FIG.

  When the amount of the gap formed between the duct 3 and the engine 2 is adjusted by the adjusting mechanism 4, thrust due to the Coanda effect can be generated. The Coanda effect is an effect in which a jet (jet) of viscous fluid is attracted to a nearby wall.

  More specifically, when the amount of the gap in the vertical direction formed between the duct 3 and the engine 2 is adjusted, an upward or downward thrust can be generated by the Coanda effect.

  For example, as shown in FIG. 2A, when the duct 3 is moved upward, the lower gap formed between the duct 3 and the engine 2 becomes narrower. That is, the lower inner wall of the duct 3 approaches the lower outer wall of the nacelle of the engine 2. As a result, the flow rate of the air flowing into the gap between the duct 3 and the nacelle of the engine 2 is larger above the nacelle than below the nacelle due to the Coanda effect.

  Accordingly, the jet exhausted from the engine 2 is bent obliquely downward by the pressure of air flowing above the nacelle. As a result, the jet is exhausted obliquely downward from the duct 3. Thereby, an upward thrust component can be generated. That is, the thrust by the engine 2 can be deflected downward.

  On the other hand, as shown in FIG. 2B, when the duct 3 is moved downward, the upper gap formed between the duct 3 and the engine 2 becomes narrower. That is, the upper inner wall of the duct 3 approaches the upper outer wall of the nacelle of the engine 2. As a result, the flow rate of the air flowing into the gap between the duct 3 and the nacelle of the engine 2 is larger below the nacelle than above the nacelle due to the Coanda effect.

  Accordingly, the jet exhausted from the engine 2 is bent obliquely upward by the pressure of air flowing below the nacelle. As a result, the jet is exhausted obliquely upward from the duct 3. Thereby, a downward thrust component can be generated. That is, the thrust by the engine 2 can be deflected upward.

  Thus, by adjusting the flow rate of the air flowing through the gap between the duct 3 and the nacelle of the engine 2, the jet flow exhausted from the engine 2 can be bent in the vertical direction.

  That is, the aircraft thrust deflecting device 1 and the aircraft thrust deflecting method as described above are configured by arranging the duct 3 outside the nacelle of the engine 2 to form a double duct and adjusting the gap between the double ducts. The thrust of the engine 2 is deflected.

(effect)
Therefore, according to the aircraft thrust deflecting device 1 and the aircraft thrust deflecting method, the thrust of the engine 2 can be deflected by a lightweight and simple mechanism using the Coanda effect. That is, the thrust generated by the engine 2 can be deflected in the vertical direction.

  For this reason, at the time of takeoff and landing of the aircraft, the function of the high lift device can be assisted. As a result, the structure of the high lift device can be simplified and noise caused by a gap provided in the high lift device can be suppressed.

  In addition, the thrust deflector 1 can be used not only for assisting the high lift device during take-off and landing of the aircraft, but also for assisting in maneuvering the aircraft. For example, the thrust deflector 1 can be used as an aid for trim adjustment that balances the aerodynamic force acting on the aircraft and the thrust of the engine 2 to make the steering force zero.

  Therefore, in addition to the amount of gap in the vertical direction formed between the duct 3 and the engine 2 by the adjusting mechanism 4, the amount of gap in the horizontal direction may be adjusted. In that case, the adjusting mechanism 4 can be configured by an arbitrary mechanism such as a combination of a plurality of gears capable of sliding at least one of the engine 2 and the duct 3 in two axial directions. Thereby, not only the upward or downward thrust but also the leftward and rightward thrusts in the traveling direction of the aircraft can be generated by the Coanda effect.

  Although specific embodiments have been described above, the described embodiments are merely examples, and do not limit the scope of the invention. The novel methods and apparatus described herein can be implemented in a variety of other ways. Various omissions, substitutions, and changes can be made in the method and apparatus described herein without departing from the spirit of the invention. The appended claims and their equivalents include such various forms and modifications as are encompassed by the scope and spirit of the invention.

1 Thrust Deflector 2 Engine 3 Duct 4 Adjustment Mechanism 5 Controller 6 Pylon

Claims (3)

A duct that houses the aircraft engine,
An adjusting mechanism for generating a thrust by the Coanda effect by adjusting the amount of a gap formed between the duct and the engine;
An aircraft thrust deflector comprising:   The aircraft thrust deflection according to claim 1, wherein the adjustment mechanism is configured to generate an upward or downward thrust by adjusting an amount of a vertical gap formed between the duct and the engine. apparatus.   An aircraft thrust deflection method for generating thrust by the Coanda effect by adjusting an amount of a gap formed between a duct accommodating an aircraft engine and the engine.

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