KR20210086234A - Exhaust duct assembly and aircraft using the exhaust duct assembly - Google Patents

Abstract

Embodiments of the present invention include an exhaust duct assembly and an aircraft using the same. An exhaust duct assembly according to an embodiment of the present invention comprises: a duct having an inlet through which combustion gas is introduced and an exhaust unit through which the combustion gas is exhausted; a housing having the duct disposed therein, and a mounting hole into which the exhaust unit is inserted; and a reinforcing unit having one side mounted on the housing and the other side supporting the end of the exhaust unit so that the end of the exhaust unit is movable. The present invention can minimize thermal stress generated in the exhaust duct.

Description

EXHAUST DUCT ASSEMBLY AND AIRCRAFT USING THE EXHAUST DUCT ASSEMBLY

Embodiments of the present invention relate to an exhaust duct assembly and an aircraft using the same.

The exhaust duct is included in a turbo-prop engine, a turbo-fan engine, a turbo-shaft engine, and the like, and exhausts the combustion gas passing through the driving unit to the outside. The exhaust duct is arranged at the rear of the low pressure turbine (power turbine) with respect to the direction of movement of the combustion gases. The combustion gas passing through the low pressure turbine is exhausted to the outside while passing through an exhaust duct.

The exhaust duct receives a combination of mechanical and thermal loads as the high-temperature and high-pressure combustion gases pass directly through it. Therefore, the exhaust duct needs to satisfy a certain standard of structural stability, and in particular, it needs to satisfy the stress conditions under high temperature and high pressure conditions.

In general, an exhaust duct includes a flow path through which combustion gas passes, a case covering the flow path, and a flange for coupling the exhaust duct to another structure. In a conventional exhaust duct, a flow path, a case, and a flange are fixed to each other using welding or bolts. Accordingly, when the flow passage is heated by the high-temperature exhaust gas, the expansion of the flow passage is suppressed by the case and/or the flange, and thermal stress is accumulated in the exhaust duct. Accordingly, the structural safety of the exhaust duct is deteriorated, the required number of starts and operating time cannot be satisfied, and in some cases, damage to the exhaust duct may occur.

The above-mentioned background art is technical information that the inventor possessed for the purpose of derivation of the present invention or acquired during the derivation of the present invention, and cannot necessarily be said to be a known technique disclosed to the general public prior to the filing of the present invention.

European Patent Publication No. 2492628

SUMMARY Embodiments of the present invention provide an exhaust duct assembly having improved stress characteristics and lifespan characteristics, and an aircraft using the same. However, this is an example, and the object of the present invention is not limited thereto.

The exhaust duct assembly according to an embodiment of the present invention includes a duct having an inlet through which combustion gas is introduced and an exhaust through which the combustion gas is exhausted, the duct is disposed therein, and a mounting hole into which the exhaust is inserted. and a reinforcing unit for supporting the end of the exhaust unit so that the housing and one side are mounted to the housing, and the other side is movable at the end of the exhaust unit.

In the exhaust duct assembly according to an embodiment of the present invention, the exhaust unit may move along the reinforcement unit while in contact with the reinforcement unit as the duct expands by heat transferred from the combustion gas.

In the exhaust duct assembly according to an embodiment of the present invention, the reinforcing unit includes a cover end extending to surround the outer circumferential surface of the exhaust unit, one side of which is disposed on the inner circumferential surface of the cover end, and an inner space into which the exhaust unit is inserted. The other side may include a guide supporter spaced apart from the cover end to form a stiffener extending from the cover end, and connected to the housing to cover the mounting hole.

In the exhaust duct assembly according to an embodiment of the present invention, the guide supporter includes a first end fixed to the inner circumferential surface of the cover end, a connecting end extending from the first end, and spaced apart from the inner circumferential surface of the cover end; A second end extending obliquely inward in a radial direction from the connecting end may be provided.

An aircraft according to another embodiment of the present invention includes a propeller disposed at the front end, a drive unit connected to the propeller through a drive shaft, and an exhaust duct assembly for discharging combustion gas discharged from the drive unit to the outside, the exhaust The duct assembly includes a duct having an inlet through which combustion gas is introduced, and an exhaust through which the combustion gas is exhausted, a housing having a mounting hole in which the duct is disposed, and a mounting hole into which the exhaust is inserted, and one side of the housing is attached to the housing. The other side may include a reinforcing unit supporting the end of the exhaust unit so that the end of the exhaust unit is movable.

In the aircraft according to another embodiment of the present invention, the exhaust unit may move along the reinforcement unit while in contact with the reinforcement unit as the duct expands by heat transferred from the combustion gas.

Other aspects, features and advantages other than those described above will become apparent from the following detailed description, claims and drawings for carrying out the invention.

The exhaust duct assembly and the aircraft using the same according to embodiments of the present invention secure the degree of freedom between the housing, the duct, and the reinforcing member to minimize thermal stress generated in the exhaust duct during engine operation, and the same You can provide a vehicle to use.

1 is a view showing an example of an engine to which an exhaust duct assembly according to an embodiment of the present invention is applied.
FIG. 2 is a view showing the exhaust duct assembly of FIG. 1 ;
FIG. 3 is a view showing the housing of FIG. 2 .
Fig. 4 is a view showing the exhaust duct of Fig. 2;
5 and 6 are cross-sectional views taken along VV of FIG. 2 .
7a and 7b are views showing the stress distribution of the duct according to an embodiment of the present invention.

Since the present invention can apply various transformations and can have various embodiments, specific embodiments are illustrated in the drawings and described in detail in the description of the invention. However, this is not intended to limit the present invention to specific embodiments, and it should be understood to include all modifications, equivalents and substitutes included in the spirit and scope of the present invention. In the description of the present invention, even though illustrated in other embodiments, the same identification numbers are used for the same components.

Terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. In the present application, terms such as “comprise” or “have” are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Hereinafter, the present invention will be described in detail with reference to embodiments related to the present invention shown in the accompanying drawings.

1 is a view showing an example of an engine 1 to which an exhaust duct assembly 10 according to an embodiment of the present invention is applied.

Referring to FIG. 1 , the exhaust duct assembly 10 according to an embodiment of the present invention may be applied to the engine 1 of an aircraft. For example, the engine 1 may be a turbo-prop engine. The engine 1 includes an exhaust duct assembly 10 , a low pressure turbine (power turbine) 20 , a high pressure turbine 30 , a combustor 40 , a compressor 50 , an intake duct 60 , and a nacelle. (nacelle; 70) and may include a propeller (80).

First, the external air introduced into the interior of the nacelle 70 through the intake duct 60 passes through the compressor 50 and the combustor 40 to be in a state of high temperature and high pressure. Next, the outside air is expanded through the high-pressure turbine 30 and is supplied to the low-pressure turbine 20 . The low pressure turbine 20 is driven by the supplied external air, and the low pressure turbine 20 and the propeller 80 connected through the drive shaft rotate. And the outside air that has passed through the low pressure turbine 20 is exhausted to the outside through the exhaust duct assembly 10 .

The exhaust duct assembly 10 is disposed inside the nacelle 70 and serves to exhaust the external air passing through the low pressure turbine 20 to the outside. In addition, a part of the drive shaft and/or the low pressure turbine 20 may be disposed inside the exhaust duct assembly 10 .

FIG. 2 is a view showing the exhaust duct assembly 10 of FIG. 1 , and FIG. 3 is a view showing the housing 100 of FIG. 2 , more specifically, a plan view of the housing 100 .

2 and 3 , the exhaust duct assembly 10 may include a housing 100 , a duct 200 , and a reinforcement unit 300 .

The housing 100 may fix the exhaust duct assembly 10 to one side of the nacelle 70 and prevent interference or collision with other members. The housing 100 may include a body 110 , a flange 120 , and a mounting hole 130 .

The body 110 has a cylindrical shape and has an internal space in which the duct 200 is disposed. The body 110 has a central axis AX1 in the longitudinal direction, for example, in the X-axis direction of FIG. 3 . The body 110 may be integrally formed or may be formed by combining a plurality of segments. For example, the body 110 may be formed by combining parts divided by a predetermined number along the circumferential direction. However, hereinafter, for convenience of description, the embodiment will be mainly described.

The flange 120 is formed at both ends of the body 110, respectively, and a plurality of through holes are formed on one surface. The flange 120 may be fixed to the nacelle 70 by being bolted or welded to another member through the through hole.

The mounting hole 130 is formed on one side of the body 110 . The mounting hole 130 may be formed by being cut out so that the exhaust portion of the duct 200 can be inserted. The shape or number of the mounting hole 130 is not particularly limited, and may correspond to the shape and number of the inserted exhaust part. For example, as shown in FIG. 3 , the two mounting holes 130 may be formed to be symmetrical with respect to the central axis AX1 of the housing 100 . In addition, when viewed in a plan view, the mounting hole 130 may have a shape that is depressed from the outer circumferential surface of the body 110 toward the central axis AX1 .

The maximum outer diameter of the mounting hole 130 may be greater than the maximum outer diameter of the exhaust unit. Accordingly, the exhaust unit may be easily inserted into the mounting hole 130 . In addition, by allowing the exhaust portion to expand by the combustion gas, it is possible to prevent excessive thermal stress from occurring in the duct 200 .

4 is a view showing the duct 200 of FIG. 2 , and more specifically, a plan view of the duct 200 .

Referring to FIG. 4 , the duct 200 is disposed inside the housing 100 and has a flow path through which the combustion gas passing through the low pressure turbine 20 is exhausted to the outside. The combustion gas passing through the low pressure turbine 20 is introduced into the duct 200 and exhausted to the outside. The duct 200 may have a symmetrical shape about the central axis AX1.

The duct 200 includes an inlet 210 , a first exhaust 220 , a first flow path 230 , a second exhaust 240 , a second flow path 250 , and a depression 260 . ) may be included.

The inlet 210 has an internal space into which the combustion gas that has passed through the low pressure turbine 20 is introduced. The inlet 210 has an annular inlet 211 . The combustion gas introduced into the inlet 210 flows into the first exhaust 220 and the second exhaust 240 .

The first exhaust part 220 is formed to extend to one side from the inlet part 210 . The first exhaust unit 220 has a cylindrical first exhaust port 221 . In an embodiment, a diameter of the first exhaust port 221 may be smaller than a diameter of the inlet port 211 . The first exhaust unit 220 may have a central axis AX2 . The first exhaust unit 220 communicates with the inlet unit 210 to form a first flow path 230 .

2 , 3 and 4 , the first exhaust unit 220 may be inserted into the mounting hole 130 of the housing 100 . For example, the first exhaust unit 220 may be inserted into the mounting hole 130 formed on one side. In an embodiment, the maximum outer diameter of the first exhaust unit 220 may be smaller than the maximum outer diameter of the mounting hole (130). That is, a clearance may be formed between the outer circumferential surface of the first exhaust unit 220 and the inner circumferential surface of the mounting hole 130 . Through this configuration, by allowing the duct 200 to be expanded by the high-temperature combustion gas, it is possible to prevent excessive thermal stress from being concentrated in the duct 200 .

The first flow path 230 is a region partitioned by the inlet 210 and the first exhaust 220 , and is an internal space in which combustion gas flows. For example, as indicated by an arrow in FIG. 4 , the combustion gas may be introduced into the inlet 210 , then may pass through the first flow path 230 and be exhausted to the outside through the first exhaust unit 220 .

The second exhaust part 240 is formed to extend from the inlet part 210 to the other side. That is, the second exhaust unit 240 may branch in a direction different from that of the first exhaust unit 220 . The second exhaust unit 240 has an annular second exhaust port 241 . In an embodiment, a diameter of the second exhaust port 241 may be smaller than a diameter of the inlet port 211 . The second exhaust unit 240 may have a central axis AX3 . The second exhaust unit 240 may be disposed to be symmetrical to the first exhaust unit 220 with respect to the central axis AX1 . The second exhaust unit 240 communicates with the inlet unit 210 to form a second flow path 250 .

2, 3 and 4 , the second exhaust unit 240 may be inserted into the mounting hole 130 of the housing 100 . For example, the second exhaust unit 240 may be inserted into the mounting hole 130 formed on the other side. In an embodiment, the maximum outer diameter of the second exhaust unit 240 may be smaller than the maximum outer diameter of the mounting hole 130 . That is, a clearance may be formed between the outer circumferential surface of the second exhaust unit 240 and the inner circumferential surface of the mounting hole 130 . Through this configuration, by allowing the duct 200 to be expanded by the high-temperature combustion gas, it is possible to prevent excessive thermal stress from being concentrated in the duct 200 . The second exhaust part 240 constitutes an exhaust part of the exhaust duct assembly 10 together with the first exhaust part 220 . Hereinafter, unless otherwise specified, the exhaust part may mean including the first exhaust part 220 and the second exhaust part 240 .

The second flow path 250 is a region partitioned by the inlet 210 and the second exhaust 240 , and is an internal space in which combustion gas flows. For example, as indicated by an arrow in FIG. 4 , the combustion gas may be introduced into the inlet 210 , then may pass through the second flow path 250 and be exhausted to the outside through the second exhaust unit 240 . .

The recessed part 260 may be formed between the first exhaust part 220 and the second exhaust part 240 . The depression 260 is formed by being depressed toward the inflow direction of the combustion gas. The recessed portion 260 includes a splitter (not shown) formed at the most distal end toward the inflow direction of the combustion gas. The first exhaust part 220 and the second exhaust part 240 are partitioned by the splitter. And the combustion gas that has passed through the low pressure turbine 20 flows into the inlet 210 and then directly flows into the first exhaust 220 and the second exhaust 240 or collides with the splitter and then the first The flow may be divided into the exhaust part 220 and the second exhaust part 240 .

Referring to FIG. 2 , the duct 200 may include a bore (not shown) coaxial with the central axis AX1 . The bore may be defined as an internal space formed between the inlet portion 210 and the depression portion 260 . The inlet of the bore may be located inside the inlet 210 . That is, the inlet of the bore may be located inside the inlet 211 in one direction, for example, in the X-axis direction of FIG. 4 . Referring to FIG. 1 , a driving shaft connecting the low pressure turbine 20 and/or the low pressure turbine 20 and the propeller 80 may be disposed inside the bore.

The outer circumferential surface of the duct 200 may form a clearance with the inner circumferential surface of the housing 100 in at least a partial region. For example, the outer circumferential surface of the inlet 210 of the duct 200 is in contact with the inner circumferential surface of the housing 100 , but as shown in FIG. 2 , the first exhaust 220 and the second exhaust of the duct 200 . The outer peripheral surface of the base 240 may be spaced apart from the inner peripheral surface of the housing 100 . Accordingly, thermal expansion of the duct 200 is constrained by the housing 100 , thereby preventing excessive thermal stress from occurring in the duct 200 .

The exhaust duct assembly 10 according to an embodiment of the present invention may include a reinforcement unit 300 . The reinforcement unit 300 is disposed in the housing 100 and the first exhaust part 220 and the second exhaust part 240 of the duct 200 to maintain the airtightness of the duct 200, and the exhaust duct assembly ( 10) to other members.

The reinforcement unit 300 may include a cover end 310 , a guide supporter 320 , and a stiffener 330 .

5 and 6 are cross-sectional views taken along V-V of FIG. 2 , and more specifically, FIG. 5 is a state before the duct 200 is expanded, and FIG. 6 shows a state in which the duct 200 is expanded.

2, 5 and 6 , the cover end 310 may be disposed on the outer circumferential surface of the duct 200 . For example, the cover end 310 may have a ring shape so as to be continuously disposed on the outer circumferential surface of the first exhaust part 220 and the second exhaust part 240 in the circumferential direction. In addition, one end of the cover end 310 may be disposed on the outer circumferential surface of the duct 200 , and the other end may have a radially outwardly curved shape. The bent portion may be coupled to another member.

The guide supporter 320 guides the movement of the duct 200 , particularly in the longitudinal direction. The guide supporter 320 is coupled to the inside of the cover end 310 .

For example, one end of the guide supporter 320 may be coupled to the inner circumferential surface of the cover end 310 , and the other end may be bent at a predetermined angle. The guide supporter 320 is spaced apart from the inner circumferential surface of the cover end 310 by a first distance d1 to form an inner space between the cover end 310 and the inner circumferential surface. In addition, the first exhaust part 220 and the second exhaust part 240 of the duct 200 may be inserted into the inner space formed between the cover end 310 and the guide supporter 320 . Here, the thickness d2 of the first exhaust part 220 and the second exhaust part 240 may be smaller than the first distance d1.

The guide supporter 320 may include a first end 321 , a connecting end 322 , and a second end 323 .

The first end 321 is a portion coupled to the inner circumferential surface of the cover end 310 , and connects the cover end 310 and the guide supporter 320 .

The connecting end 322 is formed to extend from the first end 321 to one side. For example, the connection end 322 is inclined at a predetermined angle from the first end 321 and extends downward along the central axes AX2 and AX3 of the respective exhaust units 220 and 240 . can have The connecting end 322 may be spaced apart from the inner circumferential surface of the cover end 310 by a first distance d1 . Accordingly, an annular inner space having a thickness of the first distance d1 is formed between the cover end 310 and the guide supporter 320 . In addition, the first exhaust part 220 and the second exhaust part 240 may be inserted between the cover end 310 and the guide supporter 320 .

In an embodiment, the thickness d2 of the first exhaust part 220 and the second exhaust part 240 may be smaller than the first distance d1. Accordingly, the reinforcement unit 300 may be easily inserted into the first exhaust part 220 and the second exhaust part 240 . In addition, even if the combustion gas flows into the duct 200 and the duct 200 expands as the temperature of the duct 200 rises, there is a margin between the duct 200 and the reinforcement unit 300 .

For example, referring to FIG. 5 , before the combustion gas flows into the duct 200 , the thickness of the duct 200 , that is, the thickness of the first exhaust part 220 and the second exhaust part 240 is d2 to be. Also, the reinforcement unit 300 may be inserted into the ends of the first exhaust part 220 and the second exhaust part 240 of the duct 200 by a predetermined depth. In this state, the first exhaust part 220 and the second exhaust part 240 may be in contact with one surface of the reinforcement unit 300 , for example, the inner peripheral surface of the cover end 310 .

Next, when the temperature of the duct 200 rises as the combustion gas flows into the duct 200 , the duct 200 expands. For example, as shown in FIG. 6 , ends of the first exhaust part 220 and the second exhaust part 240 expand in the longitudinal direction. At this time, the thickness d2 of the first exhaust part 220 and the second exhaust part 240 is greater than the first distance d1, which is the interval of the inner space formed between the cover end 310 and the guide supporter 320 . small. Accordingly, even when the duct 200 expands, the first exhaust part 220 and the second exhaust part 240 can easily slide in the inner space.

In another embodiment, the first distance d1 may be smaller than the thickness d2 of the first exhaust part 220 and the second exhaust part 240 . In addition, the guide supporter 320 may be a metal plate having elasticity. Accordingly, while the guide supporter 320 is inserted into the first exhaust part 220 and the second exhaust part 240 , the ends of the first exhaust part 220 and the second exhaust part 240 are the guide supporters. As the second end 323 of the 320 comes into contact, the guide supporter 320 is spread to one side. That is, in a state in which the first end 321 is coupled to the inner circumferential surface of the cover end 310 , the connecting end 322 is spread inward in the radial direction. Accordingly, the ends of the first exhaust unit 220 and the second exhaust unit 240 may be more reliably inserted between the cover end 310 and the guide supporter 320 . Through this configuration, while allowing the ends of the first exhaust portion 220 and the second exhaust portion 240 to expand in the longitudinal direction in accordance with the thermal expansion of the duct 200, more reliably prevent separation in the radial direction can do.

The second end 323 may be formed by bending inward from the connecting end 322 in a radial direction. For example, as shown in FIG. 5 , the second end 323 may be formed to extend from the connecting end 322 to be inclined by a predetermined angle θ. The range of θ is not particularly limited, but may be 15° or more and 60° or less. More specifically, the range of θ may be 30° or more and 45° or less. Accordingly, when the reinforcement unit 300 is inserted into the ends of the first exhaust part 220 and the second exhaust part 240 , it may be more easily inserted.

In another embodiment, the plurality of guide supporters 320 may be discontinuously disposed along the outer circumferential surface of the exhaust unit. That is, the guide supporters 320 are not continuously arranged in an annular shape along the outer circumferential surface of the exhaust unit as in the above-described embodiment, but a plurality of segmented guide supporters 320 are spaced apart from each other at a predetermined angle. Accordingly, the degree of freedom of the duct 200 disposed between each guide supporter 320 can be further secured, and the thermal stress of the duct 200 can be further reduced.

The stiffener 330 is disposed on the outer peripheral surface of the housing 100 and the outer peripheral surfaces of the first exhaust part 220 and the second exhaust part 240 . For example, as shown in FIGS. 2, 5 and 6 , one side of the stiffener 330 is disposed at the coupling portion of the mounting hole 130 and the first exhaust part 220 and the second exhaust part 240 . and the other side is disposed on the outer peripheral surface of the first exhaust part 220 and the second exhaust part 240 along the circumferential direction. Accordingly, the stiffener 330 may maintain airtightness between the housing 100 and the duct 200 .

5 and 6 , the stiffener 330 may be disposed on the outer peripheral surfaces of the first exhaust part 220 and the second exhaust part 240 to allow relative movement of the duct 200 . In addition, one side of the stiffener 330 may be in contact with the first exhaust unit 220 and the second exhaust unit 240 , and the other side may be spaced apart from the first exhaust unit 220 and the second exhaust unit 240 . . Accordingly, even if the temperature of the duct 200 rises and expands, the relative movement of the duct 200 with respect to the reinforcement unit 300 can be more reliably ensured.

As such, in the exhaust duct assembly 10 according to an embodiment of the present invention, the housing 100 and the duct 200 may not be in close contact with each other, but may be coupled to each other in a state spaced apart from each other by a predetermined interval. In addition, the duct 200 and the reinforcing unit 300 are not welded or bolted together, but the duct 200 is configured to move relative to the reinforcing unit 300 . Through such a configuration, the exhaust duct assembly 10 according to an embodiment of the present invention can increase the degree of freedom between the components. Accordingly, the heating and expansion of the duct 200 is not suppressed by the housing 100 or the reinforcing unit 300 , thereby preventing excessive thermal stress from being concentrated in the duct 200 .

5 and 6 illustrate only the case where the duct 200 expands in the longitudinal direction, the duct 200 may expand in all directions as the temperature rises. Even in this case, the exhaust duct assembly 10 according to an embodiment of the present invention secures sufficient clearance between the housing 100 , the duct 200 , and the reinforcement unit 300 , while at the same time the duct 200 is reinforced. It is configured to be able to move relative to the unit 300 (sliding), so that a sufficient degree of freedom of the duct 200 can be secured. Accordingly, it is possible to prevent excessive thermal stress from being concentrated in the duct 200 , thereby securing structural stability of the exhaust duct assembly 10 .

7a and 7b is a view showing the stress distribution of the duct 200 according to an embodiment of the present invention.

7A shows a conventional duct in which a duct and a reinforcing member are welded together, and FIG. 7B is a right view of a duct 200 according to an embodiment of the present invention configured to be slidable with respect to the reinforcing unit 300 ( 200) is shown.

Point A shown in FIG. 7A is a splitter that collides with the incoming combustion gas and is separated into each exhaust part of the combustion gas, and Point B is an area where the combustion gas and the exhaust part collide most frequently. That is, Point A and Point B are regions where high-temperature and high-pressure combustion gases directly collide with the duct, and are regions where the greatest thermal stress occurs in the duct.

As the high temperature and high pressure combustion gases collide with the duct, the temperature of the duct rises, causing the duct to expand. However, in the case of the conventional duct, since it is closely coupled to the housing and welded to the reinforcement unit, the expansion of the duct is restricted. Accordingly, as shown in Figure 7a, in the case of the conventional duct, it can be seen that the high thermal stress appears at Point A and Point B.

On the other hand, it can be seen that the duct 200 according to an embodiment of the present invention exhibits low thermal stress even at Point A and Point B. This is because, as described above, since the outer circumferential surface of the duct 200 has a clearance with the inner circumferential surface of the housing 100 in at least one region, it is possible to reduce the restraint of the thermal expansion of the duct 200 . In addition, the reinforcement unit 300 is not welded to the duct 200 , but is disposed at the end to allow the relative movement of the duct 200 , so that the duct 200 is free to thermally expand. Therefore, the exhaust duct assembly 10 according to an embodiment of the present invention can prevent the concentration of thermal stress in the duct 200 .

An aircraft according to another embodiment of the present invention may include an exhaust duct assembly 10 . For example, referring to FIGS. 1 and 2 , the vehicle has a propeller 80 disposed at the tip, and a driving unit connected to the propeller 80 through a drive shaft (reference numeral not shown) (reference numeral not shown) and, It may include an exhaust duct assembly 10 for discharging the combustion gas discharged from the driving unit to the outside. Here, the driving unit is a member necessary for driving the aircraft, for example, the low-pressure turbine 20, the high-pressure turbine 30, the combustor 40, the compressor 50, and the nacelle 70 of FIG. may include In addition, the aircraft may include a main wing and a configuration necessary for driving, such as an auxiliary wing.

In the exhaust duct assembly 10 and the aircraft using the same according to an embodiment of the present invention, a clearance is formed between the housing 100 and the duct 200 , and the reinforcing unit 300 moves relative to the duct 200 . Includes a configuration disposed in the duct 200 to allow. That is, the exhaust duct assembly 10 and the aircraft using the same according to an embodiment of the present invention, the duct 200 relative to the housing 100 or the reinforcing unit 300, rather than welding or bolting, so that the relative movement is possible. Set the configuration conditions. Accordingly, even if the temperature of the duct 200 rises and thermally expands due to the combustion gas during operation, a sufficient degree of freedom of the duct 200 can be secured. And it is possible to prevent the concentration of thermal stress according to the thermal expansion of the duct 200, it is possible to improve the structural stability and lifespan of the exhaust duct assembly (10).

In the present specification, the present invention has been described with reference to limited embodiments, but various embodiments are possible within the scope of the present invention. In addition, although not described, it will be said that equivalent means are also combined with the present invention as it is. Accordingly, the true scope of protection of the present invention should be defined by the following claims.

1: engine
10: exhaust duct assembly
100: housing
200: duct
300: reinforcement unit

Claims (6)

a duct having an inlet through which combustion gas is introduced and an exhaust through which the combustion gas is exhausted;
a housing having the duct disposed therein and a mounting hole into which the exhaust unit is inserted; and
A reinforcing unit having one side mounted on the housing and the other side supporting the end of the exhaust unit so that the end of the exhaust unit is movable. According to claim 1,
The exhaust unit,
As the duct expands by heat transferred from the combustion gas, the exhaust duct assembly moves along the reinforcing unit while in contact with the reinforcing unit. According to claim 1,
The reinforcement unit is
a cover end extending to surround the outer circumferential surface of the exhaust unit;
a guide supporter having one side disposed on the inner circumferential surface of the cover end and the other side being spaced apart from the cover end to form an inner space into which the exhaust unit is inserted; and
and a stiffener extending from the cover end and connected to the housing so as to cover the mounting hole. 4. The method of claim 3,
The guide supporter,
a first end fixed to the inner circumferential surface of the cover end;
a connecting end extending from the first end and spaced apart from the inner circumferential surface of the cover end; and
An exhaust duct assembly comprising a; a second end extending obliquely inwardly in the radial direction from the connecting end. a propeller disposed at the tip;
a driving unit connected to the propeller through a driving shaft; and
As an aircraft including; an exhaust duct assembly for discharging the combustion gas discharged from the driving unit to the outside,
The exhaust duct assembly,
a duct having an inlet through which combustion gas is introduced and an exhaust through which the combustion gas is exhausted;
a housing having the duct disposed therein and a mounting hole into which the exhaust unit is inserted; and
A reinforcing unit having one side mounted on the housing and the other side supporting the end of the exhaust unit so that the end of the exhaust unit is movable. 6. The method of claim 5,
The exhaust unit,
As the duct expands by the heat transferred from the combustion gas, the vehicle moves along the reinforcement unit while in contact with the reinforcement unit.

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