WO2024151226A1

WO2024151226A1 - Thrust vectoring system

Info

Publication number: WO2024151226A1
Application number: PCT/TR2023/050017
Authority: WO
Inventors: Mehmet Engin KANAL
Original assignee: Kanal Mehmet Engin
Priority date: 2023-01-09
Filing date: 2023-01-09
Publication date: 2024-07-18

Abstract

The invention relates to a unique thrust vectoring system for all aircraft, including missiles used in the field of aviation, especially new-generation fighter jets, which increases the maneuverability of the aircraft by changing the direction of the compressed gases emanating from the thrust system with very fast and effective turns and/or allows the aircraft to take off at short range. In particular, the invention relates to a thrust vectoring system having a unique structure which has rotatable and movable nozzle features for efficiently diverting aircraft thrust gasses by means of a structure that allows both rotational motion and up-down motion so as to distinguish itself from its counterparts.

Description

THRUST VECTORING SYSTEM

Technical Field

The invention relates to a unique thrust vectoring system for all aircraft or missiles, including missiles used in the field of aviation, especially new-generation fighter jets, which increases the maneuverability of the aircraft by changing the direction of the compressed gases emanating from the thrust system with very fast and effective turns and/or allows the aircraft to take off at short range. In particular, the invention relates to a thrust vectoring system having a unique structure for efficiently diverting aircraft thrust gasses by means of a structure that allows both rotational motion and up-down motion so as to distinguish itself from its counterparts.

Background

The use of the thrust vectoring system in military aviation dates back to the graphite thrust vectoring vanes in the V2 rocket exhaust used in World War II [1-2], One of the experimental studies is a system applied to the X-31 experimental aircraft, which increases the pitch and yaw maneuverability of the aircraft [3], Similar systems have been experimentally applied to F-16 and F-18 aircrafts [4], The system is mainly installed on three paddle-like vanes attached to the aft end of the aircraft, acting on the flow profile area of the compressed gases leaving the engine [5],

Another experimental study is the multi -axis thrust vectoring system applied to the F-16 aircraft and abbreviated as MATV [6] . A similar system was experimentally implemented on the F-15 aircraft [7], In a conventional nozzle system, the nozzle flaps open and close according to the intensity of the thrust and continue uninterruptedly along the flow profile area. When the output speed of the exhaust gasses slows down, all these flaps are closed, and the speed of the exhaust gas is increased. In the event of afterbum, the flaps are all opened to increase the flow profile area of the compressed gasses. The system is run by changing the operating characteristics of this nozzle system. In the case of the thrust vectoring system, the flaps on the side where the thrust is desired to be diverted are opened, while the flaps on the opposite side are closed. Thus, the system diverts the compressed gasses toward the desired side [8],

The thrust vectoring system used in the active F-35 aircraft has a very similar structure to the thrust vectoring system described in patent document US3687374. A 3-bearing rotary module is used in the thrust vectoring system of the F-35 aircraft [9], Compressed gasses are diverted to the ground at different angles with the help of the 3-bearing swivel module used in the thrust vectoring system on the F-35 aircraft. The main purpose of this system is to divert the compressed gasses to the ground and contribute to the vertical/short take-off and landing (V/STOL) of the aircraft without taking any distance [10], not to contribute to the maneuverability of the aircraft.

The thrust vectoring system of the F-22 aircraft used in active service also contributes to the maneuverability of the aircraft by diverting the compressed gasses up and down the axis, as described in US8783605. In this system, the initial flow profile area of the compressed gasses is circular. Then, the system converts the flow profile area from a circular cross-section into a rectangular one. But this transforming part of the system is fixed, it does not move in any way. After this transformation, the flaps divert the rectangular transformed flow profile area to the flaps with an orientation feature. The exhaust compressed gasses are diverted vertically by the router flaps. Thus, the maneuverability of the aircraft is increased. Due to the structure of the system flaps, it effectively diverts the compressed gasses up and down [11], But this system provides only a 2-dimensional thrust vectoring, and its effect is limited to only one axis.

The other thrust vectoring system used in active service is used on Su-35 and Su-57 aircraft. In this system, as in the system [8], the flaps on the side where the thrust is intended to be diverted do not operate in such a way that the flaps on the opposite side are closed when the flaps are opened like MATV [6] . Instead, the entire nozzle where the flaps are located moves on both the horizontal and the vertical axis [12-15], Thus, it diverts the compressed gasses in 3D in both axes. Brief Description of the Invention

The invention relates to a thrust vectoring system that, unlike the prior art, offers new advantages by effectively diverting thrust gasses in all directions.

The main objective of the invention is to effectively increase the maneuverability of the aircraft or missiles on all axes by a rotary part providing an additional degree of freedom to the thrust vectoring system operating effectively on a single axis. The rotary part that grants an additional degree of freedom and distinguishes the invention from the prior art is that the system is capable of circular motion about its axis. With the part, the invention has the ability of rotatable nozzle feature. Thus, the flaps moving up and down gain the ability to move in any desired direction. When the aforementioned prior art documents are examined, it is seen that the fact that circular motion is also provided by the invention is not explained in the prior art. Due to this feature, an additional degree of freedom is gained. With this additional degree of freedom, the system provides effective thrust vectoring in all directions, not just in a single axis.

The structural and characteristic features and all the advantages of the invention will be more clearly understood by means of the following figures and the detailed description with reference to these figures. The figures are intended to illustrate in detail the working principle of the alternative thrust vectoring system. The given figures can be reproduced in different forms without deviating from the intention.

Figures

Figure la: Left top exploded view of the invention.

Figure lb: Top exploded view of the invention.

Figure 2a: Left exploded view of the invention.

Figure 3a: Isometric exploded view of the invention from the left, top, and back.

Figure 4a: Simplified top view of part 1 of the invention that distinguishes it from other alternative systems and provides circular rotation. Figure 4b: Simplified left view of part 1, which distinguishes the invention from other alternative systems and provides circular rotation.

Figure 5a: Simplified left, top, and back isometric view of part 1, which distinguishes the invention from other alternative systems and provides circular rotation.

Figure 6a: Top view of the invention with the flaps in normal position.

Figure 6b: Left view of the invention with the flaps in normal position.

Figure 7a: Isometric view of the invention from the left, top, and back with the flaps in normal position.

Figure 8a: Top view of the invention with the flaps in the up position.

Figure 8b: Left view of the invention with the flaps in the up position.

Figure 9a: Isometric view of the invention from the left, top, and back with the flaps in the up position.

Figure 10a: Top view of the invention with the flaps in the down position.

Figure 10b: Left view of the invention with the flaps in the down position.

Figure Ila: Isometric view of the invention from the left, top, and back with the flaps in the down position.

Figure 12a: Top view of the invention with the flaps in the closed position.

Figure 12b: Left view of the invention with the flaps in the closed position.

Figure 13a: Isometric view of the invention from the left, top, and back with the flaps in the closed position.

Element Numbers Specified in the Figures

1. Circular motion part

2. Upper Flap

3. Lower Flap

4. Right Sealing Plate

5. Left Sealing Plate

Detailed Description of the Invention

In this detailed description, the invention is described solely for the purpose of a better understanding of the subject matter and without any limiting effect. Figures la, lb, 2a and 3a show exploded views of the thrust vectoring system of the invention.

The circular motion part indicated by number 1 is the part that converts the compressed gasses from the aircraft it is attached to from a circular cross-section to a rectangular crosssection. One side of the part has a circular cross-section, and the other part has a rectangular cross-section. The point at which the compressed thrust gasses first come into contact with the invention is the circular cross-sectional portion of part 1. One of the most important features that the circular cross-section imparts to the invention is that it provides circular motion around the axis. This motion gives a rotatable nozzle feature to other parts connected to the part. In this way, the system gains an additional degree of freedom. Another feature of the circular cross-section is that the engine outlets that provide thrust to the aircraft are compatible with the circular flow profile areas. As the exhaust gasses travel through the circular cross-section of the circular motion part (1), the section of the part begins to transform into a rectangular cross-section. The exhaust gasses preferably travel uniformly in the circular cross-section and the rectangular cross-section in one embodiment of the invention. In other words, the circular motion part (1) is of a structure that allows the compressed gasses to move uniformly within the circular cross-section and the rectangular cross-section while moving within the circular motion part (1). However, this ratio of circular cross-section and rectangular cross-section is not a mandatory element. When the thrust gasses exit the circular motion part (1), it has a rectangular flow profile area.

The element indicated by number 2 is the upper flap, which moves up and down in an angular fashion. It diverts the compressed gasses coming from the outlet of the circular motion part (1) in the form of a rectangular flow profile area by moving angularly up and down.

The element indicated by number 3 is the bottom flap, which moves up and down in an angular fashion. It diverts the compressed gasses coming from the outlet of the circular motion part (1) in the form of a rectangular flow profile area by moving angularly up and down. It does not have to move symmetrically with the upper flap (2), it can also make asymmetrical motions. Upper flap (2) and bottom flap (3) provide movable nozzle ability to the invention. The element indicated by number 4 is the right (first) sealing plate, which prevents the compressed gasses from escaping between the flaps and from the right side when the compressed gasses exiting the rectangular cross-section from the circular motion part (1) are diverted by the upper flap (2) and the lower flap (3). This part does not move in any way, it is connected to the circular motion part (1).

The element indicated by number 5 is the left (second) sealing plate, which prevents the compressed gasses from escaping between the flaps and the left side when the compressed gasses exiting the rectangular cross-section from the circular motion part (1) are diverted by the upper flap (2) and the lower flap (3). This part does not move in any way, it is connected to the circular motion part (1).

The thrust vectoring system consists of 3 basic parts. The circular motion part (1) converts the compressed exhaust gasses coming in the form of a circular flow profile area into a rectangular flow profile area. The circular motion part (1) moves circularly with the help of a rotary part. Since the upper flap (2), lower flap (3), right sealing plate (4), and left sealing plate (5) are connected to the circular motion part (1), the circular motion of the circular motion part (1) also acts on these parts. The upper flap (2) and the lower flap (3) divert the compressed gasses coming in the rectangular cross-section by moving up and down angularly according to the position of the circular motion part (1). The upper flap (2) and the lower flap (3) do not have to move in synchronously, but they have the ability to move synchronously. One can make an upward angular motion while the other can make a downward angular motion, or one can move downward while the other can move an upward angular motion. The right sealing plate (4) and the left sealing plate (5) are located to follow the rectangular flow profile area at the exit of the circular motion part (1) from the right and left, respectively. The task of the right sealing plate (4) and the left sealing plate (5) is to prevent any compressed gas flow from the right and left to reduce efficiency.

Figures 4a, 4b, and 5a show simplified views of the circular motion part (1) in the thrust vectoring system of the invention. All the circular motions made by the circular motion part (1) are also seen on the other parts in the same way. Figures 4a, 4b, and 5a include arrows showing circular motion. Figure 5a shows the transformation from the circular cross-section, which is the lower part of the circular motion part (1), to the rectangular cross-section, which is the upper part. The part with the arrows showing the circular motion is the first part where the thrust gasses come into contact with the circular motion part (1). The circular motion part (1) can perform a circular rotation from the circular cross-section with the help of a rotary part. Thus, the upper flap (2), lower flap (3), right sealing plate (4) and left sealing plate (5) connected to the circular motion part (1) also participate in the same circular motion. When thrust gasses travel upwards from the circular cross-section, the flow profile begins to become rectangular. When the thrust gasses reach the top of Figure 5a, they have a completely rectangular flow profile and are ready to be efficiently guided by the flaps.

Figures 6a, 6b, and 7a show that the invention does not have any effect on thrust vectoring through the upper flap (2) and the lower flap (3). The upper flap (2) and the lower flap (3) are parallel to the thrust direction, in which case they do not contribute to the thrust vectoring. Thanks to the right sealing plate (4) and the left sealing plate (5), there is no compressed gas escape between the flaps. In this position, compressed exhaust gasses continue to flow from the circular cross-section to the rectangular cross-section only with the circular motion part (1). The circular cross-section of the circular motion part (1) can make a circular motion with the help of the rotary part, but this does not make an effective contribution to thrust vectoring.

Figures 8a, 8b, and 9a show the effect of the upward angular motion of the upper flap (2) and the lower flap (3) synchronously to the thrust direction of the invention. First, the case in which the circular motion part (1) does not move in any circular way will be discussed. Compressed gasses from the circular motion part (1) will move in a rectangular cross-section. These gasses will increase the upward maneuverability of the aircraft by diverting it upward with the effect of the upper flap (2) and the lower flap (3). While the upper flap (2) and lower flap (3) create this effect on the compressed gasses, the right sealing plate (4) and the left sealing plate (5) prevent these gasses from escaping between the flaps, creating inefficiency.

Some examples are given below to explain the effect of the circular motion part (1), which gives the invention its unique feature, of thrust vectoring.

When the circular motion part (1) is moved 90 degrees circularly to the left around its own axis, which is a unique feature of the invention, since the upper flap (2), lower flap (3), right sealing plate (4) and left sealing plate (5) are connected to the circular motion part (1), they will also make a circular rotation 90 degrees to the left. As a result of this rotation which provides a rotatable nozzle ability to the invention, the upper flap (2) and lower flap (3), which can only move up and down in the normal position, will now be on the left and right, respectively, and will have the ability to move the compressed gasses to the left and right. The right sealing plate (4) and the left sealing plate (5) will also remain in the upper and lower positions, respectively. Before the rotation effect, the upper flap (2) and the lower flap (3) which provide movable nozzle ability to the invention can divert the compressed gasses upwards, while after the rotational motion, the flaps will divert the compressed gasses to the left. This will increase the aircraft's maneuverability to yaw to the left. A similar situation occurs when the circular motion part (1) is rotated 90 degrees to the right from its normal position, in which case the aircraft's yawning maneuverability to the right is increased. In the position where there is no rotation on the circular motion part (1) when the flaps face upwards, the circular motion part (1) rotates 45 degrees to the left, in the normal position, the upper flap (2) and the lower flap (3) gain the ability to divert the compressed gasses to the left and upwards after the rotation. This routing has the effect of increasing the maneuverability of the aircraft to the left and up. This circular motion made by the circular motion part (1) can be at different angles and directions according to the need. Similarly, the downward angular motion of the upper flap (2) and the lower flap (3) may vary according to the intensity of the maneuver the aircraft wishes to perform.

Figures 10a, 10b, and I la show the effect of a synchronized downward angular motion of the upper flap (2) and lower flap (3) on the thrust vectoring of the invention. Considering that the circular motion part (1) does not move in any circular way, the compressed gasses from the circular motion part (1) will move in a rectangular cross-section. These gasses are diverted downwards by the effect of the upper flap (2) and the lower flap (3). This routing has the effect of increasing the downward maneuverability of the aircraft. While the upper flap (2) and lower flap (3) create this effect on the compressed gasses, the right sealing plate (4) and the left sealing plate (5) prevent these gasses from escaping between the flaps, creating inefficiency. Some examples are given below to explain the effect of the circular motion part (1), which gives the invention its unique feature, of thrust vectoring.

When the circular motion part (1) is moved 90 degrees circularly to the left, since the upper flap (2), lower flap (3), right sealing plate (4), and left sealing plate (5) are also connected to the circular motion part (1), they will also make a circular rotation 90 degrees to the left. As a result of this rotation which provides rotatable nozzle ability to the invention, the upper flap (2) and lower flap (3), which are in the up and down position in the normal position, will now be located on the left and right, respectively. The right sealing plate (4) and the left sealing plate (5) will also remain in the upper and lower positions, respectively. Before the rotation effect, the upper flap (2) and the lower flap (3) which provide movable nozzle ability to the invention direct the downward compressed gasses, while after the rotational motion, the flaps gain the ability to divert the compressed gasses to the right. This will increase the aircraft's maneuverability to yaw to the right. A similar situation occurs when the circular motion part (1) is rotated 90 degrees to the right from its normal position, in which case the aircraft's yawning maneuverability to the left is increased. In the position where there is no rotation on the circular motion part (1), the flaps face downwards, in the position where the circular motion part (1) rotates 45 degrees to the left, in the normal position, the upper flap (2) becomes capable of directing the compressed gasses to the right and downwards after the lower flap (3) rotation. This routing has the effect of increasing the maneuverability of the aircraft to the right and down. This circular motion made by the circular motion part (1) can be at different angles and directions according to the need. Similarly, the downward angular motion of the upper flap (2) and the lower flap (3) may vary according to the intensity of the maneuver the aircraft wishes to perform.

Figures 12a, 12b, and 13a show the situation where the upper flap (2) and lower flap (3) move asynchronously angularly downwards of the upper flap (2) and upwards of the lower flap (3). In this case, the circular motion part (1) does not have any circular motion. The compressed gasses are further compressed in this position. The right sealing plate (4) and the left sealing plate (5) prevent the entrapped gasses from escaping from the places between the flaps. The motion angle of the upper flap (2) and the lower flap (3) may vary depending on the need.

A system with 2 degrees of freedom is formed with the circular motion part (1) that provides a rotatable nozzle feature and the angular routing of the upper flap (2) and the lower flap (3) that provides a movable nozzle feature. With these abilities, the invention has both rotatable and movable nozzle features. Due to these abilities, effective thrust vectoring is provided in all directions and not in only one axis. References

1. [V2_IY S] :https://www.researchgate .net/publication/356644017/figure/fig 1/AS: 10973 75582040065@1638646135908/Graphite-thrust-vectoring-vanes-that-were-used-on- German-V-2-rocket.png

2. [V2_Rocket] :https://www.mpoweruk.com/V2 -Rocket.htm

3. [X3 l_Web] :htps://www.nasa.gov/centers/armstrong/news/FactSheets/FS- 009-DFRC.html

4. [HARV]:htps://www.nasa.gov/centers/dryden/history/pastprojects/HARV /index.html

5. [X31_IYS]: htps://www.hobbymiliter.com/wp- content/uploads/2019/0 l/Screen-Shot-5181.jpg

6. [MATV]: htps://ntrs.nasa.gov/api/citations/19950007834/downloads/19950007834.pdf

7. [ACTIVE]: htps://www.nasa.gov/centers/dryden/pdf/89246main_larry_notes.pdf

8. [MATV_Video]: htps://www.youtube.com/watch7vAXZQDwRKHCSQ

9. [F35] :htps://www. lockheedmartin.com/content/dam/lockheed- martin/eo/documents/webt/F-35_Air_Vehicle_Technology_Overview.pdf

10. [F35 IY S] :htps ://qph.cf2. quoracdn.net/main-qimg- ae46fd849c85d835b6cc61cf5a77d2dd

11. [F22_IYS]:htps://media.defense.gov/2007/Oct/10/2000443068/2000/2000 /0/071010-F-1234S-008.JPG

12. [Su37_IY S] :htp ://www. ausairpower.net/ Other/Irkut-Su-3 OMKI-TV C-

1 JPg

13. [Su57_IY S] :htps ://fighteij etsworld.com/wp-content/uploads/2019/12/Su- 57-New-Second-Stage-Engine.jpg

14. [Su57_IYS_2]: htps://fighteijetsworld.com/wp- content/uploads/2018/07/DMkCEvDX4AAf6Jo.jpg

15. [Su57_IYS_3]: htps://www.youtube.com/watch?v=S50_yd87MvI

Claims

1. A thrust vectoring system, characterized in comprising i. a circular motion part (1) which is capable of circular motion around its axis, positioned in the outlet direction of compressed gasses, having a circular crosssection and a rectangular cross-section in the outlet direction of gasses ii. upper flap (2) and lower flap (3) connected to the circular motion part (1), which provide an angular routing of the compressed gasses exiting the rectangular crosssection of the circular motion part (1) iii. right sealing plate (4) and left sealing plate (5) connected to the circular motion part (1), which prevent the compressed gasses coming out of the rectangular cross-section of the circular motion part (1), from escaping between the flaps during routing of the upper flap (2) and the lower flap (3).

2. The thrust vectoring system according to Claim 1, characterized in that the circular motion part (1) is of a structure that allows the compressed gasses to move uniformly within the circular cross-section and the rectangular cross-section while moving in the circular motion part (1).

3. The thrust vectoring system according to Claim 1, characterized in that the circular motion part (1) is of a structure that allows the compressed gasses to move ununiformly within the circular cross-section and the rectangular cross-section while moving in the circular motion part (1).

4. The thrust vectoring system according to Claim 1, characterized in that the upper flap (2) and the lower flap (3) make an angular motion symmetrically relative to each other.

5. The thrust vectoring system according to Claim 1, characterized in that the upper flap (2) and the lower flap (3) perform asymmetrical angular motion relative to each other.

6. The thrust vectoring system according to Claim 1, characterized in that the right sealing plate (4) and the left sealing plate (5) are stationary.

7. The thrust vectoring system according to Claim 1, characterized in that the circular motion part (1) moves clockwise or counterclockwise circular motion around its axis.

8. Aircraft, characterized in comprising the thrust vectoring system according to Claim 1.

9. Missiles characterized in comprising the thrust vectoring system according to Claim 1.