Reverse thrust device and aircraft

Abstract

The embodiment of the invention discloses a thrust reverser and an aircraft, and belongs to the technical field of aircrafts, the thrust reverser is arranged in an outer duct of an engine of the aircraft, the thrust reverser comprises an actuating rod, the actuating rod can move in the heading direction, one end of a transmission rod is rotationally connected with the actuating rod, and the other end of the transmission rod is rotationally connected with the engine. The ends, in the extending direction, of the blades are rotationally connected with the transmission rod, the other ends of the blades are far away from the transmission rod, the actuating rod can drive the transmission rod to rotate, the transmission rod can drive the blades to rotate, and when the aircraft needs to be decelerated, the outflow angle of ejected airflow can be adjusted by driving the blades to rotate, and the ejection flow of the ejected airflow can be adjusted. The outflow efficiency of the ejected airflow is adjusted, the reverse thrust aerodynamic efficiency is improved, the risk that the reverse thrust airflow enters the engine again is reduced, the air inlet smoothness of the engine is guaranteed, the acceleration and deceleration performance of the engine is guaranteed, and therefore the take-off and landing performance of an aircraft is guaranteed.

Description

Technical Field

[0001] This application relates to the technical field of aircraft, and particularly relates to a thrust reverser and an aircraft. Background Art

[0002] The thrust reverser grille is used to open when the aircraft decelerates, so as to change the outflow angle of the air flow entering the engine, so that the ejected air flow forms a reverse thrust in the opposite direction to achieve a deceleration effect. However, the geometric angle and installation angle of the blades in the thrust reverser grille are fixed, resulting in a fixed outflow angle of the air flow ejected through the blades. If the outflow angle is too low, there is a risk that the ejected air flow will enter the engine again, which will lead to distortion of the engine intake air, affect the acceleration and deceleration performance of the engine, and affect the takeoff and landing performance of the aircraft. If the outflow angle is too high, the thrust reversal efficiency is low, affecting the deceleration performance of the aircraft. Summary of the Invention

[0003] Embodiments of this application provide a thrust reverser and an aircraft to solve the problem that the fixed outflow angle of the thrust reverser grille affects the acceleration and deceleration performance of the engine and the thrust reversal efficiency.

[0004] In a first aspect of the embodiments of this application, a thrust reverser is provided, which is arranged in the bypass duct of the engine of the aircraft. The thrust reverser includes: an actuating rod extending along the flight direction of the aircraft, and the actuating rod can move along the flight direction; a transmission rod, one end of the transmission rod is rotatably connected to the actuating rod, and the actuating rod can drive the transmission rod to rotate; a blade, the extending direction of the blade intersects with the flight direction, along the extending direction of the blade, one end of the blade is far from the transmission rod, and the other end of the blade is rotatably connected to the end of the transmission rod away from the actuating rod, and the transmission rod can drive the blade to rotate.

[0005] In addition to one or more of the above-disclosed features, or as an alternative, the thrust reverser further includes a transmission member; the transmission member includes a first connection end and a second connection end arranged oppositely, the second connection end is adjacent to the transmission rod, the second connection end can rotate relative to the first connection end, the second connection end is connected to the end of the transmission rod away from the actuating rod, the transmission rod can drive the second connection end to rotate, the blade is connected to the first connection end, and the transmission member can drive the blade to rotate.

[0006] In addition to one or more of the above-disclosed features, or as an alternative, the thrust reverser further includes at least one partition; the partition extends along the flight direction, along the thickness direction of the partition, the blade is arranged on one side of the partition, and the transmission member is arranged on the other side of the partition; a shaft rod is inserted into the partition, and the blade and the first connection end are respectively connected to the shaft rod.

[0007] In addition to one or more of the features disclosed above, or as an alternative, a connecting rod is inserted into the second connecting end; the end of the transmission rod facing away from the actuating rod is connected to the connecting rod; the transmission rod can drive the connecting rod to drive the transmission member to rotate, and the transmission member can drive the shaft rod to rotate and drive the blade to rotate through the shaft rod.

[0008] In addition to one or more of the features disclosed above, or as an alternative, a connecting rod is inserted into the second connecting end, and the first connecting end is rotatably sleeved on the shaft rod; a through hole is opened on the partition plate, and the connecting rod is inserted into the through hole, and the connecting rod can move in the through hole; the end of the transmission rod away from the actuating rod is connected to the connecting rod; the end of the blade adjacent to the transmission rod is connected to the connecting rod, and the blade is rotatably sleeved on the shaft rod; the transmission rod can drive the connecting rod to move in the through hole, and the transmission rod drives the transmission member and the blade to rotate through the connecting rod.

[0009] In addition to one or more of the features disclosed above, or as an alternative, along the thickness direction of the partition, a stop member is protruding from one side of the partition facing the transmission member, and one transmission member corresponds to one stop member; the stop member includes a first stop portion, and the first stop portion and the transmission member are spaced apart along the heading direction; along the heading direction, the outer duct includes an inlet end and an outlet end that are relatively arranged, and the first stop portion is adjacent to the inlet end; the actuating rod moves in a direction close to the inlet end, and the actuating rod drives the second connecting end to rotate through the transmission rod until the transmission member abuts against the first stop portion.

[0010] In addition to one or more of the features disclosed above, or as an alternative, along the thickness direction of the partition, a stop member is protruding from one side of the partition facing the transmission member, and one transmission member corresponds to one stop member; the stop member includes a second stop portion, and the second stop portion and the transmission member are spaced apart along the heading direction; along the heading direction, the outer duct includes an air inlet end and an air outlet end that are relatively arranged, and the second stop portion is adjacent to the air outlet end; the actuating rod moves in a direction close to the air outlet end, and the actuating rod drives the second connecting end to rotate through the transmission rod until the transmission member abuts against the second stop portion.

[0011] In addition to one or more of the features disclosed above, or as an alternative, along the thickness direction of the partition, a stopper is protruding from one side of the partition facing the transmission member, and one transmission member corresponds to one stopper; the stopper includes a first stop portion and a second stop portion, and along the heading direction, the first stop portion and the second stop portion are spaced apart, and the transmission member is arranged between the first stop portion and the second stop portion; along the heading direction, the outer duct includes an intake end and an outlet end that are oppositely arranged, the first stop portion is adjacent to the intake end, and the second stop portion is adjacent to the outlet end; the actuating rod moves in a direction close to the intake end, and the actuating rod drives the second connecting end to rotate through the transmission rod until the transmission member abuts against the first stop portion; the actuating rod moves in a direction close to the outlet end, and the actuating rod drives the second connecting end to rotate through the transmission rod until the transmission member abuts against the second stop portion.

[0012] In addition to one or more of the features disclosed above, or as an alternative, the number of the partitions is two, and the two partitions are spaced apart along the circumferential direction of the engine to define a guide chamber, and the guide chamber is connected to the outer duct; the two partitions include a first partition and a second partition, and the blades are arranged between the first partition and the second partition; along the circumferential direction of the engine, one end of the shaft rod is inserted into the first partition, and the other end is inserted into the second partition; the actuating rod includes a first actuating rod and a second actuating rod, the first actuating rod is arranged on the side of the first partition away from the second partition, and the second actuating rod is arranged on the side of the second partition away from the first partition; the first actuating rod and the second actuating rod move synchronously.

[0013] In addition to one or more of the features disclosed above, or as an alternative, the number of the partitions is at least three, and the partitions also include at least one third partition; along the circumferential direction of the engine, the third partition is arranged between the first partition and the second partition, the blade is arranged between two adjacent partitions, and the shaft is inserted into the at least three partitions in sequence; at least one blade is sleeved on the shaft located between two adjacent partitions.

[0014] In addition to or as an alternative to one or more of the features disclosed above, there are a plurality of blades between two adjacent partitions, and the plurality of blades are spaced apart along the heading direction.

[0015] In addition to, or as an alternative to, one or more of the features disclosed above, the engine includes a first shroud and a second shroud. The first shroud surrounds the second shroud in the circumferential direction of the second shroud. An outer bypass duct is defined between the second shroud and the first shroud. The outer bypass duct includes an intake end and an exhaust end that are oppositely arranged in the flight direction. The first shroud includes a fixed section and a sliding section that are connected in the flight direction of the aircraft. The sliding section is capable of moving away from or approaching the fixed section in the flight direction. One end of the actuating rod adjacent to the exhaust end is connected to the sliding section, and the sliding section is capable of driving the actuating rod to move in the flight direction.

[0016] In addition to, or as an alternative to, one or more of the features disclosed above, the thrust reverser further includes an actuator. The outer bypass duct includes an intake end and an exhaust end that are oppositely arranged in the flight direction. The actuator is connected to one end of the actuating rod adjacent to the intake end to drive the actuating rod to move in the flight direction.

[0017] A second aspect of the embodiments of the present application provides an aircraft, including: the thrust reverser as described above; an engine, including a first shroud and a second shroud. The first shroud surrounds the second shroud in the circumferential direction of the second shroud. An outer bypass duct is defined between the second shroud and the first shroud. The first shroud includes a fixed section and a sliding section that are connected in the flight direction of the aircraft. The sliding section is capable of moving away from or approaching the fixed section in the flight direction. A choke door is disposed in the outer bypass duct. One end of the choke door is rotatably connected to the sliding section, and the other end of the choke door is rotatably connected to the second shroud through a pull rod. The thrust reverser is disposed in the outer bypass duct, and the blades are oppositely arranged with respect to the sliding section. When the sliding section moves away from the fixed section, the sliding section drives the choke door to rotate to block the outer bypass duct, and the blades are exposed in the gap between the sliding section and the fixed section, and the outer bypass duct communicates with the gap. In the flight direction, when the sliding section approaches the fixed section, the sliding section drives the choke door to rotate to conduct the outer bypass duct, and the sliding section blocks the blades.

[0018] In addition to, or as an alternative to, one or more of the features disclosed above, the outer bypass duct includes an intake end and an exhaust end that are oppositely arranged in the flight direction. One end of the actuating rod in the thrust reverser adjacent to the exhaust end is connected to the sliding section, and the sliding section drives the actuating rod to move in the flight direction.

[0019] In addition to or instead of one or more of the features disclosed above, the thrust reverser device includes an actuator; the outer duct includes an inlet end and an outlet end arranged opposite to each other along the heading direction; the actuator is connected to an end of the actuator rod adjacent to the inlet end to drive the actuator rod to move along the heading direction.

[0020] In addition to or as an alternative to one or more of the features disclosed above, the inner side of the second cover is defined to form an inner channel; along the radial direction of the first cover, the connecting rod in the thrust reverser device is adjacent to the inner channel, and the shaft rod in the thrust reverser device is arranged on the side of the connecting rod away from the inner channel.

[0021] In addition to or as an alternative to one or more of the features disclosed above, there are multiple thrust reversers, which are arranged at intervals along the circumferential direction of the engine.

[0022] One of the above technical solutions has the following advantages or beneficial effects: a reverse thrust device and an aircraft having the reverse thrust device are provided, wherein the reverse thrust device is arranged in the outer duct of the engine of the aircraft, and includes an actuating rod extending along the heading direction of the aircraft, the actuating rod can move along the heading direction, one end of the transmission rod is rotatably connected to the actuating rod, the extension direction of the blade intersects with the heading direction, one end of the blade along its extension direction is rotatably connected to one end of the transmission rod away from the actuating rod, and the other end of the blade is away from the transmission rod, the actuating rod can drive the transmission rod to rotate during the movement along the heading direction, the transmission rod can drive the blade to rotate, thereby forming a rotatable structural design of the blade, when the aircraft needs to decelerate, the outflow angle of the ejected airflow discharged from the engine can be adjusted by driving the blade to rotate, and the ejection flow rate of the ejected airflow can be adjusted, the flow field of the reverse thrust airflow formed by the ejected airflow is optimized, thereby adjusting the outflow efficiency of the ejected airflow, improving the reverse thrust aerodynamic efficiency, reducing the risk of the reverse thrust airflow re-entering the engine, ensuring the smoothness of the engine's air intake, ensuring the engine's acceleration and deceleration performance, and thus ensuring the aircraft's take-off and landing performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The technical solution and other beneficial effects of the present application will be made apparent by describing in detail the specific implementation methods of the present application in conjunction with the accompanying drawings.

[0024] Figure 1 A schematic diagram of the structure of a thrust reverser provided in an embodiment of the present application;

[0025] Figure 2 A schematic diagram of the structure of the blades in the first position of the thrust reverser provided in an embodiment of the present application;

[0026] Figure 3 A schematic diagram of the structure of the blades in the second position of the thrust reverser provided in an embodiment of the present application;

[0027] Figure 4 Schematic diagram of the structure when the blade is in the first position when a through hole is opened in the partition plate in the reverse thrust device provided by the embodiment of the present application;

[0028] Figure 5 Schematic diagram of the structure when the blade is in the second position when a through hole is opened in the partition plate in the reverse thrust device provided by the embodiment of the present application;

[0029] Figure 6 Schematic diagram of the structure of the engine in the aircraft provided by the embodiment of the present application when the first housing is in the closed state;

[0030] Figure 7 Schematic diagram of the structure of the engine in the aircraft provided by the embodiment of the present application when the first housing is in the open state;

[0031] Figure 8 Schematic diagram of the internal partial structure of the engine of the aircraft provided by the embodiment of the present application when the first housing is in the closed state;

[0032] Figure 9 Schematic diagram of the internal partial structure of the engine of the aircraft provided by the embodiment of the present application when the first housing is in the open state;

[0033] Figure 10 Schematic diagram of the structure of the aircraft.

[0034] The identification of the components in the drawings is as follows:

[0035] 100, reverse thrust device;

[0036] 10, actuating rod, 11, first actuating rod, 12, second actuating rod, 20, transmission rod, 30, blade, 40, transmission member, 41, first connection end, 42, second connection end, 43, connecting rod, 50, partition plate, 500, diversion cavity, 501, first partition plate, 502, second partition plate, 503, third partition plate, 51, shaft rod, 52, through hole, 53, stop member, 531, first stop portion, 532, second stop portion, 60, actuator, 61, actuating shaft;

[0037] 200, aircraft;

[0038] 210, engine, 211, first housing, 2111, fixed section, 2112, sliding section, 2113, gap, 212, second housing, 213, outer duct, 2131, intake end, 2132, outlet end, 214, inner duct, 220, choke door, 221, pull rod;

[0039] X, course direction. Detailed implementation manners

[0040] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. In the description of the present application, it is necessary to understand that the orientation or position relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined. In addition, in the description of the present application, “along the heading direction X” may mean the same direction as the heading direction X, or may mean a direction away from the heading direction X, unless otherwise clearly and specifically defined.

[0041] In some embodiments of the present application, a thrust reverser 100 is provided, referring to Figures 1 to 5 , the reverse thrust device 100 comprises: an actuating rod 10, a transmission rod 20 and a blade 30. Figure 8 and Figure 9 The thrust reverser 100 is disposed in the outer duct 213 of the engine 210 of the aircraft 200, referring to Figure 6 and Figure 10 , the aircraft 200 has a heading direction X.

[0042] Reference Figures 1 to 5 The actuating rod 10 extends along the heading direction X, and the actuating rod 10 can move along the heading direction X. Specifically, the actuating rod 10 can move along the heading direction X. One end of the transmission rod 20 is rotatably connected to the actuating rod 10, and the actuating rod 10 can drive the transmission rod 20 to rotate. Specifically, the actuating rod 10 moves along the heading direction X to drive the transmission rod 20 to rotate. The extension direction of the blade 30 intersects with the heading direction X. Along the extension direction of the blade 30, one end of the blade 30 is away from the transmission rod 20, and the other end of the blade 30 is rotatably connected to one end of the transmission rod 20 away from the actuating rod 10, and the transmission rod 20 can drive the blade 30 to rotate.

[0043] The reverse thrust grille in the aircraft is used to open when the aircraft is decelerating to change the outflow angle of the airflow entering the engine, so that the outflow emitted through the reverse thrust grille forms a reverse thrust airflow to achieve a deceleration effect. However, the geometric angle and installation angle of the blades in the reverse thrust grille are fixed, resulting in a fixed outflow angle of the ejected airflow emitted through the blades of the reverse thrust grille. In addition, the design of the outflow angle needs to comprehensively consider factors such as the engine nacelle structure, the engine intake airflow flow rate, and the bottom surface effect of the aircraft landing site, which leads to a relatively conservative design value of the outflow angle of the reverse thrust grille. If the outflow angle is too low, there is a risk that the ejected airflow will re-enter the engine, which in turn causes distortion of the engine intake, affects the acceleration and deceleration performance of the engine, and affects the take-off and landing performance of the aircraft. If the outflow angle is too high, the reverse thrust efficiency is low, affecting the deceleration performance of the aircraft.

[0044] When the aircraft decelerates, the ejected airflow used to form reverse thrust is easily affected by the flight environment such as crosswind and ground effect. If the outflow angle of the reverse thrust grid is improperly designed and the reverse thrust grid is fixed on the engine, the fixed outflow angle will easily cause the reverse thrust airflow to re-enter the engine's air intake under the superposition of the aircraft's landing flow field, causing distortion of the engine's air intake, causing the engine fan or compressor to stall or surge, and other adverse phenomena, affecting the engine's acceleration and deceleration performance, resulting in reduced aircraft take-off and landing performance.

[0045] The reverse thrust device 100 provided in the embodiment of the present application is arranged in the outer duct 213 of the engine 210 of the aircraft 200. The reverse thrust device 100 includes an actuating rod 10 extending along the heading direction X of the aircraft 200. The actuating rod 10 can move along the heading direction X, and one end of the transmission rod 20 is rotatably connected to the actuating rod 10, and one end of the blade 30 along the extension direction thereof is rotatably connected to one end of the transmission rod 20 away from the actuating rod 10, and the other end of the blade 30 along the extension direction thereof is away from the transmission rod 20. The actuating rod 10 can drive the transmission rod 20 to move in the process of moving along the heading direction X. 0 rotates, the transmission rod 20 can drive the blade 30 to rotate, thereby forming a rotatable structural design of the blade 30. When the aircraft 200 needs to decelerate, the transmission rod 20 can be driven to rotate by the actuator rod 10, thereby driving the blade 30 to rotate by the transmission rod 20, so as to adjust the outflow angle of the reverse thrust airflow formed by the ejected airflow discharged from the engine 210 through the blade 30 through the rotation of the blade 30, and the ejection flow rate of the ejected airflow can be adjusted by the rotation of the blade 30, and the flow field of the reverse thrust airflow formed by the ejected airflow is optimized, thereby adjusting the outflow efficiency of the ejected airflow and improving the reverse thrust aerodynamic efficiency.

[0046] Moreover, according to the flight environment such as crosswind, ground effect, etc., the moving distance of the actuator rod 10 along the heading direction X can be adjusted, thereby adjusting the rotation angle of the transmission rod 20 driven by the actuator rod 10, and then adjusting the rotation angle of the blade 30 through the transmission rod 20, thereby reducing the risk of the reverse thrust airflow re-entering the engine, ensuring the smoothness of the engine's air intake, ensuring the engine's acceleration and deceleration performance, and thus ensuring the aircraft's take-off and landing performance.

[0047] In some embodiments, reference Figures 1 to 5 The thrust reverser 100 further comprises a transmission member 40, referring to Figures 2 to 5 The transmission member 40 includes a first connection end 41 and a second connection end 42 that are arranged opposite to each other. Specifically, the first connection end 41 and the second connection end 42 are arranged opposite to each other along the extension direction of the blade 30. The second connection end 42 is adjacent to the transmission rod 20. The second connection end 42 can rotate relative to the first connection end 41. The second connection end 42 is connected to the end of the transmission rod 20 that is away from the actuating rod 10. The transmission rod 20 can drive the second connection end 42 to rotate. The blade 30 is connected to the first connection end 41, and the transmission member 40 can drive the blade 30 to rotate. Specifically, the transmission rod 20 drives the first connection end 41 to rotate, thereby causing the transmission member 40 to rotate. In combination with the connection between the blade 30 and the first connection end 41, the transmission member 40 drives the blade 30 to rotate synchronously during the rotation process. The structural design in which the transmission rod 20 drives the blade 30 to rotate through the transmission member 40 enables the transmission rod 20 to indirectly drive the blade 30, thereby ensuring the connection stability among the transmission rod 20, the transmission member 40 and the blade 30, thereby ensuring the rotation stability of the blade 30 and ensuring the stability of the blade 30 in adjusting the outflow angle of the reverse thrust airflow.

[0048] In some embodiments, reference Figures 1 to 5 The thrust reverser 100 further includes at least one partition 50, the partition 50 extending along the heading direction X, along the thickness direction of the partition 50, the blade 30 is on one side of the partition 50, and the transmission member 40 is disposed on the other side of the partition 50, referring to Figures 1 to 5, a shaft 51 is inserted into the partition 50, and the blade 30 and the first connecting end 41 of the transmission member 40 are connected to the shaft 51 respectively. Specifically, along the thickness direction of the partition 50, the shaft 51 passes through the partition 50, one end of the shaft 51 is connected to the blade 30, and the other end of the shaft 51 is connected to the first connecting end 41, and the transmission rod 20 drives the second connecting end 42 to rotate, so that the transmission member 40 rotates, and the transmission member 40 drives the shaft 51 to rotate, and then the transmission member 40 drives the blade 30 to rotate through the shaft 51. The setting of the partition 50 can provide a mounting base for the transmission member 40, thereby ensuring the installation stability of the transmission member 40, and the partition 50 cooperates with the first connecting end 41 of the transmission member 40 to form a support for the shaft 51, ensuring the installation stability of the shaft 51, and then ensuring the connection stability between the shaft 51 and the blade 30, so that the transmission member 40 can drive the blade 30 to rotate stably through the shaft 51 during the rotation process, and ensure the stability of the blade 30 adjusting the outflow angle of the reverse thrust airflow.

[0049] In some embodiments, reference Figures 2 to 5 , a connecting rod 43 is inserted into the second connection end 42 of the transmission member 40, and the end of the transmission rod 20 away from the actuating rod 10 is connected to the connecting rod 43, and the transmission rod 20 can drive the connecting rod 43 to drive the transmission member 40 to rotate, and the transmission member 40 can drive the shaft 51 to rotate and drive the blades 30 to rotate through the shaft 51. Specifically, the transmission rod 20 drives the second connection end 42 to rotate through the connecting rod 43, so that the transmission member 40 rotates, and the transmission member 40 drives the shaft 51 to rotate, and then the transmission member 40 drives the blades 30 to rotate through the shaft 51. The setting of the connecting rod 43 can ensure the connection stability and connection strength between the transmission rod 20 and the second connection end 42, thereby ensuring the stability of the transmission member 40 driving the blades 30 to rotate through the shaft 51 during the rotation process, ensuring the stability of the blades 30 adjusting the outflow angle of the reverse thrust airflow, and then ensuring the stability of the deceleration effect of the aircraft 200.

[0050] In some embodiments, reference Figure 4 and Figure 5, the first connection end 41 is rotatably sleeved on the shaft rod 51. A through hole 52 is formed in the partition plate 50. The connecting rod 43 is inserted into the through hole 52, and the connecting rod 43 can move in the through hole 52. Specifically, the through hole 52 penetrates the partition plate 50 along the thickness direction of the partition plate 50, and the through hole 52 extends along the heading direction X, so that the connecting rod 43 can move in the through hole 52 along the heading direction X. One end of the transmission rod 20 away from the actuating rod 10 is connected to the connecting rod 43, and one end of the blade 30 adjacent to the transmission rod 20 is connected to the connecting rod 43. Specifically, along the thickness direction of the partition plate 50, the connecting rod 43 penetrates the partition plate. One end of the connecting rod 43 is connected to the transmission rod 20, and the other end is connected to the blade 30. The blade 30 is rotatably sleeved on the shaft rod 51. The transmission rod 20 can drive the connecting rod 43 to move in the through hole 52, and the transmission rod 20 drives the transmission member 40 and the blade 30 to rotate through the connecting rod 43. In other words, the transmission rod 20 drives the connecting rod 43 to move in the through hole 52 along the heading direction X. During the movement of the connecting rod 43, the transmission member 40 is driven to rotate around the shaft rod 51 through the second connection end 42, and the blade 30 is driven to rotate around the shaft rod 51 during the movement of the connecting rod 43. With the cooperative design of the connecting rod 43 and the shaft rod 51, the connecting rod 43 moves along the heading direction X under the drive of the transmission rod 20, and the transmission rod 20 drives the blade 30 and the transmission member 40 to rotate around the shaft rod 51 through the connecting rod 43. While ensuring the rotation stability of the blade 30, the blade 30 rotates around the shaft rod 51, which can improve the rotation stability of the blade 30, ensure the adjustment stability of the outflow angle of the reverse thrust air flow of the blade 30. The cooperation of the connecting rod 43 and the shaft rod 51 can also improve the overall strength of the blade 30, reduce the risk of the blade 30 being bent under the impact of the intake air flow, and improve the service life of the blade 30.

[0051] In addition, referring to Figure 4 and Figure 5 , the formation of the through hole 52 can limit the movement of the connecting rod 43 along the heading direction X, thereby forming a limit on the rotation amplitude of the connecting rod 43 driving the blade 30, controlling the adjustment amplitude of the outflow angle of the reverse thrust air flow of the blade 30 within a certain range, restricting the outgoing direction of the ejected air flow, preventing foreign objects from invading the reverse thrust device 100 and getting stuck between the blades 30, avoiding adverse effects on the reverse thrust device 100, avoiding poor coupling between the reverse thrust air flow and the intake air flow of the engine 210, and avoiding a decrease in the performance of the engine 210.

[0052] In some embodiments, referring to Figures 1 to 5 , along the thickness direction of the partition plate 50, a stop member 53 is convexly provided on the surface of the partition plate 50 facing the transmission member 40. One transmission member 40 corresponds to one stop member 53. The stop member 53 includes a first stop portion 531, and the first stop portion 531 is spaced from the transmission member 40 along the heading direction X. Referring to Figures 6 to 9, along the heading direction X, the outer duct 213 includes an intake end 2131 and an outlet end 2132 which are oppositely arranged, and the first stop portion 531 is adjacent to the intake end 2131.

[0053] Referring to Figure 3 and Figure 5 , the actuating rod 10 moves in the direction close to the intake end 2131, and the actuating rod 10 drives the second connecting end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the first stop portion 531. Specifically, the actuating rod 10 approaches the intake end 2131 along the heading direction X, the actuating rod 10 drives the transmission rod 20 to rotate, the end of the transmission rod 20 away from the actuating rod 10 approaches the intake end 2131 along the heading direction X, and the transmission rod 20 drives the second connecting end 42 to approach the intake end 2131 through the connecting rod 43 until the transmission member 40 abuts against the first stop portion 531. The setting of the first stop portion 531 forms a limit on the rotation angle of the transmission member 40, and further forms a limit on the rotation angle of the transmission member 40 driving the blade 30, preventing foreign objects from invading the thrust reverser 100 and jamming between the blades 30, avoiding adverse effects on the thrust reverser 100, avoiding poor coupling between the reverse thrust airflow and the intake airflow of the engine 210, and avoiding a decrease in the performance of the engine 210.

[0054] Among them, referring to Figure 3 and Figure 5 , when the transmission member 40 abuts against the first stop portion 531, the blade 30 is in the second position driven by the transmission member 40, that is, the blade 30 is in the high position, the outflow angle of the reverse thrust airflow formed by the ejected airflow is the smallest, and the ejected airflow ejects along the tangent direction of the blade 30 to form the reverse thrust airflow. At this time, the deceleration effect of the reverse thrust airflow on the aircraft 200 is weak.

[0055] In some embodiments, referring to Figures 1 to 5 , along the thickness direction of the partition 50, a stop member 53 protrudes from the surface of the partition 50 facing the transmission member 40, and one transmission member 40 corresponds to one stop member 53. The stop member 53 includes a second stop portion 532, and the second stop portion 532 is arranged at an interval from the transmission member 40 along the heading direction X. Referring to Figures 6 to 9 , along the heading direction X, the outer duct 213 includes an intake end 2131 and an outlet end 2132 which are oppositely arranged, and the second stop portion 532 is adjacent to the outlet end 2132.

[0056] Referring to Figure 2 and Figure 4, the actuating rod 10 moves towards the air outlet end 2132, and the actuating rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the second stop portion 532. Specifically, the actuating rod 10 approaches the air outlet end 2132 along the flight direction X, the actuating rod 10 drives the transmission rod 20 to rotate, and the end of the transmission rod 20 away from the actuating rod 10 moves away from the near air inlet end 2131 along the flight direction X. The transmission rod 20 drives the second connection end 42 away from the air inlet end 2131 through the connecting rod 43 until the transmission member 40 abuts against the second stop portion 532. The setting of the second stop portion 532 forms a limit on the rotation angle of the transmission member 40, and further forms a limit on the rotation angle of the transmission member 40 driving the blade 30, preventing foreign objects from invading the thrust reverser 100 and getting stuck between the blades 30, avoiding adverse effects on the thrust reverser 100, avoiding poor coupling between the reverse thrust airflow and the intake airflow of the engine 210, and avoiding a decrease in the performance of the engine 210.

[0057] Among them, referring to Figure 2 and Figure 4 , when the transmission member 40 abuts against the second stop portion 532, the blade 30 is in the first position driven by the transmission member 40, that is, the blade 30 is in the low position, and the outflow angle of the reverse thrust airflow formed by the ejected airflow is the largest. The blade 30 can reflect the airflow, so that the ejection direction of the ejected airflow faces the air inlet end 2131, and the reverse thrust airflow formed by the ejected airflow has a strong deceleration effect on the aircraft 200.

[0058] In some embodiments, referring to Figures 1 to 5 , along the thickness direction of the partition 50, a stop member 53 is convexly provided on the surface of the partition 50 facing the transmission member 40, and one transmission member 40 corresponds to one stop member 53. The stop member 53 includes a first stop portion 531 and a second stop portion 532, and the first stop portion 531 and the second stop portion 532 are spaced apart along the flight direction X. The transmission member 40 is disposed between the first stop portion 531 and the second stop portion 532. The first stop portion 531 is adjacent to the air inlet end 2131, and the second stop portion 532 is adjacent to the air outlet end 2132. The cooperative design of the first stop portion 531 and the second stop portion 532 can form a limit on the rotation of the transmission member 40 along the flight direction X, thereby forming a limit on the rotation amplitude of the blade 30, controlling the adjustment amplitude of the outflow angle of the reverse thrust airflow by the blade 30 within a certain range to limit the ejection direction of the ejected airflow. When the blade 30 rotates to Figure 2 and Figure 4 the first position shown, the reverse thrust efficiency of the thrust reverser 100 can be improved. When the blade 30 rotates to Figure 3 and Figure 5 the second position shown, it can avoid poor coupling between the reverse thrust ejected airflow and the intake airflow of the engine 210 and avoid a decrease in the performance of the engine 210.

[0059] In some embodiments, reference Figure 4 and Figure 5 The stopper 53 and the through hole 52 are designed to cooperate with each other. The stopper 53 forms a limit on the rotation range of the transmission member 40 through the first stopper 531 and / or the second stopper 532, and the through hole 52 forms a limit on the movement range of the connecting rod 43 along the heading direction X, thereby forming a double limit on the rotation of the blade 30, achieving stable control of the rotation range of the blade 30, and ensuring the stability of the adjustment of the outflow angle of the reverse thrust airflow by the blade 30.

[0060] In some embodiments, reference Figures 1 to 5 The cross-sectional shape of the blade 30 is an arc. Specifically, the blade 30 protrudes in the heading direction X in the direction away from the inlet end 2131 of the outer duct 213 to form an arc structure, so that the airflow entering the engine 210 can be ejected more smoothly through the blade 30, ensuring the stability of the blade 30 in adjusting the outflow angle of the reverse thrust airflow.

[0061] In some embodiments, reference Figure 1 The number of the partitions 50 is two, and the two partitions 50 are spaced apart along the circumferential direction of the engine 210 to define a guide cavity 500, and the guide cavity 500 is connected to the outer duct 213. The two partitions 50 include a first partition 501 and a second partition 502, and the blades 30 are arranged between the first partition 501 and the second partition 502. Along the circumferential direction of the engine 210, one end of the shaft 51 is inserted into the first partition 501, and the other end is inserted into the second partition 502. Figure 1 The actuating rod 10 includes a first actuating rod 11 and a second actuating rod 12. The first actuating rod 11 and the second actuating rod 12 are arranged at intervals along the circumferential direction of the engine 210. The first actuating rod 11 is arranged on the side of the first baffle 501 away from the second baffle 502, and the second actuating rod 12 is arranged on the side of the second baffle 502 away from the first baffle 501. The first actuating rod 11 and the second actuating rod 12 move synchronously. The arrangement of the first baffle 501 and the second baffle 502 defines a guide cavity 500 connected to the outer duct 213 between the first baffle 501 and the second baffle 502, so that the airflow entering the engine 210 is guided to the blade 30 through the guide cavity 500, and is ejected through the guidance of the blade 30 to form a reverse thrust airflow, further ensuring the stability of the adjustment of the outflow angle of the reverse thrust airflow by the blade 30.

[0062] In some embodiments, reference Figure 1The number of partitions 50 is at least three, and the partitions 50 include a first partition 501, a second partition 502 and at least one third partition 503. Along the circumferential direction of the engine 210, the third partition 503 is arranged between the first partition 501 and the second partition 502, and the blades 30 are arranged between two adjacent partitions 50. The shaft 51 is inserted into at least three partitions 50 in sequence, and at least one blade 30 is sleeved on the shaft 51 located between two adjacent partitions 50.

[0063] Specific as Figure 1 In the illustrated embodiment, there are two third partitions 503, and the two third partitions 503 are arranged between the first partition 501 and the second partition 502 at intervals along the circumferential direction of the engine 210. A blade 30 is sleeved on the shaft 51 between the first partition 501 and an adjacent third partition 503, a blade 30 is sleeved on the shaft 51 between the two third partitions 503, and a blade 30 is sleeved on the shaft 51 between the second partition 502 and an adjacent third partition 503. A transmission member 40 is arranged on the side of the first partition 501 away from the second partition 502, and a transmission member 40 is arranged on the side of the second partition 502 away from the first partition 501, and one transmission member 40 corresponds to one shaft 51.

[0064] In some embodiments, reference Figure 1 , along the circumferential direction of the engine 210, there are a plurality of blades 30 between two adjacent partitions 50, and the plurality of blades 30 are arranged at intervals along the heading direction X. A blade 30 is sleeved on the shaft 51 between two adjacent partitions 50, so that the plurality of blades 30 are arranged in an array in the thrust reverser 100, and the plurality of blades 30 arranged at intervals along the heading direction X form a multi-layer guide for the intake airflow of the engine 210, thereby ensuring the stability of the blades 30 in adjusting the outflow angle of the thrust reverser airflow, and improving the deceleration effect of the thrust reverser airflow on the aircraft 200, ensuring the acceleration and deceleration performance of the engine 210, and ensuring the take-off and landing performance of the aircraft 200.

[0065] In some embodiments, reference Figures 1 to 5 The thrust reverser 100 further includes an actuator 60, which is connected to one end of the actuator rod 10 adjacent to the air inlet end 2131 of the outer duct 213 along the heading direction X. The actuator 60 can drive the actuator rod 10 to approach the air inlet end 2131 along the heading direction X, or the actuator 60 can drive the actuator rod 10 to approach the air outlet end 2132 along the heading direction X, so that the actuator rod 10 drives the transmission rod 20 to rotate. The actuator 60 can adjust the moving distance of the actuator rod 10 along the heading direction X according to the influence of the flight environment such as crosswind and ground effect, thereby adjusting the rotation angle of the transmission rod 20 driven by the actuator rod 10.

[0066] In some embodiments, referring to Figure 1 , the number of actuators 60 is two. One actuator 60 is connected to the first actuating rod 11 and the other actuator 60 is connected to the second actuating rod 12. The two actuators 60 act synchronously to drive the first actuating rod 11 and the second actuating rod 12 to move synchronously. The synchronous actuation of the actuator 60 connected to the first actuating rod 11 and the actuator 60 connected to the second actuating rod 12 can synchronously drive the blade 30 to rotate, ensuring the rotational stability of the blade 30, and further ensuring the adjustment stability of the outflow angle of the reverse thrust airflow by the blade 30.

[0067] In some embodiments of the present application, an aircraft 200 is provided. Referring to Figures 6 to 9 , the aircraft 200 includes: a reverse thrust device 100, an engine 210, and a choke door 220.

[0068] Referring to Figures 6 to 9 , the engine 210 includes a first housing 211 and a second housing 212. The first housing 211 surrounds the second housing 212 along the circumferential direction of the engine 210. An outer duct 213 is defined between the second housing 212 and the first housing 211, and an inner duct 214 is defined inside the second housing 212. The first housing 211 includes a fixed section 2111 and a sliding section 2112 connected along the heading direction X. The fixed section 2111 is adjacent to the intake end 2131 of the outer duct 213, and the sliding section 2112 can move away from or close to the fixed section 2111 along the heading direction X.

[0069] Referring to Figure 8 and Figure 9 , the choke door 220 is disposed in the outer duct 213. One end of the choke door 220 is rotatably connected to the sliding section 2112, and the other end of the choke door 220 is rotatably connected to the second housing 212 through a pull rod 221.

[0070] Referring to Figure 8 and Figure 9 , the reverse thrust device 100 is disposed in the outer duct 213. The blade 30 in the reverse thrust device 100 is disposed opposite to the sliding section 2112. Specifically, the end of the blade 30 facing away from the transmission rod 20 faces the sliding section 2112.

[0071] Along the heading direction X, referring to Figure 7 and Figure 9 , the sliding section 2112 moves away from the fixed section 2111, and a gap 2113 is formed between the fixed section 2111 and the sliding section 2112. Referring to Figure 9, the sliding section 2112 drives the flow blocking door 220 to rotate to block the outer bypass duct 213, the blade 30 is exposed in the gap 2113 between the fixed section 2111 and the sliding section 2112, the outer bypass duct 213 communicates with the gap 2113, so that the intake air flow entering the outer bypass duct 213 through the intake end 2131 is discharged from the engine 210 through the blade 30 and the gap 2113 to form a reverse thrust air flow, realizing the deceleration of the aircraft 200.

[0072] Along the heading direction X, referring to Figure 6 and Figure 8 , the sliding section 2112 approaches the fixed section 2111 until the sliding section 2112 abuts against the fixed section 2111, referring to Figure 8 , the sliding section 2112 drives the flow blocking door 220 to rotate to conduct the outer bypass duct 213, the sliding section 2112 blocks the blade 30, and the flow blocking door 220 blocks the blade 30 adjacent to the intake end 2131, so that the intake air flow entering the outer bypass duct 213 through the intake end 2131 is discharged through the outlet end 2132.

[0073] In some embodiments, referring to Figure 7 , the number of the reverse thrust devices 100 is multiple, and they are arranged at intervals along the circumferential direction of the engine 210. The structural design of arranging multiple reverse thrust devices 100 at intervals along the circumferential direction of the engine 210 can form an annular reverse thrust air flow on the engine 210, thereby ensuring the deceleration effect on the aircraft 200, reducing the risk of the reverse thrust air flow re-entering the engine 210, ensuring the smooth intake of the engine 210, ensuring the acceleration and deceleration performance of the engine 210, and thus ensuring the takeoff and landing performance of the aircraft 200.

[0074] In some embodiments, one end of the actuating rod 10 in the reverse thrust device 100 along the heading direction X adjacent to the outlet end 2132 of the outer bypass duct 213 is connected to the sliding section 2112, and the sliding section 2112 can drive the actuating rod 10 to move along the heading direction X. Specifically, referring to Figure 7 and Figure 9 , the sliding section 2112 moves away from the fixed section 2111, the sliding section 2112 drives the actuating rod 10 to move towards the direction close to the outlet end 2132, and the actuating rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the second stop portion 532. Referring to Figure 8 , the sliding section 2112 approaches the fixed section 2111, the sliding section 2112 drives the actuating rod 10 to move towards the direction close to the intake end 2131, and the actuating rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the first stop portion 531.

[0075] In some embodiments, the thrust reverser 100 includes an actuator 60. The actuator 60 is disposed on the fixed section 2111, and the actuator 60 is connected to one end of the actuating rod 10 adjacent to the air inlet end 2131 along the flight direction X. The actuator 60 can drive the actuating rod 10 to approach the air inlet end 2131 along the flight direction X, or the actuator 60 can drive the actuating rod 10 to approach the air outlet end 2132 along the flight direction X.

[0076] In some embodiments, the actuator 60 is communicatively connected to the avionics system (not shown in the figure) of the aircraft 200. The pilot controls the actuator 60 through the avionics system to control the rotation angle of the blade 30 through the actuator 60, thereby adjusting the outflow angle of the reverse thrust air flow. In some embodiments, referring to Figure 8 and Figure 9 , along the radial direction of the first housing 211, the connecting rod 43 in the thrust reverser 100 is adjacent to the core duct 214, and the shaft rod 51 in the thrust reverser 100 is disposed on the side of the connecting rod 43 away from the core duct 214. The blade 30 rotates about the shaft rod 51. Therefore, the axis of the shaft rod 51 is equivalent to the aerodynamic center of the blade 30; the transmission rod 20 drives the blade 30 to rotate through the connecting rod 43. Therefore, the connecting rod 43 is equivalent to the rotation center of the blade 30. Along the radial direction of the first housing 211, the structural design that the connecting rod 43 is closer to the core duct 214 than the shaft rod 51 makes the rotation center of the blade 30 closer to the core duct 214 than the aerodynamic center of the blade 30. While ensuring the rotational stability of the blade 30, it ensures the rotation amplitude of the blade 30 about the shaft rod 51, so that the blade 30 can stably switch between the first position (the position where the blade 30 abuts against the second stop portion 532) and the second position (the position where the blade 30 abuts against the first stop portion 531), thereby adjusting the outflow angle of the ejected air flow discharged from the engine 210 by the rotation of the blade 30, and adjusting the ejection flow rate of the ejected air flow, optimizing the flow field of the reverse thrust air flow formed by the ejected air flow, thereby adjusting the outflow efficiency of the ejected air flow, improving the reverse thrust aerodynamic efficiency, reducing the risk of the reverse thrust air flow re-entering the engine 210, ensuring the smooth intake of the engine 210, ensuring the acceleration and deceleration performance of the engine 210, and thus ensuring the takeoff and landing performance of the aircraft 200.

[0077] Among them, the method of decelerating the aircraft 200 by controlling the thrust reverser 100 is as follows:

[0078] The sliding section 2112 abuts against the fixed section 2111 (i.e., the sliding section 2112 is in the retracted state), until a gap 2113 is formed between the sliding section 2112 and the fixed section 2111 (i.e., the sliding section 2112 is in the deployed state). When the thrust reverser 100 includes the actuator 60, the actuator rod 10 is driven by the actuator 60 to approach the air inlet end 2131 along the flight direction X. Alternatively, when the thrust reverser 100 does not include the actuator 60, the actuator rod 10 is driven by the sliding section 2112 to approach the air inlet end 2131 along the flight direction X. Refer to Figure 3 and Figure 5 , the actuator rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the first stop portion 531. The vane 30 is in the second position under the drive of the transmission member 40.

[0079] When a gap 2113 is formed between the sliding section 2112 and the fixed section 2111 (i.e., the sliding section 2112 is in the deployed state), until the flight speed of the aircraft 200 decreases to the low-speed range. When the thrust reverser 100 includes the actuator 60, the actuator rod 10 is driven by the actuator 60 to approach the air outlet end 2132 (i.e., away from the air inlet end 2131) along the flight direction X. Alternatively, when the thrust reverser 100 does not include the actuator 60, the actuator rod 10 is driven by the sliding section 2112 to approach the air outlet end 2132 (i.e., away from the air inlet end 2131) along the flight direction X. Refer to Figure 2 and Figure 4 , the actuator rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the second stop portion 532. The vane 30 is in the first position under the drive of the transmission member 40.

[0080] When the flight speed of the aircraft 200 decreases to the low-speed range, until the sliding section 2112 abuts against the fixed section 2111 (i.e., the sliding section 2112 is in the retracted state), the actuator rod 10 approaches the air inlet end 2131 along the flight direction X. Refer to Figure 3 and Figure 5 , the actuator rod 10 drives the second connection end 42 to rotate through the transmission rod 20 until the transmission member 40 abuts against the first stop portion 531. The vane 30 returns to the second position under the drive of the transmission member 40.

[0081] The above has introduced in detail a thrust reverser and an aircraft provided by the embodiments of the present application. Specific examples are used herein to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the technical solution and its core idea of the present application; those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A thrust reverser device (100), characterized in that, Arranged in an outer duct (213) of an engine (210) of an aircraft (200), the thrust reverser (100) comprises: An actuating rod (10) extending along a heading direction (X) of the aircraft (200), the actuating rod (10) being movable along the heading direction (X); a transmission rod (20), one end of which is rotatably connected to the actuating rod (10), and the actuating rod (10) is capable of driving the transmission rod (20) to rotate; A blade (30), wherein an extension direction of the blade (30) intersects with the heading direction (X), and along the extension direction of the blade (30), one end of the blade (30) is away from the transmission rod (20), and the other end of the blade (30) is rotatably connected to an end of the transmission rod (20) away from the actuating rod (10), and the transmission rod (20) can drive the blade (30) to rotate.

2. The thrust reverser device (100) according to claim 1, characterized in that, The thrust reverser (100) further comprises a transmission member (40); The transmission member (40) comprises a first connection end (41) and a second connection end (42) which are arranged opposite to each other, the second connection end (42) being adjacent to the transmission rod (20), the second connection end (42) being rotatable relative to the first connection end (41), the second connection end (42) being connected to an end of the transmission rod (20) which is away from the actuating rod (10), the blade (30) being connected to the first connection end (41), the transmission rod (20) being able to drive the second connection end (42) to rotate so as to drive the transmission member (40) to rotate, and the transmission member (40) being able to drive the blade (30) to rotate.

3. The thrust reverser device (100) according to claim 2, wherein, The thrust reverser (100) further comprises at least one partition (50); The partition (50) extends along the heading direction (X), and along the thickness direction of the partition (50), the blade (30) is arranged on one side of the partition (50), and the transmission member (40) is arranged on the other side of the partition (50); A shaft rod (51) is inserted into the partition (50), and the blade (30) and the first connecting end (41) are respectively connected to the shaft rod (51).

4. The reverse thrust device (100) according to claim 3, characterized in that, The second connecting end (42) is provided with a connecting rod (43); One end of the transmission rod (20) facing away from the actuating rod (10) is connected to the connecting rod (43); The transmission rod (20) can drive the connecting rod (43) to drive the transmission member (40) to rotate, and the transmission member (40) can drive the shaft rod (51) to rotate and drive the blade (30) to rotate through the shaft rod (51).

5. The thrust reverser device (100) according to claim 3, characterized in that, The second connecting end (42) is inserted with a connecting rod (43), and the first connecting end (41) is rotatably sleeved on the shaft (51); The partition plate (50) is provided with a through hole (52), the connecting rod (43) is inserted into the through hole (52), and the connecting rod (43) is movable in the through hole (52); One end of the transmission rod (20) facing away from the actuating rod (10) is connected to the connecting rod (43); One end of the blade (30) adjacent to the transmission rod (20) is connected to the connecting rod (43), and the blade (30) is rotatably sleeved on the shaft rod (51). The transmission rod (20) can drive the connecting rod (43) to move in the through hole (52), and the transmission rod (20) drives the transmission member (40) and the blade (30) to rotate through the connecting rod (43).

6. The thrust reverser device (100) according to claim 3, characterized in that Along the thickness direction of the partition plate (50), a stop member (53) is convexly provided on the surface of the partition plate (50) facing the transmission member (40), and one transmission member (40) corresponds to one stop member (53). The stop member (53) includes a first stop portion (531), and the first stop portion (531) is spaced from the transmission member (40) along the course direction (X). Along the course direction (X), the outer bypass duct (213) includes an intake end (2131) and an outlet end (2132) arranged oppositely, and the first stop portion (531) is adjacent to the intake end (2131). The actuating rod (10) moves in the direction close to the intake end (2131), and the actuating rod (10) drives the second connection end (42) to rotate through the transmission rod (20) until the transmission member (40) abuts against the first stop portion (531).

7. The thrust reverser device (100) according to claim 3, characterized in that, Along the thickness direction of the partition plate (50), a stop member (53) is convexly provided on the surface of the partition plate (50) facing the transmission member (40), and one transmission member (40) corresponds to one stop member (53). The stop member (53) includes a second stop portion (532), and the second stop portion (532) is spaced from the transmission member (40) along the course direction (X). Along the course direction (X), the outer bypass duct (213) includes an intake end (2131) and an outlet end (2132) arranged oppositely, and the second stop portion (532) is adjacent to the outlet end (2132). The actuating rod (10) moves in the direction close to the outlet end (2132), and the actuating rod (10) drives the second connection end (42) to rotate through the transmission rod (20) until the transmission member (40) abuts against the second stop portion (532).

8. The thrust reverser device (100) according to claim 3, characterized in that, Along the thickness direction of the partition plate (50), a stop member (53) is convexly provided on the surface of the partition plate (50) facing the transmission member (40), and one transmission member (40) corresponds to one stop member (53). The stop member (53) includes a first stop portion (531) and a second stop portion (532). Along the course direction (X), the first stop portion (531) and the second stop portion (532) are spaced apart, and the transmission member (40) is arranged between the first stop portion (531) and the second stop portion (532). Along the heading direction (X), the outer duct (213) comprises an air inlet end (2131) and an air outlet end (2132) arranged opposite to each other, the first stopper (531) is adjacent to the air inlet end (2131), and the second stopper (532) is adjacent to the air outlet end (2132); The actuating rod (10) moves in a direction close to the air inlet end (2131), and the actuating rod (10) drives the second connecting end (42) to rotate through the transmission rod (20) until the transmission member (40) abuts against the first stopper (531); The actuating rod (10) moves in a direction close to the air outlet end (2132), and the actuating rod (10) transmission rod (20) drives the second connecting end (42) to rotate through the transmission rod (20) until the transmission member (40) abuts against the second stop portion (532).

9. The reverse thrust device (100) according to claim 3, characterized in that, The number of the baffles (50) is two, and the two baffles (50) are arranged at intervals along the circumferential direction of the engine (210) to define a guide cavity (500), and the guide cavity (500) is communicated with the outer duct (213); The two partitions (50) include a first partition (501) and a second partition (502), and the blade (30) is arranged between the first partition (501) and the second partition (502); Along the circumferential direction of the engine (210), one end of the shaft (51) is inserted into the first partition (501), and the other end is inserted into the second partition (502); The actuating rod (10) comprises a first actuating rod (11) and a second actuating rod (12), wherein the first actuating rod (11) is arranged on a side of the first partition (501) away from the second partition (502), and the second actuating rod (12) is arranged on a side of the second partition (502) away from the first partition (501). The first actuating rod (11) and the second actuating rod (12) move synchronously.

10. The thrust reverser device (100) according to claim 9, characterized in that, The number of the partitions (50) is at least three, and the partitions (50) further include at least one third partition (503); Along the circumferential direction of the engine (210), the third partition plate (503) is arranged between the first partition plate (501) and the second partition plate (502), the blade (30) is arranged between two adjacent partition plates (50), and the shaft (51) is inserted into the at least three partition plates (50) in sequence; At least one blade (30) is sleeved on the shaft (51) located between two adjacent partitions (50).

11. The thrust reverser device (100) according to claim 10, characterized in that, There are a plurality of blades (30) between two adjacent partitions (50), and the plurality of blades (30) are arranged at intervals along the heading direction (X).

12. The thrust reverser device (100) according to claim 1, characterized in that, The engine (210) includes a first housing (211) and a second housing (212). The first housing (211) surrounds the second housing (212) along the circumferential direction of the second housing (212). An outer bypass duct (213) is defined between the second housing (212) and the first housing (211). The outer bypass duct (213) includes an air inlet end (2131) and an air outlet end (2132) that are oppositely arranged along the flight direction (X). The first housing (211) includes a fixed section (2111) and a sliding section (2112) that are connected along the flight direction (X) of the aircraft (200). The sliding section (2112) can move away from or close to the fixed section (2111) along the flight direction (X). One end of the actuating rod (10) adjacent to the air outlet end (2132) is connected to the sliding section (2112). The sliding section (2112) can drive the actuating rod (10) to move along the flight direction (X).

13. The reverse thrust device (100) according to claim 1, characterized in that, The thrust reverser (100) further includes an actuator (60). The outer bypass duct (213) includes an air inlet end (2131) and an air outlet end (2132) that are oppositely arranged along the flight direction (X). The actuator (60) is connected to one end of the actuating rod (10) adjacent to the air inlet end (2131) to drive the actuating rod (10) to move along the flight direction (X).

14. An aircraft (200), characterized in that, Comprising: The thrust reverser (100) according to any one of claims 1 to 13; An engine (210), including a first housing (211) and a second housing (212). The first housing (211) surrounds the second housing (212) along the circumferential direction of the second housing (212). An outer bypass duct (213) is defined between the second housing (212) and the first housing (211). The first housing (211) includes a fixed section (2111) and a sliding section (2112) that are connected along the flight direction (X) of the aircraft (200). The sliding section (2112) can move away from or close to the fixed section (2111) along the flight direction (X). A choke door (220) is disposed in the outer bypass duct (213). One end of the choke door (220) is rotatably connected to the sliding section (2112), and the other end of the choke door (220) is rotatably connected to the second housing (212) through a pull rod (221). The thrust reverser (100) is disposed in the outer bypass duct (213). The blade (30) is oppositely arranged with the sliding section (2112). The sliding section (2112) moves away from the fixed section (2111). The sliding section (2112) drives the choke door (220) to rotate to block the outer bypass duct (213). The blade (30) is exposed in the gap (2113) between the sliding section (2112) and the fixed section (2111). The outer bypass duct (213) communicates with the gap (2113). The sliding section (2112) is close to the fixed section (2111). The sliding section (2112) drives the flow blocking door (220) to rotate to open the bypass duct (213), and the sliding section (2112) shields the blade (30).

15. The aircraft (200) according to claim 14, characterized in that, The bypass duct (213) includes an air inlet end (2131) and an air outlet end (2132) oppositely arranged along the flight direction (X). One end of the actuating rod (10) in the thrust reverser (100) adjacent to the air outlet end (2132) is connected to the sliding section (2112), and the sliding section (2112) drives the actuating rod (10) to move along the flight direction (X).

16. The aircraft (200) according to claim 14, characterized in that, The thrust reverser (100) includes an actuator (60). The bypass duct (213) includes an air inlet end (2131) and an air outlet end (2132) oppositely arranged along the flight direction (X). The actuator (60) is connected to one end of the actuating rod (10) adjacent to the air inlet end (2131) to drive the actuating rod (10) to move along the flight direction (X).

17. The aircraft (200) according to claim 14, characterized in that, An inner channel (214) is defined inside the second housing (212). Along the radial direction of the first housing (211), the connecting rod (43) in the thrust reverser (100) is adjacent to the inner channel (214), and the shaft rod (51) in the thrust reverser (100) is arranged on the side of the connecting rod (43) away from the inner channel (214).

18. The aircraft (200) according to claim 14, characterized in that, The number of the thrust reversers (100) is multiple, and they are arranged at intervals along the circumferential direction of the engine (210).

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