Aircraft tail structure and aircraft

Abstract

The invention discloses an aircraft tail structure and an aircraft, and relates to the technical field of aircraft tails, the aircraft tail structure comprises a first rigid shell assembly and a second rigid shell assembly, the front end of the first rigid shell assembly is arranged on an aircraft engine in the circumferential direction, and the rear end of the second rigid shell assembly is arranged on the aircraft engine in the circumferential direction; the front end of the second rigid shell assembly is arranged at the tail end of the first rigid shell assembly and connected with the tail end of the first rigid shell assembly in a sliding and sealing mode, and the tail end of the second rigid shell assembly is arranged on an engine jet pipe. The engine jet pipe drives the second rigid shell assembly to slide on the first rigid shell assembly, swing jet of the engine jet pipe is achieved through sliding sealing connection of the first rigid shell assembly and the second rigid shell assembly, and a flexible heat-proof skirt does not need to be used. And the rigid material is used, so that the bearing capacity of high external pressure and high axial direction and the long-time high-temperature scouring resistance are improved, and the device is not easy to damage.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft tails, and in particular to an aircraft tail structure and an aircraft. Background Art

[0002] At the moment of ignition, the engines of spacecraft such as rockets eject high-temperature flames and gas streams, with instantaneous temperatures ranging from 3000K to 4000K, accompanied by phenomena such as high-speed particle scouring. During the ejection process, the high-temperature gas stream ejected along the engine nozzle will also produce local flame backflow, directly scouring the exterior of the engine nozzle and the tail end structure. For ejection conditions, the tail section of the aircraft with a built-in swing jet system must withstand axial forces several times the mass of the aircraft, large short-term impacts, and high-temperature gas scouring, with pressures reaching MPa and temperatures exceeding 1000°C. For vertical landing conditions, the tail section must withstand heat flux, impact, and scouring reflected from the ground when the aircraft approaches the ground.

[0003] In the prior art, the tail section of an aircraft's swinging nozzle—the swinging, bearing-adapting structure between the aircraft engine and the nozzle—typically utilizes a flexible device, such as a flexible heat shield, to achieve nozzle swinging. However, flexible heat shields are difficult to withstand high external pressure, high axial loads, and the erosion of high-temperature airflow, and are prone to damage. Summary of the Invention

[0004] An embodiment of the present invention provides an aircraft tail structure and an aircraft to solve the technical problem in related technologies that flexible devices such as flexible heat-resistant skirts used in the swinging load-bearing adapter structure between the aircraft engine and the aircraft engine nozzle are difficult to withstand high external pressure, high axial load and high-temperature airflow scouring and are prone to damage.

[0005] In a first aspect, an aircraft tail structure is provided, comprising: a first rigid shell assembly, wherein a front end of the first rigid shell assembly is circumferentially disposed on the aircraft engine; a second rigid shell assembly, wherein the front end of the second rigid shell assembly is disposed at the rear end of the first rigid shell assembly and is slidably and sealingly connected thereto, and the rear end of the second rigid shell assembly is disposed on the engine nozzle; When the engine nozzle swings, the engine nozzle drives the second rigid shell component to slide on the first rigid shell component.

[0006] In some embodiments, the first rigid housing assembly comprises: a connecting block, the connecting block being provided on the aircraft engine; a first arc-shaped shell, wherein a front end of the first arc-shaped shell is connected to the connecting block, and a rear end of the first arc-shaped shell extends to a front end of the second rigid shell assembly; Multiple support rods are arranged on the inner side of the first arc-shaped shell along the circumferential direction, one end of each support rod is connected to the connecting block, and the other end of each support rod is connected to the tail end of the first arc-shaped shell.

[0007] In some embodiments, the first rigid shell assembly further comprises: An annular protrusion is provided on the outside of the first arc-shaped shell and is used for guiding flow.

[0008] In some embodiments, the second rigid shell assembly includes: a second curved shell, wherein the front end of the second curved shell is overlapped and slidably connected to the rear end of the first curved shell, the front end of the second curved shell can slide along the length direction or width direction of the first curved shell, and the rear end of the second curved shell is provided on the engine nozzle; A plurality of brackets are arranged on the inner side of the second arc-shaped shell along the circumferential direction and connected to the engine nozzle.

[0009] In some embodiments, the outer surface of the tail end of the first curved shell and the inner surface of the front end of the second curved shell are both smooth spherical surfaces, and the curvature of the tail end of the first curved shell matches the curvature of the front end of the second curved shell.

[0010] In some embodiments, the front end of the second arc-shaped housing is a chamfered or streamlined structure.

[0011] In some embodiments, a sealing groove is provided at the front end of the second arc-shaped shell, a sealing ring is provided in the sealing groove, and the sealing ring is sealedly connected to the rear end of the first arc-shaped shell.

[0012] In some embodiments, each of the stents comprises: a first connecting rod, the first connecting rod being disposed inside the second arc-shaped housing and connected to the engine nozzle; A second connecting rod is arranged on the inner side of the first connecting rod and forms a preset angle with the first connecting rod. One end of the second connecting rod is connected to the first connecting rod, and the other end of the second connecting rod is connected to the engine nozzle.

[0013] In some embodiments, the second rigid shell assembly further comprises: A heat-proof sleeve is arranged on the outside of the first arc-shaped shell, one end of the heat-proof sleeve is connected to the annular protrusion, and the other end of the heat-proof sleeve is connected to the front end of the second arc-shaped shell.

[0014] In a second aspect, an aircraft is provided, comprising the aforementioned aircraft tail structure.

[0015] The beneficial effects brought about by the technical solution provided by the present invention include: An embodiment of the present invention provides an aircraft tail structure and an aircraft, wherein the aircraft tail structure includes: a first rigid shell assembly and a second rigid shell assembly, wherein the front end of the first rigid shell assembly is arranged on the aircraft engine along the circumferential direction, the front end of the second rigid shell assembly is arranged at the tail end of the first rigid shell assembly and is slidingly and sealingly connected thereto, and the tail end of the second rigid shell assembly is arranged on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell assembly to slide on the first rigid shell assembly, and the swinging spray of the engine nozzle is realized through the sliding and sealing connection between the first rigid shell assembly and the second rigid shell assembly, without the need for a flexible heat-proof skirt. The first rigid shell assembly and the second rigid shell assembly use rigid materials to improve their high external pressure, high axial load-bearing capacity and resistance to long-term high-temperature erosion, and are not easily damaged. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 An overall schematic diagram of an aircraft tail structure provided by an embodiment of the present invention; Figure 2 A schematic diagram of a tail structure of an aircraft provided by an embodiment of the present invention; Figure 3 A partial schematic diagram of an aircraft tail structure provided by an embodiment of the present invention; Reference numerals: 1. First rigid shell assembly; 11. Connecting block; 12. First arc-shaped shell; 13. Support rod; 14. Annular protrusion; 2. Second rigid shell assembly; 21. Second arc-shaped shell; 211. Sealing groove; 212. Sealing ring; 22. Bracket; 221. First connecting rod; 222. Second connecting rod; 23. Heat-proof sleeve; 3. Aircraft engines; 4. Engine nozzle. DETAILED DESCRIPTION

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0019] An embodiment of the present invention provides an aircraft tail structure, which can solve the technical problem in the related art that the flexible devices used in the swinging load-bearing adapter structure between the aircraft engine and the aircraft engine nozzle, such as the flexible heat-proof skirt, are difficult to withstand high external pressure, high axial load and high-temperature airflow scouring, and are prone to damage.

[0020] Figure 1 An embodiment of the present invention provides an aircraft tail structure, comprising: a first rigid shell component 1 and a second rigid shell component 2, wherein the front end of the first rigid shell component 1 is arranged on the aircraft engine 3 along the circumferential direction, the front end of the second rigid shell component 2 is arranged at the tail end of the first rigid shell component 1 and is slidingly and sealingly connected thereto, and the tail end of the second rigid shell component 2 is arranged on the engine nozzle 4. When the engine nozzle 4 swings, the engine nozzle 4 drives the second rigid shell component 2 to slide on the first rigid shell component 1.

[0021] An embodiment of the present invention provides an aircraft tail structure, which is provided with a first rigid shell component and a second rigid shell component. The front end of the first rigid shell component is arranged on the aircraft engine along the circumferential direction, the front end of the second rigid shell component is arranged at the tail end of the first rigid shell component and is slidingly and sealedly connected thereto, and the tail end of the second rigid shell component is arranged on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell component to slide on the first rigid shell component. Through the sliding and sealing connection between the first rigid shell component and the second rigid shell component, the second rigid shell component can swing along with the swing of the engine nozzle, thereby realizing the swinging spray of the engine nozzle without the need for a flexible heat-proof skirt. Moreover, the rigid material used in both the first rigid shell component and the second rigid shell component improves their high external pressure, high axial load-bearing capacity and resistance to long-term high-temperature erosion, and is not easily damaged.

[0022] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2As shown, the first rigid shell assembly 1 includes: a connecting block 11, a first curved shell 12, and a plurality of support rods 13. The connecting block 11 is provided on the aircraft engine 3 and connected to the tail end of the aircraft engine 3. The front end of the first curved shell 12 is connected to the connecting block 11. The front end of the first curved shell 12 can also be connected to the tail end of the aircraft engine 3. The tail end of the first curved shell 12 extends to the front end of the second rigid shell assembly 2. The plurality of support rods 13 are provided on the inner side of the first curved shell 12 along the circumferential direction. One end of each support rod 13 is connected to the connecting block 11. Each support rod The other end of 13 is connected to the tail end of the first arc-shaped shell 12, and the first arc-shaped shell 12 is fixed to the aircraft engine 3 through the connecting block 11. The multiple support rods 13 are the load-bearing structure on the inner side of the first arc-shaped shell 12, and the skin, ribs or sandwich structure are used to improve its rigidity. Each support rod 13 can also transmit external pressure to the connecting block 11 and the aircraft engine 3, further enhancing the high external pressure and high axial load-bearing capacity of the first arc-shaped shell 12. The outer surface of the first arc-shaped shell 12 is also provided with a heat-proof coating to improve its resistance to high-temperature erosion; the multiple support rods 13 can also be an annular bracket connected together.

[0023] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2 As shown, the first rigid shell assembly 1 also includes: an annular protrusion 14, which is arranged on the outside of the first curved shell 12 and is used to guide the airflow. The annular protrusion 14 is integrally formed with the first curved shell 12. When the aircraft flies at high speed, the external airflow is guided to the outside to form an airflow step, which peels off the hot airflow from the surface of the first curved shell 12, and optimizes the flow and thermal load of the airflow on the surface of the first curved shell 12.

[0024] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2 As shown, the second rigid shell assembly 2 includes: a second arc-shaped shell 21 and a plurality of brackets 22. The front end of the second arc-shaped shell 21 is overlapped on the tail end of the first arc-shaped shell 12 and is slidably connected thereto. The front end of the second arc-shaped shell 21 can slide along the length direction or width direction of the first arc-shaped shell 12. The tail end of the second arc-shaped shell 21 is arranged on the engine nozzle 4. The plurality of brackets 22 are arranged on the inner side of the second arc-shaped shell 21 along the circumferential direction and are connected to the engine nozzle 4.

[0025] Specifically, when the engine nozzle 4 swings up and down in the vertical direction, the engine nozzle 4 drives the second arc-shaped shell 21 to slide along the length direction of the first arc-shaped shell 12, that is, the engine nozzle 4 swings upward in the vertical direction, drives the second arc-shaped shell 21 to slide along the length direction of the first arc-shaped shell 12 toward the direction of the aircraft engine 3, and the second arc-shaped shell 21 pushes the heat protection sleeve 23 to contract. The engine nozzle 4 swings downward in the vertical direction, drives the second arc-shaped shell 21 to slide along the length direction of the first arc-shaped shell 12 toward the direction away from the aircraft engine 3, and the second arc-shaped shell 21 drives the heat protection sleeve 23 to extend; when the engine nozzle 4 swings left and right in the horizontal direction, the engine nozzle 4 drives the second arc-shaped shell 21 to slide along the length direction of the first arc-shaped shell 12. It slides left and right in the width direction, that is, the engine nozzle 4 swings to the left in the horizontal direction, driving the second arc-shaped shell 21 to slide to the left along the width direction of the first arc-shaped shell 12, and the heat-proof sleeve 23 deforms following the displacement of the second arc-shaped shell 21. The engine nozzle 4 swings to the right in the horizontal direction, driving the second arc-shaped shell 21 to slide to the right along the width direction of the first arc-shaped shell 12, and the heat-proof sleeve 23 deforms following the displacement of the second arc-shaped shell 21; the front end of the second arc-shaped shell 21 is always overlapped with the rear end of the first arc-shaped shell 12, so that the second arc-shaped shell 21 can swing along with the swing of the engine nozzle 4, thereby realizing the swing spraying of the engine nozzle 4 without the need for a flexible heat-proof skirt. In addition, the outer surface of the second arc-shaped shell 21 is also provided with a heat-proof coating to improve its resistance to high-temperature erosion.

[0026] Furthermore, the multiple brackets 22 form a support and load-bearing structure on the inner side of the second curved shell 21. When the aircraft is ejected from the tube and lands vertically, the high-temperature and high-pressure gas creates a high external pressure and impact load at the tail of the aircraft. The load is dispersed to the engine nozzle 4 through the multiple brackets 22, thereby improving the load-bearing and pressure-bearing capacity of the second curved shell 21.

[0027] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2As shown, the outer surface of the tail end of the first curved shell 12 and the inner surface of the front end of the second curved shell 21 are both smooth spherical surfaces, and the curvature of the tail end of the first curved shell 12 matches the curvature of the front end of the second curved shell 21. The smooth spherical surface can reduce the friction resistance of the second curved shell 21 sliding on the first curved shell 12, reduce the friction and wear of the contact surface, optimize the stress distribution, and make the stress distribution of the overlapping surface of the first curved shell 12 and the second curved shell 21 more uniform, avoid local stress concentration, reduce wear and fatigue damage of the connection surface, and extend the service life; the curvature matching can ensure the close fit of the overlapping surface of the first curved shell 12 and the second curved shell 21, reduce leakage paths, enhance sealing, and reduce friction and wear on the overlapping surface, thereby reducing contact stress, frictional heat and wear.

[0028] As an optional implementation, in one embodiment of the invention, see Figure 2 and Figure 3 As shown, the front end of the second arc-shaped shell 21 is a chamfered or streamlined structure. The chamfered or streamlined structure optimizes the shape of the front end of the second arc-shaped shell 21, eliminates sharp parts, disperses stress, extends service life, reduces assembly difficulty, and allows for a smooth transition at the connection to enhance connection strength.

[0029] As an optional implementation, in one embodiment of the invention, see Figure 2 and Figure 3 As shown, a sealing groove 211 is provided at the front end of the second arc-shaped shell 21, and a sealing ring 212 is provided in the sealing groove 211. The sealing ring 212 is sealed and connected to the tail end of the first arc-shaped shell 12. When the aircraft is ejected from the tube or lands vertically, the gas flows from the rear to the front of the aircraft and creates a high external pressure. The front end of the second arc-shaped shell 21 is always overlapped with the tail end of the first arc-shaped shell 12 to form a step in the direction of airflow, forming a first sealing protection to prevent the gas flowing from the rear to the front of the aircraft from pouring into the space between the second arc-shaped shell 21 and the first arc-shaped shell 12. At the same time, The sealing ring 212 forms a second line of sealing protection to prevent gas from entering. When the aircraft is flying at high speed, external airflow flows from the front to the rear of the aircraft, and the annular protrusion 14 forms a step along the airflow, which peels off the hot airflow from the surface of the first curved shell 12. The front end of the second curved shell 21 is always overlapped with the tail end of the first curved shell 12, forming a first line of sealing protection to prevent external airflow flowing from the front to the rear of the aircraft from entering between the second curved shell 21 and the first curved shell 12. At the same time, the sealing ring 212 also forms a second line of sealing protection to prevent airflow from entering.

[0030] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2 As shown, each of the brackets 22 includes: a first connecting rod 221 and a second connecting rod 222, the first connecting rod 221 is arranged on the inner side of the second arc-shaped shell 21 and connected to the engine nozzle 4, the second connecting rod 222 is arranged on the inner side of the first connecting rod 221 and forms a preset angle with the first connecting rod 221, one end of the second connecting rod 222 is connected to the first connecting rod 221, and the other end of the second connecting rod 222 is connected to the engine nozzle 4, and the outer surface of the engine nozzle 4 is provided with a mounting position in the form of a local boss or annulus for connecting with the first connecting rod 221 and the The second connecting rod 222 is connected, and the tail end of the second arc-shaped shell 21 is fixedly supported on the engine nozzle 4 through the first connecting rod 221 and the second connecting rod 222. The first connecting rod 221 fits with the inner side of the tail end of the second arc-shaped shell 21 to enhance the rigidity and structural strength of the tail end of the second arc-shaped shell 21. The second connecting rod 222 is obliquely arranged on the inner side of the first connecting rod 221, which can effectively disperse the load of the second arc-shaped shell 21 and the first connecting rod 221 to the engine nozzle 4, thereby improving the load-bearing and pressure-bearing capacity of the second arc-shaped shell 21.

[0031] As an optional implementation, in one embodiment of the invention, see Figure 1 and Figure 2 As shown, the second rigid shell assembly 2 also includes: a heat-proof sleeve 23, which is arranged on the outside of the first curved shell 12, one end of the heat-proof sleeve 23 is connected to the annular protrusion 14, and the other end of the heat-proof sleeve 23 is connected to the front end of the second curved shell 21, and the heat-proof sleeve 23 forms a third sealing protection at the overlap of the second curved shell 21 and the first curved shell 12, which can prevent the gas flowing from the rear to the front of the aircraft and the external airflow flowing from the front to the rear of the aircraft from entering between the second curved shell 21 and the first curved shell 12, thereby playing a redundant sealing and heat-insulating role. The heat-proof sleeve 23 can be connected to the annular protrusion 14 and the front end of the second curved shell 21 by screwing, pressing, gluing or mixed installation. The heat-proof sleeve 23 is made of flexible heat-proof material, such as adaptive cloth, high-temperature resistant rubber, metal woven mesh, etc. or a combination of materials to improve its resistance to high pressure and high-temperature erosion.

[0032] An embodiment of the present invention also provides an aircraft, including the aforementioned aircraft tail structure, wherein the aircraft tail structure includes: a first rigid shell component 1 and a second rigid shell component 2, the front end of the first rigid shell component 1 is arranged on the aircraft engine 3 along the circumferential direction, the front end of the second rigid shell component 2 is arranged at the tail end of the first rigid shell component 1 and is slidingly sealed therewith, and the tail end of the second rigid shell component 2 is arranged on the engine nozzle 4. When the engine nozzle 4 swings, the engine nozzle 4 drives the second rigid shell component 2 to slide on the first rigid shell component 1.

[0033] An embodiment of the present invention provides an aircraft, whose tail structure is provided with a first rigid shell component and a second rigid shell component, the front end of the first rigid shell component is arranged on the aircraft engine along the circumferential direction, the front end of the second rigid shell component is arranged at the tail end of the first rigid shell component and is slidingly and sealingly connected thereto, and the tail end of the second rigid shell component is arranged on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell component to slide on the first rigid shell component. Through the sliding and sealing connection between the first rigid shell component and the second rigid shell component, the second rigid shell component can swing along with the swing of the engine nozzle, thereby realizing the swinging spray of the engine nozzle without the need for a flexible heat-proof skirt. Moreover, the rigid material used in both the first rigid shell component and the second rigid shell component improves their high external pressure, high axial load-bearing capacity and resistance to long-term high-temperature erosion, and is not easily damaged.

[0034] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper" and "lower" is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention 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 on the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0035] It should be noted that, in the present invention, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0036] The foregoing description is intended only to provide specific embodiments of the present invention, which will enable those skilled in the art to understand and implement the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown herein, but is to be construed in the widest possible manner consistent with the principles and novel features of the present invention.

Claims

1. An aircraft tail structure, characterized in that: include: A first rigid shell component (1), wherein the front end of the first rigid shell component (1) is arranged on the aircraft engine (3) along the circumferential direction; a second rigid shell component (2), wherein the front end of the second rigid shell component (2) is arranged at the rear end of the first rigid shell component (1) and is connected thereto in a sliding and sealing manner, and the rear end of the second rigid shell component (2) is arranged on the engine nozzle (4); When the engine nozzle (4) swings, the engine nozzle (4) drives the second rigid shell component (2) to slide on the first rigid shell component (1).

2. The aircraft tail structure according to claim 1, characterized in that: The first rigid shell assembly (1) comprises: A connecting block (11), the connecting block (11) being arranged on the aircraft engine (3); a first arc-shaped shell (12), wherein the front end of the first arc-shaped shell (12) is connected to the connecting block (11), and the rear end of the first arc-shaped shell (12) extends to the front end of the second rigid shell assembly (2); A plurality of support rods (13), wherein the plurality of support rods (13) are arranged on the inner side of the first arc-shaped shell (12) along the circumferential direction, one end of each support rod (13) is connected to the connecting block (11), and the other end of each support rod (13) is connected to the tail end of the first arc-shaped shell (12).

3. The aircraft tail structure according to claim 2, characterized in that: The first rigid shell assembly (1) further comprises: An annular protrusion (14) is provided on the outside of the first arc-shaped shell (12) and is used for guiding flow.

4. The aircraft tail structure according to claim 3, characterized in that: The second rigid shell component (2) comprises: a second arc-shaped shell (21), wherein the front end of the second arc-shaped shell (21) is overlapped and slidably connected to the rear end of the first arc-shaped shell (12), the front end of the second arc-shaped shell (21) can slide along the length direction or width direction of the first arc-shaped shell (12), and the rear end of the second arc-shaped shell (21) is arranged on the engine nozzle (4); A plurality of brackets (22), wherein the plurality of brackets (22) are arranged on the inner side of the second arc-shaped shell (21) along the circumferential direction and connected to the engine nozzle (4).

5. The aircraft tail structure according to claim 4, characterized in that: The outer surface of the tail end of the first arc-shaped shell (12) and the inner surface of the front end of the second arc-shaped shell (21) are both smooth spherical surfaces, and the curvature of the tail end of the first arc-shaped shell (12) matches the curvature of the front end of the second arc-shaped shell (21).

6. The aircraft tail structure according to claim 4, characterized in that: The front end of the second arc-shaped shell (21) is a chamfered or streamlined structure.

7. The aircraft tail structure according to claim 4, characterized in that: A sealing groove (211) is provided at the front end of the second arc-shaped shell (21), a sealing ring (212) is provided in the sealing groove (211), and the sealing ring (212) is sealed and connected to the rear end of the first arc-shaped shell (12).

8. The aircraft tail structure according to claim 4, characterized in that: Each of the brackets (22) comprises: a first connecting rod (221), the first connecting rod (221) being arranged inside the second arc-shaped housing (21) and connected to the engine nozzle (4); A second connecting rod (222), the second connecting rod (222) is arranged on the inner side of the first connecting rod (221) and forms a preset angle therewith, one end of the second connecting rod (222) is connected to the first connecting rod (221), and the other end of the second connecting rod (222) is connected to the engine nozzle (4).

9. The aircraft tail structure according to claim 4, characterized in that: The second rigid shell assembly (2) further comprises: A heat-proof sleeve (23), the heat-proof sleeve (23) is arranged outside the first arc-shaped shell (12), one end of the heat-proof sleeve (23) is connected to the annular protrusion (14), and the other end of the heat-proof sleeve (23) is connected to the front end of the second arc-shaped shell (21).

10. An aircraft, characterized in that: The aircraft tail structure comprises the aircraft tail structure according to any one of claims 1 to 9.

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