A thrust vectoring mechanism for a flying wing configuration

Abstract

The application discloses a thrust vector control mechanism suitable for flying wing layout and belongs to the field of aviation technology. The thrust vector control mechanism comprises a machine body, jet outlets, jet flow guide vanes, vector adjusting vanes and a rudder. The machine body is a flying wing layout aircraft with a wing-body fusion. The jet outlets are located on both sides of the trailing edge of the machine body. The jet flow guide vanes are fixed on both sides of the machine body, and the symmetry plane of the jet flow guide vanes is the upper and lower symmetry plane of the jet outlets. The vector adjusting vanes are hinged to the jet flow guide vanes. The output shaft of the rudder is coaxial with the hinge shaft of the vector adjusting vanes, and is fixedly connected with the jet flow guide vanes. The application controls the jet flow and adjusts the deflection of the vector adjusting vanes, so that greater three-degree-of-freedom control moments can be provided for the aircraft, the system design of the aircraft is simplified, and the damage of the rudder to the stealth performance is reduced.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and in particular to a thrust vector control mechanism suitable for flying wing configurations, which enables three-axis attitude control of flying wings without the need for traditional aerodynamic control surfaces. Background Technology

[0002] Flying wing aircraft are a highly efficient aerodynamic configuration, boasting excellent lift-drag performance, high maneuverability, high aerodynamic efficiency, strong stealth capabilities, a simple nose layout, and spacious internal space, making them the optimal choice for aerodynamic integration. Because they lack the fuselage and tail components of traditional aircraft, there is no interference drag between components. However, the elimination of the vertical and horizontal tails in conventional layouts results in inherent defects in their dynamic characteristics, such as insufficient stability and greater difficulty in handling.

[0003] Compared to conventionally designed aircraft, flying wing aircraft using traditional control surfaces have lower longitudinal control efficiency due to their shorter fuselage length; the lack of a vertical tail increases the difficulty of lateral control; and the constant opening and closing of the control surfaces compromises the stealth performance of flying wing aircraft during cruise. How to solve these problems is worth exploring. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, the purpose of this invention is to propose a thrust vector control mechanism suitable for flying wing aircraft that replaces traditional control surfaces, aiming to improve the maneuverability of flying wing aircraft and provide new ideas for the flight control of subsequent flying wing aircraft.

[0005] This invention is achieved through the following technical solution:

[0006] A thrust vectoring control mechanism suitable for a flying wing configuration includes a fuselage, a jet outlet, a jet guide vane, a vectoring adjustment vane, and a servo. The fuselage is a blended wing-body flying wing aircraft, and the jet outlet is located on both sides of the trailing edge of the fuselage. The jet guide vane is fixed to the fuselage on both sides, and its symmetry plane is the upper and lower symmetry plane of the jet outlet. The vectoring adjustment vane is hinged to the jet guide vane. The output shaft of the servo is coaxial with the hinge shaft of the vectoring adjustment vane and is fixedly connected to the vectoring adjustment vane.

[0007] The aircraft has no control surfaces.

[0008] The jet outlet is a flat outlet and is symmetrically arranged on both sides of the rear edge of the body.

[0009] The length and width of the jet guide vane are greater than the width of the jet outlet, and the cross-sectional shape of the part extending into the jet outlet is semi-circular.

[0010] The width of the vector adjustment plate is the same as the width of the jet guide plate, the thickness of the front side is the same as the thickness of the jet guide plate, the thickness decreases linearly from front to back, and the rear side has rounded corners.

[0011] The servo motor is embedded in the body and located on the side of the vector adjustment plate closest to the symmetrical plane of the body.

[0012] The beneficial effects of this invention are as follows:

[0013] First, by combining the propulsion system and attitude control system, the aircraft's attitude control does not use traditional control surfaces, but instead utilizes the jet stream generated by the engine. That is, the engine jet stream not only provides propulsion power, but also provides attitude control torque, which effectively simplifies the aircraft's system design. Second, due to the ejection effect brought about by the high-speed jet stream, the control torque generated by the thrust vectoring control mechanism of the flying wing layout is significantly improved compared to the torque of control surfaces. In addition, the area of ​​the vector adjustment plate is much smaller than that of the control surface, which can effectively reduce the damage to stealth performance caused by continuous opening and closing. Attached Figure Description

[0014] Figure 1 A schematic diagram of the thrust vector control mechanism for a flying wing configuration.

[0015] Figure 2 Axonometric drawing of the thrust vector control mechanism for a flying wing configuration.

[0016] Figure 3 A schematic diagram showing the installation location of the thrust vector control mechanism suitable for a flying wing configuration.

[0017] Figure 4 The motion principle of the thrust vector control mechanism applicable to flying wing configuration.

[0018] The components are: 1. fuselage, 2. jet outlet, 3. jet guide vane, 4. vector adjustment vane, and 5. servo motor. Detailed Implementation

[0019] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0020] In this invention, unless otherwise explicitly specified and limited, the terms "up", "down", "left", "right", "front", and "rear" are all based on the aircraft coordinate system. That is, the direction upward within the plane of symmetry of the aircraft is "up", and the opposite is "down"; the left side along the direction from the tail to the head of the aircraft is "left", and the opposite is "right"; the direction of the center of mass of the aircraft along the head is "front", and the opposite is "rear".

[0021] In this invention, unless otherwise explicitly specified and limited, the pitch direction, roll direction, and yaw direction are defined as follows: the direction that causes the aircraft nose to pitch upward is the positive pitch direction, and the opposite is the negative pitch direction; the direction that causes the left side of the aircraft to roll downward is the positive roll direction, and the opposite is the negative roll direction; the direction that causes the aircraft nose to yaw to the left is the positive yaw direction, and the opposite is the negative yaw direction.

[0022] like Figure 1 , Figure 2 , Figure 3 As shown, the thrust vectoring control mechanism suitable for a flying wing configuration mainly consists of a fuselage, jet outlets, jet guide vanes, vectoring adjustment vanes, and servos. The fuselage 1 is a blended wing-body flying wing configuration. Jet outlets 2 are symmetrically arranged on both sides of the fuselage 1 at the trailing edges of the inner wing sections. High-speed jets are ejected from jet outlets 2, providing a continuous and stable source of control torque for the aircraft. Jet guide vanes 3 are perpendicular to jet outlets 2, fixedly connected to the fuselage on both sides, with a small portion extending into the jet outlet surface at the front, and hinged to the vectoring adjustment vane 4 at the rear. The servos 5 are embedded inside the fuselage, and their output shafts are fixedly connected to the vectoring adjustment vane 4.

[0023] The fuselage is divided into a fuselage section, an inner wing section, and an outer wing section. The fuselage section is 0.6 meters long. The inner wing section is a wing section that is integrated with the fuselage. The fuselage section and the outer wing section are on the sides respectively. The sweep angle of the inner wing section is smaller than the sweep angle of the inner wing integrated with the fuselage. The fuselage does not contain control surfaces.

[0024] The jet outlet 2 is perpendicular to the body axis to ensure that the jet velocity direction is parallel to the body axis, thereby ensuring operating efficiency.

[0025] The jet outlet 2 is designed as a flat cuboid with rounded corners, with a length of 64mm and a width of 14mm, which allows the kinetic energy of the jet to be generated more efficiently as a control torque on the vector adjustment plate 4.

[0026] The jet guide vane 3 is a flat plate structure located on the upper and lower symmetrical planes of the jet outlet 2 to ensure that the flow rate of the jet ejected from the jet outlet 2 is the same above and below the jet guide vane 3.

[0027] The section of the jet guide vane 3 extending into the jet outlet 2 has a cross-section of 2mm in diameter. This is used to reduce the resistance generated by the jet flowing through the jet guide vane 3 and to ensure the stability of the flow field at the jet outlet 2.

[0028] The jet guide vane 3 is 20mm long, 2mm thick, and wider than the jet outlet, so that the jet first contacts the incoming flow after exiting the jet outlet 2, and the flow field change caused by the rotation of the vector adjustment vane 4 does not affect the flow field at the jet outlet.

[0029] The vector adjustment plate 4 has the same width as the jet guide plate 3 and is a tensioned body with a constant cross-section. Its cross-section is formed by two circular arcs of unequal radii and two straight lines tangent to the two circular arcs. The side with the larger radius of the circular arc is connected to the jet guide plate 3 via a hinge shaft, and its diameter is the same as the thickness of the jet guide plate 3 to ensure the stability of the flow field when the jet passes through the vector adjustment plate 4. The vector adjustment plate 4 can rotate along the hinge shaft.

[0030] Servo motor 5 is embedded inside the fuselage and located on the side of the vector adjustment plate closest to the fuselage's symmetrical plane to reduce the impact of the high-temperature jet on servo motor 5. The servo motor output shaft of servo motor 5 is coaxial with the hinge shaft and is fixedly connected to the vector adjustment plate 4, used to transmit torque to control the rotation of the vector adjustment plate along the hinge shaft.

[0031] The motion principle of the thrust vector control mechanism applicable to flying wing configuration is as follows: Figure 4 As shown: When servo 5 receives a signal, it controls the vector control vane 4 to deflect downwards. The jet stream deflects downwards after passing through the vector control vane 4, generating a negative pitch moment. When servo 5 receives a signal, it controls the vector control vane 4 to deflect upwards. The jet stream deflects upwards after passing through the vector control vane 4, generating a positive pitch moment. Under pitch control, the servo controls the vector control vanes on both sides to deflect in the same direction, generating a pitch moment for the aircraft. Under roll control, the servo controls the vector control vanes on both sides to deflect in opposite directions, generating a roll moment for the aircraft. Under yaw control, the vector control vanes on both sides do not deflect; the thrust of the jet stream on one side increases, while the thrust on the other side decreases, generating a yaw moment.

[0032] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A thrust vector control mechanism suitable for a flying wing configuration, characterized in that, The system includes a fuselage, jet outlets, jet guide vanes, vector control vanes, and servos. The fuselage is a blended wing-body flying wing aircraft, with the jet outlets located on both sides of the fuselage's trailing edge. The jet guide vanes are fixed to the fuselage on both sides, and their planes of symmetry are the upper and lower planes of symmetry of the jet outlets. The vector control vanes are hinged to the jet guide vanes. The output shaft of the servos is coaxial with the hinge axis of the vector control vanes and is fixedly connected to the vector control vanes, used to transmit torque to control the rotation of the vector control vanes along the hinge axis. The jet guide vanes are perpendicular to the jet outlets, fixedly connected to the fuselage on both sides, with a small portion extending into the jet outlet surface at the front. The jet outlets are flat and symmetrically arranged on both sides of the fuselage's trailing edge.

2. The thrust vector control mechanism applicable to a flying wing configuration according to claim 1, characterized in that, The aircraft has no control surfaces.

3. The thrust vector control mechanism applicable to a flying wing configuration according to claim 1, characterized in that, The length of the jet guide vane is greater than the width of the jet outlet, and the cross-sectional shape of the part extending into the jet outlet is semi-circular.

4. A thrust vector control mechanism suitable for a flying wing configuration according to claim 1, characterized in that, The width of the vector adjustment plate is the same as the width of the jet guide plate, the thickness of the front side is the same as the thickness of the jet guide plate, the thickness decreases linearly from front to back, and the rear side has rounded corners.

5. A thrust vector control mechanism suitable for a flying wing configuration according to claim 1, characterized in that, The servo motor is embedded in the body and located on the side of the vector adjustment plate closest to the symmetrical plane of the body.

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