A jet control integrated thrust vectoring nozzle

Abstract

This invention relates to an integrated thrust vectoring nozzle with jet control, comprising a Laval nozzle and several gas guide tubes. The Laval nozzle mainly consists of a nozzle contraction section, a nozzle throat, and a nozzle expansion section connected in sequence. The gas guide tubes connect the nozzle contraction section and the nozzle expansion section. The several gas guide tubes are evenly arranged circumferentially along the Laval nozzle. A vortex valve is installed at one end of the gas guide tube connected to the nozzle inlet, and the vortex valve is controlled by a vortex valve controller. This invention has a simple structure, does not require an additional gas injection device, reacts rapidly, and can quickly respond to actual conditions; and has low manufacturing cost.

Description

Technical Field

[0001] This invention relates to thrust vector control technology, specifically to an integrated thrust vector nozzle with jet control. Background Technology

[0002] Thrust vectoring nozzles are one of the key components of future aircraft. Thrust vectoring control technology refers to the ability to provide the force or torque required by the aircraft in pitch, yaw, roll, etc., alone or simultaneously, in addition to providing flight thrust, to achieve excellent handling qualities and control performance. Furthermore, thrust vectoring control technology can supplement or replace the forces or torques generated by conventional aerodynamic control surfaces, meeting the performance requirements of aircraft such as unconventional maneuverability, short takeoff and landing, supersonic cruise, and high stealth.

[0003] Currently, thrust vector control technology is generally divided into mechanical and fluid secondary injection [1]. Mechanical thrust vector control technology mainly includes gas rudder [2], spoiler [3], throat plug (or needle plug) and oscillating nozzle, etc.

[0004] However, the thrust vectoring technologies mentioned above also have shortcomings. For example, in mechanical thrust vectoring control technology, the gas rudder suffers from slow response and susceptibility to two-phase gas erosion and ablation; the main drawback of the throat-plug method is severe ablation, and the transmission servo mechanism is large in size and mass. Furthermore, mechanical thrust vectoring control technologies all suffer from varying degrees of axial thrust loss. Fluid secondary injection thrust vectoring control technology requires the addition of an extra gas injection device near the nozzle throat, resulting in excessive weight and overly complex structure.

[0005] [1]Sung HG,Heo J Y. Fluidic thrust vector control of supersonic jetusing coflow injection[J].Journal of propulsion and power,2012,28(4):858-861.

[0006] [2]Hollstein H J.Jet tab thrust vector control[J].Journal ofSpacecraft and Rockets,1965,2(6):927-930.

[0007] [3] Cui Yebing, Chen Xiong, Zhou Changsheng, et al. Research on dynamic characteristics of thrust vector control system for spoiler [J]. Propulsion Technology, 2013, 34(8):1030-1034.

[0008] Wang Yongshou. Thrust vector control technology for missiles [J]. Flight Missiles, 2005(1):54-60. Summary of the Invention

[0009] To address the shortcomings of existing technologies, this patent proposes an integrated jet-control thrust vector nozzle.

[0010] The jet-control integrated thrust vector nozzle achieves thrust vector control based on secondary jets, which can avoid problems such as slow response, susceptibility to gas erosion and burning, large size and mass of transmission servo mechanism, and severe axial thrust loss.

[0011] Conventional fluid secondary injection thrust vector control methods require the installation of a gas injection device near the nozzle throat, carrying additional fuel and oxidizer. A high-speed jet is generated through combustion to achieve thrust vector variation. The jet-control integrated thrust vector nozzle provided by this invention introduces gas near the nozzle inlet, which enters the nozzle expansion section through a guide pipe, achieving thrust vector variation. It has a simple structure and does not require additional fuel and oxidizer, significantly reducing engine weight.

[0012] The present invention is achieved through the following technical solution.

[0013] An integrated thrust vectoring nozzle with jet control includes a Laval nozzle and several gas guide pipes. The Laval nozzle mainly consists of a nozzle contraction section, a nozzle throat, and a nozzle expansion section connected in sequence. The inlet end of the nozzle contraction section is the nozzle inlet, and the outlet end of the nozzle expansion section is the nozzle outlet. The gas guide pipes connect the nozzle contraction section and the nozzle expansion section. The gas guide pipes are evenly arranged circumferentially along the Laval nozzle. A vortex valve is installed at one end of the gas guide pipe connected to the nozzle inlet, and the vortex valve is controlled by a vortex valve controller. The opening and closing degree of the guide pipes can be adjusted by the vortex valves to achieve engine thrust vector control. The larger the opening degree of the four guide pipe valves, the greater the influence of the secondary jet on the main jet, and the smaller the engine thrust. If the opening degrees of the four guide pipe valves are not consistent, engine thrust deflection can be achieved.

[0014] Furthermore, there are four gas flow guide pipes, which are evenly arranged around the circumference of the Laval nozzle.

[0015] Furthermore, the gas guide pipe includes a straight section, a curved section, and an oblique section connected in sequence. One end of the straight section is connected to the nozzle inlet, and one end of the oblique section is connected to the nozzle outlet.

[0016] Compared with the prior art, the advantages of the present invention are:

[0017] 1. The structure is simple and does not require additional gas injection device.

[0018] 2. Quick response, able to react rapidly according to the actual situation.

[0019] 3. Low manufacturing cost. Attached Figure Description

[0020] Figure 1 This is a cross-sectional view of the jet-control integrated thrust vector nozzle of the present invention.

[0021] Figure 2 This is a front view of the jet-control integrated thrust vector nozzle of the present invention.

[0022] Figure 3 This is a cross-sectional view of the gas flow guide pipe of the present invention.

[0023] Figure 4 This is a left view of the jet-control integrated thrust vector nozzle of the present invention.

[0024] Figure 5 This is a right view of the jet-control integrated thrust vector nozzle of the present invention.

[0025] Figure 6 This is a standard isometric view of the jet-control integrated thrust vector nozzle of the present invention.

[0026] Figure 7 This is a numerical simulation Mach number contour plot of a conventional valveless Laval nozzle.

[0027] Figure 8 This is a numerical simulation Mach number cloud diagram of the jet-control integrated thrust vector nozzle with a single valve opened according to the present invention.

[0028] In the diagram: 1. Vortex valve controller; 2. Vortex valve; 3. Nozzle contraction section; 4. Nozzle expansion section; 5. Gas guide pipe; 6. Nozzle throat; 7. Nozzle inlet; 8. Nozzle outlet; 9. Straight section of gas guide pipe; 10. Bent section of gas guide pipe; 11. Slanted straight section of gas guide pipe; 12. Vortex valve open; 13. Vortex valve closed. Detailed Implementation

[0029] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0030] like Figures 1 to 6As shown, an integrated thrust vectoring nozzle with jet control includes a Laval nozzle and several gas guide pipes 5. The Laval nozzle mainly consists of a nozzle contraction section 3, a nozzle throat 6, and a nozzle expansion section 4 connected in sequence. The inlet end of the nozzle contraction section 3 is the nozzle inlet 7, and the outlet end of the nozzle expansion section 4 is the nozzle outlet 8. The gas guide pipes 5 connect the nozzle contraction section 3 and the nozzle expansion section 4. The several gas guide pipes 5 are evenly arranged circumferentially along the Laval nozzle. A vortex valve 2 is installed at one end of the gas guide pipe 5 connected to the nozzle inlet 7, and the vortex valve 2 is controlled by a vortex valve controller 1. The opening and closing degree of the guide pipes can be adjusted by the vortex valves to achieve engine thrust vector control. The larger the opening degree of the four guide pipe valves, the greater the influence of the secondary jet on the main jet, and the smaller the engine thrust; if the opening degrees of the four guide pipe valves are not consistent, engine thrust deflection can be achieved.

[0031] There are four gas guide pipes 5, which are evenly arranged around the circumference of the Laval nozzle.

[0032] The length of the jet control integrated thrust vector nozzle is determined by the specific engine. In this embodiment, it is 115.74 mm. The nozzle inlet 7 diameter R1 is 78.52 mm, the nozzle throat 6 diameter R2 is 28 mm, and the nozzle outlet 8 diameter R3 is 48.73 mm.

[0033] The gas guide pipe 5 includes a straight section 9, a curved section 10, and an oblique section 11 connected in sequence. One end of the straight section 9 is connected to the nozzle inlet 7, and one end of the oblique section 11 is connected to the nozzle outlet 8. The diameter R4 of the gas guide pipe 5 is 2 mm, and the length L1 of the straight section 9 is 73.95 mm. The arc and arc length L3 of the outer side of the curved section 10 are 54.2° and 32.44 mm, respectively. The length L2 of the oblique section 11 is 10.12 mm, and the angle α between its inner side and the wall of the nozzle expansion section 4 is 65.8°.

[0034] In this embodiment, the total temperature of the entire flow field is 300K, and the total pressure is 101325Pa. The total temperature at the nozzle inlet is 800K, and the total pressure is 0.6MPa. From Figure 7 and Figure 8 A comparison of the Mach number cloud diagrams shows that conventional valveless laval nozzles eject gas horizontally along the axial direction, while the gas ejected by the jet-control integrated thrust vector nozzle with a single valve in this embodiment is deflected radially by an angle of 14.03°, achieving the purpose of controlling the aircraft to quickly pitch, yaw, and roll.

[0035] The above description is merely a preferred embodiment of the present invention and does not limit the implementation and protection scope of the present invention. Those skilled in the art should realize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A jet control integrated thrust vectoring nozzle, characterized in that, The system includes a Laval nozzle and several gas guide pipes (5). The Laval nozzle is mainly composed of a nozzle contraction section (3), a nozzle throat (6), and a nozzle expansion section (4) connected in sequence. The inlet end of the nozzle contraction section (3) is the nozzle inlet (7), and the outlet end of the nozzle expansion section (4) is the nozzle outlet (8). The gas guide pipes (5) connect the nozzle contraction section (3) and the nozzle expansion section (4). Several gas guide pipes (5) are evenly arranged around the circumference of the Laval nozzle. A vortex valve (2) is provided at one end of the gas guide pipe (5) that connects to the nozzle inlet (7). The vortex valve (2) is controlled by a vortex valve controller (1). There are four gas guide pipes (5), and the four gas guide pipes (5) are evenly arranged around the circumference of the Laval nozzle; By adjusting the opening and closing degree of the gas guide pipe (5) through the vortex valve (2), the engine thrust vector control is realized; the valve opening degrees of the four gas guide pipes (5) are inconsistent, thus realizing the engine thrust deflection; The gas guide pipe (5) includes a straight section (9), a curved section (10), and an inclined section (11) of the gas guide pipe connected in sequence. One end of the straight section (9) of the gas guide pipe is connected to the nozzle inlet (7), and one end of the inclined section (11) of the gas guide pipe is connected to the nozzle outlet (8). The diameter of the gas guide pipe (5) is 2 mm, the length of the straight section (9) of the gas guide pipe is 73.95 mm, the arc and arc length of the outer side of the curved section (10) of the gas guide pipe are 54.2° and 32.44 mm respectively, the length of the oblique straight section (11) of the gas guide pipe is 10.12 mm, and the angle α between its inner side and the wall of the nozzle expansion section (4) is 65.8°. The length of the jet control integrated thrust vector nozzle is determined by the specific engine. The nozzle inlet (7) diameter is 78.52 mm, the nozzle throat (6) diameter is 28 mm, and the nozzle outlet (8) diameter is 48.73 mm.

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