Engine components and aircraft

Abstract

The present application provides an engine assembly and an aircraft. The engine assembly is used to perform orbit control and attitude control on the aircraft, and includes an engine, a swing assembly, and a rotation assembly. The swing assembly is connected to the engine and is used to drive the engine to swing in a direction perpendicular to the axis of the aircraft; one end of the rotation assembly is fixedly connected to the aircraft, and the other end is connected to the engine through a swing bracket of the swing assembly, and is used to drive the engine to rotate around its own axis as the central axis. The present application uses one engine to simultaneously achieve axial acceleration control and pitch and yaw attitude control of the aircraft, which can effectively reduce the number of attitude control engines in the orbit attitude control power system, and controls the thrust vector direction of the engine by adjusting the rotation angle and the swing angle. The geometric relationship is simple, and the optimization of the structural layout of the orbit attitude control power system and the technical effect of adjustable thrust vector of the aircraft are achieved.

Description

Technical Field

[0001] The present application relates to the technical field of engines, and in particular, to an engine component and an aircraft. Background Art

[0002] The orbit and attitude control power system is one of the main power sources of the aircraft, and the orbit control engine and attitude control engine, as the core components of the orbit and attitude control power system, are used for orbit change and attitude adjustment during the flight of the aircraft.

[0003] According to the requirements of the spacecraft's orbit and attitude control, the orbit and attitude control power system generally includes multiple orbit control engines and attitude control engines, which are used for various attitude controls such as pitch, yaw, roll, etc. of the spacecraft, as well as orbit change control.

[0004] Since the relevant technology usually utilizes multiple orbit control engines and multiple attitude control engines to control the attitude change and orbit change of the aircraft respectively, this results in the structural layout of the orbit and attitude control power system being relatively complex, occupying space and being heavy. Summary of the invention

[0005] In view of the shortcomings of the existing methods, the present application proposes an engine assembly and an aircraft to solve the technical problems in the related technologies that the layout of the attitude control power system and the structure of the control system are complex, heavy, and occupy space.

[0006] In a first aspect, an embodiment of the present application provides an engine assembly, including: an engine;

[0007] A swing assembly, connected to the engine, for driving the engine to swing in a direction perpendicular to the axis of the aircraft;

[0008] The rotary assembly has one end fixedly connected to the aircraft and the other end connected to the engine through the swing bracket of the swing assembly, and is used to drive the engine to perform rotary motion with its own axis as the central axis.

[0009] Optionally, the swing bracket is in an inverted U shape, and is covered on the top of the engine, with both ends extending to the radial side of the engine;

[0010] The swivel assembly comprises a swivel support seat, and the swivel support seat is rotatably connected to the top center of the swing bracket.

[0011] Optionally, the swing assembly further comprises swing angle control motors distributed on both radial sides of the engine, the two swing angle control motors are coaxially arranged, and the output shafts of the two swing angle control motors are fixedly connected to the engine through a support rod, and the end of the swing bracket is fixedly connected to the swing angle control motor;

[0012] The swivel assembly also includes a swivel angle control motor, which is fixedly connected to the swivel support seat and rotatably connected to the top of the swing bracket.

[0013] Optionally, a first support is provided at the center of the top of the swing bracket, the first support comprises a cylinder portion with a through hole at the center, and a first annular groove with an opening facing upward is provided at the periphery of the cylinder portion;

[0014] A protrusion is provided at the center of the bottom of the swivel support seat, a first connection portion for connecting with the aircraft is provided at the center of the top of the swivel support seat, the protrusion is coaxial with the first connection portion, and a second annular groove with an opening facing downward is provided at the periphery of the protrusion;

[0015] The protruding portion is inserted into the through hole and is rotatably connected to the barrel portion. The peripheral portion of the second annular groove abuts against the bottom surface of the first annular groove; and the barrel portion abuts against the bottom surface of the second annular groove.

[0016] Optionally, a first propellant flow channel and a second propellant flow channel independent of each other are opened in the swing bracket, the first propellant flow channel is communicated with a first internal flow channel of the engine, and the second propellant flow channel is communicated with a second internal flow channel of the engine;

[0017] A first main flow channel for inputting fuel and a second main flow channel for inputting oxidant are provided in the slewing support seat, wherein the first main flow channel is communicated with the first propellant flow channel, and the second main flow channel is communicated with the second propellant flow channel;

[0018] The first main flow channel is opened in the first connecting portion and extends along the axial direction thereof to the bottom of the protruding portion, and the second main flow channel is opened at the peripheral portion of the second annular groove.

[0019] Optionally, the ends of the swing brackets are each provided with a second support for connecting to the swing angle control motor, and the second support is provided with a mounting hole for plugging and matching with the support rod;

[0020] A hole is opened in the two support rods along the axial direction thereof, and a radial through hole connected to the hole is opened on the side wall of the two support rods. The first propellant flow channel is connected to the first internal flow channel of the engine through one of the holes, and the second propellant flow channel is connected to the second internal flow channel of the engine through the other hole.

[0021] Optionally, a first annular groove is provided on the inner side of the peripheral wall of the inner through hole of the cylinder;

[0022] A first radial hole is formed on the side wall of the protruding portion; the first main flow channel, the first radial hole, the first annular groove and the first propellant flow channel are connected in sequence;

[0023] A second annular groove is provided inside the peripheral portion of the first annular groove, and a second radial hole is provided at the peripheral portion of the second annular groove; the second main flow channel, the second radial hole, the second annular groove and the second propellant flow channel are connected in sequence.

[0024] Optionally, the engine assembly further comprises at least two first seals and at least two second seals;

[0025] At least two of the first sealing members are disposed between the protruding portion and the cylindrical portion and are distributed on upper and lower sides of the first annular groove;

[0026] At least two of the second sealing members are disposed between the peripheral portion of the second annular groove and the peripheral portion of the first annular groove, and are distributed on upper and lower sides of the second annular groove.

[0027] Optionally, the engine assembly further comprises at least two groups of third seals, each group of the third seals comprising at least two;

[0028] A third annular groove is formed on the inner side of the peripheral wall of the mounting hole, and the first propellant flow channel or the second propellant flow channel, the third annular groove, the radial through hole and the hole are sequentially connected;

[0029] At least two of the third sealing members in each group are arranged between the second support and the support rod, and are distributed on the left and right sides of the third annular groove.

[0030] In a second aspect, an embodiment of the present application provides an aircraft, including an engine assembly, and further comprising:

[0031] An aircraft is fixedly connected to the engine assembly.

[0032] The beneficial technical effects brought by the technical solution provided by the embodiment of the present application include: by integrating the rotary component and the swing component on one engine, the swing component drives the engine to swing in a direction perpendicular to the axis of the aircraft, so that the aircraft can achieve attitude control such as pitch and yaw while controlling axial acceleration; the rotary component drives the swing component and the engine to rotate with the axis of the engine itself as the central axis through the swing bracket, so that the engine and the aircraft produce relative rotation, so that the aircraft accelerates axially, thereby achieving control of the engine swing direction and orbit control of the aircraft. The engine component of the present application can realize both axial acceleration control of the aircraft and pitch and yaw attitude control of the aircraft, that is, an engine component integrates the functions of the attitude control engine and the orbit control engine in the related technology, which can effectively reduce the number of attitude control engines and / or orbit control engines in the orbit attitude control power system, which is conducive to saving the internal space of the carrier aircraft and reducing the weight; it can reduce the complexity of the orbit attitude control power system and facilitate engine layout.

[0033] Moreover, the present application controls the thrust vector direction of the engine by adjusting the rotation angle and the swing angle. The geometric relationship is simple, and the adjustability of the thrust vector of the aircraft is effectively improved.

[0034] Additional aspects and advantages of the present application will be partially given in the following description, which will become apparent from the following description, or will be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0036] Figure 1 A schematic diagram of the structure of an engine assembly provided in an embodiment of the present application;

[0037] Figure 2 A schematic cross-sectional structure diagram of an engine assembly provided in an embodiment of the present application;

[0038] Figure 3 For the embodiment of this application Figure 2 A partial enlarged view of point a in the middle;

[0039] Figure 4 For the embodiment of this application Figure 3 A partial enlarged view of the middle A;

[0040] Figure 5 For the embodiment of this application Figure 2 A partial enlarged view of point b in the middle;

[0041] Figure 6 For the embodiment of this application Figure 2A partial enlarged view of point c in the middle.

[0042] Description of reference numerals:

[0043] 100 - engine;

[0044] 200-rotation assembly;

[0045] 210 - slewing support seat; 211 - protrusion; 212 - first connecting portion; 213 - first radial hole; 214 - second annular groove; 215 - second radial hole;

[0046] 220-rotation angle control motor;

[0047] 300-swing assembly;

[0048] 310-swing bracket;

[0049] 311-first support; 3111-cylinder; 3112-through hole; 3113-first annular groove; 3114-first annular groove; 3115-second annular groove;

[0050] 312-second support; 3121-mounting hole; 3122-third annular groove;

[0051] 320-swing angle control motor;

[0052] 4-support rod; 41-hole; 42-radial through hole;

[0053] 5-first propellant flow channel; 6-second propellant flow channel; 7-first main flow channel; 8-second main flow channel;

[0054] 9 - first sealing member; 10 - second sealing member; 11 - third sealing member. DETAILED DESCRIPTION

[0055] The embodiments of the present application are described below in conjunction with the drawings in the present application. It should be understood that the implementation methods described below in conjunction with the drawings are exemplary descriptions for explaining the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions of the embodiments of the present application.

[0056] Those skilled in the art will appreciate that, unless expressly stated, the "said" and "the" used herein may also include plural forms. It should be further understood that the term "including" used in the specification of the present application refers to the presence of the features, integers, steps, operations, elements and / or components, but does not exclude the implementation of other features, information, data, steps, operations, elements, components and / or combinations thereof supported by the technical field. The term "and / or" used herein refers to at least one of the items defined by the term, for example, "A and / or B" may be implemented as "A", or as "B", or as "A and B".

[0057] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below in conjunction with the accompanying drawings.

[0058] Due to restrictions on the spacecraft's mission, internal space, weight, etc., it is necessary to reduce the number of orbit control engines and attitude control engines as much as possible while meeting the orbit control and attitude control requirements during the spacecraft's flight. This is to simplify the layout and control system of the orbit and attitude control power system and save space and weight. This will play an important role in the structural optimization of the spacecraft's orbit and attitude control power system.

[0059] In order to achieve the above-mentioned purpose of the invention, an embodiment of the present application provides an engine 100 assembly for performing orbit control and attitude control on a carrier aircraft.

[0060] Reference Figure 1-Figure 2 An engine 100 assembly of the present application includes an engine 100 , a swing assembly 300 and a rotary assembly 200 .

[0061] The swing assembly 300 is connected to the engine 100 and is used to drive the engine 100 to swing in a direction perpendicular to the axis of the aircraft. One end of the rotation assembly 200 is fixedly connected to the aircraft, and the other end is connected to the engine 100 through the swing bracket 310 of the swing assembly 300, and is used to drive the engine 100 to rotate around its own axis.

[0062] By integrating the rotating assembly 200 and the swinging assembly 300 on one engine 100, the swinging assembly 300 drives the engine 100 to swing in a direction perpendicular to the axis of the aircraft, thereby realizing orbital control such as pitch and yaw of the aircraft while achieving axial acceleration control; the rotating assembly 200 drives the swinging assembly 300 and the engine 100 to rotate around the axis of the engine 100 itself as the center axis through the swing bracket 310, so that the engine 100 and the aircraft produce relative rotation, and the axial acceleration control of the aircraft is performed, thereby realizing control of the engine swing direction and orbital control of the aircraft.

[0063] The present application can realize the axial acceleration control and pitch and yaw attitude control of the aircraft at the same time by using only one engine 100, which can effectively reduce the number of attitude control engines of the track attitude control power system. The present application solves the problems of limited internal space of the aircraft, complex layout of multiple attitude control engines, and weight reduction from the perspective of structural layout. From the perspective of the control scheme, the present application controls the thrust vector direction of the engine 100 by adjusting the rotation angle and the swing angle. The geometric relationship is simple, which effectively solves the technical problem of adjustable thrust vector of the aircraft.

[0064] Optionally, the swing bracket 310 is in an inverted U shape, and is covered on the top of the engine 100 , with both ends extending to the radial side of the engine 100 .

[0065] The swivel assembly 200 includes a swivel support seat 210 , and the swivel support seat 210 is rotatably connected to the top center of the swing bracket 310 .

[0066] One end of the slewing support seat 210 away from the swing bracket 310 is fixedly connected to the aircraft.

[0067] When the slewing assembly 200 is started, the swing bracket 310 is driven to rotate in a direction perpendicular to the axis of the aircraft, and the swing bracket 310 and the slewing support seat 210 rotate relative to each other. Since the swing bracket 310 is connected to the radial side of the engine 100, the engine 100 is driven to rotate in a direction perpendicular to the axis of the aircraft through the swing bracket 310. The slewing support seat 210 is rotatably connected to the top center of the swing bracket 310. Specifically, when the slewing support seat 210 is set on the swing bracket 310, it can be coaxially set with the engine 100, so that the force of the aircraft is more uniform, the attitude control of the aircraft is easier to control, and the stability of the aircraft when the attitude changes is guaranteed.

[0068] In an optional embodiment, the swivel assembly 200 further includes a swivel angle control motor 220. The swivel angle control motor 220 is fixedly connected to the swivel support seat 210, and the swivel angle control motor 220 is rotatably connected to the top of the swing bracket 310. Specifically, the stator of the swivel angle control motor 220 is fixedly connected to the swivel support seat 210, and the output shaft (rotor) of the swivel angle control motor 220 is fixedly connected to the swing bracket 310.

[0069] The swing assembly 300 further includes a swing angle control motor 320 distributed on both radial sides of the engine 100. The two swing angle control motors 320 are coaxially arranged, and the output shafts of the two swing angle control motors 320 are fixedly connected to the engine 100 through the support rod 4. The end of the swing bracket 310 is fixedly connected to the swing angle control motor 320. That is, the output shaft (rotor) of the swing angle control motor 320 is fixedly connected to the engine 100, and the stator of the swing angle control motor 320 is fixedly connected to the end of the swing bracket 310.

[0070] When the swing angle control motor 320 is started, its output shaft drives the engine 100 to swing along a direction perpendicular to the axis of the aircraft, realizing a change in the thrust vector direction of the engine 100, thereby enabling the aircraft to achieve orbit adjustments such as yaw and attitude adjustments such as pitch. When the rotation angle control motor 220 is started, the output shaft of the rotation angle control motor 220 drives the swing bracket 310 to rotate, and the swing bracket 310 generates a rotational motion relative to the rotation support seat 210. Afterwards, force is transmitted through the swing bracket 310 and the swing angle control motor 320, thereby driving the engine 100 to perform a rotational motion, thereby realizing axial acceleration control of the aircraft. The swing angle control motor 320 and the rotation angle control motor 220 can also be started at the same time to achieve more complex aircraft attitude control.

[0071] Optionally, refer to Figure 3-Figure 4 A first support 311 is provided at the top center of the swing bracket 310. The first support 311 includes a barrel portion 3111 with a through hole 3112 at the center, and a first annular groove 3113 with an opening facing upward is provided on the periphery of the barrel portion 3111.

[0072] A protrusion 211 is provided at the bottom center of the swivel support seat 210, and a first connection portion 212 for connecting to the aircraft is provided at the top center of the swivel support seat 210. The protrusion 211 is coaxial with the first connection portion 212, and a second annular groove 214 with an opening facing downward is provided at the periphery of the protrusion 211.

[0073] The protrusion 211 passes through the through hole 3112 and is rotatably connected to the cylinder 3111 . The peripheral portion of the second annular groove 214 abuts against the bottom surface of the first annular groove 3113 , and the cylinder 3111 abuts against the bottom surface of the second annular groove 214 .

[0074] The swivel angle control motor 220 is arranged in a closed space formed by the bottom wall of the first annular groove 3113, the bottom wall of the second annular groove 214 and the outer peripheral wall of the barrel 3111, so as to avoid damage to the swivel angle control motor 220 by external force, and to a certain extent, the service life of the swivel angle control motor 220 can be extended. Specifically, the output shaft of the swivel angle control motor 220 is fixedly connected to the first support 311, and the stator of the swivel angle control motor 220 is fixedly connected to the swivel support seat 210.

[0075] In another embodiment of the present application, a first propellant flow channel 5 and a second propellant flow channel 6 which are independent of each other are opened in the swing bracket 310. The first propellant flow channel 5 is connected to the first internal flow channel of the engine 100, and the second propellant flow channel 6 is connected to the second internal flow channel of the engine 100.

[0076] A first main flow channel 7 for inputting fuel and a second main flow channel 8 for inputting oxidant are provided in the rotary support seat 210 . The first main flow channel 7 is connected to the first propellant flow channel 5 , and the second main flow channel 8 is connected to the second propellant flow channel 6 .

[0077] In the present application, the first main flow channel 7 is opened in the first connecting portion 212 and extends along the axial direction thereof to the bottom of the protruding portion 211. The second main flow channel 8 is opened at the peripheral portion of the second annular groove 214.

[0078] Take the first propellant flow channel 5 as a fuel flow channel for conveying fuel into the engine 100, the first internal flow channel of the engine 100 as a regenerative cooling flow channel, the second propellant flow channel 6 as an oxidant flow channel for conveying oxidant into the engine 100, and the second internal flow channel of the engine 100 as a flow channel connected to the front of the internal solenoid valve as an example for explanation. By opening a propellant flow channel in the swing bracket 310 and the rotary support seat 210, the structure of the swing bracket 310 and the rotary support seat 210 is reasonably designed, and the space inside the swing bracket 310 and the rotary support seat 210 is reasonably utilized, the overall structure of the engine 100 is simplified, and the problem of pipeline connection reliability of the engine during vector change is effectively solved. At the same time, the weight of the engine 100 components of the present application is reduced, and the volume of the engine 100 components is reduced. Specifically, the external delivery pipeline on the engine 100 can be set according to actual needs, and this embodiment does not limit this.

[0079] Optionally, the propellant flow path inside the swing bracket 310 and the slewing support seat 210 can be provided with one or more propellant flow paths, which can be provided according to actual needs and are not limited here. This application only takes the example of providing two propellant flow paths inside the swing bracket 310 and the slewing support seat 210 for explanation.

[0080] Optionally, refer to Figure 5-Figure 6 The ends of the swing bracket 310 are provided with a second support 312 for connecting to the swing angle control motor 320, and the second support 312 is provided with a mounting hole 3121 that is plugged and matched with the support rod 4.

[0081] A hole 41 is formed in the two support rods 4 along the axial direction thereof, and a radial through hole 42 connected to the hole 41 is formed on the side walls of the two support rods 4. The first propellant flow channel 5 is connected to the first internal flow channel of the engine 100 through one of the holes 41. The second propellant flow channel 6 is connected to the second internal flow channel of the engine 100 through another hole 41.

[0082] By opening a hole 41 in one of the support rods 4 that is connected to the first internal flow channel in the engine 100, one hole 41 is connected to the first propellant flow channel 5 in the swing bracket 310, so that the fuel is smoothly transported to the first internal flow channel through the hole 41. By opening a hole 41 in the other support rod 4 that leads to the second internal flow channel of the engine 100 (mainly the flow channel leading to the front of the solenoid valve in this application), the oxidant is smoothly transported to the front of the solenoid valve through the hole 41.

[0083] Reference Figure 3-Figure 4 In order to improve the sealing performance of fuel and oxidant delivery, optionally, a first annular groove 3114 is opened on the inner side of the peripheral wall of the through hole 3112 in the barrel 3111.

[0084] A first radial hole 213 is formed on the side wall of the protruding portion 211. The first main flow channel 7, the first radial hole 213, the first annular groove 3114 and the first propellant flow channel 5 are connected in sequence.

[0085] A second annular groove 3115 is formed inside the periphery of the first annular groove 3113, and a second radial hole 215 is formed at the periphery of the second annular groove 214. The second main flow channel 8, the second radial hole 215, the second annular groove 3115 and the second propellant flow channel 6 are connected in sequence.

[0086] After the fuel flows into the first main flow channel 7, it flows into the first annular groove 3114 through the first radial hole 213, and then the fuel flows around the circumference of the first annular groove 3114 and flows into the first propellant flow channel 5 of the swing bracket 310. The first annular groove 3114 extends the flow path of the fuel, which can slow down the flow speed of the fuel to a certain extent, reduce the pressure between the protrusion 211 and the barrel 3111, and prevent the fuel from leaking from the gap between the protrusion 211 and the barrel 3111, thereby improving the sealing effect of the fuel circuit.

[0087] After the oxidant flows into the second main flow channel 8, it flows into the second annular groove 3115 through the second radial hole 215, and then the oxidant flows around the circumference of the second annular groove 3115 and flows into the second propellant flow channel 6 of the swing bracket 310. The second annular groove 3115 can improve the sealing performance of the fuel flowing between the peripheral part of the second annular groove and the peripheral part of the first annular groove. The principle is the same as the sealing principle of the first annular groove 3114, which will not be repeated here.

[0088] Reference Figure 3-Figure 4 In order to further improve the sealing performance of fuel and oxidant delivery, optionally, the present application also includes at least two first seals 9 and at least two second seals 10.

[0089] At least two first sealing members 9 are disposed between the protruding portion 211 and the cylindrical portion 3111 , and are distributed on the upper and lower sides of the first annular groove 3114 .

[0090] At least two second sealing members 10 are disposed between the peripheral portion of the second annular groove 214 and the peripheral portion of the first annular groove 3113 , and are distributed on the upper and lower sides of the second annular groove 3115 .

[0091] By providing at least two first seals 9 at the connection portion between the protrusion 211 and the barrel 3111, and arranging at least two first seals 9 on the upper and lower sides of the first annular groove 3114, the first seal 9 blocks the gap between the first radial hole 213 and the first annular groove 3114. When the fuel flows from the first main flow channel 7 through the first radial hole 213 into the first annular groove 3114, the fuel is prevented from leaking from the gap between the first radial hole 213 and the first annular groove 3114, thereby improving the sealing effect when the fuel flows through the first radial hole 213.

[0092] At least two second seals 10 are provided between the peripheral portion of the second annular groove 214 and the peripheral portion of the first annular groove 3113, and at least two second seals 10 are arranged on the upper and lower sides of the second annular groove 3115, so that the second seals 10 block the gap between the second radial hole 215 and the second annular groove 3115. When the oxidant flows from the second main flow channel 8 through the second radial hole 215 into the second annular groove 3115, the oxidant is prevented from leaking from the gap between the second radial hole 215 and the second annular groove 3115, thereby improving the sealing effect during the oxidant delivery.

[0093] The present application only takes the example that two first seals 9 and two second seals 10 are provided, and both the first seals 9 and the second seals 10 are O-rings for explanation, and the size of the O-rings is selected according to the size of the first annular groove 3114 and the second annular groove 3115 .

[0094] Reference Figure 5-Figure 6 In order to improve the sealing between the second support 312 and the support rod 4 and prevent the oxidizer or fuel from leaking from the gap between the second propellant flow channel 6 or the first propellant flow channel 5 and the channel 41, optionally, a third annular groove 3122 is opened on the inner side of the peripheral wall of the mounting hole 3121 of the second support 312 of the present application, and the first propellant flow channel 5 or the second propellant flow channel 6, the third annular groove 3122, the radial through hole 42 and the channel 41 are connected in sequence.

[0095] By providing the third annular groove 3122, the flow path of the fuel or oxidant in its respective flow channel is extended, thereby slowing down the flow speed of the fuel or oxidant, and preventing the fuel or oxidant from flowing too fast, which would lead to an increase in pressure at the connection between the second support 312 and the support rod 4, thereby causing leakage from the gap at the connection between the second support 312 and the support rod 4, thereby improving the sealing effect between the second support 312 and the support rod 4 to a certain extent.

[0096] Furthermore, the present application also includes at least two groups of third sealing members 11 , and each group of third sealing members 11 includes at least two.

[0097] Specifically, at least two third seals 11 in each group are arranged between the second support 312 and the support rod 4, and are distributed on the left and right sides of the third annular groove 3122. The third seal 11 blocks the gap between the support rod 4 and the second support 312. Taking a group of third seals 11 arranged between the first propellant flow channel 5 and the hole 41 as an example, when the fuel flows from the third annular groove 3122 into the radial through hole 42, the third seal 11 can prevent the fuel from leaking from the gap at the connection between the second support 312 and the support rod 4, thereby improving the sealing effect of the fuel circuit.

[0098] In the present application, the third sealing member 11 is an O-shaped sealing rubber ring, and other sealing structures may be selected according to actual conditions.

[0099] The embodiment of the present application also discloses an aircraft (not shown in the figure), including the engine assembly in the above embodiment, and the aircraft is fixedly connected to the engine assembly. The engine assembly can simultaneously realize axial acceleration control and pitch and yaw attitude control of the aircraft, without the need to arrange multiple attitude control engines 100 and orbit control engines 100 to simultaneously perform attitude control and orbit control on the aircraft, which effectively simplifies the structural layout of the aircraft of the present application and reduces the weight of the aircraft of the present application.

[0100] In order to meet the demand for controllable thrust vector of orbital attitude control engine and optimize the structural layout of orbital attitude control power system, this scheme proposes an engine assembly, in which the engine 100 changes the thrust vector direction of the engine 100 by rotating along the axis direction of the engine 100 itself and swinging in the direction perpendicular to the aircraft, so that the axial acceleration control and pitch and yaw attitude control of the aircraft can be achieved simultaneously through one engine 100, which can effectively reduce the number of attitude control engines in the orbital attitude control power system. This scheme solves the problems of limited internal space of the aircraft, complex layout of multiple attitude control engines, and weight reduction from the perspective of structural layout. From the perspective of control scheme, this scheme controls the thrust vector direction of the engine by adjusting the rotation angle and the swing angle, and the geometric relationship is simple, achieving the technical effect of adjustable thrust vector of the aircraft.

[0101] The propellant flow channel design scheme included in this scheme designs internal flow channels on the rotating support seat 210, the swing bracket 310 and the engine 100 base, eliminates the external propellant delivery pipeline of the engine 100, effectively solves the problem of pipeline connection reliability during the vector change process of the engine, and greatly reduces the difficulty of engine assembly; a dynamic sealing structure is designed at the connection between the rotating shaft and the swing shaft to ensure the sealing reliability of the propellant during the operation of the engine 100.

[0102] In the description of the present application, the directions or positional relationships indicated by words such as "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" are based on the exemplary directions or positional relationships shown in the accompanying drawings. They are for the convenience of describing or simplifying the description of the embodiments of the present application, and do not indicate or imply that the referred device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present application.

[0103] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0104] In the description of this application, it should be noted that, 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 direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0105] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0106] The above is only a partial implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the technical concept of the scheme of the present application, other similar implementation methods based on the technical ideas of the present application are also within the protection scope of the embodiments of the present application.

Claims

1. An engine assembly for orbit control and attitude control of an aircraft, characterized in that: include: engine; A swing assembly connected to the engine and used to drive the engine to swing in a direction perpendicular to the axis of the aircraft; A slewing assembly, one end of which is fixedly connected to the aircraft, and the other end of which is connected to the engine through the swing bracket of the swing assembly, and is used to drive the engine to perform slewing motion with its own axis as the central axis, the slewing assembly comprising a slewing support seat, and the slewing support seat is rotatably connected to the top center of the swing bracket; The swing bracket is in an inverted U shape, and is covered on the top of the engine, with both ends extending to the radial side of the engine; A first support is provided at the center of the top of the swing bracket, the first support comprises a cylinder portion located at the center and having a through hole, and a first annular groove with an opening facing upward is provided at the periphery of the cylinder portion; A protrusion is provided at the center of the bottom of the swivel support seat, a first connection portion for connecting with the aircraft is provided at the center of the top of the swivel support seat, the protrusion is coaxial with the first connection portion, a second annular groove with an opening facing downward is provided on the periphery of the protrusion, the protrusion is inserted into the through hole and is rotatably connected with the cylinder, the peripheral portion of the second annular groove abuts against the bottom surface of the first annular groove; the cylinder abuts against the bottom surface of the second annular groove; The swing bracket is provided with a first propellant flow channel and a second propellant flow channel which are independent of each other, the rotating support seat is provided with a first main flow channel which passes through the first connecting portion and extends to the protruding portion, and a second main flow channel which is located in the peripheral portion of the second annular groove, the first main flow channel, the first propellant flow channel and the first internal flow channel of the engine are connected in sequence, and the second main flow channel, the second propellant flow channel and the second internal flow channel of the engine are connected in sequence.

2. The engine assembly according to claim 1, characterized in that The swing assembly also includes swing angle control motors distributed on both radial sides of the engine, the two swing angle control motors are coaxially arranged, and the output shafts of the two swing angle control motors are fixedly connected to the engine through a support rod, and the end of the swing bracket is fixedly connected to the swing angle control motor; The swivel assembly also includes a swivel angle control motor, which is fixedly connected to the swivel support seat and rotatably connected to the top of the swing bracket.

3. The engine assembly according to claim 2, characterized in that The ends of the swing brackets are each provided with a second support for connecting to the swing angle control motor, and the second support is provided with a mounting hole for plugging and matching with the support rod; A hole is opened in the two support rods along the axial direction thereof, and a radial through hole connected to the hole is opened on the side wall of the two support rods. The first propellant flow channel is connected to the first internal flow channel of the engine through one of the holes, and the second propellant flow channel is connected to the second internal flow channel of the engine through the other hole.

4. The engine assembly according to claim 1, characterized in that The inner peripheral wall of the through hole of the cylinder is provided with a first annular groove; A first radial hole is formed on the side wall of the protruding portion; the first main flow channel, the first radial hole, the first annular groove and the first propellant flow channel are connected in sequence; A second annular groove is provided inside the peripheral portion of the first annular groove, and a second radial hole is provided at the peripheral portion of the second annular groove; the second main flow channel, the second radial hole, the second annular groove and the second propellant flow channel are connected in sequence.

5. The engine assembly according to claim 4, characterized in that Also comprising at least two first seals and at least two second seals; At least two of the first sealing members are disposed between the protruding portion and the cylindrical portion and are distributed on upper and lower sides of the first annular groove; At least two of the second sealing members are disposed between the peripheral portion of the second annular groove and the peripheral portion of the first annular groove, and are distributed on upper and lower sides of the second annular groove.

6. The engine assembly according to claim 3, characterized in that Also comprising at least two sets of third seals, each set of the third seals comprising at least two; A third annular groove is formed on the inner side of the peripheral wall of the mounting hole, and the first propellant flow channel or the second propellant flow channel, the third annular groove, the radial through hole and the hole are sequentially connected; At least two of the third sealing members in each group are arranged between the second support and the support rod, and are distributed on the left and right sides of the third annular groove.

7. An aircraft, characterized in that: The invention comprises the engine assembly according to any one of claims 1 to 6, wherein the aircraft is fixedly connected to the engine assembly.

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