Multi-directional thrust vectoring nozzle with double S-shaped curved rhombic outlets for aero-engine

Abstract

The invention discloses a multi-directional thrust vectoring nozzle with a double-S-bend rhombic outlet for an aero-engine, which comprises a nozzle barrel, the rhombic outlet is arranged at the end of the nozzle barrel, and a plurality of vector adjusting modules are arranged on the outer side of the rhombic outlet. The outlet of the spray pipe is rhombic, the rhombic outlet does not have a dihedral angle structure of a rectangular outlet, the rhombic outlet better conforms to the parallel design principle compared with the rectangular outlet, and under the condition that the area of the outlet of the spray pipe is the same, compared with the rectangular outlet and a round outlet, the spray pipe has the larger aspect ratio and the better stealth effect and better meets the requirement for the flat fuselage of a modern fighter; the deflected flap is arranged at the end of the rhombic thrust vectoring nozzle of the aero-engine, the effect of adjusting airflow deflection is achieved by controlling the deflected flap on the premise that the sectional area of an outlet is kept unchanged, and therefore it can be guaranteed that the thrust is not affected, meanwhile, an aircraft completes attitude control through torque generated by thrust, and better agility is obtained.

Description

Technical Field

[0001] The invention relates to the technical field of aeroengines, in particular to a multi-directional vector nozzle with double S-bend diamond-shaped outlets for an aeroengine. Background Art

[0002] As the air combat environment deteriorates, higher requirements are placed on the technical and tactical performance of fighter jets. Thrust vectoring technology can control the fighter jet's maneuverable flight by controlling the deflection of the engine's tail airflow, supplementing or replacing the force or torque generated by conventional aerodynamic control surfaces, and meeting the aircraft's requirements for extraordinary maneuverability, short-range vertical take-off and landing, supersonic cruise, and high stealth.

[0003] Thrust vectoring technology is achieved through vector thrust nozzles. Nowadays, the best way to achieve vector deflection of the nozzle is to add vector thrust adjustment plates. The main airflow deflection effect is achieved through coordinated control of the vector thrust adjustment plates, so that the aircraft can complete attitude control through the torque generated by the thrust and obtain better agility.

[0004] The new generation of fighters not only put forward high demands on thrust vectoring performance, but also require fighters to have good stealth performance; modern heavy fighters generally have flat fuselages to achieve better stealth effects. Conventional circular nozzle outlets are prone to diffuse reflection of radar waves due to the curved surface, which destroys stealth performance. The existing rectangular outlet can produce a parallel effect, scattering radar waves to other non-important directions, and the airflow ejected from the rectangular outlet is more easily mixed and cooled with the external cold airflow, increasing the contact area between the jet and the outflow, and strengthening the cooling of the jet and the outflow. However, the vertical surface of the rectangular outlet will form a dihedral structure, resulting in a higher radar scattering cross-sectional area. The larger aspect ratio brings good stealth performance but also increases aerodynamic losses.

[0005] The existing double-S-bend diamond-shaped outlet multi-directional vector nozzle used in aircraft engines has the following disadvantages: the circular nozzle outlet is prone to diffuse reflection of radar waves due to the curved surface, which destroys the stealth performance; the vertical surface of the rectangular outlet will form a dihedral structure, which will increase the aerodynamic loss.

[0006] A Chinese patent document with publication number CN105201685B discloses an S-bend two-dimensional nozzle with a vector deflection function. The S-bend two-dimensional nozzle with a vector deflection function comprises a cylindrical body, a round turning square, an S-bend body, a nozzle outlet adjustment mechanism and a side wall; the front end of the round turning square is connected to the cylindrical body, the rear end is connected to the S-bend body, and the nozzle outlet adjustment mechanism is connected to the rear end outlet of the S-bend body; the upper adjustment plate and the lower adjustment plate of the nozzle outlet adjustment mechanism are respectively hinged at the rear end outlet of the S-bend body; the side wall is fixed It is fixed at the outlet of the rear end of the S-bend cylinder; the upper actuator drives the upper adjustment plate to connect, and the lower actuator drives the lower adjustment plate; the S-bend two-component nozzle with vector deflection function of the present invention can realize the adjustment of the nozzle outlet area and the vector deflection function under different working conditions of the engine, which makes up for the defect that the existing S-bend nozzle is an unadjustable nozzle, while taking into account the advantages of simple structure, light weight and high reliability. However, the sprinkler outlet of the S-bend two-component nozzle with vector deflection function is rectangular, and can only realize vector adjustment in one direction.

[0007] A multi-axis aerodynamic vector nozzle and a multi-axis thrust adjustment method are disclosed in a Chinese patent document with publication number CN115653779A. The multi-axis aerodynamic vector nozzle and the multi-axis thrust adjustment method include an inlet section, a flow diversion transition section and two functional sections with the same structure and symmetrically arranged. The functional sections are provided with a three-way adjustment mechanism for adjusting the flow and vector of the functional sections. This structure realizes the conversion of multiple working modes of the secondary flow path through two functional sections, realizes the vector force and torque of the aerodynamic vector nozzle in the pitch, roll and yaw directions, and greatly expands the ability of the aerodynamic vector nozzle to improve the control efficiency of the aircraft; and the bifurcated design of the left and right functional sections can form a good shielding for the hot end components such as the engine center cone and turbine blades, and has good stealth performance. At the same time, the left and right bifurcated multi-channel structure also avoids the large eccentricity problem existing in ordinary S-bend flow channels, realizes a flat structural layout, and is more conducive to realizing a highly integrated design with the rear body of the aircraft, further improving the aerodynamic performance and stealth performance of the aircraft, but the vector adjustment method of the multi-axis aerodynamic vector nozzle and the multi-axis thrust adjustment method is more complicated and is a vector adjustment in a single direction.

[0008] In order to solve the above-mentioned deficiencies in the prior art, it is a problem worth studying to provide a double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine. Summary of the invention

[0009] The purpose of the present invention is to overcome the shortcomings of a circular nozzle outlet, that is, the curved surface easily causes diffuse reflection of radar waves, thereby destroying stealth performance, and the vertical surface of a rectangular outlet forms a dihedral structure, resulting in increased aerodynamic losses. A double-S-bend diamond outlet multi-directional vector nozzle for an aircraft engine is provided, which achieves the technical effect of improving radar stealth and infrared stealth performance and reducing nozzle aerodynamic losses.

[0010] The purpose of the present invention is achieved through the following technical solutions:

[0011] A double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine comprises a nozzle barrel, the end of the nozzle barrel is provided with a diamond outlet, and the outer side of the diamond outlet is provided with a plurality of vector adjustment modules.

[0012] The nozzle barrel comprises an inlet straight section connected to the turbine outlet of the aircraft engine and an S-shaped curved section connected to the inlet straight section. The rear end of the S-shaped curved section is fixedly connected to the diamond outlet.

[0013] The length of the inlet straight section is 150 mm, and the S-shaped curved section is composed of two opposite S-shaped bends. The first bend section and the second bend section of the S-shaped curved section have the same length and are bent in opposite directions. The heat radiation emitted by the engine and the rear fuselage of the aircraft is the largest. The design of the double S-bend nozzle can make the high-temperature part of the engine invisible, thereby significantly reducing the infrared characteristics of the aircraft and improving the stealth performance of the aircraft.

[0014] The diameter of the inlet end of the S-shaped curved section is 400 mm, the outlet end of the S-shaped curved section is elliptical, the height of the outlet end of the S-shaped curved section is 210 mm, and the width of the outlet end of the S-shaped curved section is 400 mm.

[0015] The centerline variation rule adopted by the S-shaped curved section and the diamond-shaped outlet transition section is:

[0016]

[0017] The longitudinal offset and axial length are defined as the y-coordinate difference and x-coordinate difference between the end point and the starting point of each S-shaped centerline; the axial offset is the z-coordinate difference between the end point and the starting point of the centerline.

[0018] The cross-sectional area variation rule adopted by the S-bend section and the diamond-shaped exit transition section is:

[0019]

[0020] Where Ain is the inlet area of ​​the multi-dimensional S-bend nozzle, Ae is the outlet area of ​​the multi-dimensional S-bend nozzle, and L is the length of the S-bend section of the multi-dimensional S-bend nozzle.

[0021] The cross-sectional geometric parameters along the S-shaped bending section and the rhombus outlet transition section are designed as a super ellipse design. The S-shaped nozzle with a rhombus outlet is designed based on the super ellipse method, wherein the formulas of the major semi-axis a and the minor semi-axis b of the super ellipse are:

[0022]

[0023] In the formula, ae is half of the width of the diamond at the outlet of the multi-dimensional S-bend nozzle, and be is half of the height of the diamond at the outlet of the multi-dimensional S-bend nozzle. The super-elliptical cross-section may have better anti-deformation and anti-fatigue performance, especially under harsh working conditions such as high pressure and high temperature. The super-elliptical design provides great flexibility and can adjust the shape parameters according to specific application requirements. It can be customized for specific fluid properties, flow requirements or performance goals to meet diverse application needs.

[0024] The diamond-shaped outlet comprises a diamond-shaped outlet transition section fixedly connected to the S-shaped curved section, and a diamond-shaped outlet straight section fixedly connected to the diamond-shaped outlet transition section;

[0025] The rear end of the diamond-shaped outlet and other straight sections are connected with the vector adjustment module, and the S-shaped curved section of the rear end elliptical interface and the diamond-shaped outlet and other straight sections with a diamond-shaped interface as a whole are transitionally connected through the diamond-shaped outlet transition section, so that the outlet of the vector nozzle is diamond-shaped. The diamond-shaped outlet does not have the dihedral angle structure of the rectangular outlet, and is more in line with the parallel design principle than the rectangular outlet. Under the condition that the nozzle outlet area is the same, it has a larger aspect ratio than the rectangular outlet and the circular outlet, and has a better stealth effect, which is more suitable for the flat fuselage requirements of modern fighter jets.

[0026] The vector adjustment module includes a rotating shaft rotatably connected to the four sides of the rear end of the straight section such as the diamond outlet, and a deflection flap rotatably connected to the straight section such as the diamond outlet through the rotating shaft. By arranging the deflection flap at the end of the diamond vector nozzle of the aircraft engine, the effect of adjusting the airflow deflection is achieved by controlling the deflection flap while keeping the outlet cross-sectional area unchanged. In this way, it can be ensured that the thrust size is not affected, and the aircraft completes attitude control through the torque generated by the thrust, thereby obtaining better agility.

[0027] Positive and beneficial effects: 1. The double S-bend diamond outlet multi-directional vector nozzle used for aircraft engines has a diamond-shaped nozzle outlet. The diamond-shaped outlet does not have the dihedral structure of the rectangular outlet. Compared with the rectangular outlet, it is more in line with the parallel design principle. Under the condition of the same nozzle outlet area, compared with the rectangular outlet and the circular outlet, it has a larger aspect ratio, better stealth effect, and is more suitable for the flat fuselage requirements of modern fighter jets.

[0028] 2. The double S-bend diamond-shaped outlet multi-directional vector nozzle for aircraft engines has a deflection flap at the end of the diamond-shaped vector nozzle of the aircraft engine. Under the premise that the outlet cross-sectional area remains unchanged, the deflection of the airflow is adjusted by controlling the deflection flap. This ensures that the thrust size is not affected, and the aircraft completes attitude control through the torque generated by the thrust, thereby obtaining better agility.

[0029] 3. The double S-bend diamond-shaped outlet multi-directional vector nozzle for aircraft engines has a large part of the nozzle barrel set in an S-bend shape, so that the heat radiation emitted by the aircraft's engine and rear fuselage is maximized. The design of the double S-bend nozzle can make the high-temperature part of the engine invisible, thereby significantly reducing the aircraft's infrared characteristics and improving the aircraft's stealth performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a half-section structural schematic diagram of the present invention;

[0031] Figure 2 It is a front view structural schematic diagram of the present invention;

[0032] Figure 3 It is a schematic diagram of the structure of the partial flap of the present invention;

[0033] Figure 4 It is a schematic diagram of the structure of the eccentric flap rotation axis of the present invention;

[0034] Figure 5 It is a schematic diagram of the nozzle airflow pitch plane generating thrust downwards in the present invention;

[0035] Figure 6 It is a schematic diagram of the nozzle airflow pitch plane generating thrust upwards in the present invention;

[0036] Figure 7 It is a schematic diagram of the nozzle airflow yaw plane generating thrust to the left of the present invention;

[0037] Figure 8 It is a schematic diagram of the nozzle airflow pitch plane generating thrust to the right in the present invention;

[0038] Fig. 9 It is a schematic diagram of the structure of the diamond-shaped outlet nozzle of the present invention;

[0039] Fig.10 Schematic diagram of the aspect ratio of the diamond-shaped nozzle of the present invention;

[0040] Fig.11 This is a flow field simulation diagram of the present invention with an aspect ratio of 1;

[0041] Fig.12 This is a flow field simulation diagram of the present invention with an aspect ratio of 2;

[0042] Fig.13 This is a flow field simulation diagram of the present invention with an aspect ratio of 3;

[0043] Fig.14 This is a flow field simulation diagram with an aspect ratio of 4 according to the present invention.

[0044] In the figure: 1-nozzle barrel, 101-inlet straight section, 102-S-shaped curved section, 2-diamond outlet, 201-diamond outlet transition section, 202-diamond outlet straight section, 3-vector adjustment module, 301-rotation axis, 302-biased flap. DETAILED DESCRIPTION

[0045] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0046] Example 1

[0047] like Figure 1 to Figure 2 As shown, a double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine includes a nozzle barrel 1, an end of the nozzle barrel 1 is provided with a diamond outlet 2, and the outer side of the diamond outlet 2 is provided with a plurality of vector adjustment modules 3.

[0048] like Figure 1 to Figure 2 As shown, the nozzle barrel 1 includes an inlet straight section 101 connected to the turbine outlet of the aircraft engine, and an S-shaped curved section 102 connected to the inlet straight section 101 , and the rear end of the S-shaped curved section 102 is fixedly connected to the diamond outlet 2 .

[0049] like Figure 1 to Figure 2 As shown, the length of the inlet straight section 101 is 150 mm, the S-shaped bending section 102 is composed of two opposite S-shaped bends, the first bend section and the second bend section of the S-shaped bending section 102 are of the same length and have opposite bending directions. By setting most of the nozzle barrel 1 in an S-bend shape, the heat radiation emitted by the engine and the rear fuselage of the aircraft is maximized, and the design of the double S-bend nozzle can make the high-temperature part of the engine invisible, thereby significantly reducing the infrared characteristics of the aircraft and improving the stealth performance of the aircraft.

[0050] like Figure 1 to Figure 2 As shown, the diameter of the inlet end of the S-shaped curved section 102 is 400 mm, the outlet end of the S-shaped curved section 102 is elliptical, the height of the outlet end of the S-shaped curved section 102 is 210 mm, and the width of the outlet end of the S-shaped curved section 102 is 400 mm.

[0051] like Figure 1 to Figure 2 As shown, the diamond outlet 2 includes a diamond outlet transition section 201 fixedly connected to the S-shaped curved section 102, and a diamond outlet straight section 202 fixedly connected to the diamond outlet transition section 201;

[0052] The rear end of the diamond outlet straight section 202 is connected to the vector adjustment module 3, and the S-shaped curved section 102 of the rear end elliptical interface and the diamond outlet straight section 202 with a diamond interface as a whole are transitionally connected through the diamond outlet transition section 201, so that the outlet of the vector nozzle is diamond-shaped. The diamond outlet does not have the dihedral structure of the rectangular outlet, and is more in line with the parallel design principle than the rectangular outlet. Under the condition that the nozzle outlet area is the same, it has a larger aspect ratio than the rectangular outlet and the circular outlet, and has a better stealth effect, which is more suitable for the flat fuselage requirements of modern fighter jets.

[0053] like Figure 1 to Figure 2 As shown, the vector adjustment module 3 includes a rotating shaft 301 rotatably connected to the four sides of the rear end of the diamond outlet straight section 202, and a deflection flap 302 rotatably connected to the diamond outlet straight section 202 through the rotating shaft 301. By arranging the deflection flap 302 at the end of the diamond vector nozzle of the aircraft engine, the deflection of the airflow can be adjusted by controlling the deflection flap 302 under the premise that the outlet cross-sectional area remains unchanged, so that the thrust size is not affected, and the aircraft completes attitude control through the torque generated by the thrust, thereby obtaining better agility;

[0054] Furthermore, various sensors (such as temperature sensors, pressure sensors, etc.) installed on the aircraft engine are used to monitor the working status of the engine in real time, including key parameters such as the converted speed of the low-pressure rotor and the fan inlet temperature, and monitor the expansion ratio of the nozzle, the deflection angle, and the current position of the yaw flap, etc. According to the data monitored by the sensors, the control system performs complex calculations and analyses to determine the target position and angle of the yaw flap that needs to be adjusted, so as to ensure that the adjustment of the yaw flap can accurately meet the flight requirements. Finally, the yaw flap is adjusted by the actuator (such as a hydraulic actuator, an electric motor, etc.), and the actuator will accurately move the yaw flap to the target position, thereby changing the airflow direction and thrust vector at the nozzle outlet.

[0055] Example 2

[0056] The centerline variation rule adopted by the S-shaped curved section 102 and the diamond-shaped outlet transition section is:

[0057]

[0058] The longitudinal offset and axial length are defined as the y-coordinate difference and x-coordinate difference between the end point and the starting point of each S-shaped centerline; the axial offset is the z-coordinate difference between the end point and the starting point of the centerline.

[0059] The cross-sectional area variation rule adopted by the S-bend section and the diamond-shaped exit transition section is:

[0060]

[0061] Where Ain is the inlet area of ​​the multi-dimensional S-bend nozzle, Ae is the outlet area of ​​the multi-dimensional S-bend nozzle, and L is the length of the S-bend section of the multi-dimensional S-bend nozzle.

[0062] The cross-sectional geometric parameters along the S-shaped bending section 102 and the rhombus outlet transition section are designed as a super ellipse design. The S-shaped nozzle with a rhombus outlet is designed based on the super ellipse method, wherein the formulas of the major semi-axis a and the minor semi-axis b of the super ellipse are:

[0063]

[0064] In the formula, ae is half of the width of the diamond at the outlet of the multi-dimensional S-bend nozzle, and be is half of the height of the diamond at the outlet of the multi-dimensional S-bend nozzle. By gradually changing the cross section of the S-shaped bend section from a circle to an ellipse in a gradual manner, the rear end of the S-shaped bend section 102 is converted into an ellipse, which is convenient for docking with the diamond outlet 2 for vector adjustment. At the same time, the super-ellipse design can provide a smooth geometric transition between the S-shaped bend section and the diamond outlet. This smoothness helps to reduce the turbulence and resistance of the fluid in the nozzle and improve the efficiency and performance of the nozzle. Adjusting the major semi-axis a and the minor semi-axis b of the super-ellipse can optimize the flow characteristics in the nozzle, ensure that the fluid flows in the nozzle in a more uniform and stable manner, and reduce the possibility of energy loss and fluid separation. The super-ellipse design can also enhance the structural strength of the nozzle to a certain extent. Compared with a circular or other shaped cross section, the super-ellipse cross section may have better deformation resistance and fatigue resistance. Especially under harsh working conditions such as high pressure and high temperature, the super-ellipse design provides great flexibility. The shape parameters can be adjusted according to specific application requirements. It can be customized for specific fluid characteristics, flow requirements or performance targets to meet diverse application requirements.

[0065] Example 3

[0066] like Figures 9 to 14 As shown, different aspect ratios of the diamond-shaped nozzle outlet produce different flow fields;

[0067] When the aspect ratio increases, the shear layer thickness at the nozzle outlet increases, and the shear layer rapid expansion position and high-frequency noise source position will move upstream. This change may lead to a decrease in flow field stability, but can enhance turbulent mixing efficiency. For example, when the aspect ratio increases from 1.5 to 3, the shear layer thickness increases significantly, and the high-frequency noise source generation area moves forward, affecting the downstream flow field structure;

[0068] In a double S-bend nozzle, the increase in the aspect ratio will change the impact pattern of the heat flux on the wall. For example, when the aspect ratio is 5, the temperature of the wall "hot spot" reaches a peak value (an increase of 1.3% compared to the baseline model), but as the aspect ratio increases further, the temperature of the hot spot decreases. This phenomenon is related to the flow vortex suction effect caused by the flow channel bending. The aspect ratio adjustment can optimize the thermal protection design. When the aspect ratio increases, the length of the tail flame core area downstream of the nozzle outlet is shortened, but the lateral diffusion range may expand, affecting the distribution characteristics of infrared radiation;

[0069] The increase in aspect ratio will change the propagation angle of near-field noise. The noise phase velocity on the long axis lip line decreases significantly with the increase of aspect ratio, resulting in a decrease in the radiation angle of noise downstream and the concentration of high-frequency noise upstream. Experiments show that the total sound pressure level of a nozzle with an aspect ratio of 3 is about 2.6dB lower than that of a nozzle with an aspect ratio of 1.5 at most angles, indicating that optimizing the aspect ratio can reduce upstream noise.

[0070] In a scramjet combustion chamber, increasing the aspect ratio (such as an aspect ratio of 5) can enhance the penetration and mixing ability of the fuel, but it will aggravate the total pressure loss, and a trade-off needs to be made between combustion efficiency and energy loss. Changes in the aspect ratio may cause asymmetric displacement of the thrust axis, especially in the double S-bend nozzle, and the matching of structural stiffness and aerodynamic load needs to be optimized through fluid-solid coupling analysis.

[0071] like Figures 11 to 14 They are the flow field simulation diagrams corresponding to aspect ratios of 1, 2, 3, and 4 respectively. According to the analysis of the flow field simulation diagrams at different aspect ratios, it is judged that a low aspect ratio (such as 1.5-3) is more suitable for a design that prioritizes thrust efficiency. Among them, the diamond-shaped opening of the nozzle with an aspect ratio of 2 has excellent performance in terms of jet velocity, pressure distribution, turbulence and mixing characteristics, vortex and vortex loss.

[0072] Example 4

[0073] like Figure 3 to Figure 4 As shown, the deflection of the four adjusting plates in the pitch and yaw directions and the normal direction of the nozzle trailing edge line can be achieved by the combined rotation of the vector adjusting plates around the nozzle trailing edge line, and the four deflection flaps are numbered as deflection flap 1, deflection flap 2, deflection flap 3 and deflection flap 4 respectively, and the four rotation axes are numbered as rotation axis 1, rotation axis 2, rotation axis 3 and rotation axis.

[0074] like Figures 5 to 8 As shown, xyz is a three-dimensional coordinate system. In the figure, F represents the direction in which the airflow expands at the nozzle to generate thrust. F x 、F y 、F z In the force diagram representing the thrust F generated by the airflow in the x, y, and z axis directions, the xy plane is the yaw plane, and the xz plane is the pitch plane;

[0075] On the premise that the eccentric flap 2 and the eccentric flap 3 remain unchanged, the eccentric flap 1 is rotated toward the outside of the nozzle, and the eccentric flap 4 is rotated toward the inside of the nozzle, so that the airflow can be deviated toward the normal direction of the rotation axis 1 in the second quadrant of the engine outlet cross section; on the premise that the eccentric flap 2 and the eccentric flap 3 remain unchanged, the eccentric flap 1 is rotated toward the inside of the nozzle, and the eccentric flap 4 is rotated toward the outside of the nozzle, so that the airflow can be deviated toward the normal direction of the rotation axis 4 in the fourth quadrant of the engine outlet cross section;

[0076] On the premise that the eccentric flap 1 and the eccentric flap 4 remain unchanged, the eccentric flap 2 is rotated toward the outside of the nozzle, and the eccentric flap 3 is rotated toward the inside of the nozzle, so that the airflow can be deviated toward the normal direction of the rotation axis 2 in the first quadrant of the engine outlet cross section; on the premise that the eccentric flap 1 and the eccentric flap 4 remain unchanged, the eccentric flap 2 is rotated toward the inside of the nozzle, and the eccentric flap 3 is rotated toward the outside of the nozzle, so that the airflow can be deviated toward the normal direction of the rotation axis 3 in the fourth quadrant of the engine outlet cross section;

[0077] like Figure 5 As shown in the figure, the flaps 1 and 2 are deflected inwards, and the flaps 3 and 4 are deflected outwards, so that the airflow is deflected downward in the pitch plane to generate thrust. The thrust direction is deflected downward in the pitch plane, and the component force F in the x-axis direction x is positive, the component force F in the z-axis direction z is negative;

[0078] like Figure 6 As shown in the figure, the deflection flaps 1 and 2 are deflected outwards, and the deflection flaps 3 and 4 are deflected inwards, so that the airflow is deflected upward in the pitch plane to generate thrust. The thrust direction is deflected upward in the pitch plane, and the component force F in the x-axis direction x is positive, the component force F in the z-axis direction z is positive;

[0079] The deflection flap 1 and the deflection flap 2 are rotated outward, the upper vector adjustment piece is moved upward, the deflection flap 3 and the deflection flap 4 are rotated inward, the lower vector adjustment piece is moved upward, and the four vector adjustment pieces are offset upward along the pitch direction as a whole, so that the airflow is deflected upward; the deflection flap 1 and the deflection flap 2 are rotated inward, the upper vector adjustment piece is moved downward, the deflection flap 3 and the deflection flap 4 are rotated outward, the lower vector adjustment piece is moved downward, and the four vector adjustment pieces are offset downward along the pitch direction as a whole, so that the airflow is deflected downward;

[0080] like Figure 7 As shown in the figure, the flaps 1 and 3 are deflected outwards, and the flaps 2 and 4 are deflected inwards, so that the airflow is deflected to the left in the yaw plane. The thrust direction is deflected to the left in the yaw plane, and the component force F in the x-axis direction x is positive, the component force F in the y-axis direction y is negative;

[0081] The deflection flap 1 and the deflection flap 3 are rotated outward, the left half of the vector adjustment piece is moved to the left, the deflection flap 2 and the deflection flap 4 are rotated inward, the right half of the vector adjustment piece is moved to the left, and the four vector adjustment pieces are offset to the left along the yaw direction as a whole, so that the airflow is deflected to the left; the deflection flap 1 and the deflection flap 3 are rotated inward, the left half of the vector adjustment piece is moved to the right, the deflection flap 2 and the deflection flap 4 are rotated outward, the right half of the vector adjustment piece is moved to the right, and the four vector adjustment pieces are offset to the right along the yaw direction as a whole, so that the airflow is deflected to the right;

[0082] like Figure 8 As shown in the figure, the deflection flaps 1 and 3 are deflected inwards, and the deflection flaps 2 and 4 are deflected outwards, so that the airflow is deflected to the right in the yaw plane. As can be seen from the figure, the thrust direction is deflected to the right in the yaw plane, and the component force F in the x-axis direction is x is positive, the component force F in the y-axis direction y Is positive.

Claims

1. A double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine, comprising a nozzle barrel (1), characterized in that: A rhombus-shaped outlet (2) is arranged at the end of the nozzle barrel (1), and a plurality of vector adjustment modules (3) are arranged outside the rhombus-shaped outlet (2).

2. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 1, characterized in that: The nozzle barrel (1) comprises an inlet straight section (101) connected to the turbine outlet of the aircraft engine, and an S-shaped curved section (102) connected to the inlet straight section (101), wherein the rear end of the S-shaped curved section (102) is fixedly connected to the diamond-shaped outlet (2).

3. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 2, characterized in that: The length of the inlet straight section (101) is 150 mm, the S-shaped curved section (102) is composed of two opposite S-shaped bends, and the first bend section and the second bend section of the S-shaped curved section (102) are of the same length and have opposite bending directions.

4. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 2, characterized in that: The diameter of the inlet end of the S-shaped curved section (102) is 400 mm, the outlet end of the S-shaped curved section (102) is elliptical, the height of the outlet end of the S-shaped curved section (102) is 210 mm, and the width of the outlet end of the S-shaped curved section (102) is 400 mm.

5. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 4, characterized in that: The centerline variation rule adopted by the S-shaped curved section (102) and the diamond-shaped outlet transition section is: The longitudinal offset and axial length are defined as the y-coordinate difference and x-coordinate difference between the end point and the starting point of each S-shaped centerline; the axial offset is the z-coordinate difference between the end point and the starting point of the centerline.

6. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 4, characterized in that: The cross-sectional area variation rule along the S-shaped curved section (102) and the diamond-shaped outlet transition section is: Where Ain is the inlet area of ​​the multi-dimensional S-bend nozzle, Ae is the outlet area of ​​the multi-dimensional S-bend nozzle, and L is the length of the S-bend section of the multi-dimensional S-bend nozzle.

7. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 4, characterized in that: The cross-sectional geometric parameters along the S-shaped curved section (102) and the rhombus-shaped outlet transition section are designed as a superellipse design. The S-shaped nozzle with a rhombus-shaped outlet is designed based on the superellipse method, wherein the formulas of the major semi-axis a and the minor semi-axis b of the superellipse are: Where ae is half of the width of the multi-dimensional S-bend nozzle outlet diamond, and be is half of the height of the multi-dimensional S-bend nozzle outlet diamond.

8. The double S-bend diamond outlet multi-directional vector nozzle for an aircraft engine according to claim 2, characterized in that: The diamond-shaped outlet (2) comprises a diamond-shaped outlet transition section (201) fixedly connected to the S-shaped curved section (102), and a diamond-shaped outlet straight section (202) fixedly connected to the diamond-shaped outlet transition section (201); The rear end of the rhombus outlet straight section (202) is cooperatively connected to the vector regulating module (3).

9. The double S-bend diamond-shaped outlet multi-directional vector nozzle for an aircraft engine according to claim 8, characterized in that: The vector adjustment module (3) comprises a rotation shaft (301) rotatably connected to four sides of the rear end of the rhombus outlet equal straight section (202), and a deflected flap (302) rotatably connected to the rhombus outlet equal straight section (202) via the rotation shaft (301).

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