An aircraft tail structure and an aircraft

Abstract

The application discloses an aircraft tail structure and an aircraft, and relates to the technical field of aircraft tail structures.The aircraft tail structure comprises a first rigid shell assembly and a second rigid shell assembly.The front end of the first rigid shell assembly is arranged on an aircraft engine in a circumferential direction.The front end of the second rigid shell assembly is arranged at the tail end of the first rigid shell assembly and is in sliding seal connection with the first rigid shell assembly.The tail end of the second rigid shell assembly is arranged on an engine nozzle.When the engine nozzle swings, the engine nozzle drives the second rigid shell assembly to slide on the first rigid shell assembly.The sliding seal connection between the first rigid shell assembly and the second rigid shell assembly realizes swing spraying of the engine nozzle without using a flexible heat protection skirt.The use of a rigid material improves the high-external-pressure, high-axial-load bearing capacity and long-time high-temperature erosion resistance of the aircraft tail structure, and the aircraft tail structure is not prone to damage.

Description

Technical Field

[0001] This invention relates to the field of aircraft tail technology, and particularly to an aircraft tail structure and an aircraft. Background Technology

[0002] At the moment of ignition, rocket and other spacecraft engines eject high-temperature flames and exhaust gases, with instantaneous temperatures ranging from 3000K to 4000K, accompanied by high-speed particle scouring. During the ejection process, the high-temperature exhaust gases ejected along the engine nozzle also generate localized flame backflow, directly scouring the exterior of the engine nozzle and the tail section structure. In catapult launch scenarios, the tail section of the spacecraft with an internal jet ejection system needs to withstand axial forces several times the mass of the spacecraft, as well as significant short-term impacts and high-temperature exhaust scouring, with pressures reaching MPa levels and temperatures exceeding 1000℃. In vertical descent scenarios, the tail section of the spacecraft needs to withstand the heat flow, impact, and scouring reflected from the ground as it approaches the ground.

[0003] In existing technologies, the swing bearing adapter structure between the aircraft engine and its nozzle, i.e., the tail section of the aircraft's swaying nozzle, generally uses flexible devices such as flexible heat shields to connect and achieve the swaying of the aircraft engine nozzle. However, flexible heat shields are difficult to withstand the erosion of high external pressure, high axial load, and high-temperature airflow, and are prone to damage. Summary of the Invention

[0004] This invention provides a tail structure and an aircraft to solve the technical problem in related technologies where flexible devices, such as flexible heat shields, used in the swing bearing adapter structure between the aircraft engine and the aircraft engine nozzle are difficult to withstand high external pressure, high axial load, and high-temperature airflow, and are prone to damage.

[0005] Firstly, a tail structure for an aircraft is provided, including:

[0006] A first rigid housing assembly, the front end of which is disposed on the aircraft engine along the circumferential direction;

[0007] The second rigid housing assembly has its front end located at the rear end of the first rigid housing assembly and is slidably and sealingly connected thereto. The rear end of the second rigid housing assembly is located on the engine nozzle.

[0008] When the engine nozzle swings, the engine nozzle causes the second rigid housing assembly to slide on the first rigid housing assembly.

[0009] In some embodiments, the first rigid housing assembly includes:

[0010] A connecting block, which is disposed on the aircraft engine;

[0011] A first arc-shaped housing, the front end of which is connected to the connecting block, and the rear end of which extends to the front end of the second rigid housing assembly;

[0012] Multiple support rods are arranged circumferentially inside the first arc-shaped housing. One end of each support rod is connected to the connecting block, and the other end of each support rod is connected to the tail end of the first arc-shaped housing.

[0013] In some embodiments, the first rigid housing assembly further includes:

[0014] An annular protrusion is provided on the outside of the first arc-shaped shell and is used for guiding flow.

[0015] In some embodiments, the second rigid housing assembly includes:

[0016] The second arc-shaped housing has its front end overlapping and slidably connected to the rear end of the first arc-shaped housing. The front end of the second arc-shaped housing can slide along the length or width of the first arc-shaped housing. The rear end of the second arc-shaped housing is located on the engine nozzle.

[0017] Multiple brackets are arranged circumferentially on the inner side of the second arc-shaped housing and connected to the engine nozzle.

[0018] In some embodiments, the outer surface of the tail end of the first arc-shaped housing and the inner surface of the front end of the second arc-shaped housing are both smooth spherical surfaces, and the curvature of the tail end of the first arc-shaped housing matches the curvature of the front end of the second arc-shaped housing.

[0019] In some embodiments, the front end of the second arcuate shell has a chamfered or streamlined structure.

[0020] In some embodiments, the front end of the second arc-shaped housing is provided with a sealing groove, and a sealing ring is provided in the sealing groove, the sealing ring being sealed to the rear end of the first arc-shaped housing.

[0021] In some embodiments, each of the supports includes:

[0022] A first connecting rod is disposed inside the second arc-shaped housing and connected to the engine nozzle;

[0023] The second connecting rod is located inside the first connecting rod and forms a preset angle with it. One end of the second connecting rod is connected to the first connecting rod, and the other end of the second connecting rod is connected to the engine nozzle.

[0024] In some embodiments, the second rigid housing assembly further includes:

[0025] A heat-resistant sleeve is provided on the outside of the first arc-shaped shell. One end of the heat-resistant sleeve is connected to the annular protrusion, and the other end of the heat-resistant sleeve is connected to the front end of the second arc-shaped shell.

[0026] Secondly, an aircraft is provided, including the aforementioned tail structure.

[0027] The beneficial effects of the technical solution provided by this invention include:

[0028] This invention provides a tail structure and an aircraft. The tail structure includes a first rigid shell assembly and a second rigid shell assembly. The front end of the first rigid shell assembly is disposed on the aircraft engine along the circumferential direction. The front end of the second rigid shell assembly is disposed at the tail end of the first rigid shell assembly and is slidably sealed to it. The tail end of the second rigid shell assembly is disposed on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell assembly to slide on the first rigid shell assembly. The slidable sealing connection between the first and second rigid shell assemblies enables the swaying of the engine nozzle, eliminating the need for a flexible heat shield. The use of rigid materials in the first and second rigid shell assemblies improves their high external pressure and high axial load-bearing capacity and resistance to long-term high-temperature erosion, making them less prone to damage. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is an overall schematic diagram of the tail structure of an aircraft provided in an embodiment of the present invention;

[0031] Figure 2 This is a detailed schematic diagram of a tail structure of an aircraft provided in an embodiment of the present invention;

[0032] Figure 3 This is a partial schematic diagram of a tail structure of an aircraft provided in an embodiment of the present invention;

[0033] Figure label:

[0034] 1. First rigid housing assembly; 11. Connecting block; 12. First arc-shaped housing; 13. Support rod; 14. Annular protrusion;

[0035] 2. Second rigid housing assembly; 21. Second arc-shaped housing; 211. Sealing groove; 212. Sealing ring; 22. Bracket; 221. First connecting rod; 222. Second connecting rod; 23. Heat shield;

[0036] 3. Aircraft engine;

[0037] 4. Engine nozzle. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] This invention provides a tail structure for an aircraft that solves the technical problem in related technologies where flexible devices, such as flexible heat shields, used in the swing bearing adapter structure between the aircraft engine and the engine nozzle are difficult to withstand high external pressure, high axial load, and high-temperature airflow, and are prone to damage.

[0040] Figure 1 This invention provides a tail structure for an aircraft, comprising: a first rigid shell assembly 1 and a second rigid shell assembly 2. The front end of the first rigid shell assembly 1 is disposed on the aircraft engine 3 along the circumferential direction. The front end of the second rigid shell assembly 2 is disposed on the tail end of the first rigid shell assembly 1 and is slidably and sealingly connected thereto. The tail end of the second rigid shell assembly 2 is disposed on the engine nozzle 4. When the engine nozzle 4 swings, the engine nozzle 4 drives the second rigid shell assembly 2 to slide on the first rigid shell assembly 1.

[0041] The tail structure of the aircraft provided in this embodiment of the invention includes a first rigid shell assembly and a second rigid shell assembly. The front end of the first rigid shell assembly is disposed on the aircraft engine along the circumferential direction. The front end of the second rigid shell assembly is disposed on the tail end of the first rigid shell assembly and is slidably sealed to it. The tail end of the second rigid shell assembly is disposed on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell assembly to slide on the first rigid shell assembly. Through the slidably sealed connection between the first rigid shell assembly and the second rigid shell assembly, the second rigid shell assembly can swing with the swing of the engine nozzle, realizing the swinging spray of the engine nozzle without the need for a flexible heat shield. Moreover, both the first rigid shell assembly and the second rigid shell assembly are made of rigid materials, which improves their high external pressure and high axial load-bearing capacity and resistance to long-term high temperature erosion, making them less prone to damage.

[0042] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2 As shown, the first rigid shell assembly 1 includes: a connecting block 11, a first arc-shaped shell 12, and a plurality of support rods 13. The connecting block 11 is disposed on the aircraft engine 3 and connected to the tail end of the aircraft engine 3. The front end of the first arc-shaped shell 12 is connected to the connecting block 11, and the front end of the first arc-shaped shell 12 can also be connected to the tail end of the aircraft engine 3. The tail end of the first arc-shaped shell 12 extends to the front end of the second rigid shell assembly 2. The plurality of support rods 13 are disposed circumferentially inside the first arc-shaped shell 12, and one end of each support rod 13 is connected to the connecting block 11. The other end of the support rod 13 is connected to the tail end of the first arc-shaped shell 12. The first arc-shaped shell 12 is fixed to the aircraft engine 3 by the connecting block 11. The multiple support rods 13 are the load-bearing structures inside the first arc-shaped shell 12. They are made of skin, ribs or sandwich structures to improve their rigidity. Each support rod 13 can also transmit external pressure to the connecting block 11 and the aircraft engine 3, further enhancing the high external pressure and high axial load-bearing capacity of the first arc-shaped shell 12. The outer surface of the first arc-shaped shell 12 is also provided with a heat-resistant coating to improve its resistance to high temperature erosion. The multiple support rods 13 can also be a ring bracket connected as one piece.

[0043] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2As shown, the first rigid shell assembly 1 further includes an annular protrusion 14, which is disposed on the outside of the first arc-shaped shell 12 for guiding airflow. The annular protrusion 14 is integrally formed with the first arc-shaped shell 12. When the aircraft is flying at high speed, it guides the incoming airflow to the outside, forming a flow-following step, stripping the hot airflow from the surface of the first arc-shaped shell 12, and optimizing the flow and thermal load of the airflow on the surface of the first arc-shaped shell 12.

[0044] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2 As shown, the second rigid housing assembly 2 includes: a second arc-shaped housing 21 and a plurality of supports 22. The front end of the second arc-shaped housing 21 overlaps and is slidably connected to the rear end of the first arc-shaped housing 12. The front end of the second arc-shaped housing 21 can slide along the length or width direction of the first arc-shaped housing 12. The rear end of the second arc-shaped housing 21 is disposed on the engine nozzle 4. The plurality of supports 22 are disposed along the circumferential direction on the inner side of the second arc-shaped housing 21 and are connected to the engine nozzle 4.

[0045] Specifically, when the engine nozzle 4 swings vertically up and down, the engine nozzle 4 causes the second arc-shaped housing 21 to slide along the length direction of the first arc-shaped housing 12. That is, when the engine nozzle 4 swings vertically upward, it causes the second arc-shaped housing 21 to slide along the length direction of the first arc-shaped housing 12 towards the aircraft engine 3, and the second arc-shaped housing 21 pushes the heat shield 23 to retract. When the engine nozzle 4 swings vertically downward, it causes the second arc-shaped housing 21 to slide along the length direction of the first arc-shaped housing 12 away from the aircraft engine 3, and the second arc-shaped housing 21 causes the heat shield 23 to extend. When the engine nozzle 4 swings horizontally left and right, the engine nozzle 4 causes the second arc-shaped housing 21 to slide along the length direction of the first arc-shaped housing 12. The engine nozzle 4 slides left and right in the width direction, that is, when the engine nozzle 4 swings to the left in the horizontal direction, it causes the second arc-shaped housing 21 to slide to the left along the width direction of the first arc-shaped housing 12. The heat shield 23 deforms with the displacement of the second arc-shaped housing 21. The engine nozzle 4 swings to the right in the horizontal direction, causing the second arc-shaped housing 21 to slide to the right along the width direction of the first arc-shaped housing 12. The heat shield 23 deforms with the displacement of the second arc-shaped housing 21. The front end of the second arc-shaped housing 21 always overlaps with the tail end of the first arc-shaped housing 12, so that the second arc-shaped housing 21 can swing with the swing of the engine nozzle 4, realizing the swing spray of the engine nozzle 4 without the need for a flexible heat shield skirt. In addition, the outer surface of the second arc-shaped housing 21 is also provided with a heat shield coating to improve its resistance to high temperature erosion.

[0046] Furthermore, the multiple brackets 22 form a support and load-bearing structure inside the second arc-shaped shell 21. When the aircraft is ejected from the tube and makes a vertical landing, when the high temperature and high pressure gas builds up high external pressure and impact load at the tail of the aircraft, the load is distributed to the engine nozzle 4 through the multiple brackets 22, thereby improving the load-bearing and pressure-bearing capacity of the second arc-shaped shell 21.

[0047] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2 As shown, the outer surface of the tail end of the first arc-shaped housing 12 and the inner surface of the front end of the second arc-shaped housing 21 are both smooth spherical surfaces, and the curvature of the tail end of the first arc-shaped housing 12 matches the curvature of the front end of the second arc-shaped housing 21. The smooth spherical surface can reduce the frictional resistance of the second arc-shaped housing 21 sliding on the first arc-shaped housing 12, reduce the friction and wear of the contact surface, optimize the stress distribution, make the stress distribution of the overlapping surface of the first arc-shaped housing 12 and the second arc-shaped housing 21 more uniform, avoid the phenomenon of local stress concentration, reduce the wear and fatigue damage of the connection surface, and extend the service life. The curvature matching can ensure the tight fit of the overlapping surface of the first arc-shaped housing 12 and the second arc-shaped housing 21, reduce the leakage path, enhance the sealing performance, and also reduce the friction and wear of the overlapping surface, which can reduce contact stress, reduce frictional heat and wear.

[0048] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 2 and Figure 3 As shown, the front end of the second arc-shaped housing 21 has a chamfered or streamlined structure. The chamfered or streamlined structure optimizes the shape of the front end of the second arc-shaped housing 21, eliminates sharp parts, disperses stress, extends service life, reduces assembly difficulty, allows for smooth transition at the connection, and enhances connection strength.

[0049] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 2 and Figure 3As shown, the front end of the second arc-shaped shell 21 is provided with a sealing groove 211, and a sealing ring 212 is provided in the sealing groove 211. The sealing ring 212 is sealed to the tail end of the first arc-shaped shell 12. When the aircraft ejects from the tube or lands vertically, the gas flows from the rear to the front of the aircraft and establishes high external pressure. The front end of the second arc-shaped shell 21 always overlaps with the tail end of the first arc-shaped shell 12, forming a flow-down step, forming the first sealing protection, preventing the gas flowing from the rear to the front of the aircraft from entering between the second arc-shaped shell 21 and the first arc-shaped shell 12. At the same time, The sealing ring 212 forms a second layer of sealing protection to prevent gas from entering. When the aircraft is flying at high speed, the external airflow flows from the front to the rear of the aircraft. The annular protrusion 14 forms a step along the airflow to separate the hot airflow from the surface of the first arc-shaped shell 12. The front end of the second arc-shaped shell 21 always overlaps with the rear end of the first arc-shaped shell 12 to form a first layer of sealing protection, preventing the external airflow flowing from the front to the rear of the aircraft from entering between the second arc-shaped shell 21 and the first arc-shaped shell 12. At the same time, the sealing ring 212 also forms a second layer of sealing protection to prevent airflow from entering.

[0050] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2 As shown, each of the brackets 22 includes: a first connecting rod 221 and a second connecting rod 222. The first connecting rod 221 is disposed inside the second arc-shaped housing 21 and connected to the engine nozzle 4. The second connecting rod 222 is disposed inside the first connecting rod 221 and forms a preset angle with it. One end of the second connecting rod 222 is connected to the first connecting rod 221, and the other end of the second connecting rod 222 is connected to the engine nozzle 4. The outer surface of the engine nozzle 4 is provided with a partial boss or annular mounting position for connecting with the first connecting rod 221 and the engine nozzle 4. The second connecting rod 222 connects the first connecting rod 221 and the second connecting rod 222 to fix and support the tail end of the second arc-shaped housing 21 on the engine nozzle 4. The first connecting rod 221 fits against the inner side of the tail end of the second arc-shaped housing 21, enhancing the rigidity and structural strength of the tail end of the second arc-shaped housing 21. The second connecting rod 222 is obliquely arranged inside the first connecting rod 221, which can effectively distribute the load of the second arc-shaped housing 21 and the first connecting rod 221 onto the engine nozzle 4, improving the load-bearing capacity of the second arc-shaped housing 21.

[0051] As an optional implementation, in one embodiment of the invention, see [link to relevant documentation]. Figure 1 and Figure 2As shown, the second rigid shell assembly 2 further includes a heat-resistant sleeve 23, which is disposed on the outside of the first arc-shaped shell 12. One end of the heat-resistant sleeve 23 is connected to the annular protrusion 14, and the other end of the heat-resistant sleeve 23 is connected to the front end of the second arc-shaped shell 21. The heat-resistant sleeve 23 forms a third sealing protection at the overlap between the second arc-shaped shell 21 and the first arc-shaped shell 12, which can prevent the gas flowing from the rear to the front of the aircraft and the external airflow flowing from the front to the rear of the aircraft from entering between the second arc-shaped shell 21 and the first arc-shaped shell 12, thus playing a redundant sealing and heat insulation role. The heat-resistant sleeve 23 can be connected to the annular protrusion 14 and the front end of the second arc-shaped shell 21 by means of screwing, pressing, gluing or mixed installation. The heat-resistant sleeve 23 is made of flexible heat-resistant materials, such as adaptable cloth, high-temperature resistant rubber, metal woven mesh or combinations thereof, to improve its resistance to high pressure and high-temperature erosion.

[0052] This invention also provides an aircraft, including the aforementioned aircraft tail structure. The aircraft tail structure includes: a first rigid shell assembly 1 and a second rigid shell assembly 2. The front end of the first rigid shell assembly 1 is disposed on the aircraft engine 3 along the circumferential direction. The front end of the second rigid shell assembly 2 is disposed on the tail end of the first rigid shell assembly 1 and is slidably and sealingly connected to it. The tail end of the second rigid shell assembly 2 is disposed on the engine nozzle 4. When the engine nozzle 4 swings, the engine nozzle 4 drives the second rigid shell assembly 2 to slide on the first rigid shell assembly 1.

[0053] The aircraft provided in this embodiment of the invention has a tail structure with a first rigid shell assembly and a second rigid shell assembly. The front end of the first rigid shell assembly is disposed on the aircraft engine along the circumferential direction. The front end of the second rigid shell assembly is disposed at the tail end of the first rigid shell assembly and is slidably sealed to it. The tail end of the second rigid shell assembly is disposed on the engine nozzle. When the engine nozzle swings, the engine nozzle drives the second rigid shell assembly to slide on the first rigid shell assembly. Through the slidably sealed connection between the first rigid shell assembly and the second rigid shell assembly, the second rigid shell assembly can swing with the swing of the engine nozzle, realizing the swinging spray of the engine nozzle without the need for a flexible heat shield. Moreover, both the first rigid shell assembly and the second rigid shell assembly are made of rigid materials, which improves their high external pressure and high axial load-bearing capacity and resistance to long-term high temperature erosion, making them less prone to damage.

[0054] In the description of this invention, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0055] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0056] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

Claims

1. A tail structure for an aircraft, characterized in that, include: The first rigid shell assembly (1) is located on the aircraft engine (3) along the circumferential direction at its front end. The front end of the second rigid housing assembly (2) is located at the rear end of the first rigid housing assembly (1) and is slidably sealed to it. The rear end of the second rigid housing assembly (2) is located on the engine nozzle (4). When the engine nozzle (4) swings, the engine nozzle (4) causes the second rigid housing assembly (2) to slide on the first rigid housing assembly (1); The first rigid housing assembly (1) includes: Connecting block (11), the connecting block (11) is provided on the aircraft engine (3); The first arc-shaped housing (12) has its front end connected to the connecting block (11) and its tail end extends to the front end of the second rigid housing assembly (2). Multiple support rods (13) are arranged circumferentially inside the first arc-shaped shell (12). One end of each support rod (13) is connected to the connecting block (11), and the other end of each support rod (13) is connected to the tail end of the first arc-shaped shell (12). The second rigid housing assembly (2) includes: The front end of the second arc-shaped housing (21) overlaps and slides on the tail end of the first arc-shaped housing (12). The front end of the second arc-shaped housing (21) can slide along the length or width of the first arc-shaped housing (12). The tail end of the second arc-shaped housing (21) is located on the engine nozzle (4). Multiple brackets (22) are arranged circumferentially on the inner side of the second arc-shaped housing (21) and connected to the engine nozzle (4); The outer surface of the tail end of the first arc-shaped shell (12) and the inner surface of the front end of the second arc-shaped shell (21) are both smooth spherical surfaces, and the curvature of the tail end of the first arc-shaped shell (12) matches the curvature of the front end of the second arc-shaped shell (21); The second rigid housing assembly (2) further includes: Heat shield (23) is provided on the outside of the first arc-shaped shell (12). One end of the heat shield (23) is connected to the annular protrusion (14), and the other end of the heat shield (23) is connected to the front end of the second arc-shaped shell (21).

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

3. The tail structure of the aircraft according to claim 1, characterized in that: The front end of the second arc-shaped shell (21) is chamfered or streamlined.

4. The tail structure of the aircraft according to claim 1, characterized in that: The front end of the second arc-shaped housing (21) is provided with a sealing groove (211), and a sealing ring (212) is provided in the sealing groove (211). The sealing ring (212) is sealed to the tail end of the first arc-shaped housing (12).

5. The tail structure of the aircraft according to claim 1, characterized in that, Each of the aforementioned supports (22) includes: The first connecting rod (221) is located inside the second arc-shaped housing (21) and connected to the engine nozzle (4); The second connecting rod (222) is located inside the first connecting rod (221) and forms a preset angle with it. One end of the second connecting rod (222) is connected to the first connecting rod (221), and the other end of the second connecting rod (222) is connected to the engine nozzle (4).

6. An aircraft, characterized in that, Includes the tail structure of the aircraft as described in any one of claims 1-5.

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