Aircraft combined jet flow gas supply system and method

Abstract

This invention provides a combined jet gas supply system and method for aircraft, relating to the field of jet control technology. The invention includes a first gas source from the leading edge stagnation point of the aircraft, used to supply gas to the nozzle; a second gas source from the aircraft's auxiliary power system, used to supply gas to the nozzle; and a gas source regulation system for regulating the gas supply from the first and second gas sources to the nozzle, thereby regulating the temperature and flow rate of the jet gas ejected from the nozzle. Compared with existing technologies, this invention has the advantage of improving the jet flow rate supply capability and meeting the jet gas flow rate requirements in complex multi-mission flight environments.

Description

Technical Field

[0001] This invention relates to the field of jet control technology, and in particular to an aircraft combined jet air supply system and method. Background Technology

[0002] Active jet control is an active flow control technology that injects a high-energy jet into the aircraft's motion field to alter the external flow conditions, thereby adjusting the aircraft's forces and motion. Jet flow control technology is considered an important means to improve aircraft's short takeoff and landing capabilities, enhance control surface maneuverability, and optimize flight performance, and has already achieved significant performance improvements in several special-purpose aircraft.

[0003] However, with the continuous improvement of aircraft performance requirements, especially the increasing demands in complex multi-mission flight environments, the flexibility and adaptability of existing jet control systems can no longer fully meet these needs. Particularly under extreme conditions, the control effectiveness and system efficiency of current technology remain limited. Summary of the Invention

[0004] To address the aforementioned problems, this application provides an aircraft combined jet air supply system and method.

[0005] In a first aspect, this application provides an aircraft combined jet air supply system, which adopts the following technical solution:

[0006] An aircraft-mounted combined jet gas supply system, applied to an aircraft, the aircraft including an injection port for ejecting jet gas, comprising:

[0007] The first air source, from the leading edge stagnation point of the aircraft, is used to supply air to the nozzle;

[0008] The second air source, from the auxiliary power system of the aircraft, is used to supply air to the nozzle; and the air source regulation system is used to regulate the amount of air supplied to the nozzle by the first and second air sources, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle.

[0009] Preferably, it also includes a third air source, which comes from the engine of the aircraft. The third air source is used to supply air to the nozzle, and the air source regulation system is used to regulate the air supply from the first air source, the second air source and the third air source to the nozzle, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle.

[0010] And / or, the aircraft is equipped with a compressor system, and the aircraft combined jet air supply system further includes a fourth air source, which comes from the compressor system and is used to supply air to the nozzle. The air source regulation system is used to regulate the air supply from the first air source, the second air source, the third air source and the fourth air source to the nozzle, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle.

[0011] Preferably, the air source regulation system includes a collection component, wherein the first air source, the second air source, the third air source and the fourth air source are all connected to the collection component, and the collection component is connected to the injection port.

[0012] Preferably, at least one of a temperature sensor and a pressure reducing valve is disposed between the manifold and the injection port.

[0013] Preferably, the engine of the aircraft has an outer bypass duct, the third air source is from the outer bypass duct, and the air flow rate provided by the third air source to the nozzle does not exceed 5% of the total flow rate of the outer bypass duct.

[0014] Preferably, the wing leading edge stagnation point of the aircraft is provided with a leading edge stagnation point air intake, and the center position of the air intake of the leading edge stagnation point air intake is located within 10% of the chord length above and below the wing leading edge stagnation point of the aircraft, and the first air source comes from the leading edge stagnation point air intake.

[0015] Preferably, a first ejector is provided on the pipeline between the first gas source and the injection port;

[0016] And / or, a second ejector is provided on the pipeline between the third gas source and the injection port;

[0017] And / or, a fluid control element is provided on the pipeline between the first gas source and the injection port, the fluid control element being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the first gas source;

[0018] And / or, a fluid control element is provided on the pipeline between the second gas source and the injection port, the fluid control element being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the second gas source;

[0019] And / or, a fluid control element is provided on the pipeline between the third gas source and the injection port, the fluid control element being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the third gas source;

[0020] And / or, a fluid control element is provided on the pipeline between the fourth gas source and the injection port, the fluid control element being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the fourth gas source.

[0021] Preferably, the fluid control element includes at least one of a check valve, a pressure sensor, and a shut-off valve.

[0022] Preferably, the gas source regulation system includes a temperature regulation system, which is used to regulate the temperature of the jet gas ejected from the injection port;

[0023] And / or, it also includes a jet controller disposed on the aircraft for regulating the jet gas ejected from the nozzle to change the aerodynamic characteristics around the aircraft.

[0024] Secondly, this application provides a combined jet air supply method for aircraft, employing the following technical solution:

[0025] A combined jet air supply method for aircraft, applied to the combined jet air supply system for aircraft described in the above technical solution, includes the following steps:

[0026] Takeoff phase:

[0027] The gas source regulation system controls the first gas source and the third gas source to be shut down, and controls the second gas source and the fourth gas source to be opened.

[0028] The gas supply of the second and fourth gas sources is controlled by the gas source regulation system to regulate the temperature and flow rate of the jet gas ejected from the injection port.

[0029] Stable flight phase:

[0030] The gas source regulation system controls the opening of the first gas source, the second gas source, and the third gas source, and controls the closing of the fourth gas source.

[0031] The gas supply volume of the first gas source, the second gas source, and the third gas source is controlled by the gas source regulation system to regulate the temperature and flow rate of the jet gas ejected from the injection port;

[0032] Landing phase:

[0033] The gas source regulation system controls the first gas source and the third gas source to be shut down, and controls the second gas source and the fourth gas source to be opened.

[0034] The gas supply of the second and fourth gas sources is controlled by the gas source regulation system to adjust the temperature and flow rate of the jet gas ejected from the nozzle.

[0035] The present invention has the following advantages and beneficial effects:

[0036] This invention provides a larger jet gas flow rate by setting up a first gas source and a second gas source, thereby meeting the jet requirements in complex multi-mission flight environments. Existing jet control systems have poor flexibility and adaptability under extreme conditions. This invention, by combining a first gas source (from the leading edge stagnation point) and a second gas source (from the auxiliary power system), not only improves the jet flow rate supply capacity but also allows for flexible adjustment of the gas source according to different flight mission requirements.

[0037] On the other hand, the second gas source has a higher temperature. If it is directly ejected from the nozzle, it may cause drastic temperature fluctuations around the aircraft, affecting its handling stability and infrared stealth capabilities. Therefore, this invention uses a gas source regulation system to mix the lower-temperature first gas source with the higher-temperature second gas source, adjusting the temperature and flow rate of the airflow ejected from the nozzle. This effectively reduces temperature fluctuations, enhances the aircraft's stealth capabilities, and ensures efficient and stable control of the jet gas even under complex operating conditions. This solution overcomes the limitations of existing technologies under extreme conditions in improving the flexibility and adaptability of the jet control system. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0039] Figure 1 This is a schematic diagram of the connection structure according to an embodiment of this application;

[0040] Figure 2 This is a structural schematic diagram of an embodiment of this application;

[0041] Figure 3 This is a structural diagram of an aircraft engine;

[0042] Figure 4 It is a cross-sectional view of the aircraft's wing;

[0043] Figure 5 This is a connection diagram of an embodiment of this application.

[0044] The diagram is marked as follows:

[0045] 10. Aircraft; 11. Jet nozzle; 12. Outer bypass duct; 13. Compressor system; 14. Auxiliary power system; 15. Leading edge stagnation inlet; 100. Air source regulation system; 110. Assembly unit; 120. Temperature sensor; 130. Pressure reducing valve; 140. Jet controller; 150. Fluid control element; 151. Check valve; 152. Pressure sensor; 153. Shut-off valve; 160. Temperature regulation system; 170. First ejector; 180. Second ejector. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0047] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0048] The following is in conjunction with the appendix Figures 1 to 5 This application provides a detailed description of an aircraft combined jet air supply system and method through specific embodiments and application scenarios.

[0049] The first aspect of this embodiment describes in detail an aircraft combined jet air supply system.

[0050] Reference Figure 1 , Figure 2This application provides an aircraft-integrated jet air supply system applied to an aircraft 10, which includes an injection port 11 for ejecting jet gas. Exemplarily, the aircraft 10 may be a fixed-wing aircraft, which also has wings. The aircraft 10 also includes an auxiliary power unit 14 (APU), an important component of modern aircraft, primarily used to provide electricity and compressed air to provide necessary support to the aircraft when the main engines are not running. The auxiliary power unit 14 is typically a small turbine engine, mounted at the tail or under the fuselage of the aircraft. The compressed air and electricity it provides not only ensure the basic functions of the aircraft 10 during ground operation but also provide power support for various systems of the aircraft 10 in special circumstances.

[0051] Reference Figure 1 , Figure 5 The aircraft's combined jet air supply system includes a first air source, a second air source, and an air source regulation system 100. The air source regulation system 100 regulates the air supply from the first and second air sources to the nozzle 11, thereby adjusting the temperature and flow rate of the jet gas ejected from the nozzle 11. The first air source originates from the leading edge stagnation point of the aircraft 10, and the second air source originates from the auxiliary power system 14 of the aircraft 10. The air source regulation system 100 adjusts the air flow rates from the first and second air sources according to the needs of the aircraft 10, and delivers the airflow from both to the nozzle 11 for jet ejection. In this way, the system can adjust the forces and operating conditions of the aircraft 10, such as improving short takeoff and landing capabilities, enhancing control surface maneuverability, and optimizing flight performance.

[0052] Among them, reference Figure 4 As shown, the leading-edge stagnation point of aircraft 10 refers to the specific point where the airflow on the wing or other aerodynamic surface (such as the leading edge of the wing) separates, forming turbulence. During flight, the airflow on the wing surface is constantly changing, especially at high speeds and high angles of attack. The airflow is affected by different aerodynamic forces, which may lead to airflow separation. When airflow separation occurs, the aircraft's lift decreases, potentially causing a stall.

[0053] The leading-edge stagnation point is the point at the very front of an aircraft's wing or other major aerodynamic surface where airflow begins to separate and stagnate. This location is typically situated at the leading edge of the wing or other important aerodynamic surface and is influenced by factors such as the aircraft's angle of attack, flight speed, and airflow turbulence. Simply put, the leading-edge stagnation point is the "starting point" where airflow separates from the wing surface, marking whether the aircraft is approaching the critical point of stall.

[0054] Specifically, a leading-edge stagnation inlet 15 is installed at the leading-edge stagnation point of the aircraft 10. When the aircraft 10 flies at high speed, part of the airflow will enter the leading-edge stagnation inlet 15, thus forming the primary air source. Installing the leading-edge stagnation inlet 15 at the leading-edge stagnation point of the aircraft 10 has several significant advantages compared to installing it at other locations. First, the airflow in the leading-edge stagnation area typically has higher pressure, ensuring that the primary air source formed at this location can obtain a stable and high-pressure air source. This is crucial for systems requiring high-pressure airflow, such as jet control systems or jet propulsion systems. In contrast, airflow at the trailing edge of the wing or other parts may be affected by vortices or turbulence, resulting in unstable flow and thus failing to provide a consistent and stable air source.

[0055] Furthermore, the airflow in the leading edge stagnation region is typically more stable and less susceptible to disturbances from factors such as eddies and turbulence, thus providing a more consistent and predictable airflow. This stability makes it particularly suitable for systems requiring precise regulation of flow rate, pressure, or temperature, especially when performing tasks such as aircraft attitude adjustment, jet control, or cooling, enabling rapid response and providing accurate airflow control.

[0056] Understandably, the primary air source is essentially a portion of the high-speed airflow drawn from the leading-edge stagnation point of the aircraft 10. Drawing airflow from the leading-edge stagnation point also ensures a suitable airflow temperature, especially in high-speed flight or low-temperature environments where the airflow temperature is relatively low and no additional cooling measures are required. Conversely, drawing airflow from the engine or other parts of the fuselage results in a higher airflow temperature, which could adversely affect the infrared stealth performance of the aircraft 10, or require an additional temperature regulation system 160.

[0057] In summary, taking airflow from the leading edge stagnation point of the aircraft 10, compared to taking airflow from other locations, not only provides a stable and high-pressure air source, but also avoids adverse effects on the aerodynamic performance and stealth capabilities of the aircraft 10. Especially in complex multi-mission flight environments, this airflow source provides higher control precision and reliability.

[0058] Understandably, the auxiliary power system 14 can provide compressed air, and a portion of the gas from the compressed air provided by the auxiliary power system 14 can be taken to form a second gas source to supply the jet nozzle 11 of the aircraft 10.

[0059] In complex multi-mission flight environments, the amount of jet gas required by the aircraft 10 may vary. Therefore, the system design incorporates a rationally configured gas source regulation system 100 to adapt to the different flight mission requirements for jet gas volume and temperature. In this embodiment, the gas source regulation system 100 adjusts the gas supply from different gas sources to regulate the flow rate and temperature of the gas ejected from the nozzle 11. This plays a role in altering the aerodynamic characteristics around the aircraft 10, improving flight performance, and adapting to various flight environments.

[0060] It is understandable that the second air source provided by the auxiliary power system 14 of the aircraft 10 has a higher temperature than the first air source. If it were directly ejected from the nozzle 11, it might adversely affect the temperature field around the aircraft 10, especially in situations where high infrared stealth capabilities are required. Therefore, the air source regulation system 100 in this embodiment can effectively regulate the temperature and flow rate of the gas ejected from the nozzle 11 by mixing gases from different air sources (such as the first and second air sources), thereby improving the aerodynamic characteristics of the aircraft 10 and reducing the risk of drastic changes in ambient temperature to some extent. This design helps to improve the flexibility and adaptability of the aircraft 10 in complex missions.

[0061] Reference Figure 1 , Figure 2 According to an optional embodiment, a third air source is also included, which is from the engine of the aircraft 10. The third air source is used to supply air to the nozzle 11. The air source regulation system 100 is used to regulate the amount of air supplied to the nozzle 11 by the first air source, the second air source and the third air source, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle 11.

[0062] According to an optional embodiment, the aircraft 10 is equipped with a compressor system 13, and the aircraft combined jet air supply system further includes a fourth air source from the compressor system 13. The fourth air source is used to supply air to the nozzle 11, and the air source regulation system 100 is used to regulate the air supply from the first, second, third, and fourth air sources to the nozzle 11, thereby regulating the temperature and flow rate of the jet gas ejected from the nozzle 11. By combining air sources from different sources, the aircraft 10 can more flexibly adjust the flow rate and temperature of the jet gas, thereby coping with complex flight conditions and optimizing the short takeoff and landing capability, control surface maneuverability, and overall flight performance of the aircraft 10.

[0063] Reference Figure 1 , Figure 2In some designs, the compressor system 13 typically consists of one or more compressors, which are important components of the aircraft 10's power system. They are primarily used to compress air and provide a high-pressure gas supply. The compressor system 13 is usually located within the aircraft's engine or a dedicated air supply system, responsible for compressing atmospheric air and supplying it to the various systems required by the aircraft 10. The compressor system 13 typically includes: a main engine compressor (e.g., a high-pressure compressor in a turbofan engine) and an auxiliary compressor, the latter serving as a backup air source, providing air when the aircraft 10's main engine is not running or when the aircraft 10 is in a specific operating state.

[0064] The jet gas requirements of the aircraft 10 vary depending on the flight phase or special operating mode. Especially during the initial takeoff phase, when the aircraft 10's engines are not fully operational or the engine's compressor system 13 is not yet fully running, the gas supply from the first and third gas sources may be insufficient to meet the jet control requirements. Therefore, other gas sources (such as a second gas source from the auxiliary power system 14 (APU)) need to be used in conjunction to ensure that the required airflow, temperature, and volume at the nozzle 11 are adequately supplied. This configuration ensures that the jet gas supply system can still operate normally during the initial takeoff phase of the aircraft 10, or when the engines are not fully running, thereby achieving precise control of the aerodynamic characteristics of the aircraft 10.

[0065] For example, when the aircraft 10 has just taken off, the first and third air sources may not be able to provide sufficient airflow because the main engine's air supply is not yet fully operational. Therefore, the air supply regulation system 100 will rationally allocate the air supply according to the supply volume of the first, second, third, and fourth air sources to ensure that the temperature and flow rate of the jet gas meet the usage requirements.

[0066] Furthermore, when the aircraft 10 enters the cruise phase and the main engine and compressor system 13 are fully operational, the output of the third air source will increase to meet the higher airflow requirements of the jet system. In this state, the air source regulation system 100 will automatically adjust the air supply of each air source according to the output of each air source to ensure that the gas ejected from the nozzle 11 is always maintained within the most suitable flow and temperature range, thus optimizing the aerodynamic characteristics of the aircraft 10.

[0067] The combined use of multiple gas sources ensures that the aircraft 10 can obtain sufficient jet gas supply under different flight conditions, while avoiding the problems of insufficient or excessive gas supply from a single gas source, thus optimizing the flexibility and adaptability of the jet gas supply system.

[0068] Reference Figure 1 , Figure 2According to an optional embodiment, the gas source regulation system 100 includes a manifold 110, through which a first gas source, a second gas source, a third gas source, and a fourth gas source are all connected. The manifold 110 is connected to a jet nozzle 11. To ensure that the jet gas ejected from the jet nozzle 11 has suitable flow rate, temperature, and pressure, the gas source regulation system 100 is designed to reasonably process and control the airflow from multiple gas sources.

[0069] First, multiple air sources (first, second, third, and fourth air sources) are converged at the concentrator 110, where the airflows are combined. The concentrator 110, as a key component for airflow convergence and delivery, ensures that the airflows from different sources are mixed uniformly. This process fully considers the differences in temperature, pressure, and flow rate of each air source, ensuring that the airflows from these sources are adequately regulated and balanced before entering the injection port 11.

[0070] Next, the air source regulation system 100 controls the temperature and pressure of the combined airflow to ensure that the parameters of the final ejected jet gas meet the requirements of the aircraft 10. Specifically, the air source regulation system 100 may include pressure control devices, temperature regulation devices, etc., which precisely adjust the pressure and temperature of the airflow to ensure that the jet gas ejected from the nozzle 11 maintains a suitable temperature while meeting the required flow rate and pressure. This process not only avoids performance problems of the aircraft 10 caused by excessively cold or hot airflow, but also avoids adverse effects of excessively high temperature and pressure on other systems of the aircraft 10.

[0071] In this way, the air source regulation system 100 can achieve precise flow, temperature and pressure control after collecting and regulating multiple air sources, thereby ensuring that the jet gas ejected from the nozzle 11 can meet the aerodynamic control requirements of the aircraft 10 and improve the handling performance of the aircraft 10 in complex flight environments.

[0072] Reference Figure 1 , Figure 2 According to an optional embodiment, at least one of a temperature sensor 120 and a pressure reducing valve 130 is provided between the manifold 110 and the injection port 11 to further improve the performance and control accuracy of the gas source regulation system 100.

[0073] First, temperature sensor 120 is used to monitor the airflow temperature in real time. Through temperature sensor 120, the system can accurately sense the current temperature of the airflow in the manifold 110, and thus determine whether the airflow provided by each air source meets the expected temperature range. If the airflow temperature does not meet the requirements, the air source regulation system 100 can adjust the output of the air source based on temperature feedback to ensure that the temperature of the gas ejected from the nozzle 11 meets the needs of the aircraft 10. This process helps to avoid the negative impact of excessively high or low temperatures on the performance of the aircraft 10, especially when the aircraft 10 is performing complex tasks or in extreme flight environments, where precise temperature control is crucial to the stability and maneuverability of the aircraft 10.

[0074] Secondly, the pressure reducing valve 130 is used to regulate the pressure of the airflow. In the manifold 110, since the airflow pressures from different gas sources may differ, the function of the pressure reducing valve 130 is to reduce the high-pressure airflow within the manifold 110 to a predetermined pressure value suitable for the injection port 11. By controlling the airflow pressure, the pressure reducing valve 130 ensures that the gas ejected from the injection port 11 is jetted at a suitable pressure, thereby preventing the airflow from being too intense or too slow, which could affect the stress and aerodynamic characteristics of the aircraft 10.

[0075] By combining the temperature sensor 120 and the pressure reducing valve 130, the air source regulation system 100 can precisely control the airflow from different air sources, ensuring that the jet gas ejected from the nozzle 11 not only meets the requirements in terms of flow rate but also achieves optimal temperature and pressure. This precise control method can significantly improve the performance of the aircraft 10 in various flight missions, especially in complex multi-mission flight environments, ensuring that the aircraft 10 can complete its missions efficiently and safely.

[0076] Reference Figure 2 , Figure 3 According to an optional embodiment, the engine of the aircraft 10 has an outer bypass duct 12, from which a third air source is supplied to the jet nozzle 11. The airflow from the third air source to the outer bypass duct 12 does not exceed 5% of the total airflow from the outer bypass duct 12. This airflow limitation helps to prevent excessive airflow from being extracted from the outer bypass duct 12, thereby affecting other important performance characteristics of the aircraft 10. First, the airflow temperature in the outer bypass duct 12 is typically high. If too much airflow is extracted for jet supply, the airflow temperature may become difficult to control, thus affecting the temperature regulation of the jet airflow and consequently the aerodynamic performance of the aircraft 10. Precise temperature control is crucial, especially in complex flight environments or extreme operating conditions.

[0077] Secondly, the outer bypass duct 12, as the main propulsive airflow channel of the engine, bears the thrust of the aircraft 10. If too much airflow is extracted from the outer bypass duct 12 for jet air supply, the airflow used for propulsion will be reduced, which may affect the propulsion force and power system efficiency of the aircraft 10. By limiting the airflow to no more than 5% of the total flow of the outer bypass duct 12, this problem can be effectively avoided, ensuring the stability of the propulsion system and the power performance of the aircraft 10.

[0078] Therefore, by reasonably controlling the proportion of airflow extracted from the outer bypass duct 12, it can be ensured that the aircraft 10 will not have an adverse impact on its power system and aerodynamic characteristics when performing jet control, thereby improving the overall performance and stability of the aircraft 10. This airflow limitation can effectively protect other critical systems of the aircraft 10 while meeting the requirements of jet control, especially when the aircraft 10 is performing complex tasks, ensuring that it can maintain its optimal state under different operating conditions.

[0079] Reference Figure 2 , Figure 4 According to an optional embodiment, the leading edge stagnation point of the wing of the aircraft 10 is provided with a leading edge stagnation point air intake 15. The center position of the air intake of the leading edge stagnation point air intake 15 is located within 10% of the chord length above and below the leading edge stagnation point of the wing of the aircraft 10, and the size of the air intake does not exceed 20% of the chord length. The first air source comes from the leading edge stagnation point air intake 15.

[0080] The design of the leading-edge stagnation inlet 15 takes into account the aerodynamic characteristics and performance requirements of the aircraft 10. Firstly, positioning the inlet within 10% of the chord length above and below the leading-edge stagnation point of the aircraft 10 ensures a stable and adaptable airflow during flight. The leading-edge stagnation region is the most complex area for airflow on the aircraft 10; therefore, the inlet location must balance multiple factors, including airflow stability, temperature control, and flow requirements. By limiting the inlet's position and size, unnecessary aerodynamic interference can be effectively reduced, excessive airflow interference with the aircraft 10's main airflow can be avoided, and the airflow extracted from this region can be ensured to have relatively ideal characteristics.

[0081] Furthermore, the primary air source provided by the leading-edge stagnation inlet 15 is typically a low-temperature airflow, which effectively reduces the impact on the infrared stealth performance of the aircraft 10, especially in high-speed flight or low-temperature environments. This design ensures that the airflow temperature is suitable, eliminating the need for an additional cooling system, while preventing high-temperature airflow from affecting the aerodynamic characteristics and infrared performance of the aircraft 10.

[0082] Reference Figure 1 , Figure 2According to an optional embodiment, a first ejector 170 is provided on the pipeline between the first gas source and the nozzle 11. An ejector is a device that utilizes the principle of airflow ejection, using the power of high-speed airflow to guide or accelerate surrounding low-pressure airflow, thereby enhancing the flow rate and velocity of the airflow. The provision of the first ejector 170 helps optimize the flow rate and velocity of the jet gas, improving system efficiency, especially during takeoff, cruise, or other special conditions of the aircraft 10, ensuring sufficient and stable airflow in the jet system.

[0083] According to an optional embodiment, a second ejector 180 is provided on the pipeline between the third gas source and the nozzle 11. The second ejector 180 further enhances the power transmission and stability of the jet gas, especially in situations requiring rapid response or efficient jet control. Through the action of the ejector, the flow rate, pressure, and velocity of the airflow can be effectively adjusted, improving the aerodynamic control performance of the aircraft 10. It is understood that an ejector can be placed at the junction of the pipeline from the first gas source to the nozzle 11 and the pipeline from the third gas source to the nozzle 11, thereby achieving independent control and mixing of the first and third airflows. This configuration effectively optimizes the guidance and ejection of the airflow, allowing the flow rate, temperature, and other parameters of the two gas sources to be precisely adjusted as needed, thereby improving the response speed and flexibility of the aircraft 10's jet control system and ensuring precise adjustment of the aerodynamic characteristics of the aircraft 10 at different flight stages.

[0084] Reference Figure 1 , Figure 2 According to an optional embodiment, a fluid control element 150 is provided on the pipeline between the first air source and the injection port 11. The fluid control element 150 is used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the first air source.

[0085] According to an optional embodiment, a fluid control element 150 is provided on the pipeline between the second air source and the injection port 11. The fluid control element 150 is used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the second air source.

[0086] According to an optional embodiment, a fluid control element 150 is provided on the pipeline between the third gas source and the injection port 11. The fluid control element 150 is used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the third gas source.

[0087] According to an optional embodiment, a fluid control element 150 is provided on the pipeline between the fourth gas source and the injection port 11. The fluid control element 150 is used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the fourth gas source.

[0088] By incorporating fluid control elements 150, precise airflow regulation can be ensured, enabling dynamic adjustments to flow rate, pressure, and direction based on the needs of the aircraft 10. These elements include, but are not limited to, check valve 151, pressure sensor 152, and shut-off valve 153, which precisely control the on / off state, flow rate, and pressure of the airflow, further enhancing the flexibility and accuracy of the air source regulation system 100. The function of these control elements is to ensure that airflow from each air source is supplied as needed and that stable flow rate and pressure are maintained during flight. This configuration can automatically adjust according to flight conditions (such as takeoff, cruise, or landing) to ensure the stability of the jet airflow.

[0089] According to an alternative embodiment, the fluid control element 150 includes at least one of a check valve 151, a pressure sensor 152, and a shut-off valve 153.

[0090] Reference Figure 1 , Figure 2 According to an optional embodiment, the gas source regulation system 100 includes a temperature regulation system 160 for regulating the temperature of the jet gas ejected from the nozzle 11. Under special operating conditions of the aircraft 10 (such as takeoff, landing, or when a large amount of jet gas is required), the gas temperature may become excessively high, which could damage aircraft 10 components or affect the infrared stealth performance of the aircraft 10. Therefore, this system controls the temperature of the jet gas by setting up a separate temperature regulation system 160 (e.g., a cooling system), thereby avoiding the adverse effects of excessively high airflow temperature and ensuring the safety and stealth performance of the aircraft 10.

[0091] For example, the temperature control system 160 typically includes a cooling medium and a heat exchanger. The cooling system in the aircraft 10 generally consists of a coolant or gaseous medium that flows through a piping system and exchanges heat with the superheated gas via a heat exchanger. In a jet gas supply system, the cooling system can be configured such that when the jet gas temperature is too high, the coolant carries away excess heat through a cooler that exchanges heat with the airflow, thereby effectively reducing the jet gas temperature. This cooling system is typically located at points in contact with the gas source piping, such as the outlet of the gas source control system 100, to ensure that the ejected gas temperature is appropriate and to avoid negative impacts of excessively high temperatures on the structure or stealth performance of the aircraft 10.

[0092] The cooling system may include an electronic cooling unit, an air-cooled heat exchanger, or a liquid cooling system. In some advanced designs, the cooling gas can exchange heat with the external airflow through a heat exchanger, or it can be circulated and cooled through the aircraft's own cooling circulation system. This method not only reduces the gas temperature but also avoids generating unnecessary heat loads, maintaining the stable operation of the aircraft.

[0093] In actual operation, the temperature regulation system 160 needs to adjust its operating mode according to the different operating phases of the aircraft 10 (such as takeoff, cruise, landing, etc.). For example, during takeoff, the aircraft 10 has strict requirements for airflow temperature, which may require the cooling system to respond quickly to prevent the jet gas temperature from being too high and affecting the aircraft's performance and safety.

[0094] Reference Figure 1 , Figure 2 According to an optional embodiment, the system further includes a jet controller 140, which is disposed on the aircraft 10 and used to regulate the jet gas ejected from the nozzle 11 to alter the aerodynamic characteristics around the aircraft 10. The jet controller 140 can optimize the aerodynamic performance of the aircraft 10 and improve its short takeoff and landing capabilities, control surface maneuverability, and flight stability by adjusting parameters such as the flow rate, velocity, and direction of the jet gas. The placement of the jet controller 140 is crucial for enhancing the adaptability and maneuverability of the aircraft 10 in complex flight environments.

[0095] Through the above optional embodiments, the jet air supply system of the aircraft 10 can flexibly adjust the supply of air source, accurately control various parameters of airflow (such as flow rate, pressure, temperature, etc.), and further improve the aerodynamic control performance of the aircraft 10 through the combination of ejector and fluid control element 150, providing strong support for complex multi-mission flight environments.

[0096] The second aspect of this embodiment provides a detailed description of a combined jet air supply method for aircraft.

[0097] An embodiment of this application provides an aircraft combined jet air supply method, applied to an aircraft combined jet air supply system described above, comprising the following steps:

[0098] Reference Figure 1 , Figure 5 During takeoff, the gas source regulation system 100 controls the first and third gas sources to close and the second and fourth gas sources to open. The gas source regulation system 100 also controls the gas supply of the second and fourth gas sources to regulate the temperature and flow rate of the jet gas ejected from the nozzle 11.

[0099] During takeoff, to meet the demand for jet gas, the gas source regulation system 100 shuts off the first and third gas sources and opens the second and fourth gas sources. At this time, the air flow rates of the second and fourth gas sources are adjusted to ensure that the jet gas ejected from the nozzle 11 is ejected at an appropriate temperature and flow rate, thereby helping the aircraft 10 overcome initial air resistance and improve takeoff performance.

[0100] After entering the stable flight phase, the first, second, and third air sources are opened and the fourth air source is closed by controlling the air source regulation system 100. The air supply volume of the first, second, and third air sources is controlled by the air source regulation system 100 to regulate the temperature and flow rate of the jet gas ejected from the nozzle 11.

[0101] Once the aircraft enters the stable flight phase, it requires a relatively stable airflow to maintain good flight performance. Therefore, the air source regulation system 100 will activate the first, second, and third air sources while simultaneously shutting off the fourth. During this phase, airflow regulation will focus on the first, second, and third air sources. By appropriately adjusting the airflow rates of these sources, the system ensures that the ejected gas meets the aircraft's requirements in terms of both temperature and flow rate, thereby optimizing the aircraft's aerodynamic performance and maneuverability.

[0102] During the descent phase, the first and third air sources are shut off, while the second and fourth air sources are opened, controlled by the air source regulation system 100. The air supply of the second and fourth air sources is controlled by the air source regulation system 100 to regulate the temperature and flow rate of the jet gas ejected from the nozzle 11.

[0103] During the descent phase, in order to reduce the glide speed of the aircraft 10 and ensure a stable landing, the air supply regulation system 100 will shut down the first and third air sources again and turn on the second and fourth air sources. At this time, by adjusting the air supply of the second and fourth air sources, the jet gas ejected from the nozzle 11 is ensured to have a suitable temperature and flow rate, helping the aircraft 10 to achieve better controllability and stability during descent.

[0104] By controlling the on / off states of different gas sources in stages and adjusting the gas supply volume, the combined jet gas supply method of the present invention can flexibly adjust parameters such as temperature and flow rate of the jet gas according to the actual needs of the aircraft 10, thereby optimizing the stress state of the aircraft 10, improving maneuverability, reducing the energy consumption of the aircraft 10, and enhancing its comprehensive performance in different flight stages.

[0105] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. An aircraft combined jet gas supply system, applied to an aircraft (10), the aircraft (10) including a nozzle (11) for ejecting jet gas, characterized in that, include: The first air source, from the leading edge stagnation point of the aircraft (10), is used to supply air to the jet nozzle (11); The second air source, from the auxiliary power system (14) of the aircraft (10), is used to supply air to the nozzle (11); as well as The gas source regulation system (100) is used to regulate the gas supply from the first gas source and the second gas source to the injection port (11) so as to regulate the temperature and flow rate of the jet gas ejected from the injection port (11); The third gas source, which comes from the engine of the aircraft (10), is used to supply gas to the nozzle (11). The gas source regulation system (100) is used to regulate the amount of gas supplied to the nozzle (11) by the first gas source, the second gas source and the third gas source, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle (11). The engine of the aircraft (10) has an outer bypass duct (12), and the third air source is from the outer bypass duct (12). The air flow provided by the third air source to the nozzle (11) does not exceed 5% of the total flow of the outer bypass duct (12).

2. The aircraft combined jet air supply system according to claim 1, characterized in that, The aircraft (10) is equipped with a compressor system (13). The aircraft combined jet air supply system also includes a fourth air source, which comes from the compressor system (13). The fourth air source is used to supply air to the nozzle (11). The air source regulation system (100) is used to regulate the amount of air supplied to the nozzle (11) by the first air source, the second air source, the third air source and the fourth air source, so as to regulate the temperature and flow rate of the jet gas ejected from the nozzle (11).

3. The aircraft combined jet air supply system according to claim 2, characterized in that, The air source regulation system (100) includes a collection component (110), and the first air source, the second air source, the third air source and the fourth air source are all connected to the collection component (110). The collection component (110) is connected to the injection port (11).

4. The aircraft combined jet air supply system according to claim 3, characterized in that, At least one of a temperature sensor (120) and a pressure reducing valve (130) is provided between the manifold (110) and the injection port (11).

5. The aircraft combined jet air supply system according to claim 1, characterized in that, The leading edge stagnation point of the wing of the aircraft (10) is provided with a leading edge stagnation point air intake (15). The center position of the air intake of the leading edge stagnation point air intake (15) is located within 10% of the chord length above and below the leading edge stagnation point of the wing of the aircraft (10). The first air source comes from the leading edge stagnation point air intake (15).

6. The aircraft combined jet air supply system according to claim 2, characterized in that, A first ejector (170) is provided on the pipeline between the first gas source and the injection port (11). And / or, a second ejector (180) is provided on the pipeline between the third gas source and the injection port (11). And / or, a fluid control element (150) is provided on the pipeline between the first gas source and the injection port (11), the fluid control element (150) being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the first gas source; And / or, a fluid control element (150) is provided on the pipeline between the second gas source and the injection port (11), the fluid control element (150) being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the second gas source; And / or, a fluid control element (150) is provided on the pipeline between the third gas source and the injection port (11), the fluid control element (150) being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the third gas source; And / or, a fluid control element (150) is provided on the pipeline between the fourth gas source and the injection port (11), the fluid control element (150) being used to adjust or monitor the flow rate, pressure and / or direction of the airflow provided by the fourth gas source.

7. The aircraft combined jet air supply system according to claim 6, characterized in that, The fluid control element (150) includes at least one of a check valve (151), a pressure sensor (152), and a shut-off valve (153).

8. An aircraft combined jet air supply system according to any one of claims 1-7, characterized in that, The gas source regulation system (100) includes a temperature regulation system (160), which is used to regulate the temperature of the jet gas ejected from the injection port (11); And / or, also includes a jet controller (140) disposed on the aircraft (10) for regulating the jet gas ejected from the nozzle (11) to change the aerodynamic characteristics around the aircraft (10).

9. A combined jet air supply method for aircraft, characterized in that, An aircraft combined jet air supply system according to any one of claims 2-4 includes the following steps: Takeoff phase: The gas source regulation system (100) controls the first gas source and the third gas source to close, and controls the second gas source and the fourth gas source to open; The gas supply of the second gas source and the fourth gas source is controlled by the gas source regulation system (100) to regulate the temperature and flow rate of the jet gas ejected from the injection port (11); Stable flight phase: The gas source regulation system (100) controls the opening of the first gas source, the second gas source, and the third gas source, and controls the closing of the fourth gas source. The gas supply of the first gas source, the second gas source and the third gas source is controlled by the gas source regulation system (100) to regulate the temperature and flow rate of the jet gas ejected from the injection port (11); Landing phase: The gas source regulation system (100) controls the first gas source and the third gas source to close, and controls the second gas source and the fourth gas source to open; The gas supply of the second gas source and the fourth gas source is controlled by the gas source regulation system (100) to regulate the temperature and flow rate of the jet gas ejected from the nozzle (11).

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