Multi-degree-of-freedom dynamic cooperative adjusting device and method for S-shaped spray pipe of aero-engine

Abstract

The invention provides a multi-degree-of-freedom dynamic cooperative adjusting device and method for an S-shaped spray pipe of an aero-engine, the multi-degree-of-freedom dynamic cooperative adjusting device comprises a multi-layer adjustable adjusting sheet system, a differential driving mechanism is arranged in the multi-layer adjustable adjusting sheet system, the tail end of the multi-layer adjustable adjusting sheet system is connected with a global deflection adjusting subsystem, and the tail end of the global deflection adjusting subsystem is connected with a multi-degree-of-freedom dynamic cooperative adjusting device. The tail end of the contraction and expansion deflection adjusting subsystem is connected with the contraction and expansion deflection adjusting subsystem. The multi-layer adjustable adjusting piece system is used for adjusting the bending degree of the S-shaped spray pipe through deflection of adjusting pieces. The differential driving mechanism is used for driving each layer of adjusting sheet to generate differential motion in the adjusting process of the multi-layer adjustable adjusting sheet mechanism so as to dynamically compensate the gap between the sheets; and the contraction-expansion deflection adjusting mechanism is used for driving the vector adjusting sheet to move so as to continuously adjust the cross section area of the outlet of the spray pipe. According to the method, the comprehensive performance of the aircraft under the non-design working condition is remarkably improved, and the inherent bottleneck that the static configuration is insufficient in adaptability in the variable task environment is solved.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and more particularly to a multi-degree-of-freedom dynamic coordinated adjustment device and method for an aero-engine S-curve nozzle. Background Technology

[0002] With the increasing demands for low observability and survivability in modern aviation, signal suppression design of intake and exhaust systems has become a key technology for improving overall performance. Against this backdrop, the S-curve nozzle, a special exhaust system design, has emerged and is widely used in various stealth aircraft. The core feature of the S-curve nozzle is its S-shaped flow channel configuration, which physically conceals the engine's compressor blades and high-temperature turbine components within the air duct. This prevents the compressor blades and high-temperature turbine components from being directly detected by radar waves traveling in the forward direction or at specific angles. It also helps suppress infrared radiation, thereby significantly reducing the aircraft's radar cross-section and infrared signature.

[0003] Currently, S-curve nozzle technology has been validated and applied in various advanced aircraft. Its development can be traced back to early stealth demonstrators, which demonstrated the enormous potential of S-curve nozzles in radar stealth. Subsequently, it matured in multiple strategic bombers and fifth-generation fighter jets. Furthermore, S-curve nozzles are widely used in various high-end unmanned aerial vehicles (UAVs) due to their excellent overall stealth capabilities, fully demonstrating the effectiveness and versatility of S-curve nozzle technology. However, according to currently available information and industry research, the vast majority of S-curve nozzles already in practical use have fixed geometries; the shape and flow channel of the S-curve nozzle cannot be changed once the design is finalized.

[0004] This fixed design has an inherent drawback: the requirements of the exhaust system vary at different flight phases. For example, optimal aerodynamic performance is needed to ensure engine efficiency when pursuing high maneuverability, while radar and infrared signature suppression is required to the maximum extent when performing low-observable missions. The fixed geometry of the S-curve nozzle is essentially a static optimization scheme for specific design conditions. This inherent static characteristic makes it difficult to maintain an optimal balance between aerodynamic performance and low-observable performance throughout the entire flight envelope, especially under significantly different flight conditions. Therefore, it is necessary to develop S-curve nozzles with real-time shape adjustment capabilities to overcome existing performance bottlenecks. Summary of the Invention

[0005] In view of this, the purpose of this invention is to propose a multi-degree-of-freedom dynamic coordinated adjustment device and method for an aero-engine S-curve nozzle, so as to solve the technical problem that the performance of existing fixed S-curve nozzles degrades significantly under non-design conditions and the geometry is not adjustable.

[0006] The technical means employed in this invention are as follows:

[0007] A multi-degree-of-freedom dynamic coordinated adjustment device for an S-curve nozzle of an aero-engine includes a multi-layer adjustable adjustment plate system, a differential drive mechanism is provided within the multi-layer adjustable adjustment plate system, a global deflection adjustment subsystem is connected to the tail end of the multi-layer adjustable adjustment plate system, and a contraction-expansion deflection adjustment subsystem is connected to the tail end of the contraction-expansion deflection adjustment subsystem. The multi-layer adjustable adjustment plate system is used to adjust the curvature of the S-bend nozzle by adjusting the deflection of the adjustment plates. The differential drive mechanism is used to drive the adjustment plates of each layer to generate differential motion during the adjustment process of the multi-layer adjustable adjustment plate mechanism in order to dynamically compensate for the gap between the plates. The global deflection adjustment mechanism is used to drive the end of the S-curve nozzle to deflect around the axis of the S-curve nozzle in order to control the vector angle in the pitch and yaw directions. The expansion and contraction deflection adjustment mechanism is used to drive the vector adjustment plate to continuously adjust the nozzle exit cross-sectional area.

[0008] Furthermore, the multi-layer adjustable adjustment plate system includes an upper shell and a lower shell, which are snapped together to form a hollow curved tubular structure. The upper shell is composed of multiple layered adjustment plates arranged sequentially along the circumference; the rear end of the previous adjustment plate overlaps with the front end of the next adjustment plate, and the previous adjustment plate covers part of the surface of the next adjustment plate. The lower half-shell is composed of multiple single-layer adjustment plates arranged sequentially along the circumference; the rear end of the previous adjustment plate overlaps with the front end of the next adjustment plate, and the previous adjustment plate covers part of the surface of the next adjustment plate. The upper and lower shells overlap in opposite directions along the axial direction. The outer side of the upper shell is connected to one end of the first actuating cylinder, and the other end of the first actuating cylinder is fixed to the outside of the S-curve nozzle.

[0009] Furthermore, the differential drive mechanism includes a first connecting rod, which is connected to a small main gear. The first connecting rod is connected to an adjusting plate via a keyway. The small main gear meshes with the interior of an internal gear ring. The interior of the internal gear ring meshes with a first pinion. The first pinion is connected to a second pinion via a connecting rod. The second pinion meshes with a large main gear. The large main gear is connected to a second connecting rod, and the second connecting rod is connected to two adjusting plates.

[0010] Furthermore, the global deflection adjustment mechanism includes a disc gear disposed on the outer side of the middle section of the S-curve nozzle. The disc gear meshes with the control motor, and the rotation of the disc gear drives the rear part of the S-curve nozzle to rotate circumferentially around the central axis of the S-curve nozzle. The expansion and contraction deflection adjustment mechanism includes a first vector adjustment plate and a second vector adjustment plate, which are arranged on the left and right sides at the tail end opening of the S-curve nozzle. The outer surfaces of the first and second vector adjustment plates are connected to a second actuating cylinder, and the second actuating cylinder controls the opening and closing of the first and second vector adjustment plates.

[0011] Furthermore, the S-curve nozzle includes a front section, a middle section, and a rear section of the S-curve nozzle arranged sequentially, and the front section, the middle section, the multi-degree-of-freedom dynamic coordinated adjustment device, and the rear section components of the S-curve nozzle are connected in sequence.

[0012] Furthermore, the front section is the section from the inlet flange of the S-bend nozzle to the starting section of the first curved arc of the S-bend nozzle. The middle section is the section from the starting section of the first curved arc segment of the S-curve nozzle to the ending section of the second curved arc segment of the S-curve nozzle. The final section is the section from the termination section of the second curved arc of the S-curve nozzle to the exit plane of the S-curve nozzle.

[0013] Furthermore, it also includes an installation device for a multi-degree-of-freedom dynamic coordinated adjustment device. The installation device includes a base platform, and a flattenable bracket and a crescent-shaped bracket are provided on the upper part of the base platform. The flattenable bracket is connected to the base platform via a coupling.

[0014] Furthermore, the number of the first-layer adjustment plates is m, and the number of the second-layer adjustment plates is n, where m = n + 2; Furthermore, a highly airtight non-metallic sealing material is provided at the joint between the first and second adjustment plates.

[0015] This invention also provides a multi-degree-of-freedom dynamic coordinated adjustment method for an aero-engine S-curve nozzle, implemented based on any of the aforementioned multi-degree-of-freedom dynamic coordinated adjustment devices for an aero-engine S-curve nozzle, comprising the following steps: Curvature adjustment; the first actuator extends or retracts, driving the first layer of the multi-layer adjustable adjustment plate system to deflect around its connection point with the middle section of the S-curve nozzle; when the first layer of adjustment plate deflects, it drives the small main gear in the differential drive mechanism to rotate through the key connection. The small main gear transmits the motion to the large main gear through the planetary gear and gear pair. The large main gear drives the second layer of adjustment plate to generate differential following motion through the connecting rod, so that the second layer of adjustment plate dynamically compensates for the inter-plate gap generated by the deflection of the first layer of adjustment plate during the deflection process, thereby realizing the real-time adjustment of the curvature of the S-curve nozzle flow channel; Vector direction adjustment; the control motor starts, the output shaft of the control motor drives the disc gear to rotate, the disc gear drives the rear half of the S-curve nozzle fixed to it to rotate circumferentially around the central axis of the S-curve nozzle, so as to realize the vector angle adjustment of the nozzle outlet in the pitch and yaw directions. Exit area adjustment and coordinated control: The second actuator extends or retracts, driving the first and second vector adjustment vanes to swing around their connection point with the end section of the S-curve nozzle, changing the opening of the nozzle exit section and realizing continuous adjustment of the nozzle exit section area; the driving action of the second actuator is coordinated with the rotation action of the disc gear, so that the exit area adjustment and vector direction control are carried out synchronously, completing the composite control of the jet direction and thrust magnitude.

[0016] Compared with the prior art, the present invention has the following advantages: To address the shortcomings of existing fixed-geometry S-curve nozzles in achieving both aerodynamic efficiency and stealth performance across the entire flight envelope, this invention proposes a multi-layer adjustable adjustment plate system and a differential drive mechanism at the bend of the S-curve nozzle. This enables continuous adjustment of the flow channel curvature, and the differential motion mechanism dynamically compensates for the adjustment gap, ensuring the airtightness of the flow channel. Furthermore, a global deflection and contraction / expansion deflection coordinated adjustment subsystem is integrated at the end of the S-curve nozzle, which can collaboratively control its exit area and its vector angle in the pitch and yaw directions to adapt to the thrust and maneuverability requirements under different flight conditions.

[0017] Furthermore, this invention also includes a dedicated base platform and a flattenable support structure for the S-curve nozzle mechanism, supporting pre-assembly and attitude conversion for the S-curve nozzle mechanism while detached from the engine, significantly reducing assembly complexity and improving debugging efficiency. By dynamically adjusting the nozzle geometry, this invention achieves comprehensive optimization of aerodynamic and stealth performance across the entire mission profile and effectively enhances the aircraft's maneuverability. Attached Figure Description

[0018] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the overall structure of the device of the present invention.

[0020] Figure 2 This is the installation device for the present invention.

[0021] Figure 3 This is a structural diagram of the multi-layer adjustable adjustment plate system of the present invention.

[0022] Figure 4 This is a structural diagram of the differential drive mechanism of the present invention.

[0023] Figure 5 This is a structural diagram of the final section of the S-bend nozzle of the present invention.

[0024] In the diagram: 1. Flattenable support; 2. Front section of S-curve nozzle; 3. Middle section of S-curve nozzle; 4. Base platform; 5. First actuator; 6. Multi-layer adjustable adjustment plate system; 7. End section of S-curve nozzle; 8. Connecting shaft; 9. Crescent-shaped support; 10. First layer adjustment plate; 11. Second layer adjustment plate; 12. First connecting rod; 13. Small main gear; 14. Internal gear ring; 15. First pinion; 16. Second pinion; 17. Connecting rod; 18. Large main gear; 19. Second connecting rod; 20. Front part of the end section of S-curve nozzle; 21. Disc gear; 22. Control motor; 23. Rear part of the end section of S-curve nozzle; 24. First vector adjustment plate; 25. Second vector adjustment plate; 26. Second actuator. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] This invention employs a modular adjustment design, relying on the collaborative work of multiple mechanisms to achieve fully dynamic and precise control of the nozzle bending angle, exit area, and vector direction. The device is equipped with specialized assembly fixtures, including a base and support, significantly enhancing the system's engineering applicability and maintenance convenience.

[0028] As attached Figure 1As shown, the overall structure of an S-curve nozzle multi-degree-of-freedom dynamic coordinated adjustment device includes an S-curve nozzle front section 2, an S-curve nozzle middle section 3, a multi-layer adjustable adjustment plate system 6, and an S-curve nozzle end section 7 arranged sequentially. The S-curve nozzle front section 2, S-curve nozzle middle section 3, multi-layer adjustable adjustment plate system 6, and S-curve nozzle end section 7 are connected in sequence. The S-curve nozzle front section 2 is connected to a flattenable support 1, and the flattenable support 1 is connected to a base platform 4 via a coupling 8. A crescent-shaped support 9 is also provided on the base platform 4.

[0029] The S-curve nozzle inlet section 2 refers to the section from the nozzle inlet flange to the starting section of the first curved arc. The flow channel of the S-curve nozzle inlet section 2 is straight or slightly expanded, and it mainly undertakes the design of the convergence and expansion profile within the circular cross-section, realizing the core aerodynamic function of accelerating the airflow from subsonic to supersonic speeds.

[0030] The S-bend nozzle mid-section 3 refers to the section from the starting section of the first bend to the ending section of the second bend. The S-bend nozzle mid-section 3 contains a complete S-shaped double-bend flow channel. Its core function is to achieve a gradual transition of the flow channel from a circular cross-section to a rectangular cross-section. At the same time, it achieves geometric shielding of internal high-temperature components through two bends in opposite directions and provides an installation interface for the multi-layer adjustable adjustment plate system 6.

[0031] The S-curve nozzle terminal section 7 refers to the section from the termination section of the second curved arc segment to the nozzle exit plane. The S-curve nozzle terminal section 7 includes a front part 20 and a rear part 23. The front part 20 is fixedly connected to the multi-layer adjustable adjustment plate system 6. The rear part 23 is rotatably disposed relative to the front part 20. A first vector adjustment plate 24 and a second vector adjustment plate 25 are provided at the tail end opening of the rear part 23. The flow channel of the S-curve nozzle terminal section 7 maintains a straight or slightly expanded shape, and integrates vector adjustment and expansion / contraction adjustment mechanisms internally to achieve vector deflection control of the nozzle exit in the pitch and yaw directions and precise adjustment of the exit cross-sectional area.

[0032] The base 4 is fixed to the ground with anchor bolts, providing a stable foundation for the system. The horizontal support 1 is connected to the positioning guide groove of the base 4 via a connecting shaft 8 and bearings. The horizontal support 1 has the function of rotating around the shaft, which can change the nozzle mechanism from a horizontal position to a vertical adjustment position. The front section 2 of the S-curve nozzle is connected to the horizontal support 1 through a standardized mounting interface, and the middle section 3 of the S-curve nozzle is connected to the front section 2 of the S-curve nozzle by riveting. The multi-layer adjustable adjustment plate system 6 is connected to the middle section 3 and the end section 7 of the S-curve nozzle by fasteners to form a complete S-shaped flow channel. This structural design layout allows the nozzle to be assembled and functionally verified independently without the engine, greatly reducing the complexity of the final assembly.

[0033] As attached Figure 2As shown, the dedicated base platform and leveling bracket fixture system for the S-curve nozzle significantly improves the equipment's practicality and ease of commissioning. In this system, the base platform 4 is fixedly connected to the ground, and it engages with the leveling bracket 1 via its positioning guide groove and bearing structure. A keyway-equipped coupling shaft 8 is mounted on the leveling bracket 1, which can be driven by an external motor to achieve the leveling operation of the bracket 1. A crescent-shaped bracket 9 is integrated on the base platform 4, providing auxiliary support for the horizontal placement of the nozzle. This integrated fixture design not only optimizes the assembly process but also provides a stable and reliable operating platform for subsequent commissioning.

[0034] As attached Figure 3 As shown, the multi-layer adjustable adjustment plate system 6 is used to adjust the curvature of the S-bend nozzle by deflecting the adjustment plates. The multi-layer adjustable adjustment plate system 6 includes an upper half-shell and a lower half-shell, which are interlocked to form a hollow curved tubular structure. The upper half-shell is composed of multiple single-layer adjustment plates 10 arranged sequentially along the circumference. The arrangement of the single-layer adjustment plates 10 is such that the rear end of one adjustment plate overlaps the front end of the next adjustment plate, and the front adjustment plate covers part of the surface of the next adjustment plate. The lower half-shell is also composed of multiple single-layer adjustment plates 10 arranged sequentially along the circumference. The arrangement of the single-layer adjustment plates 10 in the lower half-shell is similar, with the rear end of one adjustment plate overlapping the front end of the next adjustment plate, and the front adjustment plate covering part of the surface of the next adjustment plate. The overlapping directions of the upper and lower half-shells are opposite along the axial direction. The outside of the single-layer adjustment plate 10 is connected to one end of the first actuating cylinder 5, and the other end of the first actuating cylinder 5 is fixed to the outside of the S-bend nozzle. There are five first-layer adjusting plates 10 and four second-layer adjusting plates 11. A highly airtight non-metallic sealing material is used at the joint between the first-layer and second-layer adjusting plates 10. During operation, the first actuating cylinder 5 drives the end of the first-layer adjusting plate 10 to move, which in turn drives the second-layer adjusting plate 11 to produce a corresponding displacement through the differential drive mechanism. This effectively blocks the gaps created by the first-layer adjusting plate 10 during its movement, maintaining pneumatic continuity and sealing requirements.

[0035] As attached Figure 4As shown, a differential drive mechanism is disposed inside the multi-layer adjustable plate system 6, used to drive the adjusting plates of each layer to generate differential movement during the adjustment process of the multi-layer adjustable plate system 6 to dynamically compensate for the gap between the plates. The differential drive mechanism includes a first connecting rod 12, which is connected to a small main gear 13. The first connecting rod 12 is connected to a first-layer adjusting plate 10 through a keyway. The small main gear 13 meshes with the interior of an internal gear ring 14. The interior of the internal gear ring 14 meshes with a first pinion 15. The first pinion 15 is connected to a second pinion 16 through a connecting rod 17. The second pinion 16 meshes with a large main gear 18. The large main gear 18 is connected to a second connecting rod 19, which is connected to a second-layer adjusting plate 11. The first pinion 15 and the second pinion 16 are sequentially arranged on the connecting rod 17. The small main gear 13 and the first pinion 15 mesh with the inner side of the internal gear ring 14. The large main gear 18 meshes with the second pinion 16. The head of connecting rod 17 is connected to the second-layer adjusting plate 11. When the first-layer adjusting plate 10 is driven, it drives the small main gear 13 to rotate via a key connection. The small main gear 13 drives the first pinion 15 to rotate via the internal gear ring 14. The first pinion 15 and the second pinion 16 are coaxially fixedly connected via connecting rod 17, and the second pinion 16 drives the large main gear 18 to rotate accordingly. The large main gear 18 drives the second-layer adjusting plate 11 to generate differential following motion via the second connecting rod 19. This design can dynamically compensate for the gap between the plates caused by the bending of the flow channel. Combined with the high airtightness non-metallic sealing material set at the joint of the adjusting plate, the flow channel can still be sealed during continuous adjustment of the shape, effectively preventing gas leakage.

[0036] As attached Figure 5As shown, the global deflection adjustment mechanism is integrated inside the end section 7 of the S-curve nozzle, used to drive the end of the S-curve nozzle to deflect around the axis of the S-curve nozzle for vector angle control in the pitch and yaw directions. The global deflection adjustment mechanism includes a disc gear 21 disposed on the outer side of the front part 20 of the end section of the S-curve nozzle, and the disc gear 21 meshes with the control motor 22. When the disc gear 21 rotates, it drives the rear part 23 of the end section of the S-curve nozzle to rotate circumferentially around the central axis of the S-curve nozzle. The convergence and divergence deflection adjustment mechanism is integrated inside the end section 7 of the S-curve nozzle, used to drive the vector adjustment plate to continuously adjust the nozzle exit cross-sectional area. The convergence and divergence deflection adjustment mechanism includes a first vector adjustment plate 24 and a second vector adjustment plate 25 disposed at the tail opening of the rear part 23 of the end section of the S-curve nozzle, and the first vector adjustment plate 24 and the second vector adjustment plate 25 are arranged symmetrically on the left and right. The outer surfaces of the first vector adjustment vane 24 and the second vector adjustment vane 25 are connected to the second actuator 26, which controls the opening and closing movements of the first and second vector adjustment vanes 24 and 25. The front part 20 of the S-curve nozzle is fixedly connected to the multi-layer adjustable vane system 6. The control motor 22 installed on the front part 20 of the S-curve nozzle drives the disc gear 21, which in turn drives the rear part 23 of the S-curve nozzle to achieve full-range deflection around the axis. The symmetrically arranged second actuator 26 drives the first and second vector adjustment vanes 24 and 25 to expand and contract, thereby continuously changing the exit area and coupling with the deflection movement to achieve independent vector control in the pitch and yaw directions. This composite adjustment mechanism enables the nozzle to optimize thrust output and direction in real time according to the flight status, enhancing the aircraft's maneuverability.

[0037] The present invention also provides a multi-degree-of-freedom dynamic coordinated adjustment method for an aero-engine S-curve nozzle based on the above-mentioned device, comprising the following steps: The curvature adjustment process involves the first actuator 5 extending or retracting, driving the first-layer adjustable vane 10 in the multi-layer adjustable vane system 6 to deflect around the connection point between the first-layer adjustable vane 10 and the middle section 3 of the S-curve nozzle. As the first-layer adjustable vane 10 deflects, it drives the small main gear 13 in the differential drive mechanism to rotate via a key connection. The small main gear 13 transmits the motion to the large main gear 18 through the internal gear ring 14 and the gear pair. The large main gear 18 drives the second-layer adjustable vane 11 to generate differential following motion via the second connecting rod 19. This allows the second-layer adjustable vane 11 to dynamically compensate for the inter-vane gap caused by the deflection of the first-layer adjustable vane 10 during deflection, achieving real-time adjustment of the curvature of the S-curve nozzle flow channel. Through this adjustment, the low-observable configuration and aerodynamic channel shape of the nozzle can be dynamically optimized according to mission requirements, improving internal airflow characteristics while achieving low observability, thus laying the foundation for subsequent control.

[0038] Vector direction adjustment steps: The control motor 22 starts, and its output shaft drives the disc gear 21 to rotate. The disc gear 21 drives the rear section 23 of the S-curve nozzle, which is fixed to it, to rotate circumferentially around the central axis of the S-curve nozzle, thereby achieving vector angle adjustment of the nozzle exit in the pitch and yaw directions. By controlling the rotation angle of the control motor 22, the rear section 23 of the S-curve nozzle can be precisely stopped at any circumferential position within a 360-degree range, thus adjusting the vector direction of the nozzle exit to the desired spatial orientation.

[0039] Exit area adjustment and coordinated control steps: The second actuator 26 extends or retracts, driving the first vector adjustment vane 24 and the second vector adjustment vane 25 to swing around the connection point between the first vector adjustment vane 24, the second vector adjustment vane 25 and the rear part 23 of the S-curve nozzle, changing the opening of the nozzle exit section and achieving continuous adjustment of the nozzle exit section area. The driving action of the second actuator 26 is coordinated with the rotation action of the disc gear 21, so that the exit area adjustment and vector direction control are performed synchronously, completing the composite control of the jet direction and thrust magnitude. Through the coordinated work of the above three steps, the device achieves comprehensive optimization of the aerodynamic performance and low detectability performance of the nozzle throughout the entire mission profile, effectively improving the maneuverability of the aircraft.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-degree-of-freedom dynamic coordinated adjustment device for an S-curve nozzle of an aero-engine, characterized in that, It includes a multi-layer adjustable adjustment plate system, in which a differential drive mechanism is provided, and the tail end of the multi-layer adjustable adjustment plate system is connected to a global deflection adjustment subsystem, and the tail end of the contraction and expansion deflection adjustment subsystem is connected to a contraction and expansion deflection adjustment subsystem. The multi-layer adjustable adjustment plate system is used to adjust the curvature of the S-bend nozzle by adjusting the deflection of the adjustment plates. The differential drive mechanism is used to drive the adjustment plates of each layer to generate differential motion during the adjustment process of the multi-layer adjustable adjustment plate mechanism in order to dynamically compensate for the gap between the plates. The global deflection adjustment mechanism is used to drive the end of the S-curve nozzle to deflect around the axis of the S-curve nozzle in order to control the vector angle in the pitch and yaw directions. The expansion and contraction deflection adjustment mechanism is used to drive the vector adjustment plate to continuously adjust the nozzle exit cross-sectional area.

2. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 1, characterized in that, The multi-layer adjustable adjustment plate system includes an upper shell and a lower shell, which are snapped together to form a hollow curved tubular structure. The upper shell is composed of multiple layered adjustment plates arranged sequentially along the circumference; the rear end of the previous adjustment plate overlaps with the front end of the next adjustment plate, and the previous adjustment plate covers part of the surface of the next adjustment plate. The lower half-shell is composed of multiple single-layer adjustment plates arranged sequentially along the circumference; the rear end of the previous adjustment plate overlaps with the front end of the next adjustment plate, and the previous adjustment plate covers part of the surface of the next adjustment plate. The upper and lower shells overlap in opposite directions along the axial direction. The outer side of the upper shell is connected to one end of the first actuating cylinder, and the other end of the first actuating cylinder is fixed to the outside of the S-curve nozzle.

3. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 1, characterized in that, The differential drive mechanism includes a first connecting rod, which is connected to a small main gear. The first connecting rod is connected to a layer of adjusting plates via a keyway. The small main gear meshes with the interior of an internal gear ring. The interior of the internal gear ring meshes with a first pinion. The first pinion is connected to a second pinion via a connecting rod. The second pinion meshes with a large main gear. The large main gear is connected to a second connecting rod, which is connected to two layers of adjusting plates.

4. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 1, characterized in that, The global deflection adjustment mechanism includes a disc gear located on the outer side of the middle section of the S-curve nozzle. The disc gear meshes with a control motor. The rotation of the disc gear drives the rear part of the S-curve nozzle to rotate circumferentially around the central axis of the S-curve nozzle. The expansion and contraction deflection adjustment mechanism includes a first vector adjustment plate and a second vector adjustment plate, which are arranged on the left and right sides at the tail end opening of the S-curve nozzle. The outer surfaces of the first and second vector adjustment plates are connected to a second actuating cylinder, and the second actuating cylinder controls the opening and closing of the first and second vector adjustment plates.

5. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 1, characterized in that, The S-curve nozzle includes a front section, a middle section, and a rear section of the S-curve nozzle arranged sequentially. The front section, middle section, multi-degree-of-freedom dynamic coordinated adjustment device, and rear section of the S-curve nozzle are connected in sequence.

6. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 5, characterized in that, The aforementioned front section is the section from the inlet flange of the S-bend nozzle to the starting section of the first curved arc segment of the S-bend nozzle. The middle section is the section from the starting section of the first curved arc segment of the S-curve nozzle to the ending section of the second curved arc segment of the S-curve nozzle. The final section is the section from the termination section of the second curved arc of the S-curve nozzle to the exit plane of the S-curve nozzle.

7. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 1, characterized in that, It also includes an installation device for a multi-degree-of-freedom dynamic coordinated adjustment device. The installation device includes a base platform, and a flattenable bracket and a crescent-shaped bracket are provided on the upper part of the base platform. The flattenable bracket is connected to the base platform via a coupling.

8. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 2, characterized in that, The number of the first-layer regulating plates is m, and the number of the second-layer regulating plates is n, where m = n + 2.

9. The multi-degree-of-freedom dynamic coordinated adjustment device for the S-curve nozzle of an aero-engine according to claim 2, characterized in that, The joint between the first and second adjustment plates is provided with a highly airtight non-metallic sealing material.

10. A method for multi-degree-of-freedom dynamic coordinated adjustment of an aero-engine S-curve nozzle, implemented based on the multi-degree-of-freedom dynamic coordinated adjustment device for an aero-engine S-curve nozzle as described in any one of claims 1-9, characterized in that, Includes the following steps: Curvature adjustment; the first actuator extends or retracts, driving the first layer of the multi-layer adjustable adjustment plate system to deflect around its connection point with the middle section of the S-curve nozzle; when the first layer of adjustment plate deflects, it drives the small main gear in the differential drive mechanism to rotate through the key connection. The small main gear transmits the motion to the large main gear through the planetary gear and gear pair. The large main gear drives the second layer of adjustment plate to generate differential following motion through the connecting rod, so that the second layer of adjustment plate dynamically compensates for the inter-plate gap generated by the deflection of the first layer of adjustment plate during the deflection process, thereby realizing the real-time adjustment of the curvature of the S-curve nozzle flow channel; Vector direction adjustment; When the control motor starts, the output shaft of the control motor drives the disc gear to rotate. The disc gear drives the rear half of the S-curve nozzle, which is fixed to it, to rotate circumferentially around the central axis of the S-curve nozzle, thereby realizing the vector angle control of the nozzle outlet in the pitch and yaw directions. Exit area adjustment and coordinated control: The second actuator extends or retracts, driving the first and second vector adjustment vanes to swing around their connection point with the end section of the S-curve nozzle, changing the opening of the nozzle exit section and realizing continuous adjustment of the nozzle exit section area; the driving action of the second actuator is coordinated with the rotation action of the disc gear, so that the exit area adjustment and vector direction control are carried out synchronously, completing the composite control of the jet direction and thrust magnitude.

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