Configuration for reducing air inlet total pressure distortion of aircraft tail propulsion system and aircraft

Abstract

The utility model discloses a configuration for reducing air inlet total pressure distortion of an aircraft tail propulsion system and an aircraft, and belongs to the technical field of hybrid power design, the configuration comprises the tail propulsion system, a fuselage tail end located at the front part of the tail propulsion system and a plurality of airflow direction guiding devices located on the outer surface of the fuselage tail end, and the section of the airflow direction guide device along the fuselage direction is vertical to the outer surface of the tail end of the fuselage. According to the technical scheme, the arrangement scheme design that the airflow direction guiding device is adopted to reduce the air inlet total pressure distortion of the tail propelling system is adopted. The airflow direction guide device is arranged at the tail section of the fuselage in front of the tail propulsion system, and plays a role in disturbing and combing airflow which flows into the tail propulsion system after flowing through the fuselage, so that the total air inlet pressure distortion index of the tail propulsion system is reduced, and the requirement of flight safety for air inlet quality is met.

Description

Technical Field

[0001] This application belongs to the technical field of hybrid power design, and particularly relates to a configuration and an aircraft for reducing the total pressure distortion of the air intake of an aircraft tail propulsion system. Background Art

[0002] The total pressure distortion index of the air intake of the power propulsion system of a large airliner is an important indicator of "safety" and also an important evaluation criterion for airworthiness certification. The air intake system airworthiness regulations of the International Civil Aviation Organization stipulate that the air intake system of an aircraft shall operate normally under all operating conditions for which approval is sought and shall not cause vibrations harmful to the engine due to the influence of air flow distortion.

[0003] At present, the development of aircraft with a conventional layout faces bottlenecks, and the exploration of unconventional layouts has gradually started. Among them, aircraft with a tail propulsion system have also become a research hotspot. Figures 1 to 2 Several typical tail propulsion aircraft schemes are given. Compared with the clean oncoming flow conditions of the conventional wing-mounted nacelle layout, the oncoming flow conditions of the air intake of the tail propulsion system are affected by the front fuselage, and the flow is more complex, which has a greater impact on the total pressure distortion of the air intake.

[0004] To reduce the total pressure distortion index of the air intake of the tail propulsion system, researchers generally adopt air intake duct modification design and modification design of the front part of the fuselage in front of the tail pusher. See Figure 3 , compared with the conventional wing-mounted nacelle, the lower lip of the air intake duct of the tail propulsion system is more outwardly expanded to match the irregular oncoming flow passing through the fuselage. However, the optimization space of this modification design is limited, and the modification of the fuselage will affect the serialized production compared with the conventional layout, and the outward expansion of the air intake duct is also limited by the aircraft ground clearance angle. Utility Model Content

[0005] Therefore, the technical solution of this application proposes a configuration and an aircraft for reducing the total pressure distortion of the air intake of an aircraft tail propulsion system, which is used for the layout design of the air flow direction guiding device of the tail propulsion system, belongs to the innovation of the product shape, and can be used for aircraft with a tail propulsion system to achieve the effect of reducing the total pressure distortion of the air intake of the tail propulsion system.

[0006] According to the first aspect of the technical solution of the present utility model, a configuration for improving the performance of a tail propulsion system is provided. For the tail propulsion system of an aircraft, this configuration can reduce the total pressure distortion of the air intake of the aircraft tail propulsion system, increase thrust, reduce the vibration and noise of the propulsion system, and improve the service life of the propulsion system. The aircraft is a tube-wing aircraft and adopts a T-shaped tail. Among them, the configuration includes: a tail propulsion system, the tail end of the fuselage located in front of the tail propulsion system, and a plurality of air flow direction guiding devices located on the outer surface of the tail end of the fuselage.

[0007] Among them, the cross-section of the airflow direction guiding device along the fuselage direction is perpendicular to the outer surface of the tail end of the fuselage.

[0008] Furthermore, the airflow direction guiding device is a sheet-like structure, including a connecting edge that fits the outer surface of the tail end of the fuselage, a windward edge that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction, and a non-windward edge that connects the connecting edge and the windward edge. The tangent direction of the windward edge at the connection with the non-windward edge is perpendicular to the non-windward edge. The included angle between the windward edge and the connecting edge at the connection is not greater than 90°.

[0009] Furthermore, the airflow direction guiding device and the outer surface of the tail end of the fuselage are fixedly connected or movably connected.

[0010] Furthermore, when the airflow direction guiding device and the outer surface of the tail end of the fuselage are movably connected, the airflow direction guiding device can rotate around the connecting edge or the non-windward edge.

[0011] Furthermore, the intersection of the connecting edge and the non-windward edge is the installation point of the airflow direction guiding device. The tail propulsion system has a leading edge line of the inlet lip facing the front of the fuselage. The projection of the installation point of the airflow direction guiding device on the aircraft fuselage axis is located in front of the leading edge line of the inlet lip of the tail propulsion system. The projection of the installation point of the airflow direction guiding device on the vertical plane perpendicular to the aircraft fuselage axis is located within the projection line of the leading edge line of the inlet lip of the tail propulsion system on the vertical plane.

[0012] Furthermore, the airflow direction guiding device is a wedge-shaped structure, including a connecting surface that fits the outer surface of the tail end of the fuselage, a windward edge that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction and a windward side surface that extends backward from the windward edge, and a non-windward surface that connects the connecting surface and the windward side surface.

[0013] Furthermore, the airflow direction guiding device is a straight wedge-shaped structure, including a connecting surface that fits the outer surface of the tail end of the fuselage, a windward vertical surface that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction and a windward side surface that extends backward from the windward vertical surface, and a non-windward surface that connects the connecting surface and the windward side surface.

[0014] Furthermore, the number of the airflow direction guiding devices is two, which are symmetrically arranged on both sides of the outer surface of the tail end of the fuselage.

[0015] Furthermore, the installation position of the airflow direction guiding device is arranged in the lower half of the fuselage cross-section.

[0016] Furthermore, the number of the airflow direction guiding devices is an even number, divided into two groups, which are symmetrically arranged on both sides of the outer surface of the tail end of the fuselage.

[0017] Further, the airflow direction guiding device is a vortex generator.

[0018] According to the second aspect of the technical solution of the present invention, an aircraft is provided, wherein the aircraft adopts the configuration for reducing the total pressure distortion of the intake of the tail propulsion system described in any of the above aspects.

[0019] Advantages of the present invention:

[0020] The technical solution of the present invention proposes a novel layout design for reducing the total pressure distortion of the intake of the tail propulsion system by using an airflow direction guiding device. The airflow direction guiding device is arranged at the tail section of the fuselage in front of the tail propulsion system, and plays a role in disturbing and combing the airflow flowing through the fuselage and then into the tail propulsion system, helping to reduce the total pressure distortion index of the intake of the tail propulsion system and meeting the requirements of flight safety for the intake quality. Description of the Drawings

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the structures shown in these drawings.

[0022] Figure 1 Show the NASA complete STARC-ABL aircraft configuration in the prior art.

[0023] Figure 2 Show a Boeing aircraft configuration in the prior art.

[0024] Figure 3 Show the cross-sectional shape of the nacelle of the traditional tail propulsion system in the prior art.

[0025] Figure 4 Show a schematic diagram of an aircraft including a configuration for reducing the total pressure distortion of the intake of the tail propulsion system according to an embodiment of the technical solution of the present invention.

[0026] Figure 5 Show a schematic diagram of a configuration for reducing the total pressure distortion of the intake of the tail propulsion system according to an embodiment of the technical solution of the present invention.

[0027] Figure 6 Show a partial schematic diagram of a configuration for reducing the total pressure distortion of the intake of the tail propulsion system according to an embodiment of the technical solution of the present invention.

[0028] Figure 7Partial schematic diagram of another perspective of the configuration for reducing the total pressure distortion at the inlet of the aircraft tail propulsion system according to an embodiment of the technical solution of the present utility model.

[0029] Figure 8 Schematic diagram of the installation position of the air flow direction guiding device according to an embodiment of the technical solution of the present utility model.

[0030] Figure 9 Schematic diagram of the air flow direction guiding device according to an embodiment of the technical solution of the present utility model.

[0031] Figure 10 Contour map of the total pressure distribution on the fan inlet surface (benchmark configuration with a tail propulsion system) according to an embodiment of the technical solution of the present utility model.

[0032] Figure 11 Contour map of the total pressure distribution on the fan inlet surface (comparative configuration with an air flow direction guiding device arranged in front of the tail propulsion system) according to an embodiment of the technical solution of the present utility model.

[0033] Figure 12 Spatial streamline diagram (benchmark configuration with a tail propulsion system) according to an embodiment of the technical solution of the present utility model.

[0034] Figure 13 Spatial streamline diagram (comparative configuration with an air flow direction guiding device arranged in front of the tail propulsion system) according to an embodiment of the technical solution of the present utility model.

[0035] The realization of the object, functional features and advantages of the present utility model will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0036] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present disclosure. On the contrary, they are only examples of the devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0037] The terms "first", "second", etc. in the specification and claims of the present disclosure are used to distinguish similar objects and do not necessarily describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein.

[0038] Furthermore, the terms "comprise" and "have" and any variations thereof are intended to cover 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 clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or apparatuses.

[0039] "Plurality" includes two or more.

[0040] It should be understood that for the term "and / or" used in this disclosure, it is merely an associative relationship describing associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone.

[0041] The present utility model proposes a novel layout design of an air flow direction guiding device for reducing the total pressure distortion of the intake of a tail propulsion system. The air flow direction guiding device is arranged at the tail section of the fuselage in front of the tail propulsion system, and plays an interfering and combing role in the air flow flowing through the fuselage and then into the tail propulsion system, helping to reduce the total pressure distortion index of the intake of the tail propulsion system and meet the requirements of flight safety for the intake quality. The air flow direction guiding device in the present utility model can be applied to the tail propulsion system of a conventional tube-wing aircraft, and this aircraft generally adopts a T-tail.

[0042] For a tube-wing aircraft with a tail propulsion system, generally there is an engine located at the tail of the fuselage and surrounding the fuselage, and the tail wing is generally arranged in a T-tail configuration. Compared with a conventional wing-mounted nacelle, the air flow ingested by the intake of the tail propulsion system is not a relatively uniform free stream, so it is more difficult to ensure the intake quality, such as indicators like total pressure distortion and total pressure recovery of the intake. The technical solution of the present utility model proposes a novel scheme for reducing the total pressure distortion of the intake of the tail propulsion system by using an air flow direction guiding device to improve its intake quality.

[0043] The innovation point of the technical solution of the present utility model lies in that it is completely different from the previous means of modifying the intake and the tail section of the fuselage. It innovatively arranges an air flow direction guiding device to reduce the total pressure distortion of the intake of the tail propulsion system. It should be noted that the total pressure distortion of the intake described in the present utility model is a different concept from the intake swirl distortion and has obvious differences. Intake distortion can be divided into different types such as total pressure distortion, total temperature distortion, swirl distortion, and static pressure distortion. Total pressure distortion of the intake refers to the phenomenon of uneven total pressure appearing at the interface of the intake outlet and the engine inlet, and the total pressure distortion index of the intake is an indication parameter for the degree of this uneven total pressure distribution. Intake swirl distortion refers to the phenomenon of uneven circumferential component velocity distribution appearing at the interface of the intake outlet and the engine inlet.

[0044] Specifically, the technical solution of the present utility model first provides a configuration for reducing the total pressure distortion of the intake of the aircraft tail propulsion system. The aircraft is a tube-wing aircraft and adopts a T-tail. Among them, the configuration includes: a tail propulsion system, the tail end of the fuselage located in front of the tail propulsion system, and a plurality of air flow direction guiding devices located on the outer surface of the tail end of the fuselage.

[0045] Among them, the cross-section of the air flow direction guiding device along the fuselage direction is perpendicular to the outer surface of the tail end of the fuselage.

[0046] In a preferred embodiment, the air flow direction guiding device is a sheet-like structure, including a connecting edge that fits the outer surface of the tail end of the fuselage, a windward edge that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction, and a non-windward edge that connects the connecting edge and the windward edge.

[0047] Among them, the air flow direction guiding device is fixedly connected or movably connected to the outer surface of the tail end of the fuselage.

[0048] In a preferred embodiment, the air flow direction guiding device is movably connected to the outer surface of the tail end of the fuselage, and the air flow direction guiding device can rotate around the connecting edge or the non-windward edge.

[0049] Here, the intersection of the connecting edge and the non-windward edge is the installation point of the air flow direction guiding device, and the tail propulsion system has a leading edge line of the intake lip facing the front of the fuselage.

[0050] In a preferred embodiment, the projection of the installation point of the air flow direction guiding device on the aircraft fuselage axis is located in front of the leading edge line of the intake lip of the tail propulsion system, and the projection of the installation point of the air flow direction guiding device on the vertical plane perpendicular to the aircraft fuselage axis is located within the projection line of the leading edge line of the intake lip of the tail propulsion system on the vertical plane.

[0051] In a preferred embodiment, the air flow direction guiding device is a wedge-shaped structure, including a connecting surface that fits the outer surface of the tail end of the fuselage, a windward edge that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction and a windward side surface that extends backward from the windward edge, and a non-windward surface that connects the connecting surface and the windward side surface.

[0052] In a preferred embodiment, the air flow direction guiding device is a straight wedge-shaped structure, including a connecting surface that fits the outer surface of the tail end of the fuselage, a windward vertical surface that protrudes from the outer surface of the tail end of the fuselage along the fuselage direction and a windward side surface that extends backward from the windward vertical surface, and a non-windward surface that connects the connecting surface and the windward side surface.

[0053] In a preferred embodiment, the number of the air flow direction guiding devices is two, which are symmetrically arranged on both sides of the outer surface of the tail end of the fuselage.

[0054] In a preferred embodiment, the installation position of the air flow direction guiding device is arranged in the lower half of the cross-section of the fuselage. Thereby, the problem of the air flow around the lower part of the fuselage caused by the upward warping of the tail of the fuselage can be better controlled, so that the air flow distribution flowing into the intake duct is more uniform, and the total pressure distortion of the intake air is reduced.

[0055] In a preferred embodiment, the number of the air flow direction guiding devices is an even number, which is divided into two groups and symmetrically arranged on both sides of the outer surface of the tail end of the fuselage respectively.

[0056] In a preferred embodiment, the air flow direction guiding device is a vortex generator.

[0057] The technical solution of the present utility model also provides an aircraft, wherein the aircraft adopts the configuration for reducing the total pressure distortion of the intake air of the tail propulsion system as described above.

[0058] Embodiment

[0059] In this embodiment, two or more vortex generators 3 are arranged on the outer surface of the tail section 2 of the fuselage in front of the tail propulsion system 1, such as Figure 4 , Figure 5 , to guide the air flow direction, so that the air flow distribution flowing into the intake duct of the tail propulsion system is more uniform, reduce the total pressure distortion of the intake air, and improve the intake air quality.

[0060] By arranging the vortex generator in front of the tail propulsion system, the air flow flowing through the fuselage can be guided, so that the air flow is more uniformly distributed before flowing into the tail propulsion system, thereby significantly reducing the total pressure distortion of the intake air flowing into the intake duct of the tail propulsion system and improving the intake air quality.

[0061] The tail propulsion system and the vortex generator according to this embodiment are as Figures 6 - 9As shown in the figure. In this embodiment, the aircraft adopts a tail propulsion system 1, and the vortex generators 3 are arranged on the outer surface of the fuselage tail section 2 in front of the tail propulsion system 1, and the installation point 3.4 of the vortex generator is within the leading edge line 1.1 of the intake lip of the tail propulsion system (viewed from a perspective perpendicular to the intake surface of the tail propulsion system). Two or more vortex generators 3 can be arranged, and the number and position of the arrangement vary according to actual requirements. The vortex generator 3 can be fixedly installed on the fuselage tail section 2 or can be movably connected. The movable methods include but are not limited to rotating around the edge 3.1 or edge 3.2 of the vortex generator 3. Among them, the edge 3.1 is the edge of the vortex generator 3 close to the outer surface of the fuselage tail section 2, the edge 3.2 is the non-windward edge protruding from the outer surface of the vortex generator 3 relative to the fuselage tail section 2, the edge 3.3 is the windward edge protruding from the outer surface of the vortex generator 3 relative to the fuselage tail section 2, and the installation point 3.4 of the vortex generator is the intersection of the edge 3.1 and the edge 3.2. If the vortex generator is movably connected, its application state changes with the flight conditions.

[0062] In addition, in this embodiment, the vortex generators are arranged in the lower half of the fuselage cross-section ( Figure 8 in the range of 0° to 90°). Thus, the problem of the airflow around the lower part of the fuselage caused by the upward warping of the fuselage tail can be better controlled, so that the airflow distribution flowing into the intake duct is more uniform, and the total pressure distortion of the intake is reduced. The vortex generator is a sheet structure, and the cross-sectional shape is wedge-shaped.

[0063] Embodiment verification:

[0064] To verify the effect of the vortex generator for the tail propulsion system, a set of aircraft scheme with a tail propulsion system is used as the baseline configuration, and a scheme with a vortex generator installed in front of the tail propulsion system is used as the comparison configuration. The CFD (Computational Fluid Dynamics) method is used to simulate the cruise condition of this configuration. During the CFD numerical simulation, the work done by the tail propulsion system on the airflow is added to the volume force model through a user-defined function. Both configurations use unstructured grids, and the overall grid distribution is the same. The grids have good orthogonality and continuity.

[0065] Figure 10 and Figure 11 show the total pressure distribution contour maps of the fan inlet surface under the two configurations. It can be clearly seen that for the configuration with the vortex generator arranged, the total pressure distribution on the fan inlet surface is more uniform. The total pressure distortion index IDC is used to calculate the degree of airflow distortion flowing into the intake duct of the tail propulsion system. Figure 9 The total pressure distortion index IDC of the baseline configuration is IDC baseline = 12.3% (the number of equal-area annuli n = 5). Figure 10The total pressure distortion index IDC of the configuration in which vortex generators are arranged is 4.7% (number of equal-area circular rings n=5), and the total pressure distortion is significantly reduced.

[0066] Figure 12 and Figure 13 The spatial streamline diagrams near the tail propulsion system under two configurations are given, which more clearly demonstrates the guiding effect of the vortex generator on the airflow flowing into the tail propulsion system inlet. In the reference configuration, due to the asymmetry of the fuselage and other reasons, there is an obvious flow bypass phenomenon, and part of the airflow under the fuselage bypasses to the side of the fuselage, resulting in uneven airflow flowing into the tail propulsion system. After the vortex generator is arranged, this part of the flow bypass is shielded and guided, so that the airflow flowing into the tail propulsion system can be more evenly distributed.

[0067] In summary, the technical solution of the utility model provides a vortex generator arrangement design for a tail propulsion system, wherein the vortex generator is arranged on the outer surface of the tail section of the fuselage of a tube-wing aircraft having a tail propulsion system, and the tail wing of the tube-wing aircraft is a T-shaped tail wing. From a perspective perpendicular to the air intake surface of the tail propulsion system, the installation point 3.4 of the vortex generator is located inside the circle formed by the leading edge line of the lip of the air intake of the tail propulsion system; the number of vortex generators arranged in front of the tail propulsion system is 2 or more; the connection between the vortex generator and the fuselage can be a fixed installation connection method or a movable connection method, and the application state of the movable connection method changes with the flight conditions; the vortex generator is a sheet structure, and the cross-sectional shape is a wedge.

[0068] It should be understood that the above examples are only for illustrating the effect of arranging a vortex generator in front of the tail propulsion system, and are not intended to limit the applicable aircraft and arrangement methods. The vortex generator is arranged in front of the tail propulsion system of the tube-wing aircraft in the attached figure. Two vortex generators can be arranged, or multiple vortex generators can be arranged. The vortex generator can be fixedly installed or can be movable according to the conditions. The vortex generator is a sheet structure with a wedge-shaped cross-section.

[0069] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0070] The serial numbers of the above-mentioned embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0071] The embodiments of the present utility model have been described above in conjunction with the accompanying drawings. However, the present utility model is not limited to the above specific embodiments. The above specific embodiments are merely illustrative rather than restrictive. Under the inspiration of the present utility model, those of ordinary skill in the art can also make many forms without departing from the spirit of the present utility model and the scope protected by the claims. All of these fall within the protection scope of the present utility model.

Claims

1. A configuration for reducing the total pressure distortion of the tail propulsion system of an aircraft, wherein the aircraft is a tube-wing aircraft and adopts a T-tail, characterized in that: The configuration includes: a tail propulsion system, a fuselage tail end located in front of the tail propulsion system, and a plurality of airflow direction guide devices located on the outer surface of the fuselage tail end, Wherein, the cross section of the airflow direction guiding device along the direction of the fuselage is perpendicular to the outer surface of the tail end of the fuselage.

2. The configuration according to claim 1, characterized in that The airflow direction guiding device is a sheet-like structure, comprising a connecting edge that fits the outer surface of the rear end of the fuselage, a windward edge that protrudes from the outer surface of the rear end of the fuselage along the direction of the fuselage, and a non-windward edge that connects the connecting edge and the windward edge. The tangent direction of the windward edge at the connection with the non-windward edge is perpendicular to the non-windward edge; and the angle between the windward edge and the connecting edge at the connection is not greater than 90°.

3. The configuration according to claim 2, characterized in that The airflow direction guiding device is fixedly connected or movably connected to the outer surface of the rear end of the fuselage.

4. The configuration according to claim 3, characterized in that When the airflow direction guiding device is movably connected to the outer surface of the rear end of the fuselage, the airflow direction guiding device can rotate around the connecting edge or the non-windward edge.

5. The configuration according to claim 2, characterized in that: The intersection of the connecting edge and the non-windward edge is the installation point of the airflow direction guiding device, the tail propulsion system has a leading edge line of the air inlet lip facing the front of the fuselage, the projection of the installation point of the airflow direction guiding device on the aircraft fuselage axis is located before the leading edge line of the air inlet lip of the tail propulsion system, and the projection of the installation point of the airflow direction guiding device on the vertical plane perpendicular to the aircraft fuselage axis is located within the projection line of the leading edge line of the air inlet lip of the tail propulsion system on the vertical plane.

6. The configuration according to claim 1, characterized in that The airflow direction guiding device is a wedge-shaped structure, including a connecting surface that fits the outer surface of the rear end of the fuselage, a windward edge protruding from the outer surface of the rear end of the fuselage along the direction of the fuselage and a windward side surface extending backward from the windward edge, and a non-windward surface connecting the connecting surface and the windward side surface.

7. The configuration according to claim 1, characterized in that The airflow direction guiding device is a straight wedge-shaped structure, including a connecting surface that fits the outer surface of the rear end of the fuselage, a windward vertical surface protruding from the outer surface of the rear end of the fuselage along the direction of the fuselage and a windward side surface extending backward from the windward vertical surface, and a non-windward surface connecting the connecting surface and the windward side surface.

8. The configuration according to claim 1, characterized in that There are two airflow direction guiding devices, which are symmetrically arranged on both sides of the outer surface of the rear end of the fuselage; Wherein, the installation position of the airflow direction guiding device is arranged in the lower half of the fuselage cross section.

9. The configuration according to claim 1, characterized in that: The number of the airflow direction guiding devices is an even number, which are divided into two groups and are symmetrically arranged on both sides of the outer surface of the rear end of the fuselage.

10. An aircraft, characterized in that: The aircraft adopts the configuration for reducing the total air intake pressure distortion of the aircraft tail propulsion system according to any one of claims 1 to 9.

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