Combined engine and aircraft

Abstract

To provide a combined engine that can smoothly perform flow path switching, and an aircraft.SOLUTION: A combined engine, which is mounted on an aircraft, comprises: a first engine corresponding to a first speed range; a second engine corresponding to a second speed range faster than the first speed range; a flow path part having a first flow path which is an air flow path in the first engine, and a second flow path which is an air flow path in the second engine; and a switching part which can switch opening / closing of the first flow path in the flow path part. The switching part has: a rotation component which is rotatable between a first position at which the first flow path is opened and a second position at which the first flow path is closed; and a slide component which slides thereby rotating the rotation component between the first position and the second position.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to composite engines and aircraft. [Background technology]

[0002] Conventionally, aircraft equipped with a composite engine are known (see, for example, Patent Document 1). The composite engine includes a plurality of engines corresponding to a plurality of speed ranges. The composite engine is provided with a movable element that can switch between opening and closing the air flow path of each of the plurality of engines. In this configuration, the movable element rotates up and down, making it possible to switch between the two air flow paths. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-270691 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, because pressure is applied to the movable element, the movable element becomes difficult to operate due to the influence of the pressure when switching the air flow path, and as a result, the flow path cannot be switched smoothly. The configuration described in Patent Document 1 does not disclose a mechanism for rotating the movable element, and therefore cannot solve the above problem.

[0005] An object of the present disclosure is to provide a composite engine and an aircraft capable of smoothly switching flow paths. [Means for solving the problem]

[0006] The compound engine according to the present disclosure comprises: A composite engine installed in an aircraft, a first engine corresponding to a first speed range; a second engine adapted to a second speed range faster than the first speed range; a flow passage portion having a first flow passage that is an air flow passage of the first engine and a second flow passage that is an air flow passage of the second engine; A switching unit capable of switching between opening and closing the first flow path in the flow path unit; Equipped with The switching unit is a rotating member that is rotatable between a first position that opens the first flow path and a second position that closes the first flow path; a slide member that slides to rotate the rotating member between the first position and the second position; has.

[0007] The aircraft according to the present disclosure comprises: The aircraft and The above-mentioned composite engine is provided on the underside of the airframe; and Equipped with The surface on the underside of the fuselage from the tip of the fuselage to the compound engine is inclined downward from the tip to the compound engine. Effect of the Invention

[0008] According to the present disclosure, flow paths can be smoothly switched. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing an aircraft equipped with a composite engine according to a first embodiment of the present disclosure. [Diagram 2] FIG. 2 is a perspective view of the aircraft from below. [Diagram 3] FIG. 1 is a side view of an aircraft. [Figure 4] FIG. 1 is a side view of an aircraft. [Diagram 5] FIG. [Figure 6] FIG. 4 is a side view of the first switching portion in the first position. [Figure 7]FIG. 4 is a side view of the first switching portion in the second position. [Figure 8] FIG. [Figure 9] FIG. 11 is a side view of the second switching portion in the third position. [Figure 10] FIG. 13 is a side view of the second switching portion in the fourth position. [Figure 11] FIG. 2 is a diagram showing an aircraft equipped with a composite engine according to a second embodiment of the present disclosure. [Figure 12] FIG. 2 is a side cross-sectional view of a first duct portion of the composite engine. [Figure 13] FIG. 2 is a side cross-sectional view of a second duct portion of the composite engine. [Figure 14] FIG. 13 is a diagram showing the switching section with the first inlet open. [Figure 15] FIG. 13 is a diagram showing the switching portion with the second inlet open. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] A first embodiment of the present disclosure will be described in detail below with reference to the drawings. FIG. 1 is a diagram showing an aircraft equipped with a combined engine according to the first embodiment of the present disclosure. In addition, in describing the structure of the aircraft 1 of this embodiment, a Cartesian coordinate system shown in each drawing is used. For example, when the aircraft 1 is located on the ground, the X direction is the front-rear direction, the Y direction is the left-right direction, and the Z direction is the up-down direction.

[0011] 1, aircraft 1 is, for example, a hypersonic aircraft capable of flying in the atmosphere at a hypersonic speed of Mach 5 or more, and has an airframe 10 and a composite engine 100. Aircraft 1 has a shape (a so-called wave rider shape) in which shock waves generated at the leading edge of the airframe 10 (main wing portion) increase pressure on the underside of the airframe 10, generating a large lift force.

[0012] The aircraft 10 is configured in a substantially triangular shape when viewed from the Z direction, and has a fuselage section 11, a main wing 12, a control surface 13, an outer wing 14, and a vertical tail 15.

[0013] The fuselage section 11 constitutes the fuselage of the aircraft 1, and is located in the center of the fuselage 10 in the Y direction. The portion of the fuselage section 11 near the end on the positive side in the X direction is the passenger cabin (not shown). The portion of the fuselage section 11 on the negative side in the X direction from the passenger cabin is a section (not shown) that stores a fuel tank. Thermal insulation is provided around the passenger cabin and the fuel tank.

[0014] As shown in Fig. 2, legs 11A are provided on the surface (lower surface) on the negative side in the Z direction of fuselage 11. One leg 11A is provided on the positive side of fuselage 11 in the X direction, and two leg 11A are provided on the negative side of fuselage 11 in the X direction. In addition, a storage section 11B for storing legs 11A is provided in a section of fuselage 11 corresponding to legs 11A. Legs 11A are rotatable between a position inside storage section 11B and a position outside storage section 11B, and are stored in storage section 11B while aircraft 1 is in flight.

[0015] The combined engine 100 is provided on the negative surface (lower surface) in the Z direction of the fuselage 11. As shown in Fig. 3, a surface 11C on the negative surface in the Z direction of the fuselage 11 from the tip of the body 10 to the combined engine 100 (housing 110 described later) is inclined so as to be positioned on the negative side (lower side) in the Z direction as it moves from the tip to the combined engine 100. Specifically, the angle of the surface 11C with respect to the X direction (horizontal direction) is smaller than the angle of a line L connecting the tip of the body 10 and the lower edge of the combined engine 100 (the inlet 112 of the housing 110 described later) with respect to the X direction.

[0016] 1, the main wings 12 are disposed at both ends in the Y direction of the fuselage section 11. The main wings 12 are provided over substantially the entire fuselage section 11 in the X direction. The main wings 12 are configured to extend from the fuselage section 11 so that the amount of protrusion from the fuselage section 11 increases toward the negative side in the X direction.

[0017] Moreover, the surfaces (upper surfaces) on the + side in the Z direction of the fuselage 11 and the main wing 12 are configured to be approximately parallel to the XY plane so as not to interfere with the air (see also FIG. 3).

[0018] The control surface 13 is provided at the end (rear end) of the main wing 12 on the negative side in the X direction (see also FIG. 2). The control surface 13 is provided on the main wing 12 so that the height of the trailing edge is constant in the neutral position. In other words, the height of the main wing 12 is set so that the height of the trailing edge of the control surface 13 is constant in the neutral position.

[0019] The outer wing 14 adjusts the aerodynamic center to maintain the flying attitude of the fuselage 10, and is provided on the negative end portion in the X direction of the Y direction end of each main wing 12.

[0020] Two vertical tails 15 are provided on the upper surface (the surface on the + side in the Z direction of the main wing 12) at the rear end (the - side in the X direction) of the main wing 12. The two vertical tails 15 are arranged at an incline so that they move away from each other toward the + side in the Z direction. This makes it possible to obtain directional stability by preventing the vertical tail 15 from being hidden behind the main wing 12 when viewed from ahead of the airflow when the aircraft 10 flies at a high angle of attack relative to the airflow.

[0021] As shown in Fig. 3, the compound engine 100 is provided with two types of engines, and is provided on the negative surface in the Z direction of the body section 11. By providing the compound engine 100 on the negative surface (lower surface) in the Z direction of the body section 11, it becomes possible to take in air whose pressure has been increased by a shock wave generated on the lower surface into the compound engine 100, thereby increasing the thrust of the engine. The compound engine 100 has a housing 110, a first engine 120, a second engine 130, and a switching section 140.

[0022] The housing 110 houses the first engine 120 and the second engine 130. A partition wall 111 is provided inside the housing 110. The partition wall 111 is for separating the first engine 120 from the second engine 130. The first engine 120 is disposed in a space on the + side of the partition wall 111 in the Z direction, and the second engine 130 is disposed in a space on the - side of the partition wall 111 in the Z direction.

[0023] An air inlet 112 for air heading toward the first engine 120 or the second engine 130 is provided on the + side in the X direction of the housing 110. An air outlet 113 for air exhausted from the first engine 120 or the second engine 130 is provided on the - side in the X direction of the housing 110. Movable walls are attached near the air inlet 112 and the air outlet 113 in the housing 110, making it possible to optimally inflow air and exhaust combustion gas according to the flight speed.

[0024] The first engine 120 is a turbojet engine that corresponds to a first speed range. The first speed range may be, for example, a speed range from takeoff (Mach 0) to Mach 5. The first engine 120 has a precooler 121, a turbojet 122, and a ram combustor 123.

[0025] The precooler 121 is provided on the positive side in the X direction relative to the turbojet 122. This precooler 121 can mitigate aerodynamic heating during high-speed flight of the aircraft 1, thereby enabling continuous operation within the first speed range.

[0026] The ram combustor 123 is provided on the negative side in the X direction of the turbojet 122. In the first engine 120, air flows in from an inlet 112 and passes through a precooler 121, the turbojet 122, and the ram combustor 123, before being discharged from an outlet 113.

[0027] The first engine 120 is also provided with a duct 122A that can introduce air into the ram combustor 123 without passing through the turbojet 122. This allows the first engine 120 to operate as a turbo-ramjet as required by the flight plan of the aircraft 1.

[0028] The second engine 130 is a scramjet engine that is compatible with a different speed range (second speed range) from the first engine 120. The second speed range may be, for example, a speed range of Mach 5 or higher. The second engine 130 may have, for example, a known configuration.

[0029] In the second engine 130, air passing through the inlet 112 is introduced into the scram combustor, and exhaust gas heated by supersonic combustion in the scram combustor passes through the outlet 113 and is discharged to the rear of the airframe 10. At this time, lift that pushes the airframe 10 to the + side in the Z direction is generated at the negative side in the X direction of the inlet 112 and the positive side in the X direction of the outlet 113 of the casing 110. Also, drag that pushes the airframe 10 backward (negative side in the X direction) is generated at the inlet 112 portion, and thrust that pushes the airframe 10 forward (positive side in the X direction) is generated at the outlet 113 portion. In this case, pressure is increased by the supersonic combustion in the scram combustor, so that the thrust at the outlet 113 becomes larger than the drag at the inlet 112, and thrust that pushes the entire airframe 10 to the + side in the X direction is generated.

[0030] The switching unit 140 is provided in the housing 110, and switches the air flow path in the housing 110 between the first flow path 110A and the second flow path 110B. In other words, the switching unit 140 is configured to be able to switch between opening and closing the first flow path 110A and the second flow path 110B in the housing 110.

[0031] The first flow path 110A is an air flow path corresponding to the first engine 120, and is a flow path corresponding to a space on the + side in the Z direction from the partition wall 111. When air is introduced into the first flow path 110A, air is also supplied to the space on the - side in the Z direction from the partition wall 111.

[0032] The second flow path 110B is an air flow path corresponding to the second engine 130, and is a flow path corresponding to the space on the negative side in the Z direction from the partition wall 111. When air is introduced into the second flow path 110B to operate the second engine 130, the space on the positive side in the Z direction from the partition wall 111 is closed off to the inlet 112 by the switching unit 140, as shown in Fig. 4. The housing 110 corresponds to a "flow path section" in this disclosure.

[0033] The switching unit 140 has a first switching unit 140A and a second switching unit 140B. The first switching unit 140A is provided on the positive side in the X direction of the inlet 112 of the housing 110, and is configured to be able to select whether the air flowing in from the inlet 112 is to flow to the first flow path 110A or the second flow path. The second switching unit 140B is provided at the outlet 113 of the housing 110, and is configured to be able to switch the air flow path flowing out to the upper side of the outlet 113 in the Z direction to either the first flow path or the second flow path.

[0034] First, the first switching unit 140A will be described in detail.

[0035] The first switching unit 140A is disposed on the + side in the Z direction of the partition wall 111 and on the + side in the X direction of the first engine 120. As shown in FIG. 5, the first switching unit 140A has a rotating member 141A, a guide rail 142A, a slide member 143A, an actuator 144A, a link member 145A, a first opposing member 146, and a second opposing member 147.

[0036] The rotating member 141A is supported rotatably about its base end at the front end (the end on the positive side in the X direction) of the partition wall 111. The length of the rotating member 141A is such that its tip end contacts the lower edge of the inlet 112. Therefore, when the rotating member 141A is disposed at a position where its tip end contacts the lower edge of the inlet 112 (first position shown in FIGS. 5 and 6), it causes air to flow into the first flow path 110A.

[0037] Moreover, the rotating member 141A rotates from the first position to the positive side (upward) in the Z direction, thereby coming into contact with a first opposing member 146, which will be described later. In other words, when the rotating member 141A is disposed at a position where the tip portion comes into contact with the first opposing member 146 (the second position shown in FIG. 7), the rotating member 141A closes the first flow path 110A.

[0038] Guide rail 142A is a rail member extending in the X direction, and is disposed at a position facing rotating member 141A on the positive side in the Z direction of rotating member 141A in housing 110. Guide rail 142A supports slide member 143A to be slidable in the X direction.

[0039] The slide member 143A is connected to an actuator 144A, and slides on the guide rail 142A based on the operation of the actuator 144A. The actuator 144A may be of any configuration, such as a known configuration, as long as it is capable of sliding the slide member 143A.

[0040] The slide member 143A also has three shafts A1, A2, and A3. The shafts A1, A2, and A3 are provided to protrude from the slide member 143A on both sides in the Y direction. Of the three shafts A1, A2, and A3, the shaft A1 is located on the most positive side in the X direction. The shaft A2 is located on the more negative side in the X direction than the shaft A1. Of the three shafts A1, A2, and A3, the shaft A3 is located on the most negative side in the X direction.

[0041] A support member A4 is provided at each tip of the three shaft portions A1, A2, and A3. The support members A4 are formed in a plate shape and are provided on both sides of the slide member 143A in the Y direction. The support members A4 support the link member 145A.

[0042] The link member 145A is a member that links the rotating member 141A and the slide member 143A via the support member A4. One end of the link member 145A is connected to a portion of the support member A4 that is on the negative side in the Z direction from the shaft portion A1, and the other end is connected to a portion other than the base end and the tip end of the rotating member 141A.

[0043] Link member 145A causes rotating member 141A to rotate in conjunction with the sliding movement of slide member 143A. That is, slide member 143A causes rotating member 141A to rotate between a first position and a second position by sliding.

[0044] Specifically, when the slide member 143A is located at the negative side in the X direction on the guide rail 142A, the rotating member 141A is located at the first position as shown in Fig. 6. When the slide member 143A moves from the negative side position in the X direction on the guide rail 142A to the positive side in the X direction as shown in Fig. 7, the rotating member 141A rotates from the first position to the positive side in the Z direction by the link member 145A and moves to the second position.

[0045] The first opposing member 146 is formed in a plate shape and is disposed at a position facing the rotating member 141A in the housing 110. Specifically, the base end 146A of the first opposing member 146 is supported at a portion on the +X-direction side of the guide rail 142A in the housing 110, and the first opposing member 146 is rotatable around the base end 146A. The first opposing member 146 is disposed in a posture along a direction that is inclined so as to be positioned on the -X-direction side as it approaches the -Z-direction side. The tip of the first opposing member 146 is disposed between the rotating member 141A and the sliding member 143A. The tip of the first opposing member 146 is provided with a supported portion 146B that is supported by the shaft portion A2.

[0046] The supported portion 146B extends in an inclined direction from the tip of the first opposing member 146 toward the positive side in the Z direction so as to be positioned toward the negative side in the X direction. A long hole 146C is formed in the supported portion 146B. The supported portion 146B is supported by the shaft portion A2 by engaging the shaft portion A2 with the long hole 146C.

[0047] Furthermore, when the sliding member 143A slides, the shaft portion A2 slides inside the long hole 146C, so that the posture of the first opposing member 146 changes in accordance with the sliding movement of the sliding member 143A.

[0048] Specifically, as shown in Fig. 6, when the rotating member 141A is located at the first position, the first opposing member 146 is separated from the rotating member 141A. This opens the first flow path 110A, and air J1 passes between the first opposing member 146 and the rotating member 141A and enters the first flow path 110A. In this case, the upper edge of the long hole 146C is engaged with the shaft portion A2. In this state, air passing through the negative side of the rotating member 141A in the Z direction flows into the second flow path 110B.

[0049] In this manner, when the rotating member 141A is located at the first position, the first opposing member 146 constitutes a part of the first flow path 110A between itself and the rotating member 141A.

[0050] 7, the first opposing member 146 comes into contact with the rotating member 141A when the rotating member 141A is located at the second position. At this time, the tip of the rotating member 141A separates from the lower edge of the inlet 112. This causes the first flow path 110A to be closed, and air J1 passes below the first opposing member 146 and the rotating member 141A to enter the second flow path 110B.

[0051] In this case, the lower edge of the long hole 146C and the shaft portion A2 are engaged, and the posture of the first opposing member 146 is rotated toward the + side in the Z direction from the position shown in Fig. 6. In other words, the posture of the first opposing member 146 is changed to a side following the rotational movement of the rotating member 141A.

[0052] In this manner, when the rotating member 141A is located at the second position, the first opposing member 146 is in contact with the rotating member 141A and can change its posture to follow the rotational movement of the rotating member 141A, making it easier to position the rotating member 141A at the desired position.

[0053] The second opposing member 147 is formed in a plate shape, and is disposed at a position facing the rotating member 141A in the housing 110. Specifically, the second opposing member 147 is rotatable about the base end 147A by supporting the base end 147A at a portion on the negative side in the X direction from the guide rail 142A in the housing 110. The second opposing member 147 is disposed in a posture along a direction that is inclined so as to be positioned on the positive side in the X direction as it approaches the negative side in the Z direction, and the tip of the second opposing member 147 is disposed between the rotating member 141A and the slide member 143A. The tip of the second opposing member 147 is provided with a supported portion 147B that is supported by the shaft portion A3.

[0054] The supported portion 147B extends from the tip of the second opposing member 147 toward the positive side in the Z direction. A long hole 147C is formed in the supported portion 147B. The supported portion 147B is supported by the shaft portion A3 as a result of the shaft portion A3 engaging with the long hole 147C.

[0055] Furthermore, when the sliding member 143A slides, the shaft portion A3 slides inside the long hole 147C, so that the posture of the second opposing member 147 changes in accordance with the sliding movement of the sliding member 143A.

[0056] 6, when the rotating member 141A is located at the first position, the second opposing member 147 is separated from the rotating member 141A. This allows air J1 to pass between the second opposing member 147 and the rotating member 141A and enter further into the first flow path 110A. In this case, the upper edge of the long hole 147C and the shaft portion A3 are engaged with each other.

[0057] In this manner, when the rotating member 141A is located at the first position, the second opposing member 147 constitutes a part of the first flow path 110A between itself and the rotating member 141A.

[0058] 7, when the rotating member 141A is in the second position, the second opposing member 147 is located above the rotating member 141A. In this case, the lower edge of the long hole 147C and the shaft portion A3 are engaged with each other.

[0059] In this way, when the rotating member 141A is located at the second position, the second opposing member 147 is capable of changing its posture, so that even when the rotating member 141A moves from the first position to the second position, the second opposing member 147 can be prevented from interfering with the movement of the rotating member 141A.

[0060] Also, as shown in FIG. 6, the first opposing member 146 and the second opposing member 147 are disposed in a position such that a second force acts on the sliding member 143A in a direction that counteracts a first force acting on the sliding member 143A due to air in the first flow path 110A.

[0061] Since the first opposing member 146 and the second opposing member 147, together with the rotating member 141A, form part of the first flow path 110A, each member is subjected to pressure due to air J1 entering the first flow path 110A. Since the rotating member 141A forms the wall on the negative side in the Z direction of the first flow path 110A, pressure P1 is applied to the rotating member 141A in a direction toward the negative side in the Z direction. Pressure P1 is the differential pressure between the pressures on both sides of the rotating member 141A.

[0062] Since the rotating member 141A is connected to the sliding member 143A via the link member 145A, a force caused by the pressure P1 applied to the rotating member 141A acts on the sliding member 143A. Specifically, a force F1 caused by the pressure P1 is applied in the same direction as the pressure P1 (toward the negative side in the Z direction) at the connection portion between the rotating member 141A and the link member 145A. The force F1 is a force obtained by integrating the area of ​​the pressure P1.

[0063] In this case, since the link member 145A is inclined toward the negative side in the X direction as it approaches the negative side in the Z direction, a force F2 in a direction along the link member 145A is applied to the link member 145A due to the force F1. As a result, a force F3, which is the horizontal component of the force F2 (in the direction toward the negative side in the X direction), is applied to the connection portion between the link member 145A and the slide member 143A. In other words, a horizontal force F3 is applied to the slide member 143A due to the pressure P1 applied to the rotating member 141A. The vertical component of the force F2 at the connection portion between the link member 145A and the slide member 143A is restrained by the guide rail 142A.

[0064] In addition, since the first opposing member 146 is disposed along a direction inclined so as to be positioned on the negative side of the X direction as it approaches the negative side of the Z direction, the first flow path 110A narrows as it approaches the negative side of the X direction. As a result, the air J1 flowing at supersonic speed through the first flow path 110A is compressed by the shock wave. Due to the compression of the air J1, the compressed air flows from the gap on the negative side of the X direction of the first opposing member 146 to the positive side of the Z direction, and a pressure P2 is applied to the first opposing member 146 in a direction that reduces the first flow path 110A (a direction inclined so as to be positioned on the positive side of the X direction as it approaches the negative side of the Z direction). The pressure P2 is the differential pressure applied to both sides of the first opposing member 146.

[0065] In addition, since the supported portion 146B of the first opposing member 146 is in contact with the shaft portion A2 of the slide member 143A, a force F4 in a direction parallel to the pressure P2 is applied to the shaft portion A2 of the slide member 143A. Therefore, a force F5, which is a horizontal component of the force F4 (direction toward the + side of the X direction), is applied to the shaft portion A2 of the slide member 143A. In other words, a horizontal force F5 is applied to the slide member 143A due to the pressure P2 applied to the first opposing member 146. The force F5 is a force obtained by the area integration of the pressure P2. The vertical component of the force F4 at the shaft portion A2 of the slide member 143A is restrained by the guide rail 142A.

[0066] The force F5 is a force in the opposite direction to the force F3 caused by the pressure P1 applied to the rotating member 141A, and therefore cancels out the force F3.

[0067] In addition, since the second opposing member 147 is disposed along a direction that is inclined so as to be positioned on the + side of the X direction as it approaches the - side of the Z direction, the first flow path 110A widens as it approaches the - side of the X direction. As a result, the speed of the air J1 flowing through the first flow path 110A at or below the speed of sound decreases, and the pressure increases. Due to this increase in pressure of the air J1, a pressure P3 is applied to the second opposing member 147 in a direction that expands the first flow path 110A (a direction that is inclined so as to be positioned on the + side of the X direction as it approaches the + side of the Z direction). The pressure P3 is the differential pressure applied to both sides of the second opposing member 147.

[0068] In addition, since the supported portion 147B of the second opposing member 147 is in contact with the shaft portion A3 of the slide member 143A, a force F6 parallel to the pressure P3 is applied to the shaft portion A3 of the slide member 143A. Therefore, a horizontal component of the force F6 (direction toward the positive side of the X direction) F7 is applied to the shaft portion A3 of the slide member 143A. In other words, a horizontal force F7 is applied to the slide member 143A due to the pressure P3 applied to the second opposing member 147. The force F7 is a force obtained by the area integration of the pressure P3. The vertical component of the force F6 at the shaft portion A3 of the slide member 143A is restrained by the guide rail 142A.

[0069] The force F7 is a force in the opposite direction to the force F3 caused by the pressure P1 applied to the rotating member 141A, and therefore cancels out the force F3.

[0070] As a result of the above, in the first switching section 140A, a horizontal force F3 is applied to the slide member 143A due to the pressure P1 applied to the rotating member 141A. Meanwhile, forces F5 and F7 that counteract the force F3 are applied to the slide member 143A due to the pressures P2 and P3 applied to the first opposing member 146 and the second opposing member 147. That is, the first opposing member 146 and the second opposing member 147 can reduce the horizontal force F3 applied to the slide member 143A due to the rotating member 141A.

[0071] Next, the second switching unit 140B will be described in detail.

[0072] 3, the second switching unit 140B is disposed on the positive side in the Z direction of the partition wall 111 in the housing 110 and on the negative side in the X direction of the first engine 120. As shown in FIG. 8, the second switching unit 140B has a rotating member 141B, a guide rail 142B, a slide member 143B, an actuator 144B, a link member 145B, and an opposing member 148.

[0073] The rotating member 141B is supported at the rear end portion (the end portion on the negative side in the X-direction) of the partition wall 111 so as to be rotatable about a base end portion.

[0074] Furthermore, a flow path forming wall 114 is provided on the + side in the Z direction of the partition wall 111 and the rotating member 141B in the housing 110. The flow path forming wall 114 extends from a portion corresponding to the fuel injector 115 provided at the rear end of the partition wall 111 to the - side in the X direction and is connected to the upper edge of the outlet 113. The fuel injector 115 is a portion configured to inject additional fuel into the combustion gas injected from the first engine 120.

[0075] The flow path forming wall 114 is disposed opposite the rotating member 141B, and thereby forms a part of the first flow path between itself and the rotating member 141B.

[0076] Moreover, the rotating member 141B opens the first flow path 110A by being disposed at a position rotated to the negative side (lower side) in the Z direction (third position shown in FIGS. 8 and 9).

[0077] The guide rail 142B is a rail member that extends in the X direction, and is disposed on the opposite side to the rotating member 141B in the flow path forming wall 114. The guide rail 142B supports the sliding member 143B so that the sliding member 143B is slidable in the X direction.

[0078] The slide member 143B is connected to an actuator 144B, and slides on the guide rail 142B based on the operation of the actuator 144B. The actuator 144B may be of any configuration, such as a known configuration, as long as it is capable of sliding the slide member 143B.

[0079] The slide member 143B also has one shaft B1. The shaft B1 is provided so as to protrude from the slide member 143B on both sides in the Y direction. Each tip of the shaft B1 supports a link member 145B.

[0080] The link member 145B is a member that links the rotating member 141B and the slide member 143B. One end of the link member 145B is connected to the shaft portion B1, and the other end is connected to a portion of the rotating member 141B other than the base end and the tip end.

[0081] Link member 145B causes rotating member 141B to rotate in conjunction with the sliding movement of slide member 143B. That is, slide member 143B causes rotating member 141B to rotate between the third position and the fourth position by sliding.

[0082] 9, when the slide member 143B is located near the end of the guide rail 142B on the positive side in the X direction, the rotating member 141B is located at the third position. This causes the first flow path 110A to be opened, and the air J2 that has passed through the gap of the fuel injector 115 is discharged to the outside of the housing 110.

[0083] Furthermore, when slide member 143B moves from a position near the end on the + side in the X direction of guide rail 142B (position shown in FIG. 9) to a position near the end on the - side in the X direction (position shown in FIG. 10), rotating member 141B rotates from the third position to the + side in the Z direction by link member 145B and moves to a fourth position, as shown in FIG. 10. As a result, air J3 flowing through second flow path 110B passes below rotating member 141B and is discharged to the outside of housing 110.

[0084] The opposing member 148 is disposed at a position opposing the rotating member 141B, and has a supported portion 148A and an opposing portion 148B. The supported portion 148A is rotatably supported by a moving member 149 connected to the actuator 144B. The moving member 149 is connected to a linearly moving portion of the actuator 144B together with the sliding member 143B. The moving member 149 is located on the + side in the X direction relative to the sliding member 143B.

[0085] The facing portion 148B is connected to the supported portion 148A and is disposed at a position facing the rotating member 141B. The surface of the facing portion 148B facing the rotating member 141B is an inclined surface B2 that inclines toward the negative side in the X direction and toward the positive side in the Z direction.

[0086] When the rotating member 141B is located at the third position, the rotating member 141B and the inclined surface B2 form a part of the first flow path 110A.

[0087] The length of the rotating member 141B is such that the tip portion comes into contact with the flow path forming wall 114. Therefore, when the rotating member 141B is disposed at a position where the tip portion comes into contact with the flow path forming wall 114 (fourth position shown in FIG. 10), the rotating member 141B closes the first flow path 110A and forms a wall surface on the + side in the Z direction of the second flow path 110B.

[0088] 10, when the moving member 149 moves together with the slide member 143B toward the negative side in the X direction, the facing portion 148B rotates about the supported portion 148A toward the positive side in the Z direction and the positive side in the X direction. That is, the posture of the facing member 148 is changed.

[0089] In this way, even if the rotating member 141B moves to the side where it blocks the first flow path 110A, the opposing member 148 changes its position, so that it is possible to prevent the opposing member 148 from interfering with the movement of the rotating member 141B.

[0090] Furthermore, the opposing member 148 is disposed in a position such that a second force acts on the sliding member 143B in a direction that counteracts a first force acting on the sliding member 143B due to air in the first flow path 110A.

[0091] 9, since the rotating member 141B constitutes the wall on the negative side in the Z direction of the first flow path 110A, a pressure P4 is applied in a direction toward the negative side in the Z direction. The pressure P4 is the differential pressure between the pressures applied to both sides of the rotating member 141B.

[0092] Since the rotating member 141B is connected to the slide member 143B via the link member 145B, the pressure P4 applied to the rotating member 141B affects the slide member 143A. Specifically, due to the pressure P4, a force F8 is applied in the same direction as the pressure P4 (towards the negative side in the Z direction) at the connection portion between the rotating member 141B and the link member 145B.

[0093] In this case, since the link member 145B is inclined toward the + side of the X direction as it approaches the - side of the Z direction, a force F9 is applied to the link member 145B in a direction inclined toward the + side of the X direction as it approaches the - side of the Z direction due to the force F8. As a result, a force F10 of the horizontal component (direction toward the + side of the X direction) of the force F9 is applied to the connection portion between the link member 145B and the slide member 143B. In other words, a horizontal force F10 is applied to the slide member 143B due to the pressure P4 applied to the rotating member 141B. The force F10 is a force obtained by the area integral of the pressure P4. The vertical component of the force F9 at the connection portion between the link member 145B and the slide member 143B is restrained by the guide rail 142B.

[0094] In addition, the surface of opposing member 148 facing rotating member 141B is inclined surface B2 that is inclined so as to be located on the + side in the Z direction as it approaches the - side in the X direction, so that first flow path 110A widens as it approaches the - side in the X direction. As a result, pressure P5 of the air flowing through first flow path 110A is applied.

[0095] Also, a force F11 in a direction parallel to the pressure P5 is applied to the opposing member 148. Also, since the supported portion 148A is in contact with the moving member 149 connected to the actuator 144B to which the slide member 143B is connected, a horizontal force F12 is applied to the connection portion with the moving member 149 due to a moment generated around the rotation axis of the opposing member by the force F11. In other words, the horizontal force F12 is applied to the moving member 149 due to the pressure P5 applied to the opposing member 148. The force F11 is a force calculated by integrating the area of ​​the pressure P5.

[0096] The force F12 is a force in the opposite direction to the force F10 caused by the pressure P4 applied to the rotating member 141B, and therefore cancels out the force F10.

[0097] As a result of the above, in the second switching section 140B, a horizontal force F10 is applied to the slide member 143B due to the pressure P4 applied to the rotating member 141B. On the other hand, a force F12 that counteracts the force F10 is applied to the slide member 143B via the moving member 149 due to the pressure P5 applied to the opposing member 148. That is, the horizontal force F10 that is applied to the slide member 143B and is caused by the rotating member 141B can be reduced by the opposing member 148.

[0098] According to the first embodiment configured as described above, the sliding member slides to rotate the rotating member between the first position and the second position, or between the third position and the fourth position. That is, the sliding member assists the rotational movement of the rotating member, so that the rotating member can be rotated smoothly, and therefore the flow path can be switched smoothly.

[0099] In addition, since the slide member moves on the guide rail and rotates the rotating member via the link member, the slide member can be moved smoothly while the rotating member can be rotated smoothly in conjunction with the movement.

[0100] Furthermore, since the opposing member is arranged so that its position can be changed in accordance with the movement of the sliding member, it can form part of the first flow path in relation to the rotating member, and by changing its position when blocking the first flow path, interference with the movement of the rotating member can be suppressed.

[0101] In addition, the opposing member is disposed in a position such that a second force, which is a force in a direction that counteracts a first force acting on the sliding member due to an aerodynamic force in the first flow path, acts on the sliding member based on the pressure, thereby reducing the horizontal force acting on the sliding member due to the rotating member.

[0102] In addition, the surface on the underside of the aircraft 10 from the tip of the aircraft 10 to the compound engine 100 is inclined downward as it moves from the tip to the compound engine 100, so that the flow path of the air entering the compound engine 100 becomes narrower by the time it reaches the compound engine 100.

[0103] This allows the air entering the housing 110 of the compound engine 100 to be compressed.

[0104] Meanwhile, while the air pressure increases due to the shock wave generated at the leading edge of the aircraft 10, which can provide lift to the underside of the aircraft 10, if the inclination angle of the underside is relatively large, it may be subject to drag due to the shock wave.

[0105] In this embodiment, the angle of the plane on the underside of the aircraft 10 from the tip of the aircraft 10 to the combined engine 100 relative to the horizontal is smaller than the angle of the line connecting the tip of the aircraft 10 and the lower edge of the air inlet 112 in the combined engine 100 relative to the horizontal.

[0106] In other words, the angle of the above-mentioned plane with respect to the horizontal direction can be minimized, so that the effect of drag can be minimized while still taking advantage of the lift based on the shock wave.

[0107] Furthermore, when a shock wave generated at the leading edge of the airframe 10 hits the lower edge of the inlet 112 of the combined engine 100, the efficiency of the air inflow into the combined engine 100 is improved. However, the angle (direction) of the shock wave generated varies depending on the speed of the aircraft 1. Therefore, the housing 110 may be set so that the line connecting the tip of the airframe 10 and the lower edge of the air inlet 112 of the combined engine 100 coincides with the shock wave generated at, for example, the maximum speed or a frequently used speed.

[0108] Next, a second embodiment of the present disclosure will be described. In the first embodiment, the first engine 120 and the second engine 130 are housed side by side in the Z direction within the housing 110 with the partition wall 111 between them. In the second embodiment, the first engine and the second engine may be housed side by side in the X direction within the housing.

[0109] As shown in Fig. 11, the aircraft 1 according to the second embodiment has an airframe 10 and a compound engine 200. The configuration of the aircraft 1 other than the compound engine 200 may be similar to that of the first embodiment.

[0110] The compound engine 200 is housed in an engine housing 10A provided on the negative surface in the Z direction of the airframe 10. As shown in FIG. 12, the compound engine 200 has a housing 210, a turbojet 220, a ram combustor 230, and a switching unit 240.

[0111] The housing 210 is configured in a cylindrical shape extending in the X direction. A turbojet 220 and a ram combustor 230 are housed inside the housing 210. In addition, as shown in Figs. 12 and 13, the housing 210 is provided with a first duct 211 and a second duct 212.

[0112] The first duct 211 and the second duct 212 are ducts that form a flow path for the air taken into the housing 210, and are configured to extend in the X direction. The first duct 211 and the second duct 212 are disposed at different positions in the circumferential direction of the circle that forms the tip surface (end surface in the X direction) of the housing 210 (see also Figs. 14 and 15). A plurality of the first ducts 211 and the second ducts 212 are provided, and are disposed so that the first ducts 211 and the second ducts 212 are arranged alternately.

[0113] The turbojet 220 is disposed in the center of the housing 210 in the X direction. The ram combustor 230 is disposed in the negative end of the housing 210 in the X direction. The switching unit 240 is disposed in the positive end of the housing 210 in the X direction.

[0114] The first duct 211 extends from the switching unit 240 toward the turbojet 220, and is a duct capable of introducing air into the turbojet 220. The first duct 211 also includes a portion that connects the turbojet 220 to the ram combustor 230. In other words, the air introduced into the first duct 211 is introduced into the turbojet 220, passes through the ram combustor 230, and is discharged from the end of the housing 210 on the negative side in the X direction.

[0115] The first duct 211 is applied when the turbojet is operating and the speed range of the aircraft 1 is a first speed range (e.g., Mach 0 to Mach 2). When the turbojet is operating, a rotary generator connected to the turbojet 220 operates to supply electric power to the airframe 10. The turbojet 220 and the ram combustor 230 correspond to the "first engine" in the second embodiment. The first duct 211 corresponds to the "first flow path" in the second embodiment.

[0116] The second duct 212 extends from the switching section 240 directly toward the ram combustor 230, and is a duct that can introduce air directly into the ram combustor 230. The air introduced into the second duct 212 passes through the ram combustor 230 and is exhausted from the end of the housing 210 on the negative side in the X direction.

[0117] The second duct 212 is applied during ramjet operation when the speed range of the aircraft 1 is a second speed range (e.g., Mach 2 to Mach 5). During ramjet operation, power is generated by a fuel cell 231 arranged near the ram combustor 230, and the power is supplied to the airframe 10. The ram combustor 230 corresponds to the "second engine" in the second embodiment. The second duct 212 corresponds to the "second flow path" in the second embodiment.

[0118] 14, the switching unit 240 switches between opening and closing a first air inlet 211A in the first duct 211 and a second air inlet 212A in the second duct 212. The switching unit 240 has a rotating member 241 and a sliding member 242.

[0119] The rotating member 241 is a rotatable member, and has an inner annular portion 241A, an outer annular portion 241B, and a closing portion 241C.

[0120] The inner annular portion 241A and the outer annular portion 241B are configured in an annular shape. The inner annular portion 241A is disposed inside the outer annular portion 241B and configured to have a smaller diameter than the outer annular portion 241B. The outer annular portion 241B is configured to have approximately the same diameter as the diameter of the circle at the tip of the housing 210.

[0121] The blocking portion 241C connects the inner annular portion 241A and the outer annular portion 241B, and is configured to be able to block either the first inlet 211A or the second inlet 212A. A plurality of blocking portions 241C are provided. The number of blocking portions 241C is set according to the number of the first ducts 211 or the number of the second ducts 212.

[0122] In the second embodiment, since the number of first ducts 211 and the number of second ducts 212 are 12 each, the number of blocking portions 241C is set to 12. Note that the numbers of first ducts 211, second ducts 212, and blocking portions 241C can be appropriately set to a number equal to or greater than 1.

[0123] Moreover, each blocking portion 241C has a shape in which the center portion of a plate-like member is bent, specifically, a shape that tapers toward the + side in the X direction. With this configuration, when an air flow is formed, the pressure acting on the two faces sandwiching the center portion is the same, and the X-direction component of the pressure (axial component) is received by the bearing of the rotating member 241. Moreover, the rotational direction component of the pressure is in the opposite direction on the two faces, and is offset.

[0124] As a result, the force components in the rotation direction are offset by the respective surfaces and are sufficiently reduced, and thus the force applied to the slide member 242 is sufficiently reduced. That is, in the second embodiment, the force applied to the slide member 242 can be sufficiently reduced.

[0125] The multiple blocking units 241C are disposed at positions corresponding to the first inlets 211A or the second inlets 212A. Specifically, as shown in Fig. 14, the multiple blocking units 241C can open all of the multiple first inlets 211A and block all of the multiple second inlets 212A. Also, as shown in Fig. 15, the multiple blocking units 241C can block all of the multiple first inlets 211A and open all of the multiple second inlets 212A.

[0126] The slide member 242 is, for example, an expandable and contractible actuator. For example, two slide members 242 are provided. The two slide members 242 are disposed symmetrically with respect to the center of the circle that constitutes the rotating member 241.

[0127] The number of slide members 242 can be appropriately set to a number equal to or greater than 1. When the number of slide members 242 is two or more, the slide members 242 may be disposed at equal intervals so that a force is applied to the rotating member 241 evenly.

[0128] One end 242A of the slide member 242 is connected to the inner annular portion 241A of the rotating member 241. The other end 242B of the slide member 242 is connected to, for example, any fixed portion of the housing 210. In other words, the slide member 242 rotates the rotating member 241 by expanding and contracting one end 242A with the other end 242B as a fulcrum.

[0129] 14, when one end 242A of the slide member 242 is in a relatively largely extended position, the blocking portion 241C is in a position (first position) corresponding to the second inlet 212A and blocks the second inlet 212A. Since the first inlet 211A is in an open state, air is introduced into the first duct 211 through the first inlet 211A.

[0130] 15, when one end 242A of the slide member 242 is in a relatively greatly contracted position, the blocking portion 241C is in a position (second position) corresponding to the first inlet 211A and blocks the first inlet 211A. Since the second inlet 212A is in an open state, air is introduced into the second duct 212 through the second inlet 212A.

[0131] According to the second embodiment configured as described above, the sliding movement of the slide member 242 causes the rotating member 241 to rotate between the first position and the second position. Specifically, when the first duct 211 is opened, the sliding movement of the slide member 242 causes the rotating member 241 to rotate, and the closing portion 241C moves to a position where it closes the second duct 212 (the second inlet 212A). Also, when the second duct 212 is opened, the sliding movement of the slide member 242 causes the rotating member 241 to rotate, and the closing portion 241C moves to a position where it closes the first duct 211 (the first inlet 211A).

[0132] That is, in the second embodiment, the flow path can be smoothly switched with a simple configuration.

[0133] Furthermore, since the configuration is capable of sufficiently reducing the force acting on the sliding member 242 due to the pressure acting on the rotating member 241, the flow path can be switched more smoothly.

[0134] The combined engine 200 according to the second embodiment may be housed in the housing 110 of the combined engine 100 according to the first embodiment. In this case, for example, the combined engine 200 may be housed in the space (first flow path 110A) in the housing 110 in which the first engine 120 is housed.

[0135] Further, in the above embodiment, the body of the aircraft is configured to be substantially triangular, but the present disclosure is not limited to this, and the body does not have to be configured to be substantially triangular.

[0136] Further, in the above embodiment, the aircraft is a hypersonic aircraft, but the present disclosure is not limited to this and may be, for example, a supersonic aircraft, an aircraft that is not compatible with supersonic speed, etc.

[0137] In addition, the above-mentioned embodiments are merely examples of the embodiment of the present disclosure, and the technical scope of the present disclosure should not be interpreted as being limited by them. In other words, the present disclosure can be embodied in various forms without departing from the gist or main features thereof. [Industrial Applicability]

[0138] The device of the present disclosure is useful as a composite engine and aircraft capable of smoothly switching between flow paths. [Explanation of symbols]

[0139] 1 aircraft 10 Aircraft 11. Torso 12 Wing 13 Steering surface 14 Outer wing 15 Vertical stabilizer 100 Compound Engine 110 Cabinet 111 Isolation Wall 112 Inlet 113 Outlet 120 No. 1 Engine 130 No. 2 Engine 140 Switching section 140A First Switching Unit 140B Second switching section 141A Rotating member 141B Rotating member 142A Guide rail 142B Guide rail 143A Slide member 143B Slide member 144A Actuator 144B Actuator 145A Link member 145B Link member 146 First opposing member 147 Second opposing member 148 Opposing member 200 Compound Engine 210 Cabinet 211 1st Duct 211A 1st inlet 212 Second Duct 212A 2nd inlet 220 Turbojet 230 Ram Combustor 240 Switching section 241 Rotating member 241A Inner Ring 241B Outer ring 241C Occlusion 242 Slide member 242A One end 242B Other end

Claims

1. A composite engine installed in an aircraft, a first engine corresponding to a first speed range; a second engine corresponding to a second speed range faster than the first speed range; a flow passage portion having a first flow passage that is an air flow passage of the first engine and a second flow passage that is an air flow passage of the second engine; a switching unit capable of switching between opening and closing the first flow path in the flow path unit; Equipped with The switching unit is a rotating member that is rotatable between a first position that opens the first flow path and a second position that closes the first flow path; a slide member that slides to rotate the rotating member between the first position and the second position; having Compound engine.

2. The rotating member is configured to be rotatable around a base end portion, The switching unit is A guide rail extending in a predetermined direction for sliding the slide member; a link member that links the slide member and a portion of the rotating member other than the base end portion, thereby rotating the rotating member by movement of the slide member; having 2. A compound engine according to claim 1.

3. the flow path unit is formed by a housing including the first engine, the second engine, and the switching unit, the flow path portion has a partition wall that separates the first engine and the second engine, The isolation wall supports the base end portion so as to allow the rotating member to rotate.

3. A compound engine according to claim 2.

4. The switching unit is provided at an air inlet of the flow path unit and an air outlet of the flow path unit, 4. A compound engine according to claim 3.

5. a counter member that is disposed at a position facing the rotating member and that constitutes a part of at least one of the first flow path and the second flow path between the counter member and the rotating member, The opposing member is provided on the sliding member so as to be capable of changing its posture in accordance with the movement of the sliding member. A compound engine according to claim 2 or claim 3.

6. the opposing member is disposed in a position such that a second force acts on the sliding member in a direction that cancels a first force acting on the sliding member due to air in the at least one flow path, A compound engine according to claim 5.

7. a cylindrical housing including the first engine, the second engine, and the flow path portion, a first air inlet in the first flow path and a second air inlet in the second flow path are disposed at different positions in a front end portion of the housing, The rotating member has a closing portion capable of closing either the first inlet or the second inlet.

2. A compound engine according to claim 1.

8. The slide member has one end attached to the rotating member, and extends and contracts to rotate the rotating member.

8. A compound engine according to claim 7.

9. The aircraft is a supersonic aircraft.

2. A compound engine according to claim 1.

10. The aircraft is a hypersonic aircraft.

10. A compound engine according to claim 9.

11. The aircraft and A composite engine as claimed in claim 1, which is mounted on the underside of the airframe; Equipped with A surface on the underside of the fuselage from the tip of the fuselage to the composite engine is inclined downward from the tip toward the composite engine. aircraft.

12. the angle of said plane relative to the horizontal is less than the angle of a line connecting the nose of said fuselage to the lower edge of the air inlet of said composite engine relative to the horizontal; 12. An aircraft as claimed in claim 11.

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