Combined engine and aircraft

Abstract

This combined engine includes a flow path part having a first and second flow paths, a first engine, and a second engine, as well as a switching part. The switching part includes: a rotation member capable of rotating between a first position for opening the first flow path and a second position for closing the first flow path; and a slide member for rotating the rotation member between the first position and the second position.

Description

Compound Engines and Aircraft

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

[0002] Conventionally, aircraft equipped with a composite engine have been known (see, for example, Patent Document 1). The composite engine includes multiple engines corresponding to multiple speed ranges. The composite engine is provided with a movable element that can switch between opening and closing the air flow paths of each of the multiple engines. In this configuration, the movable element rotates up and down, allowing switching between the two air flow paths.

[0003] Japanese Patent Application Laid-Open No. 2004-270691

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

[0005] An object of the present disclosure is to provide a composite engine and an aircraft that are capable of smoothly switching between flow paths.

[0006] A composite engine according to the present disclosure is a composite engine to be mounted on an aircraft, comprising: 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 section having a first flow path that is an air flow path for the first engine and a second flow path that is an air flow path for the second engine; and a switching section capable of switching between opening and closing the first flow path in the flow path section, wherein the switching section has: 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; and a sliding member that slides to rotate the rotating member between the first position and the second position.

[0007] The aircraft according to the present disclosure comprises an airframe; and the above-described composite engine mounted on the underside of the airframe, wherein the surface on the underside of the airframe from the tip of the airframe to the composite engine is inclined downward as it moves from the tip to the composite engine.

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

[0009] 1 is a diagram illustrating an aircraft equipped with a combined engine according to a first embodiment of the present disclosure; FIG. 1 is a perspective view of the aircraft as seen from below; FIG. 2 is a side view of the aircraft; FIG. 3 is a side view of the aircraft; FIG. 4 is a perspective view of a first switching unit; FIG. 5 is a side view of the first switching unit in a first position; FIG. 6 is a side view of the first switching unit in a second position; FIG. 7 is a perspective view of the second switching unit; FIG. 8 is a side view of the second switching unit in a third position; and FIG. 9 is a side view of the second switching unit in a fourth position. FIG. 10 is a diagram illustrating an aircraft equipped with a combined engine according to a second embodiment of the present disclosure; FIG. 11 is a side cross-sectional view of a first duct portion of the combined engine; FIG. 12 is a side cross-sectional view of a second duct portion of the combined engine; FIG. 13 is a diagram illustrating the switching unit in a state where a first inlet is open; and FIG. 14 is a diagram illustrating the switching unit in a state where a second inlet is open.

[0010] A first embodiment of the present disclosure will be described in detail below with reference to the drawings. FIG. 1 is a diagram illustrating an aircraft equipped with a combined engine according to the first embodiment of the present disclosure. Furthermore, in describing the structure of the aircraft 1 according to this embodiment, a Cartesian coordinate system shown in each drawing will be used. For example, when the aircraft 1 is located on the ground, the X direction corresponds to the longitudinal direction, the Y direction corresponds to the lateral direction, and the Z direction corresponds to the vertical direction.

[0011] 1, aircraft 1 is, for example, a hypersonic aircraft capable of flying in the atmosphere at hypersonic speeds of Mach 5 or greater, and includes 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 edges of the airframe 10 (main wing portions) increase pressure on the underside of the airframe 10, generating a large lift force.

[0012] The aircraft 10 is configured in a roughly triangular shape when viewed from the Z direction, and has a fuselage section 11, main wings 12, control surfaces 13, outer wings 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 cabin (not shown). The portion of the fuselage section 11 on the negative side in the X direction from the cabin is a section (not shown) that stores a fuel tank. Heat insulating material is provided around the cabin and the fuel tank.

[0014] As shown in Fig. 2, legs 11A are provided on the surface (underside) on the negative side in the Z direction of the fuselage 11. One leg 11A is provided on the positive side in the X direction of the fuselage 11, and two leg 11A are provided on the negative side in the X direction of the fuselage 11. In addition, storage sections 11B for storing the legs 11A are provided in the portions of the fuselage 11 corresponding to the legs 11A. The legs 11A are rotatable between a position inside the storage section 11B and a position outside the storage section 11B, and are stored in the storage section 11B while the 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 section 11. As shown in Fig. 3, a surface 11C on the negative surface in the Z direction of the fuselage section 11, from the tip of the airframe 10 to the combined engine 100 (a housing 110 described later), is inclined so as to be positioned closer to 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 with respect to the X direction of a line L connecting the tip of the airframe 10 and the lower edge of the combined engine 100 (an inlet 112 of the housing 110 described later).

[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 X direction of the fuselage section 11. 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] The surfaces (upper surfaces) of the fuselage 11 and the main wing 12 on the positive side in the Z direction 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 Figure 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 wings 14 adjust the aerodynamic center to maintain the flight attitude of the aircraft 10, and are provided at the end portions of the Y-direction of each main wing 12 on the negative side in the X-direction.

[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 angle that moves away from each other as they approach the + side in the Z direction. This makes it possible to ensure that the vertical tails 15 are not hidden behind the main wing 12 when viewed from ahead of the airflow, thereby achieving directional stability when the aircraft 10 flies at a high angle of attack relative to the airflow.

[0021] As shown in Figure 3, the compound engine 100 is provided with two types of engines, and is mounted on the negative surface in the Z direction of the fuselage section 11. By mounting the compound engine 100 on the negative surface (bottom surface) in the Z direction of the fuselage section 11, it becomes possible for air whose pressure has been increased by a shock wave generated on the bottom surface to be taken 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 serves to separate the first engine 120 from the second engine 130. The first engine 120 is disposed in the space on the + side of the partition wall 111 in the Z direction, and the second engine 130 is disposed in the space on the - side of the partition wall 111 in the Z direction.

[0023] On the positive side in the X direction of the housing 110, there is provided an inlet 112 for air heading towards the first engine 120 or the second engine 130. On the negative side in the X direction of the housing 110, there is provided an outlet 113 for air exhausted from the first engine 120 or the second engine 130. Movable walls are attached to the housing 110 near the inlet 112 and outlet 113, making it possible to optimally inlet air and exhaust combustion gases according to 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 includes 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 when the aircraft 1 is flying at high speeds, and thus enables continuous operation within the first speed range.

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

[0027] The first engine 120 is also provided with a duct 122A that allows air to be introduced 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 that of 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 to a high temperature by supersonic combustion in the scram combustor is discharged through the outlet 113 to the rear of the airframe 10. At this time, lift that pushes the airframe 10 toward 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. Furthermore, drag that pushes the airframe 10 rearward (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, because pressure is increased by the supersonic combustion in the scram combustor, the thrust at the outlet 113 becomes greater than the drag at the inlet 112, and thus thrust that pushes the entire airframe 10 toward 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 the space on the + side in the Z direction relative to 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 relative to 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 the "flow path unit" 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 between the first flow path and 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 positive side in the Z direction of the partition wall 111 and on the positive 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 positioned so that its tip end contacts the lower edge of the inlet 112 (first position shown in FIGS. 5 and 6 ), it allows air to flow into the first flow path 110A.

[0037] Furthermore, the rotating member 141A rotates from the first position toward the positive side (upward) in the Z direction, thereby coming into contact with a first opposing member 146 (described later). In other words, when the rotating member 141A is positioned so that its tip end 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] The guide rail 142A is a rail member that extends in the X direction, and is disposed on the positive side of the rotating member 141A in the Z direction in the housing 110, facing the rotating member 141A. The guide rail 142A supports the sliding member 143A so that the sliding member 143A can slide 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 negative side in the X direction relative to 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 shafts A1, A2, and A3. The support members A4 are plate-shaped 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 sliding 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 of the shaft A1 in the Z direction, and the other end is connected to a portion of the rotating member 141A other than the base end and the tip end.

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

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

[0045] The first opposing member 146 is configured in a plate shape and is disposed in 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 location on the positive side in the X direction of the guide rail 142A inside the housing 110, and the first opposing member 146 is rotatable around the base end 146A. The first opposing member 146 is disposed in an attitude that follows an inclined direction so that it is positioned closer to the negative side in the X direction as it approaches the negative side in the Z direction. The tip of the first opposing member 146 is disposed between the rotating member 141A and the sliding member 143A. A supported portion 146B that is supported by the shaft portion A2 is provided at the tip of the first opposing member 146.

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

[0047] Furthermore, when the slide member 143A slides, the shaft portion A2 slides in the elongated hole 146C, and therefore, the posture of the first opposing member 146 changes in accordance with the slide movement of the slide member 143A.

[0048] Specifically, as shown in FIG. 6 , when the rotating member 141A is in the first position, the first opposing member 146 is spaced apart from the rotating member 141A. This opens the first flow path 110A, allowing air J1 to pass between the first opposing member 146 and the rotating member 141A and enter the first flow path 110A. In this state, the upper edge of the elongated hole 146C is engaged with the shaft A2. In addition, 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 forms a part of the first flow path 110A between itself and the rotating member 141A.

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

[0051] In this case, the lower edge of the elongated hole 146C and the shaft A2 are engaged, and the posture of the first opposing member 146 is rotated to the positive 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 the side that follows the rotational movement of the rotating member 141A.

[0052] In this way, when the rotating member 141A is positioned in 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 configured 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 having the base end 147A supported at a location on the negative side in the X direction of the guide rail 142A inside the housing 110. The second opposing member 147 is disposed in an attitude that follows an inclined direction so that it is 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 positioned between the rotating member 141A and the sliding member 143A. A supported portion 147B that is supported by the shaft portion A3 is provided at the tip of the second opposing member 147.

[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 by engaging the long hole 147C with the shaft portion A3.

[0055] Furthermore, when the slide member 143A slides, the shaft portion A3 slides in the elongated hole 147C, and therefore, the posture of the second opposing member 147 changes in accordance with the slide movement of the slide member 143A.

[0056] 6, when the rotating member 141A is in the first position, the second opposing member 147 is spaced apart 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 elongated hole 147C is engaged with the shaft A3.

[0057] In this manner, when the rotating member 141A is located at the first position, the second opposing member 147 forms 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 elongated hole 147C and the shaft 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 can change its posture, so even if 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 Figure 6, the first opposing member 146 and the second opposing member 147 are positioned in a position that causes a second force to act on the slide member 143A in a direction that cancels out the first force acting on the slide member 143A due to the air in the first flow path 110A.

[0061] Since the first opposing member 146, the second opposing member 147, and the rotating member 141A constitute a part of the first flow path 110A, each of these members is subjected to pressure due to air J1 entering the first flow path 110A. Since the rotating member 141A constitutes 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] Because the rotating member 141A is connected to the slide member 143A via the link member 145A, a force resulting from the pressure P1 acting on the rotating member 141A acts on the slide member 143A. Specifically, due to the pressure P1, a force F1 acts 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 determined by integrating the area of ​​the pressure P1.

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

[0064] Furthermore, because the first opposing member 146 is disposed in a direction that is inclined so that it is positioned closer to the negative X-direction as it approaches the negative Z-direction, the first flow path 110A narrows as it approaches the negative 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 this compression of the air J1, the compressed air flows from the gap on the negative X-direction side of the first opposing member 146 to the positive Z-direction side, and pressure P2 is applied to the first opposing member 146 in a direction that narrows the first flow path 110A (a direction that is inclined so that it is positioned closer to the positive X-direction as it approaches the negative Z-direction). Pressure P2 is the differential pressure applied to both sides of the first opposing member 146.

[0065] Furthermore, because 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 is applied to the shaft portion A2 of the slide member 143A in a direction parallel to the pressure P2. Therefore, a force F5, which is the horizontal component of the force F4 (direction toward the positive X-direction), is applied to the shaft portion A2 of the slide member 143A. In other words, the pressure P2 applied to the first opposing member 146 causes a horizontal force F5 to be applied to the slide member 143A. The force F5 is a force calculated by integrating the area of ​​the pressure P2. The vertical component of the force F4 at the shaft portion A2 of the slide member 143A is constrained 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 acting on the rotating member 141A, and therefore cancels out the force F3.

[0067] Furthermore, because the second opposing member 147 is disposed in a direction that is inclined so that it is positioned toward the positive X-direction as it moves toward the negative Z-direction, the first flow path 110A widens as it moves toward the negative X-direction. As a result, the speed of the air J1 flowing through the first flow path 110A at speeds less than 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 widens the first flow path 110A (a direction that is inclined so that it is positioned toward the positive X-direction as it moves toward the positive Z-direction). The pressure P3 is the differential pressure applied to both sides of the second opposing member 147.

[0068] Furthermore, because 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 F7 (toward the positive X-direction) of the force F6 is applied to the shaft portion A3 of the slide member 143A. In other words, the pressure P3 applied to the second opposing member 147 causes a horizontal force F7 to be applied to the slide member 143A. The force F7 is calculated by integrating the area of ​​the pressure P3. The vertical component of the force F6 at the shaft portion A3 of the slide member 143A is constrained 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 described above, in first switching unit 140A, a horizontal force F3 is applied to slide member 143A due to pressure P1 applied to pivotal member 141A. Meanwhile, forces F5 and F7 that cancel out force F3 are applied to slide member 143A due to pressures P2 and P3 applied to first opposing member 146 and second opposing member 147. In other words, first opposing member 146 and second opposing member 147 can reduce the horizontal force F3 applied to slide member 143A due to pivotal 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 isolation 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 sliding 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 (the end on the negative side in the X direction) of the partition wall 111 so as to be rotatable around the base end.

[0074] Furthermore, a flow path forming wall 114 is provided on the housing 110 on the + side in the Z direction of the partition wall 111 and the rotating member 141B. 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] Furthermore, the rotating member 141B opens the first flow path 110A by being 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 of the flow path forming wall 114 from the rotating member 141B. The guide rail 142B supports the slide member 143B so that it can slide 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 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] The link member 145B causes the rotating member 141B to rotate in conjunction with the sliding movement of the slide member 143B. That is, the sliding movement of the slide member 143B causes the rotating member 141B to rotate between the third position and the fourth position.

[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 in the third position, which opens the first flow path 110A and allows the air J2 that has passed through the gap of the fuel injector 115 to be discharged to the outside of the housing 110.

[0083] Furthermore, when slide member 143B moves from a position near the end on the positive side in the X direction of guide rail 142B (the position shown in FIG. 9) to a position near the end on the negative side in the X direction (the position shown in FIG. 10), link member 145B causes rotating member 141B to rotate from the third position to the positive side in the Z direction and move 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 the linear moving portion of the actuator 144B together with the sliding member 143B. The moving member 149 is located on the positive 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 is inclined so as to be positioned on the + side in the Z direction as it approaches the - side in the X 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 thereof contacts the flow path forming wall 114. Therefore, when the rotating member 141B is disposed at a position where the tip thereof contacts the flow path forming wall 114 (the fourth position shown in FIG. 10 ), the rotating member 141B closes the first flow path 110A and forms a wall surface on the +Z direction side 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 opposing portion 148B rotates around the supported portion 148A toward the positive side in the Z direction and the positive side in the X direction. In other words, the posture of the opposing member 148 is changed.

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

[0090] Furthermore, the opposing member 148 is disposed in a position that causes a second force to act on the sliding member 143B in a direction that cancels out a first force that is applied to 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] Because the rotating member 141B is connected to the slide member 143B via the link member 145B, the pressure P4 acting on 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, because link member 145B is tilted toward the positive X-direction as it approaches the negative Z-direction, a force F9 is applied to link member 145B due to force F8, which tilts link member 145B toward the positive X-direction as it approaches the negative Z-direction. As a result, a force F10, which is the horizontal component of force F9 (direction toward the positive X-direction), is applied to the connection between link member 145B and slide member 143B. In other words, a horizontal force F10 is applied to slide member 143B due to pressure P4 applied to pivot member 141B. Force F10 is a force calculated by integrating the area of ​​pressure P4. The vertical component of force F9 at the connection between link member 145B and slide member 143B is constrained by guide rail 142B.

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

[0095] Furthermore, a force F11 is applied to the opposing member 148 in a direction parallel to the pressure P5. Furthermore, because the supported portion 148A is in contact with the moving member 149 that is 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 described above, in the second switching unit 140B, a horizontal force F10 is applied to the slide member 143B due to the pressure P4 applied to the rotating member 141B. Meanwhile, a force F12 that cancels out 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. In other words, the opposing member 148 can reduce the horizontal force F10 that is applied to the slide member 143B due to the rotating member 141B.

[0098] According to the first embodiment configured as described above, the sliding movement of the sliding member rotates the rotating member between the first position and the second position or between the third position and the fourth position. In other words, 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] Furthermore, 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 and 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, it is possible to prevent interference with the movement of the rotating member.

[0101] Furthermore, the opposing member is disposed in a position such that a second force is applied to the sliding member based on the pressure in a direction that counteracts the first force applied to the sliding member due to the aerodynamic force of the first flow path, thereby reducing the horizontal force applied to the sliding member due to the pivoting member.

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

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

[0104] However, while the shock wave generated at the leading edge of the aircraft 10 increases the air pressure, allowing the underside of the aircraft 10 to receive lift, if the inclination angle of the underside is relatively large, it may be affected by 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 benefiting from the lift caused by the shock wave.

[0107] Furthermore, when a shock wave generated at the leading edge of the airframe 10 strikes the lower edge of the air inlet 112 of the combined engine 100, the efficiency of 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 casing 110 may be configured 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 interposed therebetween. 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] 11 , the aircraft 1 according to the second embodiment includes an airframe 10 and a compound engine 200. The configuration of the aircraft 1 other than the compound engine 200 may be the same as that of the first embodiment.

[0110] The compound engine 200 is housed in an engine housing 10A provided on the negative side 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. Furthermore, as shown in Figures 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 each 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 central portion of the housing 210 in the X direction. The ram combustor 230 is disposed in the negative end portion of the housing 210 in the X direction. The switching unit 240 is disposed in the positive end portion of the housing 210 in the X direction.

[0114] The first duct 211 extends from the switching section 240 toward the turbojet 220 and is a duct that can introduce 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 in operation and the speed range of the aircraft 1 is a first speed range (for example, Mach 0 to Mach 2). When the turbojet is in operation, a rotary generator connected to the turbojet 220 is operated 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 discharged from the end of the housing 210 on the negative side in the X direction.

[0117] The second duct 212 is applied when the ramjet is in operation and the aircraft 1 is in a second speed range (e.g., Mach 2 to Mach 5). When the ramjet is in operation, a fuel cell 231 disposed near the ram combustor 230 generates electricity and supplies power 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 is 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 first ducts 211 or the number of 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 sections 241C is set to 12. Note that the numbers of first ducts 211, second ducts 212, and blocking sections 241C can be appropriately set to a number equal to or greater than 1.

[0123] Each blocking portion 241C has a shape in which the central portion of a plate-like member is bent, specifically, a shape that tapers toward the positive X-direction. With this configuration, when an airflow is formed, the pressure acting on the two surfaces on either side of the central portion is the same, and the X-direction component of the pressure (axial component) is received by the bearing of the rotating member 241. Furthermore, the rotational direction components of the pressure are directed in opposite directions on the two surfaces, and are canceled out.

[0124] As a result, the force component in the rotation direction is offset by each surface and is sufficiently reduced on the slide member 242. 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 each disposed at a position corresponding to the first inlet 211A or the second inlet 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 set appropriately to a number equal to or greater than 1. Furthermore, when the number of slide members 242 is two or more, the slide members 242 may be arranged at equal intervals so that a force is applied evenly to the rotating member 241.

[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 extended position, the blocking portion 241C is located at 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 retracted position, the blocking portion 241C is located at 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 opening the first duct 211, 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 (second inlet 212A). Furthermore, when opening the second duct 212, 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 (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 such that the force acting on the slide member 242 due to the pressure acting on the rotating member 241 can be sufficiently reduced, the flow path can be switched more smoothly.

[0134] Furthermore, 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] Furthermore, in the above embodiment, the aircraft body is configured to have a substantially triangular shape, but the present disclosure is not limited to this, and the aircraft does not have to be configured to have a substantially triangular shape.

[0136] Furthermore, 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 capable of supersonic speeds, etc.

[0137] Furthermore, the above-described embodiments are merely examples of specific embodiments for carrying out the present disclosure, and the technical scope of the present disclosure should not be interpreted as being limited by these embodiments. In other words, the present disclosure can be carried out in various forms without departing from its gist or main features.

[0138] The disclosures of the specification, drawings and abstract contained in Japanese Patent Application No. 2023-109294, filed on July 3, 2023, are incorporated herein by reference in their entirety.

[0139] The device of the present disclosure is useful for a composite engine and an aircraft that can smoothly switch between flow paths.

[0140] REFERENCE SIGNS LIST 1 Aircraft 10 Airframe 11 Fuselage 12 Main wing 13 Steering surface 14 Outer wing 15 Vertical stabilizer 100 Compound engine 110 Housing 111 Isolation wall 112 Inlet 113 Outlet 120 First engine 130 Second engine 140 Switching unit 140A First switching unit 140B Second switching unit 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 Housing 211 First duct 211A First inlet 212 Second duct 212A Second inlet 220 Turbojet 230 Ram combustor 240 Switching portion 241 Rotating member 241A Inner annular portion 241B Outer annular portion 241C Closure portion 242 Slide member 242A One end portion 242B Other end portion

Claims

1. A composite engine to be mounted on an aircraft, comprising: 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 section having a first flow path which is an air flow path for the first engine and a second flow path which is an air flow path for the second engine; and a switching section capable of switching between opening and closing the first flow path in the flow path section, wherein the switching section has: a rotating member which is rotatable between a first position which opens the first flow path and a second position which closes the first flow path; and a sliding member which slides to rotate the rotating member between the first position and the second position.

2. A composite engine as described in claim 1, wherein the rotating member is configured to be rotatable around the base end, and the switching portion has: a guide rail extending in a predetermined direction for sliding the slide member; and a link member linking the slide member with a portion of the rotating member other than the base end, thereby rotating the rotating member by movement of the slide member.

3. A composite engine as described in claim 2, wherein the flow path section is constituted by a housing including the first engine, the second engine, and the switching section, the flow path section has a partition wall that separates the first engine from the second engine, and the partition wall supports the base end portion so as to rotate the rotating member.

4. A compound engine according to claim 3, wherein the switching section is provided at each of an air inlet in the flow passage section and an air outlet in the flow passage section.

5. A composite engine as set forth in claim 2, further comprising an opposing member disposed at a position opposite to the rotating member and constituting a part of at least one of the first flow path and the second flow path between the rotating member and the opposing member, the opposing member being provided on the sliding member so as to be able to change its position in accordance with the movement of the sliding member.

6. The compound engine according to claim 5, wherein 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.

7. A composite engine as described in claim 1, further comprising a cylindrical housing containing 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 being respectively arranged at different positions at the tip of the housing, and the rotating member having a blocking portion capable of blocking either the first air inlet or the second air inlet.

8. The compound engine according to claim 7, wherein one end of the slide member is attached to the rotating member, and the slide member rotates the rotating member by expanding and contracting.

9. The composite engine of claim 1, wherein the aircraft is a supersonic aircraft.

10. The composite engine of claim 9, wherein the aircraft is a hypersonic aircraft.

11. An aircraft comprising: an airframe; and a composite engine as described in claim 1 mounted on an underside of the airframe, wherein a surface on the underside of the airframe from the tip of the airframe to the composite engine is inclined downward as it moves from the tip to the composite engine.

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

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