Rear Fuselage Engine Pylon Thrust Vectoring
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Solution Overview
Problem
Existing thrust vectoring systems for aircraft are overly complex, leading to high maintenance costs and reduced operational efficiency due to the numerous moving elements and added complexity to flight control systems, which hinders their effective application in commercial aviation.
Innovation Solution
A system that allows varying the angle of incidence of the pylons and thrust vectoring of engines mounted in the rear fuselage, using a worm gear actuator to pivot the pylon-propulsion group assembly, thereby optimizing thrust directionality and reducing the size and weight of the horizontal stabilizer, without modifying the inner engine structure.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If thrust vectoring systems are implemented using directional mechanical elements within nozzles, then thrust vector control capability is improved, but device complexity increases
Solution Approach 1:
The patent extracts the thrust vectoring function from the engine nozzle system and relocates it to the pylon assembly. By separating the vectoring mechanism from the engine core and placing it in the pylon, the system achieves thrust vector control without modifying the complex engine nozzle structure, thereby reducing overall device complexity while maintaining adaptability.
Solution Approach 2:
The pylon acts as an intermediary element between the engine and the airframe. It introduces a trimming system with adjustable incidence angle that mediates the thrust vector direction. This intermediary approach allows thrust vectoring without direct modification of the engine nozzle, simplifying the control system while preserving vectoring capability.
2Use of energy by moving object
If variable thrust angle systems are implemented, then energy efficiency is improved, but device complexity increases
Solution Approach 1:
The pylon trimming system serves multiple functions: it provides thrust vectoring for energy efficiency optimization during different flight phases, maintains structural support for the engine, and offers a simplified control interface. This multi-functionality achieves energy efficiency improvements without proportionally increasing control system complexity.
Solution Approach 2:
The system implements dynamic adjustability of the pylon incidence angle to optimize thrust vectoring for different flight conditions (takeoff, climb, cruise, descent). This dynamic capability improves energy efficiency across varying operational phases while using a relatively simple trimming mechanism compared to complex variable geometry nozzle systems.
3Adaptability or versatility
If engines are mounted in rear fuselage configuration, then thrust vectoring effectiveness is improved, but structural weight increases
Solution Approach 1:
The pylon trimming system is pre-configured with adjustable incidence angles that can be set optimally for different flight phases before operation. This preliminary configuration allows the rear fuselage engine mounting to achieve effective thrust vectoring without requiring heavy active control mechanisms, thereby reducing structural weight while maintaining vectoring effectiveness.
Data Source
AI summary
The invention relates to a configuration of engines (3) for aircraft located in the rear part of the fuselage (2) of said aircraft, the engines (3) being attached in a fixed manner by pylons (5) to the structure of the aircraft, said structure comprising a torsion box (14) which traverses the fuselage (2) and is used to attach the pylons (5), the fuselage (2) comprising an opening (4) allowing the passage of the suspension pylons (5) for the engines (3), said configuration further comprising a pivoting area (8), an actuator (7) and a fitting (6) through which the actuator (7) is attached to the suspension pylons (5) and to the torsion box (14) of the aircraft, such that the assembly formed by the actuator (7) and the fitting (6) allow balancing the pylon (5) and engine (3) assembly of the aircraft through the pivoting area (8), thus achieving controllable and optimal thrust vectoring of the aircraft for each flight phase.