JPH07208263A - Exhaust nozzle for supersonic aircraft - Google Patents

Abstract

PURPOSE:To provide an exhaust nozzle for supersonic aircraft which is provided with a mixer of lobe type with high mixing efficiency in a storable manner, and capable of smooth shifting from the noise-reduced mode at the take-off to the supersonic cruising mode through the subsonic mode, and also capable of smooth shifting in a short time from the noise-reduced mode to the reverse mode at the landing. CONSTITUTION:A two-dimensional exhaust nozzle of constant sectional shape is provided with a lobe type mixer M which is developed in a linear manner. The air is introduced by first flaps A in the noise-reduce mode, the air is mixed with the high speed gas flow from a core engine 16 by the mixer M to reduce the speed of the jet flow, and the introduction of the air is stopped in the supersonic cruising mode. The mixer M is stored outside the high speed gas flow, and the respective flaps A-D are arranged in an optimum manner for the supersonic cruising mode.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a supersonic aircraft engine, and more particularly to a supersonic aircraft exhaust nozzle.

[0002]

2. Description of the Related Art In a supersonic passenger aircraft (SST: Super Sonic Transporter) whose flight speed exceeds Mach 1, noise due to jet jet has been a problem. Figure 7
(A) is an engine exhaust nozzle of a Concorde machine developed in France, where the upper half shows supersonic speed and the lower half shows noise reduction. This exhaust nozzle includes a primary variable nozzle 52 that controls the high-speed gas flow from the afterburner 51 of the jet engine, and a secondary variable nozzle 53 that mixes air into the high-speed gas flow and ejects it backward. ,
At the time of noise reduction (during takeoff / landing or at subsonic speed), the outside air is introduced into the secondary variable nozzle, and the mixer 54 mixes the high-speed gas flow and the low-speed air from the primary variable nozzle to reduce the speed of the jet jet. At supersonic speed, the introduction of outside air was stopped, the mixer was housed, and the jet jet was ejected as it was.

[0003]

However, in such a conventional exhaust nozzle, there is a problem that the performance of the mixer 54 is low and noise cannot be sufficiently reduced. That is, in the conventional exhaust nozzle, since it is necessary to store the mixer with a simple link mechanism, there are severe restrictions on the shape and size of the mixer, and only a mixer with low performance such as a flat plate can be stored.

On the other hand, in the subsonic jet engine,
An exhaust nozzle provided with a lobe mixer 55 shown in FIG. 7B is conventionally known. This lobe mixer
The partition walls 56 of the core flow and the bypass flow alternately enter in the confluence portion 57 in the circumferential direction (this portion is called penetration), and the core flow and the bypass flow, which are alternately positioned in the circumferential direction in the confluence portion 57, merge. Therefore, there is a feature that mixing efficiency is high. However, since the lobe mixer 55 has a fixed shape of an annular shape as a whole and is large in size, it cannot be applied to an SST in which storage is essential at supersonic speed.

The present invention was created to solve the above problems. That is, an object of the present invention is to provide an exhaust nozzle for a supersonic aircraft, which is capable of storing a lobe mixer having high mixing efficiency. Another object of the present invention is to provide an exhaust nozzle for a supersonic aircraft that can smoothly shift from a noise reduction mode at takeoff to a supersonic cruise mode after a subsonic time. Furthermore, another object of the present invention is to provide an exhaust nozzle for a supersonic aircraft that can smoothly shift from a noise reduction mode to a reverse injection mode in a short time when landing.

[0006]

SUMMARY OF THE INVENTION According to the present invention, a linear cross-section of a lobe mixer having a constant cross section is provided.
Dimensional exhaust nozzle that introduces outside air when noise is reduced, mixes the high-speed gas flow of the core engine with outside air to reduce the jet jet speed, and stops the introduction of outside air during supersonic cruise to speed up the mixer. An exhaust nozzle for a supersonic aircraft is provided which is characterized by being stored outside the gas stream.

According to a preferred embodiment of the present invention, a transition duct connected to the rear of the core engine and having a cross-sectional shape changing from a circular shape to a rectangular shape, side walls extending vertically on both rear sides of the core engine, and a core engine. Located at the top and bottom of the, functioning as an external flap during supersonic cruise,
A pair of first flaps A that function as ejector intake clamps that introduce outside air during noise reduction, and a pair that are located behind the core engine and that function as a convergent flap that controls the high-speed gas flow from the core engine during supersonic cruise. Second flap B and a mixer M located downstream of the second flap B.

Furthermore, a pair of third flaps C that function as divergent flaps that control jet jets during supersonic cruise and that function as mixing ducts that introduce outside air during noise reduction, and a pair of downstream flaps that function as external flaps. And a fourth flap D of No. 4 in the rear of the core engine. Further, according to the embodiment of the present invention, in the noise reduction mode, the auxiliary flaps A1 and A2 overlap each other, the first flap A has the shortest length, and forms the largest angle with respect to the engine axis Z. The end is in contact with the outer upstream end of the second flap B, and the two flaps A1 and B form an ejector intake clamp for introducing the outside air, and the third flap C is located at the top dead center and mixed inside thereof. Forming a duct and a nozzle throat,
It is formed at the nozzle outlet of the mixer M, and fine adjustment of the nozzle throat is performed by adjusting the angle of the second flap B. Furthermore, since it changes from the noise reduction form to the subsonic flight form,
First, move the third flap C from the top dead center to the bottom dead center side,
By changing the angle with respect to the engine axis Z, the third flap C
Away from the mixer M, and then store the mixer M outside the high velocity gas flow from the transition duct, and
Deploy flap A to block the ejector intake entrance.

In the subsonic flight mode, the ejector intake inlet is closed by the first flap A, and the mixer M is stored between the second flap B and the first flap A.
The nozzle throat is formed at the downstream end of the second flap B, the third flap C is moved to the bottom dead center of the second rotating plate 22 to form the divergent flap, and the fourth flap D and the first flap D are formed.
The outer flap is formed by the flap A.

Further, in supersonic flight mode, the machine speed is accelerated from subsonic speed to supersonic speed, and in order to increase the nozzle opening ratio as the nozzle pressure ratio increases, the divergent flap angle by the third flap C is increased. However, the throat area is changed by the second flap B according to the operating state of the core engine, and the third throat area is changed according to the nozzle pressure ratio.
Change the angle of flap C.

Further, immediately before landing, the first flap A is fully opened in order to secure a gas passage for reverse injection, and at the time of landing, the nozzle outlet is closed by the third flap C, whereby the ejector intake at the time of noise reduction is closed. The jet jet is jetted forward from the jet and the jet is jetted backward.

[0012]

According to the above configuration of the present invention, the exhaust nozzle for a supersonic aircraft is a two-dimensional exhaust nozzle having a constant cross-sectional shape, which is provided with a linear lobe-shaped mixer.
A lobe-shaped mixer with high mixing efficiency can be stored so that the outside air is introduced when noise is reduced, and the high-speed gas flow of the core engine and the outside air are efficiently mixed by the mixer to reduce the speed of the jet jet. Noise proportional to the eighth power of the exhaust speed can be reduced. Also,
By stopping the introduction of outside air during supersonic cruise and storing the mixer outside the high-speed gas flow, the flaps can be placed in an optimal arrangement for supersonic flight.

Further, in the noise reduction mode, the third flap C is moved from the top dead center to the bottom dead center side to change the angle with respect to the engine axis Z to move the third flap C away from the mixer M, and then the mixer M. Is stored outside the high-speed gas flow from the transition duct, and by further deploying the first flap A to block the ejector intake inlet, transition to subsonic flight mode is performed, and the aircraft speed is changed from subsonic speed to supersonic speed. In order to accelerate and increase the nozzle opening ratio as the nozzle pressure ratio increases, the divergent flap angle by the third flap C is increased, and the throat area is changed by the second flap B in accordance with the operating state of the core engine. Moreover, the angle of the third flap C can be changed according to the nozzle pressure ratio to shift to the supersonic cruise mode.
As a result, it is possible to smoothly shift from the noise reduction mode at takeoff to the supersonic cruise mode after the subsonic time.

Further, immediately before landing, the first flap A is fully opened in order to secure a gas passage for reverse injection, and at the time of landing, the nozzle outlet is closed by the third flap C so that the ejector intake at the time of noise reduction can be prevented. It is possible to inject the jet jet forward and inject it backward, and to smoothly transition from the noise reduction mode to the reverse injection (reverse) mode during landing.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. In the drawings, common parts are designated by the same reference numerals and used. FIG. 1 is an overall sectional view of an exhaust nozzle for a supersonic aircraft according to the present invention. In this figure, the upper half shows the noise reduction mode during takeoff and the lower half shows the supersonic cruise mode. In the noise reduction mode, the outside air is introduced and mixed with the high-speed gas flow to reduce the velocity of the jet jet.In the supersonic cruise mode, no outside air is introduced, the mixer is stored, and each flap is super The layout is optimal for sonic flight. Hereinafter, the exhaust nozzle in the noise reduction mode will be referred to as a mixer ejector nozzle.

In FIG. 1, the apparatus of the present invention is a two-dimensional nozzle having a constant cross-sectional shape, and extends vertically to the duct (transition duct 18) connected to the rear of the core engine 16 and both sides of the rear of the core engine 16. Side wall 20,
A pair of first members located behind the core engine 16
A flap A, a second flap B, a third flap C, a fourth flap D, and a mixer M located on the downstream side of the second flap B are provided. The rear end of the core engine 16 is circular, while the rear end of the transition duct 18 is rectangular. That is, the transition duct 18 is
The cross-sectional shape has changed from circular to rectangular.

The first flap A functions as a part (upstream side) of the external flap during supersonic cruise (lower half of FIG. 1) and introduces outside air during noise reduction (upper half of FIG. 1). Functions as intake clamp. The first flap A comprises auxiliary flaps A1 and A2, and the auxiliary flap A
1 and A2 are slidably connected to each other by a third guide 13 provided at the boundary thereof. The auxiliary flap A2 is rotatably attached to the second rotary shaft 2, and the second rotary shaft 2 is movably provided along the first guide 11 provided on the side wall 20. The driving of the entire first flap A (A1 and A2) is performed by moving the second rotating shaft 2 along the first guide 11 by the actuator provided in the side wall 20. With such a mechanism, the auxiliary flap A1 can rotate about the first rotation axis 1 provided on the side wall 20 within an angle range of about 5 ° to 23 ° with respect to the engine axis Z. The angle of the ejector intake clamp is about 23 ° in this case.

The second flap B functions as a convergent flap for controlling the high speed gas flow from the core engine 16 during supersonic cruise. The second flap B is fixed to the first rotary plate 21 that is flush with the passage surface of the side wall 20,
The rotary plate 21 can be rotated around the third rotary shaft 3 by an actuator in the side wall 20. As a result, the second flap B can be changed in the angle range of 12 ° to 45 ° with respect to the engine axis Z.

The mixer M is a linear expansion of the lobe-type mixer 55 shown in FIG. 7B, and has penetrations that alternate vertically in FIG. As a result, the outside air can be introduced at the time of noise reduction (the upper half of FIG. 1) to efficiently mix with the high-speed gas flow from the transition duct 18 to reduce the jet jet speed.
The upstream end of the mixer M is connected to the downstream end of the second flap B by the fourth rotating shaft 4. Further, the sixth rotating shaft 6 provided on the mixer M is connected to the fifth rotating shaft 5 on the rotating ring 23 via a link 24. The rotating ring 23 can be independently rotated about the same third rotating shaft 3 as the first rotating plate 21 by an actuator in the side wall 20.

The third flap C functions as a divergent flap for controlling the jet jet during supersonic cruise and as a mixing duct for introducing outside air during noise reduction. The third flap C can be rotated about the seventh rotation axis 7 of the second rotation plate 22 by an actuator in the side wall 20 within an angle range of 0 ° to 17 ° with respect to the engine axis.
The upstream end of the third flap C constitutes the front edge of the ejector intake overhang portion. The second rotary plate 22 is flush with the passage surface of the side wall 20 and can be rotated about the eighth rotation axis 8 of the side wall 20 by 360 ° by an actuator in the side wall 20. The rotation of the second rotary plate 22 moves the seventh rotary shaft 7. Hereinafter, the second rotary plate 22 rotates, and the seventh rotary shaft 7 is located closest to the engine shaft Z (see FIG.
The lower side) is called the lower starting point, and the farthest position (the upper side in FIG. 1) is called the upper starting point.

The fourth flap D is an external flap on the downstream side and forms a relatively small boat tail angle of about 7 ° with the engine axis Z when noise is reduced (upper half in FIG. 1). The fourth flap D is connected to the downstream portion of the third flap C by a ninth rotating shaft 9 provided at the downstream end thereof. Also,
The tenth rotating shaft 10 at the upstream end of the fourth flap D has the side wall 2
It moves along the second guide 12 provided at 0. Fourth
There is no actuator that directly moves only the flap D, and when the third flap C moves due to the rotation of the second rotary plate 22, the fourth flap D moves in conjunction with this.

The flaps A, B, C, D, the mixer M, the first rotary plate 21, the second rotary plate 22, and the rotary ring 23 described above are linked vertically with each other and are always symmetrical with respect to the engine axis Z. It is located in. Further, the sound absorbing liner 25 is provided on the passage side of the third flap C and the passage side of the side wall 20.
Is attached to reduce reflected sound.
Further, between the flaps A, B, C, D, and the mixer M and the side wall 20, between the auxiliary flap A1 and the nacelle, between the second flap B and the transition duct, and between the second flap B and the mixer M, respectively. Appropriate sealing mechanisms are provided to minimize gas leaks.

Next, the operation of the exhaust nozzle for supersonic aircraft from takeoff to landing will be described. FIG. 2 is a diagram showing a process from takeoff to subsonic flight. In this figure, (A)
Is the noise reduction mode during takeoff (mixer ejector nozzle),
(B) and (C) have shown the intermediate form to a subsonic flight form. In the noise reduction mode of FIG. 2A, the first flap A has the shortest length when the auxiliary flaps A1 and A2 overlap each other, and forms the largest angle with respect to the engine axis Z. At this time, the downstream end of the auxiliary flap A1 is in contact with the outer upstream end of the second flap B.
1 and B form an ejector intake clamp for introducing outside air. On the other hand, the third flap C is located at the top dead center and forms a mixing duct inside thereof. The nozzle throat in this form is the nozzle outlet portion of the mixer M. Further, the fine adjustment of the nozzle throat in this form is performed by adjusting the angle of the second flap B.

In FIG. 2B, in order to shift from the noise reduction mode to the subsonic flight mode, first, the third flap C moves from the top dead center to the bottom dead center to change the angle with respect to the engine axis Z. . This movement causes the third flap C to move to the mixer M.
It is possible to rotate the mixer M away from the third flap C without interfering with the third flap C. In FIG. 2C, the mixer M is stored outside the high-speed gas flow from the transition duct 18, that is, outside the second flap B. From this figure, the first flap A is further expanded to block the ejector intake inlet, and the subsonic flight mode shown in FIG. 3 (A) is obtained.

FIG. 3 is a diagram showing a process from subsonic flight to supersonic flight. In this figure, (A) shows a subsonic flight mode, and (B) shows a supersonic flight mode. Figure 3
In the subsonic flight mode (A), the first flap A completely closes the ejector intake inlet, and the mixer M is housed between the second flap B and the first flap A. The nozzle throat is formed at the downstream end (the fourth rotation shaft 4) of the second flap B. The third flap C moves to the bottom dead center of the second rotary plate 22 and forms a divergent flap, but the divergent angle is almost 0 ° because of subsonic flight. Since the third flap C has moved to the bottom dead center, the fourth flap D is expanded and forms the outer flap together with the first flap A.

In the supersonic flight mode of FIG. 3B, the third flap C is used to increase the nozzle opening ratio and the nozzle opening ratio as the machine speed is accelerated from subsonic speed to supersonic speed. The divergent flap angle increases. During supersonic flight, the throat area is changed by the second flap B according to the operating state of the core engine 16, and the angle of the third flap C is changed according to the nozzle pressure ratio. Further, as the angle of the third flap C changes, the angle of the fourth flap D also changes. By this operation, 2
An exhaust nozzle for a supersonic aircraft, which is a three-dimensional nozzle, can be optimally arranged for supersonic flight. In addition, the supersonic flight form of this figure can be applied to Mach 3 and above,
In this supersonic cruise mode, the third flap C is the most open,
The boat tail angle of the fourth flap D can be as small as about 7 °.

FIG. 4 is a diagram showing a process from supersonic flight to landing. In this figure, (A) shows a supersonic and subsonic flight mode, (B) shows a mode from subsonic flight to immediately before landing, and (C) shows a reverse injection mode. In FIG. 4 (A), when decelerating the machine speed from supersonic speed to subsonic speed, the reverse process of acceleration and acceleration is followed. However, when approaching for landing, the speed is reduced as much as possible, so the engine rating is lowered, so the nozzle throat becomes wider than when rising in order to prevent fan surges.

As shown in FIG. 4B, immediately before landing,
The first flap A is fully opened to secure a gas passage for reverse injection. As shown in FIG. 4 (C), at the time of landing, the nozzle outlet can be blocked by the third flap C, and a jet jet can be jetted forward from the ejector intake at the time of noise reduction to perform reverse jetting.

Next, the drive mechanism inside the side wall 20 for driving each of the flaps A, B, C, D and the mixer M will be described. FIG. 5 is an overall view of the drive mechanism inside the side wall 20. In this figure, a drive mechanism for an exhaust nozzle for a supersonic aircraft of the present invention comprises a plurality of gears 31 to 46 installed between an inner wall and an outer wall of a side wall 20, two linear actuators a and b,
It consists of four rotary actuators c to f. The linear actuators a and b are, for example, hydraulic cylinders and electric cylinders, and the rotary actuators c to f are, for example, hydraulic motors and electric motors.

The linear actuators a and b move the second rotary shaft 2 along the first guide 11, control the angle of the first flap A, and control opening / closing of the ejector intake. At this time, the linear actuators a and b operate in electrical synchronization.

The gear trains 36, 32, 34 and 38 are successively meshed with each other, and the rotary actuator c is meshed with the gear 32. The third rotating shaft 3 of FIG. 1 is coaxially fixed to the gears 36 and 38. With this configuration, the gear 32 is rotated by the rotary actuator c, so that the gear 36
And the gear 38 synchronously rotate in the opposite direction, and the angles of the upper and lower second flaps B can be changed synchronously.

Gear train 35, 31, 33, 37 is gear train 3
6, 32, 34 and 38 are sequentially engaged at different axial positions, and the gear 33 is engaged with the rotary actuator d. The gears 35 and 37 are coaxial with the gears 36 and 38, but rotate independently, so that the fifth rotation shaft 5 described above rotates about the third rotation shaft 3 by the gears 35 and 37. Has become. With this configuration, the gear 33 is driven by the rotary actuator d, so that the gears 35, 3
7 is synchronously rotated in the opposite direction to rotate the fifth rotating shaft 5 of the rotating ring 23 in FIG. 1 around the third rotating shaft 3. As a result, the mixer M can be rotated around the fourth rotation shaft 4 via the link 24 and the sixth rotation shaft 6, and the mixer M can be expanded and stored. The gear 33 interlocks with the gear 31 and the gear 35.
, The upper and lower mixers M are interlocked to change the angle.

Gear train 35, 31, 33, 37 and gear train 3
6, 32, 34, and 38 are driven independently, and the gears 35 and 36 and the gears 37 and 38 are coaxially but independently driven to rotate, so that even if the angle of the mixer M is changed, the second flap is changed. The angle of B does not change, and even if the angle of the second flap B is changed, the angle of the mixer M does not change.

FIG. 6 is a sectional view taken along line XX of FIG. 5, showing a drive mechanism installed between the inner wall 20b and the outer wall 20a of the side wall 20, that is, the second flap C and the second flap D for driving the fourth flap D. The drive mechanism for the rotary plate 22, the seventh rotary shaft 7, and the eighth rotary shaft 8 is shown. 5 and 6, the gear train 4
3, 39, 41 and 45 are sequentially meshed with each other, and the rotary actuator e is meshed with the gear 39. Also, the gear train 4
4, 40, 42, 46 are gear trains 43, 39, 41, 4
5, the gears 42 are meshed with each other in the axial direction, and the gear 42 is meshed with the rotary actuator f. Gears 44,46
Are coaxial with the gears 43 and 45, respectively, but rotate independently.

By driving the gear 39 by the rotary actuator e, the gear 43 rotates, and the second rotary plate 22 rotates around the eighth rotary shaft 8. Accordingly, the vertical position of the third flap C fixed to the seventh rotary shaft 7 can be changed, and the position of the divergent flap can be changed. At this time, since the rotary actuator f is stopped and the gear 44 is fixed, the angles of the gear 49 with respect to the engine axis Z do not change due to the action of the gears 47 and 48. That is, even if the vertical position of the third flap C is changed, the angle of the third flap C functioning as a divergent flap with respect to the engine axis Z does not change. On the other hand, since the gear 39 drives the gear 45 in conjunction with the gear 41, the vertical position can be changed by interlocking the upper and lower third flaps C.

The gear 44 is rotated by driving the gear 40 via the gear 42 by the rotary actuator f,
The angle of the gear 49 changes via the gears 47 and 48. Accordingly, the angle of the third flap C, that is, the divergent flap with respect to the engine axis Z can be adjusted. Since the gear 40 drives the gear 46 in conjunction with the gear 42, the upper and lower third flaps D can be interlocked and changed.

As described above, according to the configuration of the present invention, the supersonic aircraft exhaust nozzle is a two-dimensional exhaust nozzle having a constant cross-sectional shape, which is provided with a linear lobe-shaped mixer. It can be equipped with a high lobe mixer that can be stowed, introduces outside air when noise is reduced, and efficiently mixes the high-speed gas flow of the core engine with the outside air by the mixer to reduce the jet jet speed and exhaust the jet jet. It is possible to reduce noise proportional to the eighth power of the speed. In addition, by stopping the introduction of outside air during supersonic cruise and storing the mixer outside the high-speed gas flow, each flap can be placed in an optimal arrangement for supersonic flight.

Further, in the noise reduction mode, the third flap C is moved from the top dead center to the bottom dead center side to change the angle with respect to the engine axis Z to move the third flap C away from the mixer M, and then the mixer M. Is stored outside the high-speed gas flow from the transition duct, and by further deploying the first flap A to block the ejector intake inlet, transition to subsonic flight mode is performed, and the aircraft speed is changed from subsonic speed to supersonic speed. In order to accelerate and increase the nozzle opening ratio as the nozzle pressure ratio increases, the divergent flap angle by the third flap C is increased, and the throat area is changed by the second flap B in accordance with the operating state of the core engine. Moreover, the angle of the third flap C can be changed according to the nozzle pressure ratio to shift to the supersonic cruise mode.
As a result, it is possible to smoothly shift from the noise reduction mode at takeoff to the supersonic cruise mode after the subsonic time.

Further, immediately before landing, the first flap A is fully opened in order to secure a gas passage for reverse injection, and at the time of landing, the nozzle outlet is closed by the third flap C, so that the ejector intake at the time of noise reduction can be prevented. It is possible to inject the jet jet forward and inject it backward, and to smoothly transition from the noise reduction mode to the reverse injection (reverse) mode during landing.

The present invention is not limited to the above-mentioned embodiments, and it goes without saying that the present invention can be freely modified without departing from the gist of the present invention.

[0041]

As described above, the exhaust nozzle for a supersonic aircraft of the present invention is provided with a lobe-type mixer having a high mixing efficiency so that it can be stored, and the supersonic cruising form can be obtained from the noise reduction form at takeoff to the subsonic form. It has an excellent effect that it is possible to make a smooth transition to a reverse injection mode from a noise reduction mode at the time of landing.

[Brief description of drawings]

FIG. 1 is an overall cross-sectional view of an exhaust nozzle for a supersonic aircraft according to the present invention.

FIG. 2 is a diagram showing a process from takeoff to subsonic flight.

FIG. 3 is a diagram showing a process from subsonic flight to supersonic flight.

FIG. 4 is a diagram showing a process from supersonic flight to landing.

FIG. 5 is an overall view of a drive mechanism inside a side wall.

6 is a sectional view taken along line XX of FIG.

FIG. 7 is a schematic configuration diagram of a conventional exhaust nozzle.

[Explanation of symbols]

 A 1st flap A1, A2 Auxiliary flap B 2nd flap C 3rd flap D 4th flap M Mixer Z Engine shaft a, b Linear actuator c-f Rotary actuator 1-10 Rotation shaft 11-13 Guide 16 Core engine 18 Transition Duct 20 Side wall 21, 22 Rotating plate 23 Rotating ring 24 Link 31-49 Gear 51 Afterburner 52 Primary variable nozzle 53 Secondary variable nozzle 54 Mixer 55 Lobe mixer 56 Partition wall 57 Joining part

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Takeshi Kashiwagi 229 Tonogaya, Mizuho-cho, Nishitama-gun, Tokyo Ishikawajima Harima Heavy Industries Ltd. Mizuho factory

Claims (13)

[Claims] 1. A two-dimensional exhaust nozzle having a constant cross-sectional shape provided with a linearly expanded lobe mixer M, which introduces outside air when noise is reduced, and mixes the high-speed gas flow of the core engine with the outside air by the mixer M. An exhaust nozzle for a supersonic aircraft, characterized by reducing the speed of the jet jet, stopping the introduction of outside air during supersonic cruise, and storing the mixer outside the high-speed gas flow. 2. A transition duct connected to the rear of the core engine and having a cross-sectional shape that changes from a circular shape to a rectangular shape, and sidewalls that extend vertically to both rear sides of the core engine.
Located at the top and bottom of the core engine, a pair of first flaps A that function as external flaps during supersonic cruise, and as ejector intake clamps that introduce outside air during noise reduction, and are located behind the core engine The pair of second flaps B functioning as a convergent flap for controlling the high-speed gas flow from the second flap B, and the mixer M located on the downstream side of the second flap B are provided. Exhaust nozzle for supersonic aircraft. 3. The first flap A is composed of two auxiliary flaps A1 and A2, and the auxiliary flaps A1 and A2 are slidably connected to each other by a third guide provided at the boundary between the auxiliary flaps A1 and A2. Is rotatably attached to the second rotary shaft, and the second rotary shaft is movably provided along the first guide provided on the side wall, thereby moving the second rotary shaft along the first guide. The exhaust nozzle for a supersonic aircraft according to claim 2, wherein the auxiliary flap A1 is rotated about the first rotation axis within a predetermined angle range with respect to the engine axis Z. 4. The second flap B is fixed to a first rotary plate that is flush with the passage surface of the side wall, and the first rotary plate is fixed to the third rotary plate.
By rotating around the rotation axis, the second flap B
Is changed within a predetermined angle range with respect to the engine axis Z,
The exhaust nozzle for supersonic aircraft according to claim 2. 5. The mixer M has an upstream end connected to a downstream end of the second flap B by a fourth rotation shaft, and a sixth rotation shaft provided on the mixer M and a sixth rotation shaft provided on the rotation ring. The supersonic aircraft exhaust nozzle according to claim 2, wherein the exhaust nozzle is connected to five rotation shafts. 6. A pair of third flaps C that function as divergent flaps that control jet jets during supersonic cruise and that function as mixing ducts that introduce outside air during noise reduction, and a pair of downstream flaps. The exhaust nozzle for a supersonic aircraft according to claim 2, further comprising a pair of fourth flaps D provided behind the core engine. 7. The third flap C is rotatable about a seventh rotation axis, which is spaced from the center of the second rotation plate, within a predetermined angle range with respect to the engine axis, and the second rotation plate is centered on the rotation axis. It is possible to rotate 360 ° about the located eighth rotation axis, and the seventh rotation axis is moved from the lower start point closest to the engine axis Z to the farthest position upper start point by rotation of the second rotation plate. The exhaust nozzle for a supersonic aircraft according to claim 6. 8. The fourth flap D is connected to the downstream portion of the third flap C by a ninth rotation shaft provided at the downstream end thereof, and the tenth rotation shaft at the upstream end of the fourth flap D is It is characterized in that the third flap C moves along the second guide provided on the side wall, and when the third flap C moves due to the rotation of the second rotary plate, the fourth flap D moves in conjunction with this. An exhaust nozzle for a supersonic aircraft according to claim 6. 9. The auxiliary flap A in the noise reduction mode.
1 and A2 overlap each other to make the first flap A the shortest and form the largest angle with respect to the engine axis Z, and the downstream end of the auxiliary flap A1 is in contact with the outer upstream end of the second flap B to form two flaps. A1 and B form an ejector intake clamp for introducing outside air, the third flap C is located at the top dead center, and a mixing duct is formed inside the ejector intake clamp, and the nozzle throat is provided at the nozzle exit portion of the mixer M. The nozzle throat is formed, and the fine adjustment of the nozzle throat is performed by adjusting the angle of the second flap B.
8. An exhaust nozzle for supersonic aircraft according to item 8. 10. In order to shift from the noise reduction mode to the subsonic flight mode, first, the third flap C is moved from the top dead center to the bottom dead center side, and the angle with respect to the engine axis Z is changed to change the third flap C. Is away from the mixer M, and then the mixer M is stored outside the high-speed gas flow from the transition duct, and further the first flap A is expanded to block the ejector intake inlet. Exhaust nozzle for supersonic aircraft. 11. In subsonic flight mode, the ejector intake inlet is closed by the first flap A, the mixer M is housed between the second flap B and the first flap A, and the nozzle throat is downstream of the second flap B. Formed at the end, third
9. The flap C is moved to the bottom dead center of the second rotating plate to form a divergent flap, and the fourth flap D and the first flap A form an outer flap. Exhaust nozzle for supersonic aircraft described. 12. In a supersonic flight mode, the divergent flap angle by the third flap C is increased so that the machine speed is accelerated from subsonic speed to supersonic speed, and the nozzle opening ratio is increased as the nozzle pressure ratio increases. However, the throat area is changed by the second flap B according to the operating state of the core engine, and the angle of the third flap C is changed according to the nozzle pressure ratio. Exhaust nozzle for supersonic aircraft. 13. Immediately before landing, the first flap A is fully opened to secure a gas passage for reverse injection, and at the time of landing, the nozzle outlet is closed by the third flap C, whereby the ejector intake at the time of noise reduction. 9. The exhaust nozzle for a supersonic aircraft according to claim 2, wherein a jet jet is jetted forward and is jetted backward from the jet jet.