DE2002403A1 - Aircraft with at least one gas turbine jet engine carried by a stationary aircraft part - Google Patents

Description

Dipl. Ing. E.

AUG S »UliG

E. 760

Augsburg, January 20, 1970

Rolls-Royce Limited, Moor, Lane, Derby, England

Airplane with at least one, of a fixed Aircraft part carried gas turbine jet engine.

The invention relates to aircraft with at least one, Gas turbine jet carried by a stationary part of the aircraft engine.

The object of the invention is to be achieved in such aircraft in a simple and inexpensive manner

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more favorable landing and possibly also more favorable take-off properties to achieve.

This object is achieved according to the invention by a channel extending through the said stationary plug-in part, the inlet end of which is directly connected to the area in which the jet engine emits the exhaust gases or the thrust jet via a protection nozzle, and by a duct pivotably articulated on the stationary plug-in part Strörr.unrr.sablenkklappe released, which can be moved from an inoperative position, in which it closes the line of the above-mentioned anal and forms a continuation of the aircraft construction, into a v: irksar :: e position and vice versa, in which latter it lies in the flow path of the protective jet and thereby deflects at least part of the thrust jet into the inlo. £ of the channel mentioned.

Depending on the number of directions in which a deflection of the gases emitted by the jet engine is required, the hinge of the flow deflector flap can be attached to a stationary plug-in part either in a stationary or adjustable manner.

According to a particular feature of the invention is accordingly the flow deflector with its rear end

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hinged to the aircraft structure by means of a fixed joint. "Backward end" here is on the sighting related to the gases flowing through the jet engine.

If use is made of this feature, at least part of the thrust of the gases emerging from the thrust nozzle can be destroyed or reversed in its direction.

Another embodiment of the invention is characterized in that the flow deflector flap on the one hand on said fixed aircraft part by means of a. Joint is articulated, which is essentially transverse is movable to the inlet of said channel, and on the other hand by means of pivotably articulated connecting elements is pivotably articulated to the aircraft structure, the arrangement being such that the flow deflector cap can be moved backwards and downwards in a first movement into a position in which it is in the thrust jet and at least part of the thrust jet fiber deflects downwards, and on another movement by one horizontal axis which is at right angles to the engine longitudinal axis essentially through the cement of this flow deflector extends, can be moved into a further position in which it follows at least part of the thrust jet

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deflects above into said channel. The through the Gases diverted through the duct then occur with a component of velocity directed forward relative to the aircraft from the other end of the canal again,

This facility enables the aircraft to operate in accordance with the Invention additionally a favorable S.T.O.L.-ability and lent a thrust reversal, with only a negligible disadvantage given zst in terms of weight.

To each of the gases emerging from the said channel, a forward-facing with respect to the aircraft To communicate speed component, this channel can be curved in a suitable manner or /. curved walls have and / or be provided with a series of guide vanes which each deflect the gases forwards. Deviating from this or in addition to this, a closure element serving to close the outlet of the lane can be used; be provided, which can be articulated for example at its, ruckWfcrtiten end such that it in its garden .τ division; rcnräi; voir. -lupzeuc structure v: arises and fiieroui'C'i deflects the gases towards the front.

The j'lUijzeur can choose among its ,, ». Riden frarflüYjoln respectively a citstrahltrie ^ v / Erk and the running fixed

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Have aircraft part, in which case the flow deflector can then be arranged in each case so that they from; the associated wing downwards is foldable and in this case then diverts the gases through this wing.

The adjustment of the flow diverting flap is preferably carried out hydraulically or pneumatically actuated plunger. . €

Notwithstanding the embodiment described above, the jet engine can of course be used within the scope of the invention also be housed in the fuselage of the aircraft concerned.

In a preferred embodiment of the invention the engine is housed in the tail end of the aircraft fuselage and the flow deflection · Jj used for thrust reversal flap is hinged to an extension of the fuselage below the tail unit. The named channel runs here from one on the underside of the fuselage extension Insert two inlet ports in the side walls of the fuselage extension located outlets, so that the deflected are called Gases cannot burn the tail fin of the tail unit.

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According to a further, special feature of the invention, the flow deflector is with its downstream The end is articulated so that it can pivot and from a folded-in, inoperative position into a v / inactive Movable position in which the latter it lies in the thrust jet. The flow diverter is with a number pivotable guide vanes are provided, which consist of a ^ Open position to deflect the thrust jet gases downwards can be moved into a closed position in which they prevent such a downward flow and the thrust jet gases deflect into said channel in such a way that the thrust is either canceled or vice versa will.

In this embodiment of the invention, the adjustment of the guide vanes can each together with the ρ adjustment of a closure element takes place, which then assumes its closed position and an outflow from said channel or prevents gases from flowing into this channel when the guide vanes their effect to deflect the thrust jet gases downwards Take a stand.

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Several preferred embodiments of the invention are shown in the drawings as example and are described below. It represent

Fig. "1 ■ -.... in a schematic side view

an airplane with below the •. Hydrofoil and tail end

• i

arranged jet engines. ~

and a thrust deflector according to the invention,

Fig. 2. 'in a schematic side view

a jet engine according to Pig. 1 suspended from a wing

,, a thrust deflector according to; of the invention ,, which in dot-dash lines in their unvrirk- d. in seed position and in undressed position. ..'.- "■ lines are shown in their effective position,.

i'ig. 3 is a schematic sectional view _;

■ along the plane III-III in Fig. 2,

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Pig. 4 is a perspective, schematic

Representation of the back end of a in Pig. 1 jet engine shown with a further embodiment of a thrust deflector according to the invention,

Pig. 5 'is a schematic side view of FIG

three possible positions in Pig. 4 shown thrust deflector according to the invention,

Pir. 6 is a schematic side view

a further embodiment of a thrust deflector according to the invention with swiveling guide

two schematic representations which one of the possible execution forms the device can be seen, by means of which the guide vanes can be pivoted.

009831/1127 BADORtOINAL

Referring first to Figures 1, 2, and 3 of the drawings Reference is made, in which a plug stuff 1 with two each. Gas turbine turbines 2 arranged below the wing 3 are shown is.

Below the tail unit, a third gas turbine jet engine 4 is in the aircraft fuselage also housed, which via an inlet 5 and an adjoining λ leads gooseneck-shaped extending channel 6 each air züge- ■ is.

All three jet engines can be of known design and will not be described in more detail here, as the actual invention essentially only relates to the distraction that of the jet engines 2 and 4 via the associated Thrust nozzles relate to each ejected thrust jets. The invention will be based on the embodiments shown in the drawings with reference to a jet engine

wrote in which of a frontal compressor compressed air flows through a bypass duct 8 and then ejected via a secondary cold thrust nozzle 9 will. In the embodiment of the invention described here, the jet engine in question is by means of support elements and 29 on a main spar 27 of the relevant wing hung up. -

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Fig. 2 shows schematically the rear part of the jet engine 2 and the associated thrust nozzle 7. A channel 10 leads through the wing, the walls 11 of which are correspondingly curved for the purpose of a flow reversal, which will be described in detail below. At the rear end of the channel 10, a flow deflecting flap 12 Wk is pivotably articulated by means of a fixed joint 13 in such a way that it can be pivoted downward into the thrust jet ejected by the thrust nozzle 7. The channel 10 formed in the wing is arranged as close as possible to the thrust nozzle end, so that the space between the thrust nozzle and the otrömungsablenkklappe is kept as small as possible in order to avoid the thrust jet from escaping around the flow flap if possible, if the latter takes up its effective position. In relation to this: in the corner, the flow deflection flap according to the invention is also provided with side walls 1H which fit into the side walls of the channel 10 when the flow deflection flap is brought into its inoperative position.

ι Adjusting the flow deflector 12 can i.dttels

two adjustment devices 15 take place, of which only one can be seen in the drawings and which one with one end each in the vent of the flow

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M -

deflector flap are attached to the side walls while , the other ends of this. Adjustment devices in each case are articulated by means of a universal joint 16 on the wing. The adjustment devices 15 can take the form of known pneumatic or hydraulic 'pressure medium drives to have.

. . " ^: "The; .Stromungöablenkklappe 12 is designed in such a way that it closes the inlet of the channel 10 in its / inactive position and forms a smooth continuation of the lower surface of the wing 3. ■

The lower surface of the flow deflection flap 12 can be concave downwards and together with the rear part of the lower wing surface form a guide surface which influences the expansion of the thrust jet in the sense of a reduction in the air resistance of the arrangement. ^■:; ■ *

r Auslas d'es ^: channel 10 'lies in the upper surface "or the negative pressure surface of the wing. In the outlet of the channel 10 there is a series of guide vanes 19, which finally follow up the gases introduced into the channel deflect forward so that the oases expelled through this canal have an additional forward

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Directed speed component is granted. The outlet of the channel 10 can be left open without major disadvantages although it is of course not possible, if necessary, to attach a closure element in a pivotable manner, by means of which the duct outlet can be closed during normal flight.

During the flight, the Ctrömungsablenkklappe 12 normally is in its in FIG. 2 in dash-dotted lines shown inactive position and the adjusting Vj are retracted. If a thrust reversal is then required, the adjusting devices are extended and thereby the flow deflection flap 12 is pivoted down into the thrust jet. When the flow deflection flap 12 is folded down about its joint in this way, the joints 17 of the adjustment devices are likewise moved downwards and the arrangement assumes the position shown in full lines. As a result, the thrust jet is deflected into the channel 10 and in this through the guide vanes 19. When using one or more of the locking elements 13, a simple lever connection can be provided, via which the locking element or elements are brought into their closed position at the same time as the adjustment devices 15 are actuated.

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In some cases in which only a thrust release is required, the guide vanes 19 can be omitted will.

Depending on the construction in question, in other cases in which a thrust reversal is required, the disadvantage caused by the additional weight of such closure elements can be greater than the disadvantage caused by the flow resistance when the channel is not closed. ¹ U is given, in which case that or; the closure elements can be omitted ornaments.

In another disclosed embodiment, · of the invention, a single closure element 18 hinged at its rear end such that it deflects the deflected in each case through the channel gases forward, it xfenn with reference to the airfoil surface by less than S ¹ O is folded, in which case the guide vanes 19 can be dispensed with A

can. Here are the side walls of the closure ' element is preferably formed similar to the side walls of the flow deflector 12 to thereby a lateral flow of the gases past the sealing element to avoid if possible. The closure element can either be connected to the flow deflection flap 12 via levers. Or additional adjustment devices can be used

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find that ensure that the locking element in each case Simultaneously with the actuation of the 3 flow deflection flap is opened. Types of adjusting devices and lovelies that are suitable for actuating the closure element, are known per se and are therefore not described in detail here.

the drawings it can be seen that the two surfaces of the w Etrör.iUngsablenkeleiuentes are also clutching 12 of the curvature of the channel 10 and the lower surface of the wing 3 accordingly, so that in any of the possible positions of the Stroer-ungsablenkklappe exposed to the flow interrupted or remote Areas are available.

Figure 3 of the drawings shows one embodiment of a flow diverter flap 12 which has a flat lower Fe surface 20 and has a concave inner surface.

A large number of, for example, hydraulically or pneumatically actuated pawls 21 are used for locking the flow diverter valve 12 in its upper position.

Located at the tail end of the aircraft. "Jet engine, an in substantially the same V / else

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'trained and arranged flow deflector.pe application so that this embodiment is only briefly described below is described.

In this embodiment of the invention is said Channel formed in the fairing 24 at the rear end of the fuselage, which can be slightly extended to accommodate this channel. The canal leads from one in the lower side of the

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Located in the fuselage, inlet to two in the fuselage sidewalls ™ located outlets 25. The lower side of the fuselage resp. the cladding is concave towards the bottom and thereby forms an expansion surface for the thrust jet.

In this case the flow diverter valve 26 is accordingly provided with side walls, which both the lower and the upper flap surface each have a concave shape

give. '.

Reference is now made to FIGS. 4 and 5 of drawings d , in which a gas turbine jet engine is shown, which is housed in a rear extension of the aircraft fuselage.

On the aircraft part 40 there is “downstream of a thrust nozzle • A flow diverter valve 41 attached so that they is close to this nozzle,

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Ah

ι) a j one end of the flow deflector 4l is in Guides 4 5 stored and by means of two adjustment devices 46 Irinas of these guides are movable. The adjustment device! 'J6 can be of any known type and be hydraulically or pneumatically operated, for example.

Two fasteners 50 are on either side of the .Strör.iungsablenkklappe 41 on the one hand on a common Axis approximately in the middle of the flow diverter valve at 52 and on the other hand, each pivotably articulated at 51 on a side wall of the jet engine.

Fig. 5 shows the setting options of the ctrö:;, un; sablenl: flap 41, which in this representation of the Lesseren overview is mainly shown as a flat plate. ',.' If no disturbance this position v / irivt, Ie Zx, v''a .u:.; üt-blenkklappe as a closure element for a uen riu ^ z ^ ugtoil 4C hindui'ci.fUhrerjuen i'Ianal 53 , desse :. Ausla ^ enuc r Can be closed by means of a closure element 54. The lower surface of the flow deflector flap 41 is conical, so that in this folded-in position it opens up the doors above the valves 3 which are extinct

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The connecting elements 50 '. \ Lie at an angle between them in this folded-in position.
the thruster axis and the aircraft structure.

To achieve ST.0.L. properties, the
Ströraungsablenkltlappe 4l in the one shown in Fig. 5
Position B can be moved. In this flap position
the thrust jet deflected downwards and backwards. To the flow deflector 41 out of position A in, the. To move position B, only the adjustment devices 46 need to be actuated in such a way that the flow deflector flap is above the line of action of the joints 51
Pressure is exerted which moves the flow diverter valve backwards and downwards on an arcuate path,
while the connecting elements 50 are pivoted about the joints 51 .. The adjusting devices are operated until the connecting elements 50 in the
• lie essentially horizontally. ... · .J

It can be seen that the effects of the thrust jet on:
forces acting on the flow diverter valve 41 are absorbed by the connecting elements 50 as pure tensile forces
will. The closure element 54 remains in this position
closed and thereby prevents the

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At

Thrust jet through the channel 53 through.

To generate a thrust reversal, the control devices 46 are actuated again for so long, and thereby the upper end of the flow diverter valve 41 about its pivot axis 52 moved backward until the flow diverter flap assumes its position marked in the drawing with C, in which the thrust jet impinging on it is deflected upwards into the channel 53. The locking device 54 Of course, at the same time as this the latter movement of the flow diverter valve 41 in FIG its open position, for which :: purposes suitable equipment not shown in the drawings are provided. For example, the adjusting devices 46 can be connected to the locking element via a handlebar arrangement 54 connected, which has such a backlash has that the closure element only during the Movement of the flow diverter valve 4l from its position B is operated out to its position C.

This type of actuation is particularly advantageous when the thrust nozzle has a nozzle core, since the Articulation 52 of the flow diverter valve 41 at the initial Movement of this flap out of position A to position B is moved backwards so that during

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the rotary movement from the position B out to the position C a contact of the lower flap ^{neck with the nozzle 1} core is avoided.

The additional, very simple link connections 50, 51 and 52 can be used to give the plug equipment STOL ·. Properties by means of the flow deflector flap * - By adjusting the angle of incidence of the flow deflector Hl in its position B, depending on the M expediency, a different level of lift is obtained .

In Figures δ and 7 of the drawings there is another Embodiment of the invention shown. In this embodiment, the same or similar ones are already described. Parts are each denoted by the same reference numerals.

The flow deflecting flap M la is at its downstream end by means of a fixed joint 60 pivotably on the Flugseugteil kO on ^ articulates, to which ::; In addition, the adjusting devices ¹ JG at 61 are articulated so as to be pivotable. In this embodiment of the invention, the Strüraunssablenkklappe 4 la can only be pivoted between an ineffective position A and an effective position D and the thrust reverser bzvi. the downward deflection of the thrust jet is activated by actuating the shutter -.-

. ■ - ■■ '■ -. - 19th

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ele ::. entes 5 ^ and a series of pivotable guide vanes causes.

To achieve STOL properties, the flow deflector flap is moved to position D and the guide vanes 62 are opened while the closure element is brought into its closed position. The guide vanes deflect the thrust jet of the exhaust nozzle 7 downwards so that m is generated a lift component on the aircraft.

For the purpose of a thrust reversal, the guide vanes are brought into their closed position and the closure element 5 ^ into its open position. Again, a simple linkage is sufficient to carry out this process. The flow ^{deflection flap 1} Ua then deflects the thrust jet upwards into the channel 53, from which the thrust jet flows out again through a foil of guide vanes 63, which give your thrust jet a forward speed skon.p one r.te. The corrugation deflection flap is preferably provided with side walls R which prevent the thrust jet from shifting to the side when the corrugation deflection flap assumes its position causing the thrust reversal.

If the nozzle has a nozzle core, must

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the joint 60 of this embodiment is so white from this nozzle core be arranged away that the flow deflector 4la does not touch the nozzle core in any of its positions.

One of the possible devices for adjusting the ver pivotable guide vanes 62 is shown schematically in Fig. 7 of the drawings.

The guide vanes 62 are each shown in FIG. 5 at their ends Pivot bearings 65 mounted and connected to one another via an adjustable linkage 66, which by means of a in the flow diverter. 4la housed adjusting device is axially movable. .

The upper representation in Pig. 7 shows the vanes in their open position, vrährend the lower illustration in Fig. 7, these guide vanes is in its closed position in which they overlap each other, and thereby a decision m

give way to the thrust jet between 'the' individual guide vanes prevent through. The pivoting of the adjustment devices 46 and the flow deflecting flap 4la can be performed in done in the same way as this has already been referred to ir.it the Ausführungsforra shown in FIGS. 1, 2 and 3 of the invention has been described.

It is to be understood that both of the FIGS

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Embodiments of the invention illustrated in the drawings can also be used in connection with jet engines that are housed or installed in a wing. are hung on one of these.

before a previously described CchubuiYikehrvorrichtungen or /. The advantage of deflecting devices according to the method is that they depend on α =! ¹ aircraft construction and consequently the housing of the jet engine does not deform too much. needs u: .i to carry this extra weight ^ u.

bsi · ;, the outlet of the flu ^^ eu?;; con3truktion, "over which the deflected thrust jet emerges, must be arranged so that the hot thrust jet is not directed at parts of the positive construction, v; elche of the • . dtae know not resist in cases BZV ;. νιο the outlets in the fuselage are the hot deflected thrust jet is ejected preferably laterally, thereby ura undesirable to V; ärtsbeweg; ung aircraft tip as a result of the deflected 3chub3trahles avoid i * ■.

To achieve thrust reversal in other types of aircraft, a variety of other configurations can be used.

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: ν .-. ■■? » ■■■■■. ■ .. ■

Guide forms find application, which all embody the same principle according to the invention. If, for example, an aircraft has the jet engines arranged above the wings, a flow deflector according to the invention can be pivotably articulated with its downstream end on the upper side of the wing in question in such a way that it can be moved away from the wing and then, in its position facing away from the wing, deflects the thrust jet of the associated jet engine down through the wing and thereby either reverses the thrust or eliminates the thrust,

In the case of the aircraft shown in Pig * 1, for example --.- the jet engine housed in the tail end must be located on the upper part of the fuselage, in which case then, the fuselage extension is below the jet engine and the flow deflector flap from the fuselage to

^; - ■ "■■■ ■ '■■■■ - i

protrudes into the thrust jet when the thrust jet ™ down in, the fuselage extension deflected into it should be, from which it exits again via one or more lower openings, which are, for example, in are located on the side walls of the fuselage extension.

The curvatures of the aforementioned swan-neck shape

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The canals can then have a larger radius, so that the canal then has a smaller surface area.

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Claims (1)

ι? E. 760 Patent claims: Aircraft with at least one gas turbine jet propulsion carried by a stationary aircraft part. Hwerk, characterized by a channel (10 or 53) extending through said fixed aircraft part? the inlet end of which is directly connected to the area in which the jet engine ejects the exhaust gases or the thrust jet via a thrust nozzle, and through a flow deflector flap (12 - or 41 or 41a), which can be moved from an inoperative position, in which it closes the inlet of said channel -M and forms a continuation of the aircraft structure, into an operative position and vice versa, in which latter it is in the flow path of the thrust jet and thereby deflects at least part of the thrust jet into the inlet of said channel. 2. Aircraft according to claim 1, characterized in that the flow deflection flap (12 or 41a) with its rear end by means of a fixed joint Ü-0 9831- / 1127. ι * or 16) is articulated to said fixed aircraft part (Fig. 1, 2, 3, 6). 3. Aircraft according to claim 2, characterized in that that for actuation of the flow deflector flap (12 or 41a) zv / ei pivotably articulated adjusting devices, for example two pneumatic or hydraulic pressure medium drives ™ be (15 or 46) are provided (Fig. 1, 2, 3, 6). 4. Airplane according to claim 2 or 3? characterized, that the flow deflector (41a) has a passage opening in which a sequence or a A plurality of guide vanes (42) is pivotably arranged in such a way that the passage opening is in a vane position is closed, while it is open with another vane position and the guide vanes the, - the through- Divert gases passing through the opening towards the bottom (Fig. 6). 5. Aircraft according to claim 1, characterized in that that the flow deflection flap (41) on the one hand on the aforementioned fixed aircraft part by means of a joint (42) is articulated, which is movable substantially transversely to the inlet of said channel, and on the other hand by means pivotable connecting elements (5Q) pivotable - 2 B - 009831/1 127 is hinged to the aircraft structure, wherein; the arrangement is made so that the flow deflector in a first movement backwards and forwards. Is movable at the bottom into a position in which it lies in the thrust jet and deflects at least part of the thrust jet downwards, and in the event of a further movement around a horizontal axis that turns at right angles to the engine longitudinal axis essentially through the putty this flow deflector extends, is movable into a further position in which they at least one Part of the thrust jet upwards into the named channel deflects into it (Fig. 4,. 5). 6 * aircraft according to claim 5> characterized in that said connecting elements (50) with their with With respect to the aircraft's front ends, each at the height of the Engine longitudinal axis are articulated in such a way that the from Thrust jet acting on the flow deflector Forces from these connecting elements essentially , in each case completely absorbed as pure tensile forces, if the flow deflector is in one or the other of their stated positions is (Fig. 4, 5) 009831/1127 7. Aircraft according to one of claims 1 to 6, characterized characterized in that in the outlet end of said channel passing through the fixed aircraft part (10 or 55) a sequence or a plurality of guide vanes (19, 63) is arranged in such a way that the respective gases flowing through the duct through them »Guide vanes are given a speed component directed forwards in relation to the aircraft (Fig. 2, 5, 6). Airplane according to one of Claims 1 to 7, characterized in that the walls (11) of the above-mentioned banal (10 and 53) which feel through the correct aircraft part are curved in such a way that they one with the gases flowing through the duct with Bezu τ on the aircraft forward speed-directed Wf 'dirrkeitskomponente feedbacks (Figs. 1, 2, 5i 6). 9- ilurze-i-; r.ach one of claims 1 to 8, characterized aurci. a closure element - (18 or 5 ^) for closing the outlet of said channel (10 or 53) in each case when a Schubablenkij.n · ^ is not required, and by a device for moving the closure element in its Cifenstellunr, in which the canal outlet - 28 009831/1127 t t is open when a deflection of the thrust gases through is required through the channel (Fig. 1, 5, 6). 10. Aircraft according to one of claims 1 "to 9 _5, characterized in that said fixed aircraft part is a wing (3) of the aircraft and the jet engine (2) is located below this wing, while the flow deflector (12 or 41 or 41a) can be pivoted downwards from the wing behind the jet engine in such a way that at least part of the thrust jet is deflected upwards into the said channel (10 or 53) located in the wing (Fig. 2, 5, 6) ' f ΛΛ. Aircraft according to one of Claims 1 to 9, characterized in that said fixed aircraft part is a part (24) of the aircraft fuselage. 00 9831/1 127 JO Blank page