KR102697340B1 - Exhaust duct assembly and aircraft using the exhaust duct assembly - Google Patents

Abstract

Embodiments of the present invention include an exhaust duct assembly and an aircraft using the same. An exhaust duct assembly according to one embodiment of the present invention may provide an exhaust duct assembly including a duct having an inlet portion into which combustion gas is introduced and an exhaust portion through which the combustion gas is exhausted, a housing having the duct disposed therein and a mounting hole into which the exhaust portion is inserted, and a reinforcing unit having one end mounted to the housing and the other end supporting an end of the exhaust portion such that the end of the exhaust portion is movable.

Description

{EXHAUST DUCT ASSEMBLY AND AIRCRAFT USING THE EXHAUST DUCT ASSEMBLY}

Embodiments of the present invention relate to an exhaust duct assembly and an aircraft using the same.

Exhaust ducts are included in turbo-prop engines, turbo-fan engines, turbo-shaft engines, etc., to exhaust combustion gases that have passed through the drive unit to the outside. The exhaust duct is positioned at the rear of the low-pressure turbine (power turbine) based on the direction of movement of the combustion gases. The combustion gases that have passed through the low-pressure turbine are exhausted to the outside while passing through the exhaust duct.

As the exhaust duct directly passes through the combustion gas at high temperature and pressure, it is subject to a combination of mechanical load and thermal load. Therefore, the exhaust duct must satisfy a certain standard of structural stability, and in particular, it is necessary to satisfy the stress conditions under high temperature and pressure conditions.

In general, an exhaust duct includes a path through which combustion gas passes, a case covering the path, and a flange connecting the exhaust duct to another structure. In a conventional exhaust duct, the path, the case, and the flange are fixed to each other by welding or bolts. Therefore, when the path is heated by high-temperature exhaust gas, expansion of the path is suppressed by the case and/or the flange, and thermal stress is accumulated in the exhaust duct. Accordingly, the structural safety of the exhaust duct deteriorates, the required number of starts and operating hours cannot be satisfied, and in some cases, the exhaust duct may be damaged.

The background technology described above is technical information that the inventor possessed for deriving the present invention or acquired during the process of deriving the present invention, and cannot necessarily be considered as publicly known technology disclosed to the general public prior to the application of the present invention.

European Patent Publication No. 2492628

The embodiments of the present invention aim to provide an exhaust duct assembly having improved stress characteristics and life characteristics and an aircraft using the same. However, this is merely an example, and the purpose of the present invention is not limited thereto.

An exhaust duct assembly according to one embodiment of the present invention comprises: a duct having an inlet portion through which combustion gas is introduced, and an exhaust portion through which the combustion gas is exhausted; a housing having the duct arranged therein and a mounting portion into which the exhaust portion is inserted; and a reinforcing unit having one end mounted to the housing and the other end supporting an end of the exhaust portion such that the end of the exhaust portion is movable.

In an exhaust duct assembly according to one embodiment of the present invention, the exhaust section can move along the reinforcement unit while in contact with the reinforcement unit as the duct expands due to heat transferred from the combustion gas.

In an exhaust duct assembly according to one embodiment of the present invention, the reinforcing unit may include a cover end that extends to surround an outer surface of the exhaust section, a guide supporter whose one side is arranged on an inner surface of the cover end and whose other side is spaced apart from the cover end to form an internal space into which the exhaust section is inserted, and a stiffener that extends from the cover end and is connected to the housing to cover the mounting hole.

In an exhaust duct assembly according to one embodiment of the present invention, the guide supporter may have a first end fixed to the inner surface of the cover end, a connecting end extending from the first end but spaced apart from the inner surface of the cover end, and a second end extending radially inwardly from the connecting end.

According to another embodiment of the present invention, an aircraft includes a propeller disposed at a tip thereof, a driving unit connected to the propeller via a driving shaft, and an exhaust duct assembly for discharging combustion gas discharged from the driving unit to the outside, wherein the exhaust duct assembly may include a duct having an inlet portion through which combustion gas is introduced and an exhaust portion through which the combustion gas is exhausted, a housing having the duct disposed therein and a mounting hole into which the exhaust portion is inserted, and a reinforcing unit having one end mounted to the housing and the other end supporting an end of the exhaust portion such that the end of the exhaust portion is movable.

In an aircraft according to another embodiment of the present invention, the exhaust section can move along the reinforcement unit while in contact with the reinforcement unit as the duct expands due to heat transferred from the combustion gas.

Other aspects, features and advantages other than those described above will become apparent from the following detailed description, claims and drawings for practicing the invention.

An exhaust duct assembly according to embodiments of the present invention and an aircraft using the same can provide an exhaust duct assembly that secures a degree of freedom between a housing, a duct, and a reinforcing member, thereby minimizing thermal stress occurring in an exhaust duct during engine operation, and an aircraft using the same.

FIG. 1 is a drawing showing an example of an engine to which an exhaust duct assembly according to one embodiment of the present invention is applied.
Figure 2 is a drawing showing the exhaust duct assembly of Figure 1.
Figure 3 is a drawing showing the housing of Figure 2.
Figure 4 is a drawing showing the exhaust duct of Figure 2.
Figures 5 and 6 are cross-sectional views along line VV of Figure 2.
FIGS. 7a and 7b are drawings showing stress distribution in a duct according to one embodiment of the present invention.

The present invention can be modified in various ways and has various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the description of the invention. However, this is not intended to limit the present invention to specific embodiments, but should be understood to include all modifications, equivalents, or substitutes included in the spirit and technical scope of the present invention. In describing the present invention, the same identification numbers are used for the same components even though they are illustrated in different embodiments.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only to distinguish one component from another.

The terminology used in this application is only used to describe specific embodiments and is not intended to limit the present invention. In this application, the terms "comprise" or "have" and the like are intended to specify the presence of a feature, number, step, operation, component, part or combination thereof described in the specification, but should be understood to not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

Hereinafter, the present invention will be described in detail with reference to embodiments of the present invention illustrated in the attached drawings.

FIG. 1 is a drawing showing an example of an engine (1) to which an exhaust duct assembly (10) according to one embodiment of the present invention is applied.

Referring to FIG. 1, an exhaust duct assembly (10) according to one embodiment of the present invention may be applied to an engine (1) of an aircraft. For example, the engine (1) may be a turbo-prop engine. The engine (1) may include an exhaust duct assembly (10), a low-pressure turbine (power turbine; 20), a high-pressure turbine (30), a combustor (40), a compressor (50), an intake duct (60), a nacelle (70), and a propeller (80).

First, the outside air that is drawn into the inside of the nacelle (70) through the intake duct (60) passes through the compressor (50) and the combustor (40) and becomes a state of high temperature and high pressure. Next, the outside air expands through the high pressure turbine (30) and is supplied to the low pressure turbine (20). The low pressure turbine (20) is driven by the supplied outside air, and the propeller (80) connected to the low pressure turbine (20) through the drive shaft rotates. Then, the outside air that has exited the low pressure turbine (20) is exhausted to the outside through the exhaust duct assembly (10).

The exhaust duct assembly (10) is arranged inside the nacelle (70) and serves to exhaust outside air that has passed through the low-pressure turbine (20) to the outside. In addition, a drive shaft and/or a part of the low-pressure turbine (20) may be arranged inside the exhaust duct assembly (10).

FIG. 2 is a drawing showing the exhaust duct assembly (10) of FIG. 1, and FIG. 3 is a drawing showing the housing (100) of FIG. 2, and more specifically, a plan view of the housing (100).

Referring to FIGS. 2 and 3, the exhaust duct assembly (10) may include a housing (100), a duct (200), and a reinforcement unit (300).

The housing (100) can secure the exhaust duct assembly (10) to one side of the nacelle (70) and prevent interference or collision with other members. The housing (100) can include a body (110), a flange (120), and a mounting hole (130).

The body (110) has a cylindrical shape and has an internal space in which a duct (200) is arranged. The body (110) has a central axis AX1 in the longitudinal direction, for example, the X-axis direction of FIG. 3. The body (110) may be formed integrally, or may be formed by combining a plurality of segments. For example, the body (110) may be formed by combining parts divided into a predetermined number along the circumferential direction. However, for the convenience of explanation, the following description will focus on an embodiment formed integrally.

A flange (120) is formed at each end of the body (110), and a plurality of through holes are formed on one side. Through the through holes, the flange (120) can be bolted or welded to another member and fixed to the nacelle (70).

The mounting hole (130) is formed on one side of the body (110). The mounting hole (130) may be formed by being cut out so that the exhaust part of the duct (200) can be inserted. The shape or number of the mounting holes (130) is not particularly limited and may correspond to the shape and number of the exhaust part to be inserted. For example, as shown in FIG. 3, two mounting holes (130) may be formed symmetrically with respect to the central axis AX1 of the housing (100). In addition, when viewed in a plan view, the mounting hole (130) may have a shape that is sunken from the outer surface of the body (110) toward the central axis AX1.

The maximum outer diameter of the mounting hole (130) may be larger than the maximum outer diameter of the exhaust part. Accordingly, the exhaust part can be easily inserted into the mounting hole (130). In addition, by allowing the exhaust part to expand due to combustion gas, excessive thermal stress can be prevented from occurring in the duct (200).

Fig. 4 is a drawing showing the duct (200) of Fig. 2, and more specifically, is a plan view of the duct (200).

Referring to FIG. 4, a duct (200) is arranged inside the housing (100) and has a path through which combustion gas passing through the low-pressure turbine (20) is exhausted to the outside. Combustion gas passing through the low-pressure turbine (20) flows into the duct (200) and is exhausted to the outside. The duct (200) may have a shape that is symmetrical about the central axis AX1.

The duct (200) may include an inlet (210), a first exhaust (220), a first flow path (230), a second exhaust (240), a second flow path (250), and a recessed portion (260).

The inlet (210) has an internal space into which combustion gas passing through the low-pressure turbine (20) flows. The inlet (210) has an annular inlet (211). The combustion gas flowing into the inlet (210) flows to the first exhaust (220) and the second exhaust (240).

The first exhaust section (220) is formed to extend to one side from the inlet section (210). The first exhaust section (220) has a cylindrical first exhaust port (221). In one embodiment, the diameter of the first exhaust port (221) may be smaller than the diameter of the inlet section (211). The first exhaust section (220) may have a central axis AX2. The first exhaust section (220) is communicated with the inlet section (210) to form a first flow path (230).

Referring to FIGS. 2, 3, and 4, the first exhaust part (220) may be inserted into the mounting hole (130) of the housing (100). For example, the first exhaust part (220) may be inserted into the mounting hole (130) formed on one side. In one embodiment, the maximum outer diameter of the first exhaust part (220) may be smaller than the maximum outer diameter of the mounting hole (130). That is, a gap may be formed between the outer surface of the first exhaust part (220) and the inner surface of the mounting hole (130). Through this configuration, it is possible to prevent excessive thermal stress from being concentrated on the duct (200) by allowing the duct (200) to expand due to high-temperature combustion gas.

The first flow path (230) is a region divided by the inlet (210) and the first exhaust (220), and is an internal space in which combustion gas flows. For example, as indicated by the arrow in Fig. 4, combustion gas may flow into the inlet (210), then pass through the first flow path (230) and be exhausted to the outside through the first exhaust (220).

The second exhaust section (240) is formed to extend from the inlet section (210) to the other side. That is, the second exhaust section (240) may branch in a different direction from the first exhaust section (220). The second exhaust section (240) has an annular second exhaust port (241). In one embodiment, the diameter of the second exhaust port (241) may be smaller than the diameter of the inlet section (211). The second exhaust section (240) may have a central axis AX3. The second exhaust section (240) may be arranged symmetrically with the first exhaust section (220) about the central axis AX1. The second exhaust section (240) is in communication with the inlet section (210) to form a second flow path (250).

Referring to FIGS. 2, 3, and 4, the second exhaust part (240) may be inserted into the mounting hole (130) of the housing (100). For example, the second exhaust part (240) may be inserted into the mounting hole (130) formed on the other side. In one embodiment, the maximum outer diameter of the second exhaust part (240) may be smaller than the maximum outer diameter of the mounting hole (130). That is, a gap may be formed between the outer surface of the second exhaust part (240) and the inner surface of the mounting hole (130). Through this configuration, it is possible to prevent excessive thermal stress from being concentrated on the duct (200) by allowing the duct (200) to expand due to high-temperature combustion gas. The second exhaust part (240) constitutes the exhaust part of the exhaust duct assembly (10) together with the first exhaust part (220). Hereinafter, unless otherwise specified, the exhaust section may mean a first exhaust section (220) and a second exhaust section (240).

The second passage (250) is a region divided by the inlet (210) and the second exhaust (240), and is an internal space in which combustion gas flows. For example, as indicated by the arrow in Fig. 4, combustion gas may be introduced into the inlet (210), then pass through the second passage (250) and be exhausted to the outside through the second exhaust (240).

The recessed portion (260) may be formed between the first exhaust portion (220) and the second exhaust portion (240). The recessed portion (260) is formed by being recessed toward the direction in which combustion gas flows in. The recessed portion (260) includes a splitter (not shown in the drawing) formed at the leading edge toward the direction in which combustion gas flows in. The first exhaust portion (220) and the second exhaust portion (240) are partitioned by the splitter. Then, the combustion gas passing through the low-pressure turbine (20) may flow into the inlet portion (210) and then directly flow into the first exhaust portion (220) and the second exhaust portion (240), or may collide with the splitter and then flow by being split into the first exhaust portion (220) and the second exhaust portion (240).

Referring to FIG. 2, the duct (200) may have a bore (not shown) formed coaxially with the central axis AX1. The bore may be defined as an internal space formed between the inlet (210) and the recessed portion (260). The inlet of the bore may be located inside the inlet (210). That is, the inlet of the bore may be located inside the inlet (211) in one direction, for example, in the X-axis direction of FIG. 4. Referring to FIG. 1, a low-pressure turbine (20) and/or a drive shaft connecting the low-pressure turbine (20) and the propeller (80) may be arranged inside the bore.

The outer surface of the duct (200) may form a gap with the inner surface of the housing (100) in at least a portion of the area. For example, the outer surface of the inlet portion (210) of the duct (200) may be in contact with the inner surface of the housing (100), but as shown in FIG. 2, the outer surfaces of the first exhaust portion (220) and the second exhaust portion (240) of the duct (200) may be spaced apart from the inner surface of the housing (100). Accordingly, the thermal expansion of the duct (200) may be restricted by the housing (100), thereby preventing excessive thermal stress from occurring in the duct (200).

An exhaust duct assembly (10) according to one embodiment of the present invention may include a reinforcing unit (300). The reinforcing unit (300) may be arranged in the housing (100) and the first exhaust section (220) and the second exhaust section (240) of the duct (200), and may be used to maintain the airtightness of the duct (200) and to connect the exhaust duct assembly (10) to another member.

The reinforcement unit (300) may include a cover section (310), a guide supporter (320), and a stiffener (330).

FIG. 5 and FIG. 6 are cross-sectional views taken along line V-V of FIG. 2. More specifically, FIG. 5 shows a state before the duct (200) expands, and FIG. 6 shows a state after the duct (200) expands.

Referring to FIGS. 2, 5, and 6, the cover section (310) may be arranged on the outer surface of the duct (200). For example, the cover section (310) may have a ring shape so as to be arranged continuously on the outer surface along the circumferential direction of the first exhaust section (220) and the second exhaust section (240). In addition, one end of the cover section (310) may be arranged on the outer surface of the duct (200), and the other end may have a shape that is bent radially outward. The bent portion may be combined with another member.

The guide supporter (320) guides the movement of the duct (200), particularly the movement in the longitudinal direction. The guide supporter (320) is coupled to the inner side of the cover section (310).

For example, one end of the guide supporter (320) may be coupled to the inner surface of the cover section (310), and the other end may be bent at a predetermined angle. The guide supporter (320) may be spaced apart from the inner surface of the cover section (310) by a first distance d1 to form an internal space between the guide supporter and the cover section (310). In addition, the first exhaust section (220) and the second exhaust section (240) of the duct (200) may be inserted into the internal space formed between the cover section (310) and the guide supporter (320). Here, the thickness (d2) of the first exhaust section (220) and the second exhaust section (240) may be smaller than the first distance (d1).

The guide supporter (320) may include a first end (321), a connecting end (322), and a second end (323).

The first section (321) is a section that is joined to the inner surface of the cover section (310) and connects the cover section (310) and the guide supporter (320).

The connecting end (322) is formed to extend from the first end (321) to one side. For example, the connecting end (322) may be extended from the first end (321) at a predetermined angle and may have a shape extending downward along the central axes AX2 and AX3 of each exhaust section (220, 240). The connecting end (322) may be spaced apart from the inner surface of the cover section (310) by a first distance (d1). Accordingly, an annular internal space having a thickness of the first distance (d1) is formed between the cover section (310) and the guide supporter (320). In addition, the first exhaust section (220) and the second exhaust section (240) may be inserted between the cover section (310) and the guide supporter (320).

In one embodiment, the thickness (d2) of the first exhaust portion (220) and the second exhaust portion (240) may be smaller than the first distance (d1). Accordingly, the reinforcing unit (300) may be easily inserted into the first exhaust portion (220) and the second exhaust portion (240). In addition, even if the duct (200) expands as the combustion gas flows into the duct (200) and the temperature of the duct (200) rises, there is a gap between the duct (200) and the reinforcing unit (300).

For example, referring to FIG. 5, before the combustion gas flows into the duct (200), the thickness of the duct (200), that is, the thickness of the first exhaust portion (220) and the second exhaust portion (240), is d2. In addition, the reinforcing unit (300) may be inserted into the ends of the first exhaust portion (220) and the second exhaust portion (240) of the duct (200) to a predetermined depth. In this state, the first exhaust portion (220) and the second exhaust portion (240) may be in contact with one surface of the reinforcing unit (300), for example, the inner surface of the cover end (310).

Next, when the temperature of the duct (200) rises as the combustion gas flows into the duct (200), the duct (200) expands. For example, as shown in FIG. 6, the ends of the first exhaust section (220) and the second exhaust section (240) expand in the longitudinal direction. At this time, the thickness (d2) of the first exhaust section (220) and the second exhaust section (240) is smaller than the first distance (d1), which is the interval of the internal space formed between the cover section (310) and the guide supporter (320). Therefore, even if the duct (200) expands, the first exhaust section (220) and the second exhaust section (240) can easily slide in the internal space.

In another embodiment, the first distance (d1) may be smaller than the thickness (d2) of the first exhaust portion (220) and the second exhaust portion (240). In addition, the guide supporter (320) may be an elastic metal plate. Accordingly, in the process of inserting the guide supporter (320) into the first exhaust portion (220) and the second exhaust portion (240), as the ends of the first exhaust portion (220) and the second exhaust portion (240) come into contact with the second end (323) of the guide supporter (320), the guide supporter (320) is spread to one side. That is, in a state where the first end (321) is coupled to the inner surface of the cover end (310), the connection end (322) is spread radially inward. Accordingly, the ends of the first exhaust section (220) and the second exhaust section (240) can be more reliably inserted between the cover section (310) and the guide supporter (320). Through this configuration, the ends of the first exhaust section (220) and the second exhaust section (240) can be allowed to expand in the longitudinal direction according to the thermal expansion of the duct (200), while being more reliably prevented from being deviated in the radial direction.

The second end (323) may be formed to be bent radially inward from the connecting end (322). For example, as shown in FIG. 5, the second end (323) may be formed to extend from the connecting end (322) so as to be inclined at a predetermined angle θ. The range of θ is not particularly limited, but may be 15° or more and 60° or less. More specifically, the range of θ may be 30° or more and 45° or less. Accordingly, when the reinforcing unit (300) is inserted into the ends of the first exhaust section (220) and the second exhaust section (240), the insertion may be easier.

In another embodiment, a plurality of guide supporters (320) may be arranged discontinuously along the outer surface of the exhaust section. That is, instead of the guide supporters (320) being arranged continuously in a circular shape along the outer surface of the exhaust section as in the above-described embodiment, a plurality of segmented guide supporters (320) may be arranged spaced apart at a predetermined angle. Accordingly, the degree of freedom of the duct (200) arranged between each guide supporter (320) can be further secured, thereby further reducing the thermal stress of the duct (200).

The stiffener (330) is arranged on the outer surface of the housing (100) and the outer surface of the first exhaust section (220) and the second exhaust section (240). For example, as shown in FIGS. 2, 5, and 6, one side of the stiffener (330) is arranged at the joint portion of the mounting hole (130) and the first exhaust section (220) and the second exhaust section (240), and the other side is arranged on the outer surface thereof along the circumferential direction of the first exhaust section (220) and the second exhaust section (240). Accordingly, the stiffener (330) can maintain airtightness between the housing (100) and the duct (200).

As shown in FIGS. 5 and 6, the stiffener (330) may be arranged on the outer surface of the first exhaust section (220) and the second exhaust section (240) to allow relative movement of the duct (200). In addition, one side of the stiffener (330) may be in contact with the first exhaust section (220) and the second exhaust section (240), and the other side may be spaced from the first exhaust section (220) and the second exhaust section (240). Accordingly, even if the temperature of the duct (200) rises and expands, the relative movement of the duct (200) with respect to the reinforcement unit (300) can be more reliably ensured.

In this way, the exhaust duct assembly (10) according to one embodiment of the present invention can be coupled such that the housing (100) and the duct (200) are not in close contact with each other, but are spaced apart from each other by a predetermined interval. In addition, the duct (200) and the reinforcing unit (300) are not welded or bolted together, but are configured such that the duct (200) moves relative to the reinforcing unit (300). Through this configuration, the exhaust duct assembly (10) according to one embodiment of the present invention can increase the degree of freedom between the components. Accordingly, since the duct (200) is not suppressed from being heated and expanded by the housing (100) or the reinforcing unit (300), excessive thermal stress can be prevented from being concentrated on the duct (200).

In FIGS. 5 and 6, only the case where the duct (200) expands in the longitudinal direction is shown, but the duct (200) may expand in all directions as the temperature rises. Even in this case, the exhaust duct assembly (10) according to one embodiment of the present invention is configured so that sufficient clearance is secured between the housing (100), the duct (200), and the reinforcing unit (300), while at the same time allowing the duct (200) to move (slide) relative to the reinforcing unit (300), thereby securing sufficient freedom of the duct (200). Accordingly, the structural stability of the exhaust duct assembly (10) can be secured by preventing excessive thermal stress from being concentrated on the duct (200).

FIGS. 7a and 7b are drawings showing the stress distribution of a duct (200) according to one embodiment of the present invention.

FIG. 7a shows a conventional duct in which a duct and a reinforcing member are welded together, and FIG. 7b shows a duct (200) according to one embodiment of the present invention in which the duct (200) is configured to slide relative to a reinforcing unit (300).

Point A shown in Fig. 7a is a splitter, which is an area where the combustion gas collides with the incoming combustion gas and is separated into each exhaust section, and Point B is an area where the combustion gas and exhaust section collide most frequently. In other words, Point A and Point B are areas where high-temperature and high-pressure combustion gas directly collides with the duct, and are areas where the greatest thermal stress occurs in the duct.

As the high temperature and high pressure combustion gas collides with the duct, the temperature of the duct rises, causing the duct to expand. However, in the case of the conventional duct, since it is tightly connected to the housing and welded to the reinforcing unit, the expansion of the duct is restricted. Accordingly, as shown in Fig. 7a, it can be seen that in the case of the conventional duct, high thermal stress appears at Point A and Point B.

On the other hand, it can be seen that the duct (200) according to one embodiment of the present invention exhibits low thermal stress even at Point A and Point B. This is because, as described above, the outer surface of the duct (200) has a clearance with the inner surface of the housing (100) in at least one area, so that the thermal expansion of the duct (200) can be reduced from being restricted. In addition, the reinforcing unit (300) is not welded to the duct (200), but is arranged at an end to allow relative movement of the duct (200), so that the duct (200) can freely thermally expand. Therefore, the exhaust duct assembly (10) according to one embodiment of the present invention can prevent thermal stress from being concentrated on the duct (200).

An aircraft according to another embodiment of the present invention may include an exhaust duct assembly (10). For example, referring to FIGS. 1 and 2, the aircraft may include a propeller (80) disposed at a tip, a driving unit (not shown in the drawing) connected to the propeller (80) via a driving shaft (not shown in the drawing), and an exhaust duct assembly (10) that discharges combustion gas discharged from the driving unit to the outside. Here, the driving unit may include, as a component necessary for driving the aircraft, a low-pressure turbine (20), a high-pressure turbine (30), a combustor (40), a compressor (50), and a nacelle (70) of FIG. 1, for example. In addition, the aircraft may include components necessary for driving, such as main wings and auxiliary wings.

An exhaust duct assembly (10) according to one embodiment of the present invention and an aircraft using the same include a configuration in which a clearance is formed between a housing (100) and a duct (200), and a reinforcing unit (300) is disposed on the duct (200) to allow relative movement of the duct (200). That is, the exhaust duct assembly (10) according to one embodiment of the present invention and an aircraft using the same set configuration conditions such that the duct (200) can move relative to the housing (100) or the reinforcing unit (300) without welding or bolting. Accordingly, even if the temperature of the duct (200) rises due to combustion gas during operation and thermally expands, a sufficient degree of freedom of the duct (200) can be secured. In addition, since thermal stress can be prevented from being concentrated due to thermal expansion of the duct (200), the structural stability and lifespan of the exhaust duct assembly (10) can be improved.

Although the present invention has been described in this specification with a focus on limited embodiments, various embodiments are possible within the scope of the present invention. In addition, although not described, equivalent means may also be incorporated into the present invention. Therefore, the true scope of protection of the present invention should be determined by the claims below.

1: Engine
10: Exhaust duct assembly
100: Housing
200: Duct
300: Reinforcement Unit

Claims (6)

A duct having an inlet portion through which combustion gas flows in and an exhaust portion through which the combustion gas is exhausted;
A housing having a duct arranged inside and a mounting hole into which the exhaust part is inserted; and
A reinforcing unit having one side mounted on the housing and the other side supporting the end of the exhaust section so that the end of the exhaust section can move;
A cover section extending to surround the outer surface of the above exhaust section; and
An exhaust duct assembly, comprising: a guide supporter, one end of which is arranged on the inner surface of the cover section and the other end of which is spaced apart from the cover section to form an internal space into which the exhaust section is inserted. In the first paragraph,
The above reinforcement unit is,
An exhaust duct assembly further comprising a stiffener extending from the cover end and connected to the housing so as to cover the mounting hole. In the first paragraph,
The above guide supporters are,
A first end fixed to the inner surface of the above cover end;
A connecting section extending from the first section above, but spaced apart from the inner surface of the cover section; and
An exhaust duct assembly comprising a second end extending radially inwardly from the connecting end. delete delete delete

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