Exhaust nozzle assembly, propulsion system employing same, and aircraft employing same

Abstract

An exhaust nozzle assembly includes, but is not limited to, a nozzle body configured to be fluidly coupled with an engine and to receive a jet produced by the engine. An outer shroud covers the nozzle body. A movable component is disposed and configured to have an effect on the jet or plume of exhaust when the movable component is moved. A linkage is coupled to the movable component and is adapted to be coupled to an actuator. The linkage transfers force from the actuator to the movable component. A gap exists between an inner surface of the outer shroud and an outer surface of the nozzle body. The linkage is smaller than the actuator. The gap is smaller than a smallest dimension of the actuator and larger than the linkage. The linkage is disposed partially within the gap, and there is no actuator in the exhaust nozzle assembly.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 007,516, filed April 9, 2020, which is incorporated herein by reference in its entirety. Technical Field

[0003] The present invention relates generally to aircraft, and more specifically to exhaust nozzle assemblies, aircraft propulsion systems, propulsion systems employing exhaust nozzle assemblies, and aircraft employing propulsion systems. Background Technology

[0004] Aircraft performance (e.g., maximum speed; fuel consumption rate at cruising speed) is constrained by drag and other factors. Therefore, it is desirable to reduce the drag acting on the aircraft as much as possible. The aircraft's propulsion system can significantly contribute to drag. The larger the radial perimeter of the propulsion system (e.g., its diameter), the greater the amount of drag acting on the propulsion system. Therefore, it is desirable to keep the radial perimeter of the aircraft's propulsion system as small as possible. This principle applies equally to every discrete component in the propulsion system that is in direct contact with the free flow, including but not limited to the nozzle assembly of the propulsion system.

[0005] Several mechanisms necessary for the operation of the various functions of the nozzle assembly are typically housed within the structure of the nozzle assembly and positioned beneath its cowl. The cowl forms the outer mold line (OML) of the nozzle assembly, and the mechanisms discussed above (e.g., actuators) are located in the gap formed between the outer surface of the nozzle body and the inner surface of the cowl. For example, the nozzle assembly typically includes actuators for controlling the movement of various movable parts associated with the nozzle assembly, such as, but not limited to, variable nozzle throats (referred to in the art as station A8), variable exit planes (referred to in the art as station A9), and thrust reversers. These actuators are typically mounted to the structure of the nozzle assembly but are not visible during normal operation of the propulsion system because they are covered by the cowl. For this reason, the cowl is typically shaped / sized to accommodate these mechanisms. This results in a larger perimeter of the cowl than would be if these mechanisms were not required to be accommodated. As mentioned above, a larger perimeter negatively impacts the drag imparted by the nozzle assembly and the entire propulsion system. However, since these mechanisms are essential for performing the various functions of the nozzle assembly, they cannot be simply omitted.

[0006] Therefore, it is desirable to continue providing the functionality of these actuators without having to enlarge the periphery of the nozzle assembly to accommodate their presence. It is also desirable to provide a method of manufacturing a propulsion system employing a nozzle assembly with a reduced periphery. Furthermore, other desirable features and characteristics will become apparent, in conjunction with the accompanying drawings and the foregoing technical and background information, based on the subsequent overview and detailed description and the appended claims. Summary of the Invention

[0007] This article discloses an exhaust nozzle assembly used with an aircraft propulsion system, a propulsion system employing the exhaust nozzle assembly, and a method for assembling the propulsion system.

[0008] In a first non-limiting embodiment, an exhaust nozzle assembly intended for use with a propulsion system having an engine configured to generate a jet includes, but is not limited to, a nozzle body configured to fluidly couple with the engine and receive the jet. The exhaust nozzle assembly also includes, but is not limited to, a shroud at least partially covering the nozzle body. The exhaust nozzle assembly also includes, but is not limited to, a movable member configured to move between a first position and a second position when a force is applied to the movable member. The movable member is set and configured to influence either the jet or the exhaust plume generated by the propulsion system when it moves between the first and second positions. The exhaust nozzle assembly further includes, but is not limited to, a linkage coupled to the movable member and adapted to be coupled to an actuator configured to generate a force. When the linkage is coupled to the actuator and when the actuator is actuated, the linkage transmits a force to the movable member. A gap exists between the inner surface of the shroud and the outer surface of the nozzle body. The linkage is partially disposed within the gap. No actuator is present in the exhaust nozzle assembly.

[0009] In another non-limiting embodiment, the aircraft's propulsion system includes, but is not limited to, an engine configured to generate a jet. The propulsion system also includes, but is not limited to, an exhaust nozzle assembly disposed downstream of the engine. The nozzle assembly includes, but is not limited to: a nozzle body fluidly coupled to the engine and configured to receive the jet; a shroud at least partially covering the nozzle body; a movable member configured to move between a first position and a second position when a force is applied to the movable member, the movable member being configured to influence either the jet or the exhaust plume generated by the propulsion system when the movable member moves between the first and second positions; and a linkage coupled to the movable member and adapted to be coupled to an actuator, the actuator being configured to generate a force that, when the linkage is coupled to the actuator and when the actuator is actuated, transmits the force to the movable member. A gap exists between the inner surface of the shroud and the outer surface of the nozzle body. The linkage is partially disposed within the gap. No actuator is present in the exhaust nozzle assembly.

[0010] In another non-limiting embodiment, the aircraft includes, but is not limited to, a fuselage. The aircraft also includes, but is not limited to, a wing coupled to the fuselage. The aircraft also includes, but is not limited to, an actuator associated with one of the fuselage and the wing. The aircraft further includes, but is not limited to, a propulsion system mounted to one of the fuselage and the wing. The propulsion system includes, but is not limited to, an engine configured to generate a jet, and an exhaust nozzle assembly disposed downstream of the engine. The exhaust nozzle assembly includes, but is not limited to: a nozzle body fluidly coupled to the engine and configured to receive the jet; a shroud at least partially covering the nozzle body; a movable member configured to move between a first position and a second position when a force is applied to the movable member, the movable member being configured to influence one of the jet and the exhaust plume generated by the propulsion system when the movable member moves between the first and second positions; and a linkage coupled to the movable member and also coupled to the actuator, the actuator being configured to generate a force, the linkage transmitting the force to the movable member when the actuator is actuated. A gap exists between the inner surface of the shroud and the outer surface of the nozzle body. The linkage is partially disposed within the gap. There is no actuator in the exhaust nozzle assembly.

[0011] In yet another non-limiting embodiment, the aircraft includes, but is not limited to, a fuselage. The aircraft also includes, but is not limited to, a wing coupled to the fuselage. The aircraft also includes, but is not limited to, an actuator associated with one of the fuselage and the wing. The aircraft further includes, but is not limited to, a propulsion system mounted to one of the fuselage and the wing. The propulsion system includes, but is not limited to, an engine configured to generate a jet, and an exhaust nozzle assembly disposed downstream of the engine. The exhaust nozzle assembly includes, but is not limited to: a nozzle body fluidly coupled to the engine and configured to receive the jet; a shroud at least partially covering the nozzle body; a movable member configured to move between a first position and a second position when a force is applied to the movable member, the movable member being configured to influence one of the jet and the exhaust plume generated by the propulsion system when the movable member moves between the first and second positions; and a linkage coupled to the movable member and also coupled to the actuator, the actuator being configured to generate a force, the linkage transmitting the force to the movable member when the actuator is actuated. A gap exists between the inner surface of the shroud and the outer surface of the nozzle body. The linkage is partially disposed within the gap. The actuator is mounted close to the mounting location on the outer surface of the nozzle body. The mounting location includes a position on the outer surface of the nozzle body where the propulsion system is mounted to either the fuselage or the wing. The propulsion system is mounted to either the fuselage or the wing via a mounting structure. The actuator is enclosed within a fairing associated with the mounting structure. Attached Figure Description

[0012] In the following description, the invention will be taken in conjunction with the accompanying drawings, wherein similar reference numerals denote similar elements, and:

[0013] Figure 1 This is a schematic top view of a non-limiting embodiment of an aircraft manufactured according to the teachings disclosed herein;

[0014] Figure 2 This is a schematic cross-sectional view illustrating a non-limiting embodiment of a nozzle assembly and propulsion system manufactured in accordance with the teachings disclosed herein;

[0015] Figure 3 This is a schematic cross-sectional view illustrating alternative, non-limiting embodiments of nozzle assemblies and propulsion systems manufactured in accordance with the teachings disclosed herein;

[0016] Figure 4 This is a schematic cross-sectional view illustrating another alternative embodiment of a nozzle assembly and propulsion system manufactured in accordance with the teachings disclosed herein;

[0017] Figure 5 It is a perspective segment view showing the arrangement of an actuator that partially engages with a nozzle assembly manufactured in accordance with the teachings disclosed herein;

[0018] Figure 6 This is a block diagram illustrating a non-limiting embodiment of a method for manufacturing a propulsion system according to the teachings disclosed herein; and

[0019] Figure 7 This is a schematic cross-sectional view illustrating another alternative, non-limiting embodiment of a nozzle assembly and propulsion system manufactured in accordance with the teachings disclosed herein. Detailed Implementation

[0020] The following detailed description is exemplary in nature only and is not intended to limit the invention or its application and use. Furthermore, it is not intended to be bound by any theories set forth in the foregoing background or the following detailed description.

[0021] This document discloses an improved aircraft, an improved propulsion system used with the aircraft, an improved nozzle assembly used with the propulsion system, and a method for assembling the propulsion system. To reduce the radial perimeter of the nozzle assembly, the invention disclosed herein requires repositioning (also referred to herein as "actuators") of the movable parts(s) of the nozzle(s) from the nozzle assembly itself to another location on the aircraft, and further provides a linkage extending from the actuator(s) to the movable parts(s). Because the actuators of the movable parts of the nozzle assembly are typically housed in the gap between the nozzle body and the shroud covering the nozzle body, removing the actuators from the gap provides an opportunity to narrow the gap between the nozzle body and the shroud. This, in turn, results in a reduced radial perimeter of the nozzle assembly along its longitudinal axis. When the actuator is positioned spaced apart from the nozzle assembly (e.g., the actuator and part of the linkage can be housed in a pylon for mounting the propulsion system to the aircraft, or the actuator can be mounted to the fuselage and the associated linkage can be routed to a movable part via the pylon), the clearance only needs to be large enough to accommodate the linkage. By reducing the size of the clearance, the shroud effectively “shrinks” the nozzle body as much as possible, thereby reducing the cross-sectional profile of the nozzle assembly, reducing drag, improving fuel consumption, reducing the size of any resulting sonic boom, and improving the overall performance of the propulsion system and the aircraft on which the propulsion system is mounted.

[0022] A better understanding of the aircraft, propulsion system and nozzle assembly, and methods of manufacturing the propulsion system discussed above can be obtained by reviewing the illustrations attached to this application and the detailed description below.

[0023] Figure 1 This is a schematic plan view of an aircraft 20 manufactured according to the teachings of this disclosure. In the illustrated embodiment, aircraft 20 is a concept supersonic aircraft capable of traveling at speeds exceeding Mach 1. However, it should be understood that the teachings disclosed herein are not limited to supersonic aircraft but are also suitable for use with subsonic aircraft. Furthermore, although the teachings herein are disclosed and discussed in the context of fixed-wing aircraft, they are also compatible with rotary-wing aircraft. Moreover, the teachings disclosed herein are not limited to use with aircraft but are also compatible with other types of vehicles such as spacecraft, watercraft, and land-based vehicles. Furthermore, the teachings disclosed herein can be adopted by any type of vehicle and any other machine or mechanism that utilizes a propulsion system or any kind of mechanical device and would benefit from a more compact arrangement between the propulsion system or machine on one side and the housing, enclosure, or any kind of encapsulation.

[0024] Aircraft 20 has a fuselage 22 and a pair of wings 24. Aircraft 20 is equipped with two propulsion systems: propulsion system 26 and propulsion system 28. As shown, propulsion system 26 is mounted to one of the wings 24, while propulsion system 28 is mounted to the rear of the fuselage 22. This is done to simplify the present disclosure by illustrating a variety of common mounting schemes without providing multiple corresponding illustrations. It should be understood that in actual implementations of aircraft with multiple propulsion systems employing the invention disclosed herein, all propulsion systems will most likely be mounted only to the aircraft wings or only to the aircraft fuselage. However, the teachings herein should be interpreted as applicable to any configuration for mounting propulsion systems to an aircraft, regardless of whether they follow this common approach.

[0025] Figure 1 The diagram shows the propulsion system 26 mounted to the upper surface of the wing 24 via a pylon 30. It should be understood that in other embodiments, without departing from the teachings of this disclosure, the propulsion system 26 may be mounted to the underside of the wing 24. In yet another embodiment, without departing from the teachings of this disclosure, the propulsion system 26 may be partially or completely embedded within the wing 24.

[0026] The propulsion system 28 has been mounted to the side of the fuselage 22 at a location aft of the pair of wings 24 via a pylon 32. In other embodiments, the propulsion system 28 may be mounted at any other circumferential location around the fuselage 22. Additionally, without departing from the teachings of this disclosure, the propulsion system 28 may alternatively be mounted at any other longitudinal location along the longitudinal length of the fuselage 22.

[0027] Continue to refer to Figure 1 In this case, Figure 2 This is a schematic cross-sectional view of a propulsion system 42 equipped with a nozzle assembly 40. In some non-limiting embodiments, propulsion systems 26 and / or 28 may include propulsion system 42. Therefore, without departing from the teachings of this disclosure, propulsion system 42 may be mounted to the upper surface of an aircraft wing, to the rear side of the fuselage, or at any other suitable location on the aircraft. To avoid confusion, the aircraft component 74 discussed in detail below is not part of propulsion system 42.

[0028] exist Figure 2 In the non-limiting embodiments shown, the nozzle assembly 40 and the propulsion system 42 are axisymmetric assemblies. In other embodiments, the nozzle assembly 40 and the propulsion system 42 may have a non-axisymmetric configuration instead of an axisymmetric configuration. Furthermore, it should be understood that the teachings of this disclosure are not intended to limit the use of [certain components]. Figure 2 The propulsion system configured as shown is used together. Conversely, Figure 2 The configuration shown is merely exemplary and has been selected for ease of illustration.

[0029] like Figure 2 As shown, the nozzle assembly 40 includes a nozzle body 50. In the illustrated embodiment, the nozzle body 50 has a truncated conical configuration that tapers in the rearward direction. In other embodiments, the nozzle body 50 may have a truncated conical configuration that expands in the rearward direction. In other embodiments, the nozzle body 50 may have a cylindrical configuration that neither tapers nor expands in the rearward direction, but has a constant cross-sectional dimension and / or configuration. In yet another embodiment, the nozzle body 50 may have any other suitable configuration without departing from the teachings of this disclosure. The nozzle body 50 has an inner wall 51 defining a path 53. The path 53 receives and guides the jet discharged from the engine and directed by the engine into the nozzle body 50.

[0030] In the illustrated embodiment, the nozzle assembly 40 further includes a central body 52. ​​In the illustrated embodiment, the central body 52 has a diamond-shaped configuration. In other embodiments, the nozzle assembly 40 may have any other suitable configuration without departing from the teachings of this disclosure. In yet another embodiment, the nozzle assembly 40 may completely omit the central body 52 without departing from the teachings of this disclosure. The rear portion of the central body 52 includes a nozzle plug configured to control the expansion of the jet as it exits the nozzle assembly 40. To avoid confusion, as used herein, the term "jet" refers to a high-energy mass flow generated by the engine of a propulsion system that begins at the point where it crosses the outlet plane of the engine exhaust and continues until it reaches the outlet plane of the nozzle. The term "feather" or "exhaust plume" refers to a high-energy mass flow that has passed through the outlet plane of the nozzle and interacted with the free flow. In the illustrated embodiment, the central body 52 is mounted to the nozzle body 50 via a strut 54. In other embodiments, any other suitable mounting mechanism may be employed to effectively support the central body 50 within the path 53. In the illustrated embodiment, the upper and lower portions of the strut 54 project through the inner wall 51. In other embodiments, the upper and lower portions of the strut 54 may be mounted within a channel defined in the inner wall 51. In yet another embodiment, the upper and lower portions of the strut 54 may engage with the inner wall 51 or any other portion of the nozzle assembly 40 that allows for sliding or translational arrangement to allow movement of the central body 52, as discussed in detail below.

[0031] The nozzle throat 58 is formed at the location where the distance between the inner wall 51 and the central body 52 is minimized. In other words, the nozzle throat 58 is the portion of the path 53 with the smallest cross-sectional area. Engine designers typically design the location and size of the nozzle throat to block the jet flow through it (i.e., achieve a localized sonic velocity). The location and size of the nozzle throat are based on the expected flow pressure and other factors. The nozzle throat is referred to in the art as the A8 station.

[0032] In the illustrated embodiment, the central body 52 is configured to translate in a longitudinal direction as indicated by the double-headed arrow 56. In this embodiment, the strut 54 may be configured to slide within a slot defined in the inner wall 51, allowing the central body 52 to move between a forward position (shown in solid lines) and a rearward position (shown in dashed lines). In the illustrated embodiment, the longitudinal translation of the central body 52 will affect the size of the nozzle throat 58. In the illustrated embodiment, as the central body 52 moves toward the forward position, the nozzle throat 58 will expand, and as the central body 52 moves toward the rearward position, the nozzle throat 58 will contract. Changing the size of the nozzle throat 58 provides a means to control the pressure and thrust of the jet and exhaust plume, respectively, passing through path 53 and exiting nozzle assembly 40.

[0033] It should be understood that the embodiments of the variable nozzle throat disclosed above are exemplary in nature and are not intended to limit the application of the invention disclosed herein to variable nozzle throats with the shown configuration. Rather, the invention disclosed herein is compatible with use with any suitable mechanism that effectively changes the size of the nozzle throat. Furthermore, the invention disclosed herein is not intended to limit the application of nozzle assemblies with variable nozzle throats. Rather, the invention disclosed herein is compatible with use with nozzle assemblies having other moving parts that require actuation, regardless of whether the nozzle throat can be changed.

[0034] The nozzle assembly 40 also includes a shroud 59. The shroud 59 is an outer skin that covers and surrounds the nozzle body 50. The shroud 59 interacts with the free airflow passing through the nozzle assembly 40 and has a smooth aerodynamic shape designed to reduce and / or minimize induced drag acting on the nozzle assembly 40. As shown, a gap 61 is provided between the inner surface of the shroud 59 and the outer surface of the nozzle body 50.

[0035] The nozzle assembly 40 also includes an expandable exit plane comprising a pivotable vane 62 configured to pivot about a hinge 63. Figure 2 As shown, the pivotable vane 62 is aligned with the wall forming the nozzle body 50 to form an outlet plane with a first dimension. When the pivotable vane 62 pivots about the hinge 63 in an outward direction (i.e., away from the central body 52), the outlet plane of the nozzle assembly 40 expands. Conversely, when the pivotable vane 62 rotates in an inward direction (i.e., toward the central body 52), the outlet plane contracts. It may be necessary to expand or contract the outlet plane to accommodate either an under-expanded or over-expanded exhaust plume, respectively.

[0036] It should be understood that the embodiments of the expandable outlet plane disclosed herein are exemplary in nature and are not intended to limit the application of the invention disclosed herein to variable outlet planes with the shown configuration. Rather, the invention disclosed herein is compatible with use with any suitable mechanism that effectively changes the size of the outlet plane. Furthermore, it should be understood that the application of the invention disclosed herein is not intended to limit the application to nozzle assemblies with variable outlet planes. Rather, the invention disclosed herein is compatible with use with nozzle assemblies with static outlet planes.

[0037] The nozzle assembly 40 also includes a linkage 55. In a non-limiting embodiment, the linkage 55 may include a cylindrical rod made of a metallic material and configured to transmit force. In other embodiments, the linkage 55 may be made of any other suitable material and may have any other suitable configuration for effectively transmitting force. Figure 2 In this configuration, a linkage device 55 is disposed within a gap 61 and configured to move longitudinally back and forth in the direction indicated by the double-headed arrow 57. The linkage device 55 is coupled to the support column 54 at its rear end. As the linkage device 55 moves longitudinally back and forth through the gap 61, force is transmitted to the support column 54 via the linkage device 55. This, in turn, causes the central body 52 to move longitudinally back and forth in a corresponding manner.

[0038] The propulsion system 42 includes a nozzle assembly 40 and an engine 60. In the illustrated embodiment, the engine 60 includes a gas turbine engine configured to produce a jet (i.e., a high-pressure, high-energy mass flow). In other embodiments, the engine 60 may include any engine configured to produce a jet capable of propelling or contributing to the propulsion of a vehicle (such as, but not limited to, aircraft 20). In some embodiments, the engine 60 may have an engine bypass or some other feature (or additional feature) that causes the engine to produce multiple flows. For brevity, when the term “jet” is used herein as defined, it should be interpreted as including a combination of all flows discharged and / or otherwise discharged by the engine 60 and directed to the nozzle assembly 40. The nozzle body 50 is fluidly coupled to the rear of the engine 60. In this coupling, the nozzle body 50 is arranged and positioned to receive the jet discharged by the engine 60. Once the nozzle body 50 receives the jet, the jet proceeds downstream through the nozzle body 50 along path 53.

[0039] The propulsion system 42 may include additional components. For example, the propulsion system 42 may include a compressive surface to mitigate approaching supersonic free airflow. The propulsion system 42 may also include an inlet that directs the free airflow to the front of the engine 60. The propulsion system 42 may also include a nacelle to provide an aerodynamic enclosure for the engine 60 and part of the nozzle assembly 40 to reduce drag and minimize the generation of shocks that would otherwise be generated as the free airflow passes through the propulsion system 42. The propulsion system 42 may also include an afterburner disposed within the nozzle assembly 40 to reheat the jet, thereby increasing its energy and enhancing the thrust that the jet can impart. The propulsion system 42 may also include various other components and features without departing from the teachings of this disclosure. For simplicity, these various components and features have been omitted from the figures.

[0040] like Figure 2 As shown, the front end of the linkage 55 is coupled to the actuator 70 via the actuator arm 72. In the illustrated embodiment, the actuator 70 is configured to move the actuator arm 72 in such a way that it applies a force to the linkage 55 in the longitudinal direction, thereby causing longitudinal movement of the linkage 55 as indicated by the double-headed arrow 57. The actuator 70 may include a linear actuator, a rotary actuator, a mechanical lock actuated by deactivation, or any other type of actuator that effectively applies a force to the linkage 55 causing longitudinal movement as indicated by the double-headed arrow 57.

[0041] Actuator 70 is mounted to aircraft component 74. Aircraft component 74 may include any part, portion, or component of aircraft 20 spaced apart from nozzle assembly 40. For example, and without limitation, aircraft component 74 may include a portion of wing 24 or a portion of fuselage 22. In other embodiments, aircraft component 74 may include pylon 30 or pylon 32. In yet another embodiment, aircraft component 74 may include any part, portion, or component of aircraft 20 other than propulsion system 42.

[0042] As discussed above in the Background section, in conventional nozzle assemblies, the actuator 70 is mounted to the outer surface of the nozzle body 50. This requires the clearance 61 to be large enough to accommodate the actuator 70. In embodiments where all dimensions of the actuator 70 (e.g., length, width, and height) exceed the thickness of the linkage 55, the size of the clearance 61 can be reduced compared to the clearance size on a conventional nozzle assembly by positioning the actuator 70 at a location spaced apart from the nozzle assembly 40. In the illustrated embodiment, for ease of illustration, the clearance 61 is depicted as being many times larger than the thickness of the linkage 55. However, it should be understood that the clearance 61 only needs to be wide enough to accommodate the minimum dimensions of the linkage 55 to allow the linkage 55 to move (e.g., longitudinal translation, rotation, or pivoting, or any combination thereof). Thus, a significantly reduced outer radial perimeter of the nozzle assembly 40 can be obtained compared to the outer radial perimeter of a conventional nozzle assembly where the actuator is positioned in the clearance between the shroud and the nozzle body. This is what is meant herein when the term "reduced package" is used. Alternatively, compared to the external radial periphery of a conventional nozzle assembly that places the actuator in the gap between the shroud and the nozzle body, this technology also allows for an increase in the internal radial periphery of the nozzle assembly 40 (i.e., the external radial periphery of path 53) without increasing the external radial periphery of the nozzle assembly 40.

[0043] Continue to refer to Figures 1 to 2 In this case, Figure 3 Nozzle assembly 40' and propulsion system 42' are shown, representing alternative embodiments of nozzle assembly 40 and propulsion system 42, respectively. In nozzle assembly 40' and propulsion system 42', linkage 55 is not configured to move central body 52; instead, linkage 55 is coupled to hinge 63 and configured to control the movement of pivotable vane 62, thereby controlling the expansion and contraction of expandable exit plane 66. In the illustrated embodiment, expandable exit plane 66 is the location where the jet generated by engine 60 leaves nozzle body 50, begins to interact with the surrounding environment, and becomes (as explained and defined above) an exhaust plume. Expandable exit plane 66 is referred to by those skilled in the art as A9 station.

[0044] When actuator 70 moves linkage 55 longitudinally in the rearward direction, linkage 55 causes pivotable vane 62 to pivot in the inward direction, thereby reducing the cross-sectional area of ​​the expandable outlet plane. As described above, this disclosure considers not only translation but also other types of motion to be imparted to linkage 55, including but not limited to rotational motion, pivoting motion, any other type of motion, and / or combinations thereof. As actuator 70 moves linkage 55 in the longitudinal forward direction, pivotable vane 62 rotates in the outward direction, thereby expanding the cross-sectional area of ​​the expandable outlet plane. As in the case of nozzle assembly 40, in nozzle assembly 40', actuator 70 is spaced apart from nozzle assembly 40'. This allows for a reduction in the size of gap 61, thereby providing the advantages discussed above, including but not limited to allowing nozzle assembly 40' to have a smaller radial perimeter than a conventional nozzle assembly that houses the actuator within gap 61.

[0045] Continue to refer to Figures 1 to 3 In this case, Figure 4 Nozzle assembly 40” and propulsion system 42” are shown, which are further alternative embodiments of nozzle assembly 40 and propulsion system 42”, respectively. In nozzle assembly 40” and propulsion system 42”, linkage 55 is coupled to translational hinge 80 and configured to control the deployment of thrust reverser door 82. Thrust reverser door 82 is incorporated into cover 59 and is configured to be substantially coplanar with cover 59 when thrust reverser door 82 is in the retracted position. Linkage 55 is configured to move longitudinally back and forth in the direction indicated by double-headed arrow 84. As actuator 70 moves linkage 55 in the longitudinal rearward direction, linkage 55 applies a force to translational hinge 80, causing it to also move in the rearward direction. This causes thrust reverser door 82 to also move in the rearward direction.

[0046] When the translation hinge 80 reaches the end of its travel, it stops moving longitudinally backward. After the translation hinge 80 has reached the limit of its longitudinal travel, the thrust reverser gate 82 will rotate about the translation hinge 80 as the linkage 55 continues to apply force to the translation hinge 80 in the longitudinal rearward direction. As it rotates, the thrust reverser gate 82 will pivot from a position substantially coplanar with the wall of the nozzle body 50 to an extended position substantially oblique to the wall of the nozzle body 50 (shown in dashed lines). In the extended position, the rear portion of the thrust reverser gate 82 is configured to intercept the exhaust plume as it passes the exit plane of the nozzle assembly 40”. When positioned in this position, the thrust reverser gate 82 intercepts and redirects a portion of the exhaust plume away from the nozzle assembly 40”. This causes the redirected portion of the flow to exert thrust in a generally forward direction, opposite to the direction of travel of the aircraft 20. This forward-directed thrust effectively acts as a brake, slowing down the aircraft 20. Similar to nozzle assembly 40 and nozzle assembly 40', in nozzle assembly 40', actuator 70 is spaced apart from nozzle assembly 40'. This allows for a smaller gap 61, thereby providing the advantages discussed above, including, but not limited to, allowing nozzle assembly 40' to have a smaller radial perimeter than a conventional nozzle assembly that houses the actuator within gap 61.

[0047] about Figures 2 to 4 The above exemplary discussion pertains to a nozzle assembly having a single movable part and a single actuator connected thereto via a single linkage. It should be understood that this disclosure also contemplates nozzle assemblies having multiple movable parts and corresponding multiple actuators mounted on an aircraft at locations other than the nozzle assembly itself, and also having multiple linkages coupling such multiple movable parts to the corresponding multiple actuators. For example, and without limitation, the nozzle assembly may have a thrust reverser and a variable exit plane (variable A9), or a thrust reverser and a translational center body (variable A8), or a thrust reverser and a translational center body and a variable exit plane. The teachings disclosed herein apply to nozzle assemblies with and without a center body. In yet another embodiment, additional and / or alternative movable parts may be employed without departing from the teachings of this disclosure. In yet another embodiment, two or more movable parts may be actuated by a single actuator and / or a single linkage without departing from the teachings of this disclosure.

[0048] Continue to refer to Figures 1 to 4 In this case, Figure 5This is a perspective fragment view showing a non-limiting arrangement 100 including various components compatible with use with nozzle assemblies 40, 40', and 40”, as well as other nozzle assemblies manufactured in accordance with the teachings disclosed herein. It should be understood that arrangement 100 is merely exemplary in nature, and other arrangements with different components and / or different configurations may also be used with nozzle assemblies (such as, but not limited to, nozzle assemblies 40, 40', and 40”) having movable parts without departing from the teachings of this disclosure.

[0049] Arrangement 100 includes actuator 102. Actuator 102 may include a linear actuator, a rotary actuator, or any other type of actuator suitable for applying force or torque, or both, to a linkage. For simplicity, actuator 102 has been shown as a rectangular frame having a length L, a height H, and a width W. In other embodiments, actuator 102 may have any other suitable configuration (e.g., a servo motor). In the illustrated embodiment, the minimum dimension of actuator 102 is its width W. Therefore, the width W of actuator 102 is less than its height H or its length L. In other embodiments, length or height may constitute the minimum dimension. As used herein, the term "minimum dimension" refers to any dimension in which an actuator such as actuator 102 has a minimum size.

[0050] Actuator 102 is coupled to linkage 104. In the illustrated embodiment, linkage 104 comprises an elongated solid steel rod with a circular cross-section. It should be understood that linkage 104 may alternatively be constructed of titanium, nickel-based superalloys, or any other material suitable for bearing loads. It should also be understood that linkage 104 is not limited to having a circular cross-section, and in other embodiments, linkage 104 may have a cylindrical configuration (i.e., it may be hollow), a square configuration, a rectangular configuration, or a triangular configuration, or any other configuration suitable for transmitting force along the longitudinal axis of linkage 104 or suitable for transmitting rotational force (e.g., torque or moment). In the illustrated embodiment, actuator 102 is configured to deliver a force to linkage 104 that produces a back-and-forth movement of linkage 104 in the longitudinal direction indicated by double-headed arrow 106.

[0051] A portion of the shroud 110 and a portion of the nozzle body 112 are shown downstream of the actuator 102. A gap 114 is provided between the shroud 110 and the nozzle body 112. Figure 5No nozzle assembly, propulsion system, or other aircraft components are shown in the diagram, and it should be understood that arrangement 100 is a simplified representation of the actuator and some other components of the nozzle assembly of the aircraft's propulsion system as discussed and described above. It should also be understood that actuator 102 is mounted to a portion of the aircraft other than the nozzle assembly of the propulsion system. Furthermore, it should be understood that in some embodiments, actuator 102 is mounted to a portion of the aircraft other than the propulsion system.

[0052] It should also be understood that, for the sake of simplicity and ease of illustration, Figure 5 The direct coupling between linkage 104 and actuator 102 is shown. In practical applications, there may be a connector coupled to linkage 104 and an additional linkage coupled to that connector. In such applications, it would be the additional linkage, rather than linkage 104, that would be coupled to actuator 102.

[0053] like Figure 5 As shown, a portion of the linkage 104 extends through the gap 114. The gap 114 is sized to be large enough to accommodate the presence and movement of the linkage 104, but smaller than the minimum size of the actuator 102 (in the present case, smaller than the width W of the actuator 102). Therefore, the actuator 102 is not adapted to the gap 114 and thus cannot be mounted between the housing 110 and the nozzle body 112. Instead, the gap 114 is just large enough to accommodate the linkage 104. By reducing the size of the gap 114 to be just large enough to accommodate the linkage 104, the entire nozzle assembly associated with the housing 110 and the nozzle body 112 can be given a smaller radial perimeter than would be possible if the gap 114 were sized to be large enough to accommodate the actuator 102.

[0054] Alternatively, the jet path (such as path 53) can be given a larger perimeter than would be possible if the gap 114 were sized large enough to accommodate the actuator 102. Furthermore, when the gap 114 is reduced to just large enough to allow the linkage 104 to pass through, the entire nozzle assembly can be given a smaller radial perimeter, and the jet path can be given a larger radial perimeter.

[0055] Continue to refer to Figures 1 to 5 In this case, Figure 6 This is a block diagram illustrating a non-limiting embodiment of a method 120 for assembling an aircraft propulsion system. Method 120 can be used to assemble the propulsion systems 42, 42', and 42' discussed above. Additionally, method 120 can be used to assemble any other propulsion system manufactured according to the teachings disclosed herein.

[0056] In step 122, an engine and exhaust nozzle assembly are obtained. The engine is configured to generate a jet. In some embodiments, the engine may include a gas turbine engine. The exhaust nozzle assembly includes a nozzle body configured to receive the jet. The exhaust nozzle assembly also includes an outer cover that at least partially covers the nozzle body. The exhaust nozzle assembly also includes a movable member configured to move relative to the nozzle body between a first position and a second position when a force is applied to the movable member. The movable member is set and configured to influence the jet, or the exhaust plume generated by the propulsion system, or both, when the movable member moves between the first and second positions. The nozzle assembly also includes a linkage coupled to the movable member and adapted to be coupled to an actuator. The actuator is configured to generate force. When the linkage is coupled to the actuator and when the actuator is actuated, the linkage is configured to transmit force to the movable member.

[0057] In step 124, the nozzle body of the nozzle body assembly is fluidly coupled to the engine. Methods and mechanisms for achieving fluid coupling between the nozzle body and the downstream end of the engine are well known in the art and will not be described herein for the sake of brevity.

[0058] Regarding the nozzle assembly, a gap is defined by the space between the inner surface of the outer casing and the outer surface of the nozzle body. In some embodiments, the cross-sectional dimension of the linkage may be smaller than the minimum dimension of the actuator. Furthermore, in some embodiments, the size of the gap may be smaller than the minimum dimension of the actuator and larger than the cross-sectional dimension of the linkage. This allows the linkage to be at least partially disposed within the gap, while excluding the installation of the actuator within the gap. There is no actuator in the exhaust nozzle assembly.

[0059] Continue to refer to Figures 1 to 6 In this case, Figure 7 Nozzle assembly 40”' and propulsion system 42”' are shown, representing further alternative embodiments of nozzle assembly 40 and propulsion system 42, respectively. In nozzle assembly 40”' and propulsion system 42”', linkage 55 is again coupled to translational hinge 80 and configured to control the deployment of thrust reverser door 82. In this respect, nozzle assembly 40”' and propulsion system 42”' are similar to nozzle assembly 40” and propulsion system 42”, respectively. The difference between the two propulsion systems and between the two nozzle assemblies is that, in the case of nozzle assembly 40” and propulsion system 42”', actuator 70 is spaced apart from nozzle assembly 40”. However, in Figure 7In the illustrated embodiment, the actuator 70 is directly mounted to the nozzle body 50. Specifically, the actuator 70 is mounted close to mounting position 130 on the nozzle body 50. Mounting position 130 is the location where mounting structure 132 attaches the nozzle assembly 40"' to the aircraft component 74. Mounting structure 132 may include any suitable load-bearing structure effectively used for mounting the propulsion system to an aircraft component, such as a fuselage or wing, or other load-bearing structure.

[0060] Surrounding the mounting structure 132 and the actuator 70 is a fairing 134. The fairing 134 is configured to provide an aerodynamic enclosure around the mounting structure 132 and the actuator 70 to reduce drag on the aircraft 20 during flight. Compared to the earlier embodiments described above, this mounting arrangement allows the actuator 70 to be mounted closer to the movable part, while still allowing the fairing to be positioned close to the nozzle body 50 as permitted by the linkage 55, thereby reducing the overall circumferential periphery of the nozzle assembly 40”'.

[0061] Although at least one exemplary embodiment has been presented in the foregoing detailed description of this disclosure, it should be understood that numerous variations exist. It should also be understood that the exemplary embodiments or multiple exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing exemplary embodiments of the invention. It should be understood that various changes may be made to the function and arrangement of the elements described in the exemplary embodiments without departing from the scope of this disclosure as set forth in the appended claims.

Claims

1. An exhaust nozzle assembly for use with a propulsion system of an aircraft, the propulsion system comprising an engine configured to produce a jet, the exhaust nozzle assembly comprising: a nozzle body configured to be fluidly coupled with the engine and to receive the jet; an outer shroud at least partially covering the nozzle body; a movable component configured to move between a first position and a second position when a force is applied to the movable component, the movable component being disposed and configured to have an effect on one of the jet and an exhaust plume produced by the propulsion system when the movable component moves between the first position and the second position; and a linkage coupled to the movable component and adapted to be coupled to an actuator configured to generate the force, the linkage transmitting the force to the movable component when the linkage is coupled with the actuator and when the actuator is actuated, wherein there is a gap between an inner surface of the outer shroud and an outer surface of the nozzle body, wherein the linkage is partially disposed within the gap, wherein the exhaust nozzle assembly is free of the actuator, and wherein a cross-sectional dimension of the linkage is less than a smallest dimension of the actuator, and wherein a dimension of the gap is less than the smallest dimension of the actuator and greater than the cross-sectional dimension of the linkage.

2. The exhaust nozzle assembly of claim 1, wherein, The movable component comprises a thrust reverser.

3. The exhaust nozzle assembly of claim 1, wherein, The movable component comprises a variable A8.

4. The exhaust nozzle assembly of claim 1, wherein, The movable component comprises a variable A9.

5. A propulsion system of an aircraft, the propulsion system comprising: an engine configured to produce a jet; and an exhaust nozzle assembly disposed downstream of the engine, the exhaust nozzle assembly comprising: a nozzle body fluidly coupled with the engine and configured to receive the jet; an outer shroud at least partially covering the nozzle body; a movable component configured to move between a first position and a second position when a force is applied to the movable component, the movable component being disposed and configured to have an effect on one of the jet and an exhaust plume produced by the propulsion system when the movable component moves between the first position and the second position; and a linkage coupled to the movable component and adapted to be coupled to an actuator configured to generate the force, the linkage transmitting the force to the movable component when the linkage is coupled with the actuator and when the actuator is actuated, wherein there is a gap between an inner surface of the outer shroud and an outer surface of the nozzle body, wherein the linkage is partially disposed within the gap, wherein the exhaust nozzle assembly is free of the actuator, and wherein a cross-sectional dimension of the linkage is less than a smallest dimension of the actuator, and wherein a dimension of the gap is less than the smallest dimension of the actuator and greater than the cross-sectional dimension of the linkage.

6. The aircraft propulsion system of claim 5, wherein, The movable component comprises a thrust reverser.

7. The aircraft propulsion system of claim 5, wherein, The movable component comprises a variable A8.

8. The aircraft propulsion system of claim 5, wherein, The movable component comprises a variable A9.

9. An aircraft comprising: a fuselage; a wing coupled to the fuselage; an actuator; and a propulsion system mounted to one of the fuselage and the wing, the propulsion system comprising: an engine configured to produce a jet, an exhaust nozzle assembly disposed downstream of the engine, the exhaust nozzle assembly comprising: a nozzle body fluidly coupled to the engine and configured to receive the jet, a shroud at least partially covering the nozzle body, a moveable component configured to move between a first position and a second position when a force is applied to the moveable component, the moveable component disposed and configured to have an effect on one of the jet and an exhaust plume produced by the propulsion system when the moveable component moves between the first position and the second position, and a linkage coupled to the moveable component and further coupled to the actuator, the actuator configured to generate the force, the linkage to transfer the force to the moveable component when the actuator is actuated, wherein there is a gap between an inner surface of the shroud and an outer surface of the nozzle body, wherein the linkage is disposed partially within the gap, wherein the actuator is not in the exhaust nozzle assembly, and wherein a cross-sectional dimension of the linkage is less than a minimum dimension of the actuator, and wherein a dimension of the gap is less than the minimum dimension of the actuator and greater than the cross-sectional dimension of the linkage.

10. The aircraft of claim 9, further comprising a pylon coupling the propulsion system to the wing.

11. The aircraft of claim 9, further comprising a pylon coupling the propulsion system to the fuselage.

12. The aircraft of claim 9, wherein, The moveable component is one of a thrust reverser, a variable A8, and a variable A9.

13. An aircraft, comprising: a fuselage; a wing coupled to the fuselage; an actuator; and a propulsion system mounted to one of the fuselage and the wing, the propulsion system comprising: an engine configured to produce a jet, an exhaust nozzle assembly disposed downstream of the engine, the exhaust nozzle assembly comprising: a nozzle body fluidly coupled to the engine and configured to receive the jet, a shroud at least partially covering the nozzle body, a moveable component configured to move between a first position and a second position when a force is applied to the moveable component, the moveable component disposed and configured to have an effect on one of the jet and an exhaust plume produced by the propulsion system when the moveable component moves between the first position and the second position, and a linkage coupled to the moveable component and further coupled to the actuator, the actuator configured to generate the force, the linkage to transfer the force to the moveable component when the actuator is actuated, wherein there is a gap between an inner surface of the shroud and an outer surface of the nozzle body, wherein the linkage is disposed partially within the gap, and wherein the actuator is mounted to an outer surface of the nozzle body in close proximity to a mounting location, wherein the mounting locations include locations on an outer surface of the nozzle body at which the propulsion system is mounted to the one of the fuselage and the wing, wherein the propulsion system is mounted to the one of the fuselage and the wing by a mounting structure, wherein the actuator is enclosed within a fairing associated with the mounting structure, and wherein a cross-sectional dimension of the linkage is less than a minimum dimension of the actuator, and wherein a dimension of the gap is less than the minimum dimension of the actuator and greater than the cross-sectional dimension of the linkage.

14. The aircraft of claim 13, wherein, The mounting structure includes a pylon.

15. The aircraft of claim 13, wherein, The movable component is one of a thrust reverser, a variable A8, and a variable A9.

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