Catheterless thrust generation system

Abstract

This invention provides a ductless thrust generation system for an aircraft, the aircraft including a fuselage, a wing connected to and extending outward from the fuselage, and an engine mounted to the wing. The engine includes a turbine defining a centerline axis, a fan, and an exhaust section with an outlet nozzle. The turbine defines the centerline axis. The fan is connected to the turbine and positioned upstream of the turbine. The fan is configured to rotate about the centerline axis. During engine operation, exhaust flow is discharged from the outlet nozzle of the exhaust section. The exhaust flow defines an average flow direction downstream of the exhaust section. The average flow direction defines a first angle greater than zero with the centerline axis of the turbine, such that the centerline axis is oriented vertically downward relative to the average flow direction of the exhaust flow.

Description

Technical Field

[0001] This disclosure relates to an engine for an aircraft. In particular, this disclosure relates to the relative axial alignment of the turbomachinery of a turbofan engine with respect to the exhaust aerodynamic flow path. Background Technology

[0002] Gas turbine engines typically consist of a turbine and a rotor assembly. Gas turbine engines, such as turbofan engines, are used for aircraft propulsion. In the case of a turbofan engine, the rotor assembly can be configured as a fan assembly. Other types of engines include propeller fan engines, turbojet engines, turboshaft engines, turboprop engines, turbofan engines, and ductless turbine engines.

[0003] The inventors of this disclosure have discovered that in certain ductless turbine engines, the absence of a ducted engine inlet leads to airflow misalignment issues on the fan surface, which negatively impacts the acoustic and aerodynamic performance of the system. Therefore, the inventors of this disclosure have found that improvements to the design of ductless turbine engines to address these issues are welcome in the art. Attached Figure Description

[0004] The complete and effective disclosure of this disclosure, including its best mode, is set forth in the description with reference to the accompanying drawings, and is intended for use by those skilled in the art, wherein:

[0005] Figure 1 This is a perspective view of a portion of an aircraft having an exemplary ductless fan engine, according to various embodiments of this subject matter.

[0006] Figure 2 This is a side view of an aircraft with an exemplary ductless fan engine according to various embodiments of this subject matter.

[0007] Figure 3 It is a partially transparent side view of a ductless fan engine, showing the flow path through the ductless fan engine.

[0008] Figure 4 This is a partially transparent side view of the downstream section of the exhaust section of a ductless fan engine.

[0009] Figure 5 This is a partially transparent side view of the downstream section of the alternative exhaust section for a ductless fan engine.

[0010] Figure 6 This is a perspective view of a portion of an aircraft wing, showing a part of a pylon extending along the upper surface of the wing.

[0011] Figure 7This is a three-dimensional detached view of the hanger, with the guide wheel blades mounted on the hanger. Detailed Implementation

[0012] Reference will now be made in detail to the present embodiments of this disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals and letter reference numerals to denote features in the drawings. Similar or identical reference numerals in the drawings and description have been used to denote similar or identical portions of this disclosure.

[0013] The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior to or advantageous to other implementations. Furthermore, unless explicitly stated otherwise, all embodiments described herein should be considered exemplary.

[0014] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0015] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and to the normal operating posture of the gas turbine engine or vehicle. For example, for a gas turbine engine, "front" refers to the position closer to the engine intake, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0016] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows out, and "downstream" refers to the direction from which the fluid flows in.

[0017] Unless otherwise specified herein, the terms “connection,” “fixed,” “attached to,” etc., refer to both direct connection, fixation, or attachment, and indirect connection, fixation, or attachment through one or more intermediate components or features.

[0018] Unless the context clearly indicates otherwise, the singular forms “a,” “one,” and “the” include plural references.

[0019] The approximate language used throughout this specification and claims is applied to modify any quantitative expression that may allow for variation without altering its underlying function. Therefore, values ​​modified by one or more terms (e.g., “about,” “approximate,” and “substantially”) are not limited to specified exact values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 1, 2, 4, 10, 15, or 20%. These approximate margins may apply to a single value, either or both endpoints of a defined numerical range, and / or margins between endpoints.

[0020] Throughout this specification and claims, scope limitations are combined and interchanged, and unless the context or language otherwise indicates otherwise, such scopes are identified and include all subscopes contained herein. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0021] As used herein, "third flow" refers to a non-primary airflow that can increase fluid energy to generate a small amount of total propulsion system thrust. The pressure ratio of the third flow can be higher than that of the primary propulsion flow (e.g., a fan or propeller-driven propulsion flow). Thrust can be generated through dedicated nozzles or by mixing the airflow through the third flow with the primary propulsion flow or core airflow, for example, by introducing it into a common nozzle.

[0022] In some exemplary embodiments, the operating temperature of the airflow through the third flow can be below the engine's maximum compressor discharge temperature, more specifically, below 350 degrees Fahrenheit (e.g., below 300 degrees Fahrenheit, below 250 degrees Fahrenheit, less than 200 degrees Fahrenheit, and at least as high as the ambient temperature). In some exemplary embodiments, these operating temperatures can facilitate heat transfer through the third flow and the separate fluid flow in and out of the airflow. Furthermore, in some exemplary embodiments, under takeoff conditions, or more specifically, operating at sea level with rated takeoff power, static flight speed, and an ambient temperature of 86 degrees Fahrenheit, the airflow through the third flow can contribute less than 50% (and at least, for example, 2%) of the total engine thrust.

[0023] The term "mean flow direction" in exhaust flow refers to the median average of all flows from a particular exhaust gas, taking into account the magnitude and direction of all such flows. The mean flow direction can refer to the mean flow direction during steady-state operation, such as during cruise operation.

[0024] Furthermore, in some exemplary embodiments, the overall system performance can be passively adjusted or purposefully modified during engine operation by means of aspects of the third flow (e.g., airflow, mixing, or exhaust characteristics) and the resulting exemplary percentage contribution to the total thrust, as described above, to adjust or optimize the overall system performance under a wide range of potential operating conditions.

[0025] This disclosure generally relates to the relative axial alignment of sections of a ductless fan engine. This disclosure proposes a pitch-down arrangement of the ductless fan relative to the engine centerline. This disclosure addresses the challenge of ductless fan engines lacking an inlet cowling or nacelle around the ductless fan to align the inlet flow with the fan face for acoustic and performance reasons. The proposed configuration disclosed herein allows the ductless fan face to be tilted downwards to address the inlet flow encountered by the ductless fan at the upwash angle (which may be caused by the airfoil shape of the wing to which the engine is attached). Furthermore, the proposed configuration disclosed herein can then realign the engine's exhaust section with the free airflow to avoid blowing hot air onto the wing and to align the engine thrust with the aircraft's centerline axis.

[0026] Additionally, certain exemplary embodiments of this disclosure may include an inclined and non-axisymmetric configuration of the working gas flow path outlet and the third flow path outlet, as well as a pylon design with integrated outlet guide vanes. Furthermore, the engine may include multiple outlet guide vanes, one or more of which are integrated with the pylon to work together to devortex the fan exhaust as it passes through the pylon and to optimally prepare the airflow as it approaches the wing.

[0027] As disclosed, this engine configuration improves aerodynamics, acoustics, and mounting performance, particularly in the context of a ductless fan engine concept. Furthermore, the embodiments presented here enable engine configurations that achieve improved fuel combustion, power efficiency, and lighter engine weight.

[0028] Referring now to the accompanying drawings, where the same numbers indicate the same elements throughout all the drawings. Figure 1 This is a perspective view of a portion of aircraft 10. Aircraft 10 includes a fuselage 12, wings 14 (having an upper surface 16), pylons 18, and engines 20, and defines a vertical direction V and a downstream direction D. In this example, the downstream direction D is from the front or front end of aircraft 10 (e.g., Figure 1 (from the left side of the middle) to the rear or rear end of the aircraft 10 (e.g., Figure 1The airflow direction (on the right side of the image). The engine 20 of the aircraft 10 includes a fan 22 with multiple fan blades 26, a hub cover or nose cone 28, fixed guide vanes 32, a casing 34, and an exhaust section 36. In addition, the fan 22 of the engine 20 defines a centerline axis 24 and a rotation direction 30.

[0029] Also refer to Figure 2 This provides a side view of aircraft 10. As seen from... Figure 2 As can be understood, the aircraft 10 further defines a fuselage centerline 38, and the engine 20 further includes a bypass exit nozzle 40, an exit nozzle 42, and a core plug 44, defining an exit axis 46, an exhaust flow 47, a first angle θ1, a second angle θ2, and a third angle θ3. As presented herein, Figure 1 and Figure 2 Let's discuss them together.

[0030] The fuselage 12 is the main body or container section of the aircraft 10, which houses cargo, passengers, crew, or a combination thereof during normal operation. The wing 14 is the aerodynamic component of the aircraft 10, providing lift. The wing 14 is mounted to and extends from the fuselage 12. The upper surface 16 is perpendicular to the vertical direction V (shown as...). Figure 1 The upper surface 16 extends along the top side of the wing 14 (middle to downward). As will be understood, the wing 14 may define an airfoil shape, and the upper surface 16 may be the suction side of the airfoil. As will be further described below, such a configuration can result in an upwash of the airflow approaching the wing 14 during flight.

[0031] Engine 20 is mounted to wing 14. More specifically, for the depicted embodiment, aircraft 10 includes pylon 18. Pylon 18 is a support extending between wing 14 and engine 20. Pylon 18 connects engine 20 to wing 14.

[0032] However, it should be understood that in other exemplary embodiments, the engine 20 may be mounted to the wing 14 in any other suitable manner. For example, in other embodiments, the engine 20 may be at least partially integrated into the wing 14 in a hybrid wing configuration.

[0033] Engine 20 is a machine or thrust-generating system used to provide thrust to aircraft 10. In this example, engine 20 is configured as a single, ductless fan (e.g., fan 22). More specifically, in the illustrated embodiment, engine 20 includes a single row of ductless rotor blades (e.g., fan blades 26 described below). Engine 20 with fan 22 provides thrust to aircraft 10.

[0034] Fan 22 is a rotatable propeller configured to rotate about a central axis 24. Fan 22 is mounted upstream of engine 20 and configured to rotate relative to housing 34. Figure 2 As shown, the upstream direction is to the left.

[0035] The centerline axis 24 is the axial centerline that extends through the center point of the fan 22 and around which the fan 22 rotates.

[0036] Fan 22 includes fan blades 26. Fan blades 26 are airfoil blades configured to rotate together with fan 22 about a centerline axis 24. In this example, fan blades 26 are ductless rotor blades. In other words, fan blades 26 define a stage of ductless rotor blades. Fan blades 26 are connected to and extend radially outward from the nose 28 of fan 22. The nose 28 is the rotor hub cover of engine 20. Rotation direction 30 is the direction of rotation of fan 22, including fan blades 26.

[0037] Furthermore, in the exemplary embodiment shown, the engine 20 includes an outlet guide vane 32. The guide vane 32 is a non-rotating airfoil or stator vane that guides or redirects the direction of airflow passing through it. The guide vane 32 defines a stage of outlet guide vanes (e.g., a stage of ductless rotor blades) located downstream of the fan blades 26. In one example, the guide vane 32 may be a fixed stator vane. In another example, the guide vane 32 may be an adjustable or variable-pitch guide vane. The guide vane 32 is mounted to a portion of the housing 34. In one example, the guide vane 32 may be functionally coupled to a pitch-changing mechanism located within the housing 34. The housing 34 is the outer casing or outer wall of the engine 20. The housing 34 is disposed around the exterior of the engine 20 to form an external barrier or wall for the engine 20.

[0038] The exhaust section 36 of engine 20 is the downstream part of engine 20, which is configured to exhaust exhaust flow from engine 20 to propel aircraft 10.

[0039] The fuselage centerline 38 is the centerline axis that passes through the center of the fuselage 12 and extends in the downstream direction D. For most of the fuselage 12, the fuselage centerline 38 extends along the axial center point of the fuselage 12 and passes through the axial center point of the fuselage 12 (e.g., except for the nose section of the fuselage 12 and the tail section of the aircraft 10).

[0040] Bypass nozzle 40 and outlet nozzle 42 are outlet nozzles for airflow passing through a portion of the interior of engine 20.

[0041] The core plug 44 is a cap or fluid guiding insert. In this example, the core plug 44 is a tapered member of solid or hollow material used to guide airflow out of the outlet nozzle 42. In other examples, the core plug 44 may include a non-tapered shape. The core plug 44 is located at the most downstream end of the exhaust section 36 (e.g., Figures 1 to 3 (The far right of the middle).

[0042] The outlet axis 46 is a centerline axis passing through the axial center of the exhaust section 36 and through the end of the core plug 44. The outlet axis 46 is partially defined by the outlet nozzle 42. In this example, the outlet axis 46 is parallel to the fuselage centerline 38 (see, for example...). Figure 2 ).

[0043] Exhaust flow 47 is the airflow discharged from outlet nozzle 42. In this example, the direction of exhaust flow 47 is parallel to the downstream direction D and perpendicular to the vertical direction V. Also in this example, exhaust flow 47 defines the average flow direction in the downstream direction D of exhaust section 36 (the average flow direction illustrated by the schematic diagram of exhaust flow 47 in the figure).

[0044] like Figure 2 As shown, the first angle θ1 is defined by the relative angle between the centerline axis 24 and the exhaust flow 47, the second angle θ2 is defined by the relative angle between the centerline axis 24 and the fuselage centerline 38, and the third angle θ3 is defined by the relative angle between the centerline axis 24 and the outlet axis 46 of the exhaust section 36. For example, with respect to the first angle θ1, the average flow direction of the exhaust flow 47 defines the first angle θ1 with respect to the centerline axis 24 as being greater than zero and less than about 10 degrees (e.g., less than about 7 degrees), such that the centerline axis 24 is oriented more downward along the vertical direction V relative to the average flow direction of the exhaust flow 47. In some exemplary embodiments, the third angle θ3 is greater than zero (e.g., equal to or greater than 5°, e.g., equal to or greater than 10°, e.g., equal to or greater than 15°, e.g., equal to 20°). In some exemplary embodiments, the third angle θ3 may also be referred to as the nozzle angle θ3.

[0045] Now also referencing Figure 3 This provides a partially transparent side view of the upper half of an engine 20, which typically includes a fan 22 and a turbine 52. The engine 20 defines a fan flow 76 extending from the fan blades 26 and above the turbine 52. In this example, the fan flow 76 is depicted by an arrow positioned downstream of the fan 22. In this example, the fan flow 76 is parallel to the outlet axis 46 of the exhaust section 36.

[0046] Turbine 52 is a gas turbine engine. Turbine 52 defines an intake port 48 and includes an exhaust section 36. As will be explained in more detail below, exhaust section 36 generally refers to the portion of the engine 20 from which the propulsive airflow is ejected from the turbine of engine 20. Exhaust section 36 is located downstream of fan 22. In this example, turbine 52 defines a centerline axis 24 along which fan 22 is axially oriented.

[0047] Turbine 52 defines a bypass flow path 54 and a working gas flow path 56. In the illustrated embodiment, turbine 52 is positioned downstream of fan 22. In this example, turbine 52 is connected via a shaft assembly (from... for clarity) Figure 3 (omitted) is connected to fan 22, such that turbine 52 is configured to drive the rotation of fan 22. Turbine 52 receives air through intake port 48 and generates rotational energy and thrust for fan 22 by compressing air, igniting a mixture of air and fuel to produce a high-pressure combustion gas flow and by expanding the combustion gas.

[0048] In this example, the air intake 48 is an annular opening. In other examples, the air intake 48 may be non-annular. The air intake 48 is positioned between the fan blade 26 and the guide vane 32 along the axial direction of the engine 20.

[0049] Air from inlet 48 is supplied to the working gas flow path and passes through turbine 52. More specifically, turbine 52 typically includes, in series flow sequence, a compressor section 58, a combustion section (including, for example, burner 70), and a turbine section 64. Compressor section 58, burner 70, and turbine section 64 together at least partially define the working gas flow path 56. In the illustrated embodiment, compressor section 58 typically includes a low-pressure compressor (with LPC blades 60) and a high-pressure compressor (with HPC blades 62), and turbine section 64 typically includes a high-pressure turbine (with HPT blades 66) and a low-pressure turbine (with LPT blades 68). Air from inlet 48 is progressively compressed by the low-pressure and high-pressure compressors, passing through LPC blades 60 and HPC blades 62, respectively. The compressed air is then mixed with fuel and burned in burner 70 to produce combustion gases. The combustion gases are then expanded by the high-pressure and low-pressure turbines, passing through HPT blades 66 and LPT blades 68, respectively, to extract work. In some exemplary embodiments, the high-pressure turbine can be coupled to the high-pressure compressor via a shaft or bobbin (not shown), such that the rotation of the high-pressure turbine drives the high-pressure compressor. Similarly, in some exemplary embodiments, the low-pressure turbine can be coupled to the low-pressure compressor via a shaft or bobbin (not shown), such that the rotation of the low-pressure turbine drives the low-pressure compressor. The low-pressure turbine can also be configured to drive fan 22.

[0050] The airflow from the turbine section is discharged as exhaust flow 47 through the outlet nozzle 42 of the exhaust section 36. The outlet nozzle 42 is the outlet nozzle for the working gas flow path 56. The turbine 52 further includes a core plug 44.

[0051] Exit nozzle 42 defines a nozzle exit plane 74. The nozzle exit plane 74 is a plane extending along and defined by the face of the bypass exit nozzle 40. For example, for an exit nozzle 42 comprising an annular shape, the orientation of the nozzle exit plane 74 is defined by the plane containing the outer circumference of the exit nozzle 42. The nozzle exit plane 74 extends along the face of the exit nozzle 42. The bypass exit nozzle plane 72 defines the exit plane of the bypass exit nozzle 40, and the nozzle exit plane 74 defines the exit plane of the exit nozzle 42. In this example, thrust is generated by the fan blades 26, the bypass exit nozzle 40, and the exit nozzle 42. In one example, the engine 20 is configured to propel (and operate) the aircraft 10 at a speed greater than Mach 0.74 (570 mph) and less than Mach 0.90 (690 mph). In another example, the engine 20 may be configured to propel (and operate) the aircraft 10 at a speed of Mach 0.79 (610 mph).

[0052] Still referencing Figure 3 In this embodiment, as described above, the turbine 52 further defines a bypass flow path 54 extending through a portion of the turbine 52. The bypass flow path 54 extends radially outward from the working gas flow path 56 of the turbine 52. The bypass outlet nozzle 40 of the bypass flow path 54, briefly mentioned above, is the outlet nozzle of the bypass flow path 54. In this example, the bypass flow path 54 is a third-flow path (as described above). The bypass flow path 54 diverts the airflow away from the turbine 52 and delivers air out of the bypass outlet nozzle 40 to provide additional thrust to the aircraft 10.

[0053] More specifically, in the depicted embodiment, the bypass flow path 54 extends from the working gas flow path 56 to the fan flow 76. More specifically, in the depicted embodiment, the bypass flow path 54 extends from the low-pressure compressor of the compressor section 58 to the fan flow 76 downstream of the LPC blades (e.g., the first-stage rotor blades of the low-pressure compressor). In this way, the bypass flow path 54 can receive compressed air from the working gas flow path 56, and the airflow from the bypass flow path 54 through the bypass outlet nozzle 40 can contribute to the overall thrust generation of the engine 20.

[0054] Although not depicted, engine 20 may also include one or more heat exchangers positioned in thermal communication with bypass flow path 54 to, for example, add energy to the airflow passing through bypass flow path 54 and provide cooling to engine 20.

[0055] The bypass outlet nozzle 40 may be an annular outlet and is disposed in the exhaust section 36, downstream of the guide vane 32 and upstream of the outlet nozzle 42. The bypass outlet nozzle 40 defines a bypass outlet nozzle plane 72. More specifically, the bypass outlet nozzle plane 72 is a plane extending along and defined by a face of the bypass outlet nozzle 40 (e.g., the last edge of the bypass outlet nozzle 40). In this example, for a bypass outlet nozzle 40 comprising an annular shape, the orientation of the bypass outlet nozzle plane 72 is defined by the plane containing the outer circumference of the bypass outlet nozzle 40. The bypass outlet nozzle plane 72 extends along the face of the bypass outlet nozzle 40. In other examples, the bypass outlet nozzle 40 may comprise a non-annular shape.

[0056] However, it should be understood that Figure 3 The exemplary engine depicted herein is provided by way of example only. In some exemplary embodiments, engine 20 may have any other suitable configuration. For example, engine 20 may be a geared engine with a reduction gearbox connecting a low-pressure turbine to a fan section, may be a variable-pitch engine such that the fan is a variable-pitch fan, may include variable-pitch outlet guide vanes, and may include any other suitable number or configuration of compressors, turbines, shafts, spools, etc. Furthermore, while the illustrated engine 20 includes a bypass flow path 54, in other exemplary aspects, engine 20 may not include such a bypass flow path 54 or may include a bypass flow path 54 extending from any other suitable location in compressor section 58 (e.g., from downstream of the low-pressure compressor and upstream of the high-pressure compressor, or from the high-pressure compressor) to fan flow 76.

[0057] Still referencing Figure 3 and return to Figure 2 In the exemplary embodiment shown, it will be understood that the turbine 52 is inclined downward relative to the exhaust section 36 of the engine 20. For example, the exhaust section 36 defines an outlet axis 46, and the centerline axis 24 defines an angle with respect to the outlet axis 46.

[0058] In this example, turbine 52 is tilted downward relative to the fuselage centerline 38. In other words, the centerline axis 24 of turbine 52 is oriented downward (e.g., tilted or angled) in the vertical direction D relative to the fuselage centerline 38 and relative to the outlet axis 46. The downward tilting arrangement of the centerline axis 24 of turbine 52 provides alignment of the intake airflow with the surface of fan 22. The downward tilting arrangement of the centerline axis 24 also allows the exhaust section 36 to be realigned with the exhaust flow exiting from the outlet nozzle 42 and the free airflow flowing downstream D across the aircraft 10.

[0059] More specifically, the first angle θ1 is the angle formed between the centerline axis 24 of the turbine 52 and the outlet axis 46 of the exhaust section 36. In one example, the first angle θ1 is greater than 0° and less than or equal to 10°, for example, less than or equal to 7°. In this example, the first angle θ1 is approximately 5°. See details. Figure 2 The second angle θ2 is the angle formed between the fuselage centerline 38 and the centerline axis 24 of the turbine 52. In this example, the second angle θ2 is greater than or equal to 1° and less than or equal to 10°, for example, less than or equal to 8°. The fuselage centerline 38 and the centerline axis 24 can be parallel to each other.

[0060] In existing engine designs, the lack of an air intake (e.g., an external nacelle surrounding fan 22) in aircraft engines leads to misalignment of airflow with the fan surface, resulting in acoustic and performance problems. As presented herein, a pitched arrangement of the centerline axis 24, aligning the fan 22 surface with the incoming airflow (which may be slightly oriented upwards due to the upwash effect from the wing), provides improvements in acoustics and performance. Furthermore, the realignment of the exhaust flow with the free airflow flowing through the aircraft 10 (e.g., straightening the exit axis 46 relative to the centerline axis 24) reduces hot exhaust contact with the wing 14 and aligns the thrust with the fuselage centerline 38 (e.g., the aircraft axis) or, in other examples, with other desired thrust vectors.

[0061] In addition, Figure 3 In an exemplary embodiment, the bypass outlet nozzle plane 72 and the nozzle outlet plane 74 are perpendicular to the outlet axis 46 of the exhaust section 36. In this way, the airflow from the bypass outlet nozzle 40 and from the outlet nozzle 42 is realigned relative to the fan 22, thereby becoming parallel to the outlet axis 46 and the fuselage centerline 38 (see, for example...). Figure 1-2 When the airflow from the bypass exit nozzle 40 and the exit nozzle 42 is realigned, the thrust provided by the engine 20 is aligned with that of the aircraft 10, thereby providing a more efficient thrust vector to propel the aircraft 10 through the air.

[0062] It should be understood that the above regarding Figures 1 to 3 The exemplary embodiments described are provided by way of example only. In other exemplary embodiments, engine 20 may have any other suitable configuration. For example, now referring to Figure 4 A partially transparent side view of the downstream portion of the exhaust section 36 of an engine 20 according to another exemplary embodiment of the present disclosure is provided. Figure 4 The exemplary engine 20 can be coupled with Figures 1 to 3 The exemplary engine 20 is configured in a similar manner. For example, Figure 4An exemplary engine 20 includes a housing 34, an exhaust section 36, an outlet nozzle 42', a core plug 44 (defining a core plug axis 78), and a rim 84, and the further depicted engine 20 defines a centerline axis 24 (of the fan 22, see example). Figure 1-3 ), outlet axis 46, exhaust flow 47, working gas flow path 56, nozzle outlet plane 74', third angle θ3, fourth angle θ4, vertical direction V, downstream direction D.

[0063] However, with Figures 1 to 3 Compared to the previous embodiment, in Figure 4 In an exemplary embodiment, the outlet nozzle 42' is shaped as an elliptical ring. In other examples, the shape of the outlet nozzle 42' may include non-elliptical or non-annular shapes. Here, the elliptical annular shape of the outlet nozzle 42' is caused by the tilt or angular orientation of the outlet nozzle 42', as described below. In one example, the area distribution of the outlet nozzle 42' may be continuous around the entire ring of the outlet nozzle 42'. In another example, the area distribution of the outlet nozzle 42' may be discontinuous or variable around the ring of the outlet nozzle 42'.

[0064] The nozzle exit plane 74′ is an imaginary plane extending along the face of the exit nozzle 42′. In this example, the nozzle exit plane 74′ is neither orthogonal nor perpendicular to the exit axis 46 of the exhaust section 36. Similarly, the nozzle exit plane 74′ is neither parallel to the vertical direction V nor perpendicular to the downstream direction D. The nozzle exit plane 74′ is defined by the rim 84. In this example, the nozzle exit plane 74′ is not orthogonal to the exit axis 46. In other words, the exit nozzle 42′ is not axisymmetric about the exit axis 46. In other examples, the relative angle between the exit nozzle 42′ and the nozzle exit plane 74′ with respect to the exit axis 46 may also be formed by combining the bypass exit nozzle 40 and the bypass exit nozzle plane 72′ (see, for example...). Figure 3 ).

[0065] The core plug axis 78 is the centerline axis of the core plug 44. In this example, the core plug axis 78 is parallel to and coaxial with the outlet axis 46. As described above, the third angle θ3 is the relative angle between the centerline axis 24 and the outlet axis 46. In this example, because the core plug axis 78 is coaxial with the outlet axis 46, the third angle θ3 can also be defined by the relative angle formed between the centerline axis 24 and the core plug axis 78. In another example, the relative angle between the centerline axis 24 and the core plug axis 78 can define a fourth angle θ4 that is less than, equal to, or greater than the third angle θ3.

[0066] The core plug 44 shown further defines vertex 80. Vertex 80 is a point or end of the core plug 44. Vertex 80 is located at the downstreammost point of the core plug 44.

[0067] Terminal point 82 is the downstream point of the outlet nozzle 42'. The rim 84 is a lip or edge disposed along the circumference of the outlet nozzle 42'. The rim 84 defines a nozzle outlet plane 74' along which the rim 84 is disposed. In this example, the rim 84 is flat, such that each point along the rim 84 is disposed along a single plane (e.g., the nozzle outlet plane 74'). In other examples, the rim 84 may include a non-flat or variable configuration (e.g., a 3D configuration), such that all points along the rim 84 are not arranged along the nozzle outlet plane 74'. In such examples where the rim 84 includes a non-flat configuration (e.g., flaked, serrated, herringbone-cut, serrated profile, etc.), the nozzle outlet plane 74' may be defined by the average value of points along the edge of the rim 84. It should be understood that the nozzle outlet plane 74 may also be defined by a non-planar rim 84.

[0068] In this example with an inclined nozzle exit plane 74′, the exit nozzle 42′ can redirect and redistribute the exhaust flow 47 to prevent hot exhaust flow 47 from being blown onto the wing 14 and to enable the thrust to be realigned with the axial centerline of the aircraft 10 (see example...). Figure 1-2 (38) or realign with another desired vector.

[0069] Now for reference Figure 5 , Figure 5 A partial transparent side view of the downstream portion of the exhaust section 36 of an engine 20 according to another exemplary embodiment of the present disclosure is shown. Figure 5 The exemplary engine 20 can be coupled with Figures 1 to 3 The exemplary engine 20 is configured in a similar manner. For example, Figure 5 An exemplary engine 20 includes a centerline axis 24 (of fan 22), a housing 34, a bypass outlet nozzle 40”, an outlet nozzle 42”, a core plug 44 (defining a core plug axis 78), an outlet axis 46, an exhaust flow 47, a working gas flow path 56, HPT blades 66, LPT blades 68, a bypass outlet nozzle plane 72”, a nozzle outlet plane 74”, a apex 80 (of core plug 44), a terminal end 82 (of outlet nozzle 42”), a rim 84 (of outlet nozzle 42), a third angle θ3, a fourth angle θ4, a fifth angle θ5, a vertical direction V, and a downstream direction D. The HPT blades 66 and LPT blades 68 are each rotatable about the centerline axis 24.

[0070] exist Figure 5In an exemplary embodiment, the bypass outlet nozzle 40” is shown aligned with the direction of the centerline axis 24, such that the average flow direction of the exhaust gas from the bypass outlet nozzle 40” is parallel or substantially parallel to the centerline axis 24 (e.g., the angle between them is less than 3 degrees). Similarly, in Figure 5 The bypass outlet plane 72” shown is not aligned with (for example, not parallel to) the nozzle outlet plane 74”. This configuration is different from the above regarding… Figure 3 The discussed embodiments form a contrast, showing the bypass outlet nozzle 40 as misaligned with the direction of the centerline axis 24, and the bypass outlet plane 72 as aligned with the nozzle outlet plane 74 (e.g., parallel or substantially parallel).

[0071] In some exemplary embodiments, the bypass nozzle 40″ is not tilted or aligned with the centerline axis 24. More specifically, in at least some exemplary aspects, the bypass nozzle 40″ is aligned with the centerline axis 24 such that a fifth angle θ5 (defined by the relative angle between the centerline axis 24 and the bypass outlet plane 72″) is approximately 90°. In such an example, the outlet nozzle 42″ is tilted or angled relative to the centerline axis 24, while the bypass outlet nozzle 40″ is not tilted or aligned with the centerline axis 24 of the engine 20. In a particular exemplary embodiment, the fifth angle θ5 is 90 degrees, and the third angle θ3 is greater than zero and equal to or less than 20 degrees.

[0072] In other exemplary embodiments, the fifth angle θ5 may be less than 90°, such that the complementary angle of the fifth angle θ5 is greater than zero. As used herein, the term "complementary angle" is equal to 90° minus another angle (e.g., the fifth angle θ5). In this example, the term complementary angle is used to refer to the complementary angle of the fifth angle θ5. Here, the complementary angle is the degree or amount of inclination of the bypass outlet nozzle 40 (and by extending the bypass outlet plane 72) relative to the centerline axis 24. More specifically, in at least some exemplary aspects, the fifth angle θ5 may be less than 90° and equal to or greater than 85°, such that the complementary angle of the fifth angle θ5 is greater than 0° and less than or equal to 5°. In other exemplary embodiments, the fifth angle θ5 may be less than 85° and equal to or greater than 80°, such that the complementary angle of the fifth angle θ5 is greater than 5° and less than or equal to 10°.

[0073] In some further exemplary embodiments, the combination of the fifth angle θ5 and the third angle θ3 can be greater than 5° (e.g., greater than or equal to 10°, e.g., greater than or equal to 15°). In a particular exemplary embodiment, the fifth angle θ5 is 85°, such that the complementary angle of the fifth angle θ5 is 5° and the third angle θ3 is 15°.

[0074] Figure 6It is a perspective view of a part of wing 14 and shows the upper surface 16 of wing 14, pylon 18′, engine 20 (with fan 22, centerline axis 24, fan blades 26, nose 28, rotation direction 30, guide wheel blades 32, housing 34 and exhaust section 36), leading edge 88 of wing 14, lower surface 90 of wing 14, vertical direction V and downstream direction D.

[0075] like Figure 6 As shown, the pylon 18' includes a portion extending along the upper surface 16 of the wing 14. Conversely, Figure 1-2 This includes embodiments where the pylon 18 extends or attaches to the wing 14 along the bottom surface of the wing 14 rather than along the upper surface 16 of the wing 14. The pylon 18' is attached to the wing 14 along the upper surface 16, along the leading edge 88, and along the lower surface 90 of the wing 14. In other examples, the pylon 18' may be mounted to the wing 14 along one or more of the upper surface 16, leading edge 88, and lower surface 90 of the wing 14. In other examples, the engine 20 may be mounted in the wing 14 in any of the underwing, blown wing, high wing, or fuselage mounting types.

[0076] Leading edge 88 is upstream of wing 14 relative to the downstream direction D (e.g., in...). Figure 6 (Left side of the middle). The leading edge 88 is defined by a curved surface that extends between and connects the upper surface 16 and the lower surface 90 of the wing 14. The leading edge 88 is located at the uppermost part of the wing 14.

[0077] The lower surface 90 of the wing 14 is a surface that extends below or above the bottom of the wing 14 relative to the vertical direction V.

[0078] Reference Figure 6 This illustrates an embodiment in which the engine 20 is mounted to a pylon 18' such that a portion of the pylon 18' extends along a portion of the upper surface 16 of the wing 14. As shown here, extending a portion of the pylon 18' along the upper surface 16 in a downstream direction helps to straighten the airflow over the wing 14 relative to the downstream direction D, thereby allowing the airflow over the wing 14 to more effectively combine with the propulsive airflow generated by the engine 20.

[0079] Figure 7 This is a three-dimensional isolated view of the bracket 18, which is mounted as part of the engine 20, and shows the bracket 18, engine 20, guide vane 32, and top guide vane 32. TOP The casing, exhaust section, vertical direction V, and downstream direction D. Figure 7For clarity, fan 22 is removed from engine 20. Here, the bracket 18 shown has one of guide vanes 32 mounted to the top of the bracket 18 (e.g., top guide vane 32). TOP ).

[0080] In this example, two guide vanes 32 are shown for clarity. In this example, multiple guide vanes 32 are distributed circumferentially around the housing 34 (see example...). Figure 1-2 and Figure 5 Top guide vane 32 TOP It extends upward from the mounting bracket 18 in the radial direction along the engine 20.

[0081] Conversely, the top guide vane 32 is connected to a portion of the housing 34. TOP It is directly mounted onto the bracket 18. In this example, a single top guide vane 32 TOP Mounted onto bracket 18. In other examples, one or more top guide vanes 32 TOP It can be installed on bracket 18.

[0082] Existing ducted turbofans include separate outlet guide vanes and mounts. These separate outlet guide vanes and mounts cause separation and turbulence when different airflows pass through the guide vanes and then through the mounts. In this example, the outlet guide vane 320 and mount 18 are integrated in such a way that they work together as airflow passes through the mount 18 to reduce the flow from the fan (see example...). Figure 1-5 The airflow of fan 22) devortexes and is optimally prepared for airflow as it approaches wing 14 (see example). Figure 1-2 and Figure 5 ).

[0083] This written description uses examples to disclose this disclosure, including best practices, and also enables any person skilled in the art to practice this disclosure, including making and using any device or system and performing any combined methods. The patent scope of this disclosure is defined by the claims, but may include other examples that would occur to a person skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0084] Further details are provided through the following topics:

[0085] An aircraft includes: a fuselage; a wing connected to and extending outwardly from the fuselage; and an engine mounted to the wing. The engine includes: a turbine defining a centerline axis; a fan; and an exhaust section having an outlet nozzle. The turbine defines the centerline axis. The fan is connected to the turbine and disposed upstream of the turbine. The fan is configured to rotate about the centerline axis. During operation of the engine, an exhaust flow is discharged from the outlet nozzle of the exhaust section. The exhaust flow defines an average flow direction in a downstream direction of the exhaust section. The average flow direction of the exhaust flow defines a first angle with the centerline axis of the turbine, the first angle being greater than zero, such that the centerline axis is oriented downwards in the vertical direction relative to the average flow direction of the exhaust flow.

[0086] An aircraft according to one or more of these terms, wherein the first angle is less than or equal to 10°.

[0087] An aircraft according to one or more of these terms, wherein the fuselage defines a fuselage centerline, wherein the fuselage centerline defines a second angle with the centerline axis of the turbine, wherein the second angle is greater than or equal to 1° and less than or equal to 10°.

[0088] An aircraft according to one or more of these terms, wherein the exit nozzle defines an exit axis, wherein the average flow direction is parallel to the exit axis.

[0089] An aircraft according to one or more of these terms, wherein the exit nozzle defines an exit axis, wherein the exit axis of the exit nozzle defines a third angle with the centerline axis of the turbine, the third angle being greater than zero and less than or equal to 20°, such that the centerline axis is oriented further downward relative to the exit axis along the vertical direction.

[0090] An aircraft according to one or more of these clauses, wherein the fan comprises a stage of ductless rotor blades and a stage of guide vanes located downstream of the stage of the ductless rotor blades, wherein the aircraft further comprises: a pylon for mounting the engine to the wing; and guide vanes that are mounted to a portion of the pylon and extend from the portion of the pylon.

[0091] An aircraft according to one or more of these terms, wherein the exit nozzle defines an exit axis, wherein the exhaust section includes a core plug disposed at the most downstream end of the exhaust section, wherein the core plug defines a core plug axis and a apex, wherein the core plug axis is coaxial with the exit axis.

[0092] An aircraft according to one or more of these terms, wherein the exit nozzle defines an exit axis, wherein the fuselage defines a fuselage centerline, and wherein the exit axis is parallel to the fuselage centerline.

[0093] An aircraft according to one or more of these terms further includes: a pylon for mounting the engine to the wing, wherein the wing defines an upper surface along the vertical direction and a lower surface along the vertical direction, wherein a portion of the pylon is connected to a portion of the upper surface of the wing and extends along a portion of the upper surface of the wing.

[0094] An aircraft according to one or more of these terms, wherein the exit nozzle defines an exit axis, and wherein the exit nozzle is non-axisymmetric about the exit axis.

[0095] An aircraft according to one or more of these terms, wherein the turbine defines a working gas flow path, and wherein the outlet nozzle is an outlet nozzle for the working gas flow path.

[0096] An aircraft according to one or more of these terms, wherein the turbine includes a compressor section, wherein the engine defines a fan flow and a third flow, and wherein the outlet nozzle is an outlet nozzle for the third flow.

[0097] An aircraft according to one or more of these terms, wherein the engine is configured to operate at a speed greater than Mach 0.74 and less than Mach 0.90, and wherein, when the engine operates at a speed greater than Mach 0.74 and less than Mach 0.90, the exhaust flow is defined by an average flow direction in the downstream direction of the exhaust section.

[0098] A thrust generation system for an aircraft includes: a turbine defining a centerline axis; a fan; and an exhaust section having an outlet nozzle. The fan is connected to the turbine and disposed upstream of the turbine. The fan is configured to rotate about the centerline axis. During operation of the thrust generation system, an exhaust flow is discharged from the outlet nozzle of the exhaust section. The exhaust flow defines an average flow direction in a downstream direction of the exhaust section. The average flow direction of the exhaust flow defines a first angle with the centerline axis of the turbine, the first angle being greater than 0° and less than or equal to 10°, such that the centerline axis is oriented downward in the vertical direction relative to the average flow direction of the exhaust flow.

[0099] A thrust generating system according to one or more of these terms, wherein the outlet nozzle defines an outlet axis, and wherein the average flow direction is parallel to the outlet axis.

[0100] A thrust generating system according to one or more of these terms, wherein the outlet nozzle defines an outlet axis, wherein the exhaust section includes a core plug disposed at the most downstream end of the exhaust section, wherein the core plug defines a core plug axis and a apex, wherein the core plug axis is coaxial with the outlet axis.

[0101] A thrust generating system according to one or more of these terms, wherein the outlet nozzle defines an outlet axis, wherein the outlet nozzle includes a rim disposed at a terminal end of the outlet nozzle, wherein the rim defines an outlet plane, the rim being disposed along the outlet plane, wherein the outlet plane is not orthogonal to the outlet axis.

[0102] A thrust generation system according to one or more of these terms, wherein the outlet nozzle defines an outlet axis, wherein the outlet axis of the outlet nozzle defines a nozzle angle with the centerline axis of the turbine, the nozzle angle being greater than zero and less than or equal to 20°, such that the centerline axis is oriented further downward relative to the outlet axis along the vertical direction.

[0103] A thrust generation system according to one or more of these terms, wherein the thrust generation system is configured to operate at a speed greater than Mach 0.74 and less than Mach 0.90, and wherein, when the thrust generation system operates at a speed greater than Mach 0.74 and less than Mach 0.90, the exhaust flow is defined in the average flow direction in the downstream direction of the exhaust section.

[0104] A thrust generating system according to one or more of these terms, wherein the turbine defines a working gas flow path, and wherein the outlet nozzle is an outlet nozzle for the working gas flow path.

Claims

1. An aircraft defining a vertical direction, an upstream direction, and a downstream direction, characterized in that, The aircraft includes: body; Wings, which are attached to the fuselage and extend outward from the fuselage; and An engine, the engine being mounted to the wing, wherein the engine is a ductless fan engine and includes: A turbine, the turbine defining a centerline axis; A fan is connected to the turbine and positioned upstream of the turbine, wherein the fan is configured to rotate about the central axis. A ductless fan engine mount that mounts the ductless fan engine to the wing; Top guide vane, the top guide vane being mounted on and extending from a portion of the ductless fan engine mount; and Exhaust section, the exhaust section including an outlet nozzle, During engine operation, exhaust flow is discharged from the outlet nozzle of the exhaust section, wherein the exhaust flow is defined by an average flow direction in the downstream direction of the exhaust section, wherein the average flow direction of the exhaust flow defines a first angle with the centerline axis of the turbine, the first angle being greater than zero, such that the centerline axis is oriented downward in the vertical direction relative to the average flow direction of the exhaust flow.

2. The aircraft according to claim 1, characterized in that, in, The first angle is less than or equal to 10°.

3. The aircraft according to claim 1, characterized in that, in, The fuselage defines a fuselage centerline, wherein the fuselage centerline and the centerline axis of the turbine define a second angle, wherein the second angle is greater than or equal to 1° and less than or equal to 10°.

4. The aircraft according to claim 1, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the average flow direction is parallel to the outlet axis.

5. The aircraft according to claim 1, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the outlet axis of the outlet nozzle defines a third angle with the centerline axis of the turbine, the third angle being greater than zero and less than or equal to 20°, such that the centerline axis is oriented further downward relative to the outlet axis along the vertical direction.

6. The aircraft according to claim 1, characterized in that, in, The fan includes a stage of ductless rotor blades and a stage of guide vanes, the stage of guide vanes being located downstream of the stage of the ductless rotor blades, wherein the aircraft further includes: pylons, which mount the engine to the wing; and Guide vanes, which are mounted to a portion of the bracket and extend from that portion of the bracket.

7. The aircraft according to claim 1, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the exhaust section includes a core plug disposed at the downstream end of the exhaust section, wherein the core plug defines a core plug axis and a apex, and wherein the core plug axis is coaxial with the outlet axis.

8. The aircraft according to claim 1, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the fuselage defines a fuselage centerline, and the outlet axis is parallel to the fuselage centerline.

9. The aircraft according to claim 1, characterized in that, Further includes: A pylon for mounting the engine to the wing. The wing defines an upper surface along the vertical direction and a lower surface along the vertical direction. A portion of the pylon is connected to a portion of the upper surface of the wing and extends along that portion of the upper surface of the wing.

10. The aircraft according to claim 1, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the outlet nozzle is non-axisymmetric about the outlet axis.

11. The aircraft according to claim 1, characterized in that, in, The turbine defines a working gas flow path, and the outlet nozzle is an outlet nozzle for the working gas flow path.

12. The aircraft according to claim 1, characterized in that, in, The turbine includes a compressor section, wherein the engine defines a fan flow and a third flow, and wherein the outlet nozzle is an outlet nozzle for the third flow.

13. The aircraft according to claim 1, characterized in that, in, The engine is configured to operate at a speed greater than Mach 0.74 and less than Mach 0.90, and wherein, when the engine operates at a speed greater than Mach 0.74 and less than Mach 0.90, the exhaust flow is defined by the average flow direction in the downstream direction of the exhaust section.

14. The aircraft according to claim 1, characterized in that, in, The fan includes a stage of ductless rotor blades and a stage of guide vanes located downstream of the stage of the ductless rotor blades, wherein the ductless rotor blades extend radially outward beyond the ductless fan engine mount, wherein only one of the top guide vanes is mounted on the ductless fan engine mount, wherein the wing defines an upper surface along the vertical direction and a lower surface along the vertical direction, wherein a portion of the ductless fan engine mount is connected to and extends along a portion of the upper surface of the wing, wherein the outlet nozzle defines an outlet axis, and wherein the outlet nozzle is non-axisymmetric about the outlet axis.

15. A thrust generation system for an aircraft, the aircraft comprising wings and defining a vertical direction, an upstream direction, and a downstream direction, characterized in that, The thrust generation system includes: A turbine, the turbine defining a centerline axis; A fan is connected to and positioned upstream of the turbine, wherein the fan is configured to rotate about the centerline axis, and wherein the fan is part of a ductless fan engine; A ductless fan engine mount that mounts the ductless fan engine to the wing; Top guide vane, the top guide vane being mounted on and extending from a portion of the ductless fan engine mount; and Exhaust section, the exhaust section including an outlet nozzle, During operation of the thrust generation system, exhaust flow is discharged from the outlet nozzle of the exhaust section, wherein the exhaust flow is defined by an average flow direction in the downstream direction of the exhaust section, wherein the average flow direction of the exhaust flow defines a first angle with the centerline axis of the turbine, the first angle being greater than 0° and less than or equal to 10°, such that the centerline axis is oriented downward in the vertical direction relative to the average flow direction of the exhaust flow.

16. The thrust generation system according to claim 15, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the average flow direction is parallel to the outlet axis.

17. The thrust generation system according to claim 15, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the exhaust section includes a core plug disposed at the downstream end of the exhaust section, wherein the core plug defines a core plug axis and a apex, and wherein the core plug axis is coaxial with the outlet axis.

18. The thrust generation system according to claim 15, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the outlet nozzle includes a rim disposed at the terminal end of the outlet nozzle, wherein the rim defines an outlet plane, the rim being disposed along the outlet plane, and wherein the outlet plane is not orthogonal to the outlet axis.

19. The thrust generation system according to claim 15, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the outlet axis of the outlet nozzle and the centerline axis of the turbine define a nozzle angle greater than zero and less than or equal to 20°, such that the centerline axis is oriented further downward relative to the outlet axis along the vertical direction.

20. The thrust generation system according to claim 15, characterized in that, in, The thrust generation system is configured to operate at a speed greater than Mach 0.74 and less than Mach 0.90, and wherein, when the thrust generation system operates at a speed greater than Mach 0.74 and less than Mach 0.90, the exhaust flow is defined by the average flow direction in the downstream direction of the exhaust section.

21. The thrust generation system according to claim 15, characterized in that, in, The turbine defines a working gas flow path, and the outlet nozzle is an outlet nozzle for the working gas flow path.

22. The thrust generation system according to claim 17, characterized in that, in, The outlet nozzle defines an outlet axis, wherein the outlet nozzle is non-axisymmetric about the outlet axis, wherein the average flow direction is parallel to the outlet axis, wherein the outlet axis passes through the apex of the core plug, and wherein only one of the top guide vanes is mounted on the ductless fan engine mount and extends upward radially away from the housing of the ductless fan engine.

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