Nozzle assembly for use with a propulsion system and sleeve assembly for use with a nozzle assembly

Abstract

A nozzle assembly (100, 108, 40, 60, 68) includes a sleeve (106, 108, 44, 66, 68) defining a path (52), the sleeve (106, 108, 44, 66, 68) being disposed within a nacelle (102, 104, 36, 62, 64). The path (52) and the inner surfaces of the nacelles (102, 104, 36, 62, 64) guide mass flow from an engine (38) to a propulsion system outlet (102, 42, 62). The sleeve (106, 108, 44, 66, 68) is configured to move between a forward position and a rearward position within the nacelle (102, 104, 36, 62, 64) aft of the engine (38). The sleeves (106, 108, 44, 66, 68) have a protruding portion extending toward the center of the path (52) and defining the minimum inner diameter of the sleeves (106, 108, 44, 66, 68). The sleeves (106, 108, 44, 66, 68) include a plurality of sleeve segments (68) that are longitudinally aligned and circumferentially arranged to form the sleeves (106, 108, 44, 66, 68). The sleeve section (68) is configured to move more circumferentially when the sleeve (106, 108, 44, 66, 68) moves within the nacelle (102, 104, 36, 62, 64) in a first direction, and to move further circumferentially when the sleeve (106, 108, 44, 66, 68) moves within the nacelle (102, 104, 36, 62, 64) in a second direction. Actuators (130, 46) are coupled to the sleeves (106, 108, 44, 66, 68) and are configured to move the sleeves (106, 108, 44, 66, 68).

Description

[0001] This application is a divisional application of the application filed on April 26, 2023, with application number 202380036853.8 and entitled "Nozzle Assembly for Use with Propulsion System".

[0002] Cross-references to related applications

[0003] This application claims the benefit of U.S. Provisional Application No. 63 / 363,823, filed April 29, 2022, which is incorporated herein by reference in its entirety. Technical Field

[0004] The present invention relates generally to propulsion systems, and more specifically to nozzle assemblies for use with aircraft propulsion systems. Background Technology

[0005] A supersonic aircraft needs to operate in three different flight states. It must operate subsonicly, accelerating from a standstill to takeoff and then climbing. Then it must operate transonically, accelerating to and just past local sound speeds. Finally, it must operate supersonicly, accelerating from slightly above local sound speeds to its supersonic cruise speed.

[0006] For each flight state, there exists a corresponding desired or optimal nozzle configuration that results in the highest or relatively highest achievable nozzle efficiency. During the first flight state (takeoff and climb), the highest level of nozzle efficiency is achieved when the nozzle has a converging configuration such that the nozzle throat is juxtaposed with the nozzle exit plane. During the second flight state (transonic phase), the highest level of nozzle efficiency is achieved when the nozzle has a relatively small converging / diverging configuration (i.e., where the ratio of the exit plane cross-sectional area to the nozzle throat cross-sectional area is slightly greater than 1). Finally, during the third flight state (supersonic phase), the highest level of nozzle efficiency is achieved when the nozzle has a relatively large converging / diverging configuration (i.e., where the ratio of the exit plane cross-sectional area to the nozzle throat cross-sectional area is significantly greater than 1).

[0007] The nozzles are expected to operate at peak efficiency in all flight conditions. A downward deviation from peak efficiency will adversely affect the specific fuel consumption (SFC) of the propulsion system, which in turn will reduce the range the aircraft can travel on a given amount of fuel. When any of the three nozzle configurations described above is used during any flight condition and that configuration provides less than peak efficiency in that flight condition (e.g., operating the nozzles in a converging configuration during the supersonic flight phase), it will result in an undesirable reduction in the aircraft's range or thrust.

[0008] Therefore, it is desirable to provide a nozzle assembly with a variable geometry to provide relatively high or peak nozzle efficiency in each flight state as the aircraft transitions from one flight state to another. Furthermore, other desirable features and characteristics will become apparent from the following overview and detailed description, taken in conjunction with the accompanying drawings and the foregoing technical and background information. Summary of the Invention

[0009] This document discloses various non-limiting embodiments of nozzle assemblies for propulsion systems. The propulsion system includes an engine configured to generate a mass flow.

[0010] In a first non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve mounted downstream of the engine within the nacelle. The sleeve is configured to move between a forward position and a rearward position within the nacelle, and is further configured to receive mass flow from the engine and direct the mass flow to the outlet of the propulsion system. The sleeve comprises a plurality of sleeve segments. Each of the plurality of sleeve segments is longitudinally aligned and arranged circumferentially to form the sleeve. The nozzle assembly further includes, but is not limited to, a plurality of guides. Each of the plurality of guides is coupled to a sleeve segment of the plurality of sleeve segments. Each guide is configured to guide the movement of each sleeve segment as the sleeve moves between the forward and rearward positions. The nozzle assembly further includes, but is not limited to, an actuator coupled to the sleeve and configured to move the sleeve between the forward and rearward positions. The inner surfaces of each sleeve segment cooperate with each other to define a path for guiding mass flow through the sleeve. The circumferential distance between portions of each sleeve segment varies as the sleeve moves between the forward and rearward positions. The path, together with the inner surface of the nacelle, has a longitudinal profile that varies as the sleeve moves between the forward and aft positions. The path also has a transverse cross-sectional area that varies as the sleeve moves between the forward and aft positions.

[0011] In another non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve mounted downstream of the engine within the nacelle. The sleeve is configured to move between a forward position and a rearward position within the nacelle, and is further configured to receive mass flow from the engine and direct the mass flow to the outlet of the propulsion system. The sleeve comprises a plurality of sleeve segments. Each of the plurality of sleeve segments is longitudinally aligned and arranged circumferentially to form the sleeve. The nozzle assembly further includes, but is not limited to, a plurality of guides. Each of the plurality of guides is coupled to a sleeve segment of the plurality of sleeve segments. Each guide is configured to guide the movement of each sleeve segment as the sleeve moves between the forward and rearward positions. The nozzle assembly also further includes, but is not limited to, an actuator coupled to the sleeve and configured to move the sleeve between the forward and rearward positions. The inner surfaces of each sleeve segment cooperate with each other to define a path for guiding mass flow through the sleeve. The circumferential distance between portions of each sleeve segment varies as the sleeve moves between the forward and rearward positions. The path, together with the inner surface of the nacelle, has a longitudinal profile that varies as the sleeve moves between a forward and a rearward position. The path has a transverse cross-sectional area that also varies as the sleeve moves between the forward and a rearward positions. Multiple guides are configured to guide the forward portion of each sleeve segment along a first direction and the rear portion of each sleeve segment along a second direction.

[0012] In another non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve mounted downstream of the engine within the nacelle. The sleeve is configured to move between a forward position and a rearward position within the nacelle, and is further configured to receive mass flow from the engine and direct the mass flow to the outlet of the propulsion system. The sleeve comprises a plurality of sleeve segments. Each of the plurality of sleeve segments is longitudinally aligned and arranged circumferentially to form the sleeve. The nozzle assembly further includes, but is not limited to, a plurality of guides. Each of the plurality of guides is coupled to a sleeve segment of the plurality of sleeve segments. Each guide is configured to guide the movement of each sleeve segment as the sleeve moves between the forward and rearward positions. The nozzle assembly also further includes, but is not limited to, an actuator coupled to the sleeve and configured to move the sleeve between the forward and rearward positions. The inner surfaces of each sleeve segment cooperate with each other to define a path for guiding mass flow through the sleeve. The circumferential distance between portions of each sleeve segment varies as the sleeve moves between the forward and rearward positions. The path, together with the inner surface of the nacelle, has a longitudinal profile that varies as the sleeve moves between forward and aft positions. The path has a transverse cross-sectional area that also varies as the sleeve moves between forward and aft positions. Multiple guides are configured to guide the forward portion and the aft portion of each sleeve segment in a parallel direction. Attached Figure Description

[0013] The invention will now be described in conjunction with the accompanying drawings, wherein the same numerals denote the same elements, and

[0014] Figure 1 This is a side view of an aircraft equipped with a propulsion system suitable for use with various non-limiting embodiments of nozzle assemblies manufactured in accordance with the teachings disclosed herein;

[0015] Figure 2 It is shown Figure 1 A schematic transparent view of the propulsion system used by the aircraft;

[0016] Figure 3 It is shown Figure 2 A schematic side view of the nozzle assembly used in the propulsion system;

[0017] Figure 4 This is a perspective view showing a first embodiment of a nozzle assembly manufactured according to the teachings disclosed herein, viewed in the upstream direction;

[0018] Figure 5 This is a perspective view showing a first embodiment of the nozzle assembly as viewed in the downstream direction;

[0019] Figure 6This is a perspective view showing a first embodiment of a nozzle assembly arranged in a configuration suitable for the takeoff and landing phases of flight;

[0020] Figure 7 This is a perspective view showing a first embodiment of a nozzle assembly arranged in a configuration suitable for the transonic flight phase;

[0021] Figure 8 This is a perspective view showing a first embodiment of a nozzle assembly arranged in a configuration suitable for the supersonic flight phase;

[0022] Figure 9 This is a cross-sectional view showing the internal features of a first embodiment of the nozzle assembly;

[0023] Figure 10 This is a partial cross-sectional view showing a portion of a first embodiment of a nozzle assembly arranged in a configuration suitable for the takeoff and landing phases of flight;

[0024] Figure 11 This is a partial cross-sectional view showing a portion of a first embodiment of a nozzle assembly arranged in a configuration suitable for transonic flight;

[0025] Figure 12 This is a partial cross-sectional view showing a portion of a first embodiment of a nozzle assembly arranged in a configuration suitable for supersonic flight;

[0026] Figure 13 This is a partial view showing the seal used in a first embodiment of the nozzle assembly;

[0027] Figure 14 This is a partial view showing the additional seal used in the first embodiment of the nozzle assembly;

[0028] Figure 15 This is a partial cross-sectional side view showing an additional seal used in the first embodiment of the nozzle assembly;

[0029] Figure 16 This is a perspective view showing a second embodiment of a nozzle assembly manufactured according to the teachings disclosed herein, viewed in the upstream direction;

[0030] Figure 17 This is a perspective view showing a second embodiment of the nozzle assembly as viewed in the downstream direction;

[0031] Figure 18 This is a perspective view showing a second embodiment of a nozzle assembly arranged in a configuration suitable for takeoff, landing, and transonic flight phases;

[0032] Figure 19 This is a perspective view showing a second embodiment of a nozzle assembly arranged in a configuration suitable for the supersonic flight phase;

[0033] Figure 20 This is a cross-sectional view showing the internal features of a second embodiment of the nozzle assembly;

[0034] Figure 21 This is a partial cross-sectional view showing a portion of a second embodiment of a nozzle assembly arranged in a configuration suitable for takeoff, landing, and transonic flight phases;

[0035] Figure 22 This is a partial cross-sectional view showing a portion of a second embodiment of a nozzle assembly arranged in a configuration suitable for supersonic flight;

[0036] Figure 23 This is a partial cross-sectional perspective view of a non-limiting embodiment of an actuator suitable for use with a first embodiment and a second embodiment of a nozzle assembly. Detailed Implementation

[0037] The following detailed description is merely exemplary in nature and is not intended to limit the invention or its application and use. Furthermore, it is not intended to be bound by any theories presented in the foregoing background or the following detailed description.

[0038] This document discloses an improved nozzle assembly for use with a propulsion system. The nozzle assembly of this disclosure has a variable geometry that allows it to be configured in multiple ways and accordingly provides desired / optimal nozzle efficiency in a variety of flight conditions, including but not limited to the three flight conditions mentioned above. At the heart of the nozzle assembly disclosed herein is a sleeve that is fitted within the nacelle of the propulsion system at the rear of the engine. The inner surface of the sleeve forms a path that the mass flow follows as it exits the engine and moves toward the nacelle's outlet. The sleeve has an annular or tubular configuration. In a longitudinal cross-section through the sleeve, the sleeve has a profile including a protrusion extending in an inward direction toward the centerline of the path. This protrusion creates a localized region with a reduced cross-sectional area of ​​the path.

[0039] The sleeve is configured to move longitudinally (translate) within the nacelle. This longitudinal movement of the sleeve through the nacelle causes a corresponding movement of a protruding portion / local area of ​​the path with a reduced cross-sectional area. This ability to control the longitudinal position of this reduced-section local area allows the nozzle assembly to be configured differently to achieve the desired / optimal nozzle efficiency associated with each of the three flight conditions described above. The movement of the sleeve to the desired longitudinal position within the nacelle is determined and controlled by a controller (e.g., a microcontroller, electronic controller, computer, etc.) operatively coupled to an actuator, such as a motor, which is in turn configured to move the sleeve.

[0040] The aft portion of the nacelle housing the sleeve has an externally tapered configuration known in the art as a "stern." This external tapering configuration of the nacelle creates an inner surface that also has a tapered configuration in the direction of mass flow (i.e., downstream). This tapering configuration requires the sleeve to circumferentially contract as it moves from a forward position within the nacelle to a rearward position. Conversely, when the sleeve moves from a rearward position within the nacelle to a forward position, it must circumferentially expand. To achieve circumferential contraction and expansion, the sleeve comprises multiple circumferentially arranged sleeve segments to form the aforementioned annular or tubular configuration. Each sleeve segment includes a corresponding portion of a protrusion, and each sleeve segment is arranged relative to each other such that the corresponding portions of their protrusions are circumferentially aligned to form a composite protrusion (e.g., a throat).

[0041] To accommodate the different cross-sectional areas the sleeve must traverse as it moves longitudinally upstream and downstream through the nacelle, in at least one embodiment, each of the plurality of sleeve segments is configured, shaped, and / or sized to be fully or partially circumferentially spaced from each other at one longitudinal end of the path and fully or partially circumferentially adjacent to each other at opposite longitudinal ends of the path. This dimensional and lateral spatial arrangement of each sleeve segment relative to its adjacent sleeve segment facilitates the circumferential expansion and contraction of the sleeve as it moves longitudinally through the nacelle.

[0042] As the sleeve moves from one longitudinal position to another within the nacelle, and as the individual sleeve segments move partially or completely apart from each other, gaps form between the sleeve segments. Furthermore, due to manufacturing limitations, gaps exist between the leading edge of each sleeve segment and the inner surface of the nacelle. Additionally, in embodiments of the nozzle assembly, where individual sleeve segments employ track followers to follow tracks coupled to or defined within the inner surface of the nacelle and designed to guide the movement of individual sleeve segments, such tracks also constitute gaps. If left uncontrolled, these gaps will create paths that siphon and / or redirect portions of the mass flow, resulting in a loss of efficiency in the nozzle assembly. Therefore, the nozzle assembly includes multiple seals to close these gaps and prevent such losses.

[0043] This document discloses two embodiments of the nozzle assembly. Although only two embodiments are discussed and disclosed herein, it should be understood that other embodiments may be employed without departing from the teachings disclosed herein.

[0044] In one embodiment, individual sleeve segments are guided longitudinally through the nacelle via a track coupled to or defined within the inner surface of the nacelle. Each individual sleeve segment has at least one track follower configured to engage the track and guide the longitudinal movement of each segment. In this embodiment, the track followed by the track follower is longitudinally straight and aligned with the inner surface of the nacelle. As the sleeve segments move longitudinally back and forth within the nacelle, they guide the sleeve segments and maintain a constant longitudinal orientation for each individual sleeve segment, effectively repositioning and re-determining the dimensions of the protrusion and the locally reduced cross-sectional area without altering their longitudinal profile. In this embodiment, when the sleeve is in the fully forward position, the protrusion is at its longitudinal foremost position, and due to the circumferential expansion of the sleeve at this longitudinal position in the nacelle, the locally reduced cross-sectional area of ​​the path has a cross-sectional area equal to the cross-sectional area of ​​the exit plane. This configuration results in the path and nacelle having a converging configuration together on the inner surface downstream of the path, which is most efficient during the initial flight phase as the aircraft takes off from the runway and climbs out of the airspace surrounding the airport. Furthermore, regarding this particular embodiment (in... Figures 16 to 22 (As shown in the diagram and discussed in detail below), this converging configuration, while not ideally suited for the second flight state, is optimal during the second flight state when the aircraft is flying transonically, as it avoids impacts and flow separation within the nozzle assembly. When the sleeve of this first embodiment moves to its final position, the locally reduced cross-sectional area of ​​the path has a smaller cross-sectional area than the exit plane due to the circumferential contraction of the sleeve at this longitudinal position of the nacelle. This configuration results in a convergent-divergent path configuration, which is most efficient during the third flight state when the aircraft is flying supersonically. Although this embodiment is described as suitable for use with takeoff, transonic, and supersonic flight states, it should be understood that the sleeve can be positioned at any suitable longitudinal position within the nacelle aft of the engine to optimize nozzle performance during any other / additional flight states in which the aircraft can operate. In this embodiment, the sleeve is always held at or in front of the exit plane of the nacelle.

[0045] In another embodiment, the track followed by the path follower has a curvature configured to allow the sleeve to change its geometry in a manner optimally adaptable to all three flight states. In this other embodiment, when the sleeve is in its final position, the rear portion of the sleeve extends partially downstream of the nacelle's exit plane, and by doing so, the rear end of the sleeve becomes the propulsion system's exit plane. In this final position, the track positions the individual sleeve segment in a position that results in a locally reduced cross-sectional area, and the remaining portion of the sleeve downstream of this locally reduced cross-sectional area has a constant cross-sectional area. This results in the path having a converging configuration with the inner surface of the nacelle, which excludes mass flow from becoming supersonic. This configuration is most efficient during the first flight state as the aircraft takes off and climbs out of the airspace surrounding the airport. As the sleeve moves to an intermediate longitudinal position within the nacelle, the track reconfigures the sleeve such that the locally reduced cross-sectional area is now slightly smaller than the cross-sectional area of ​​the propulsion system's exit plane. In other words, the narrowest part of the sleeve contracts as the rear portion of the sleeve tilts outward. This arrangement of the sleeve results in a nozzle assembly with a minimal convergence-divergence configuration. As used herein, the term "minimum convergence-divergence configuration" refers to the configuration that is optimal for maintaining transonic flight. As is well known in the art, this is determined by the ratio of the total pressure (also known as stagnation pressure in the case of gases) to the free-flowing static pressure of the engine exhaust (also known as ambient pressure). When these pressures are known, the Mach number can be determined using the following equation:

[0046]

[0047] Once the Mach number has been calculated using the above equation, substitute that Mach number into the following equation to solve the left side of the equation ( ):

[0048]

[0049] “ "This refers to the export area (A) divided by the throat area (A) (Also known as A9 / A8). Therefore, the maximum ratio suitable for transonic operation is a function of the free-flow static pressure (ambient pressure) and the total engine pressure (stagnation pressure) calculated using the aforementioned isentropic equation. The designer can select the desired Mach number for transonic flight, and knowing the stagnation pressure at a predetermined throttle position and the ambient pressure at a predetermined altitude, the designer can determine where to position the main curve of the sleeve within the nozzle to produce the maximum ratio that will generate the desired Mach number. This minimal convergence-divergence configuration produces a relatively low-thrust supersonic flow, which is well-suited for efficient operation during the second flight state when the aircraft is flying transonic. The ratio calculated using the aforementioned method... The value takes ideal operation into account; however, losses in real-world environments require consideration of the final... The values ​​are slightly adjusted to achieve optimal performance. As the sleeve moves along the path to its foremost longitudinal position, the track further reconfigures the sleeve, resulting in a locally reduced cross-sectional area with a smaller diameter than its diameter at the intermediate position. The track also further enlarges the cross-sectional area of ​​the rear portion of the sleeve compared to its cross-sectional area at the intermediate position. This produces a maximum convergence-divergence configuration, which in turn generates relatively high thrust, ideal for efficient operation during the third flight state when the aircraft is flying at supersonic speeds. As used herein, the term "maximum convergence-divergence configuration" refers to the maximum possible ratio of the cross-sectional area of ​​the exit plane to the locally reduced cross-sectional area, which can be achieved based on the physical and structural constraints imposed by the track. As noted above, although this embodiment is described as suitable for use with takeoff / climb flight states, transonic flight states, and supersonic flight states, it should be understood that the sleeve can be positioned at any suitable location along the nacelle to optimize nozzle performance during any other / additional flight states in which the aircraft can operate.

[0050] In addition to ensuring peak efficiency of the nozzle under various flight conditions, another advantage derived from the variable area ratio capability of the disclosed nozzle assembly is that the increased nozzle throat area increases fan stall margin, which allows for additional fan distortion tolerance during low-speed (i.e., takeoff) operations with crosswinds or other inlet distortion causes.

[0051] Furthermore, increasing the nozzle throat (A8) reduces the nozzle exit velocity, a strong driver of takeoff noise. Additionally, ensuring a fully converging nozzle during takeoff also ensures that the nozzle exit velocity does not exceed Mach 1.0, which would significantly increase the overall takeoff noise of the aircraft.

[0052] A better understanding of the above-described propulsion system and the method for manufacturing the propulsion system can be obtained by reviewing the accompanying illustrations and the detailed description below.

[0053] Figure 1 This is a side view showing an aircraft 30 equipped with a propulsion system 32. The propulsion system 32 is suitable for use with various non-limiting embodiments of nozzle assemblies manufactured according to the teachings disclosed herein and discussed in detail below. The aircraft 30 is configured for subsonic, transonic, and supersonic flight. The propulsion system 32 is configured to provide thrust to the aircraft 30 suitable for propelling the aircraft 30 at subsonic, transonic, and supersonic speeds.

[0054] Continue to refer to Figure 1 , Figure 2This is a schematic transparent view showing the propulsion system 32. The propulsion system 32 includes an air inlet 34, a nacelle 36, an engine 38, and a nozzle assembly 40. The air inlet 34 is configured to capture air from free-flowing air and direct the captured air to the engine 38. The engine 38 is configured to compress the captured air, add fuel to the captured air, and burn the captured air to generate a heated, high-energy mass stream that can be used to apply thrust to the aircraft 30. The engine 38 is further configured to direct the high-energy mass stream downstream into the nozzle assembly 40. In some embodiments, the propulsion system 32 may further include one or more turbines driven by the high-energy mass stream and, in turn, drive a fan located upstream within the propulsion system to generate additional thrust. The nozzle assembly 40 is configured to receive the high-energy mass stream from the engine 38, direct the high-energy mass stream to an outlet 42 of the propulsion system 32, and focus the high-energy mass stream, as discussed in detail below, to generate different thrust forces.

[0055] Continue to refer to Figures 1-2 , Figure 3 This is a schematic side view showing the nozzle assembly 40 in more detail. The nozzle assembly 40 includes a portion of a nacelle 36, a sleeve 44, an actuator 46, a controller 48, and will be combined below. Figure 9 and Figure 20 The description discusses several bootloaders.

[0056] Sleeve 44 can be made of any material suitable for maintaining its shape / profile when exposed to a mass flow having a temperature imparted by the jet engine. Sleeve 44 is configured to move back and forth between a rear position (shown in solid lines) and a forward position (shown in dashed lines) in the direction indicated by double-headed arrow 45. Sleeve 44 consists of an assembly of longitudinally aligned and circumferentially arranged individual sleeve segments that cooperate with each other to form an annular tubular structure that can conform to or adapt to the inner surface of nacelle 36. The individual sleeve segments are not in... Figure 3 As shown in the text, but Figures 4-22 As shown in the diagram, the individual sleeve sections are configured to move at least partially circumferentially relative to each other. When sleeve 44 moves from the rear position to the forward position, the diameter and cross-sectional area of ​​nacelle 36 increase due to the truncated conical configuration of the rear portion of nacelle 36. To accommodate this increased diameter and cross-sectional area, the individual sleeve sections are configured to move at least partially circumferentially away from each other, thereby at least partially expanding the diameter of sleeve 44. When sleeve 44 moves from the forward position to the rear position, this phenomenon is reversed, and the diameter and cross-sectional area of ​​nacelle 36 decrease. To accommodate this decreased diameter and reduced cross-sectional area, when sleeve 44 moves downstream, the individual sleeve sections are configured to move at least partially circumferentially toward each other, thereby at least partially contracting the diameter of sleeve 44.

[0057] The inner surface 50 of sleeve 44 is formed by the joining of the inner surfaces of each of the individual sleeve segments. These inner surfaces cooperate to form path 52, which, together with the inner surface of nacelle 36, guides the high-energy mass flow from engine 38 to outlet 42. Each individual sleeve segment has a substantially identical profile, including a master curve along the longitudinal direction, such as... Figures 10-12 and Figures 21-22 The main curves are best illustrated in the diagram. Together, these main curves form the region of the sleeve 44 with the minimum cross-sectional area. Depending on the position of the sleeve 44 and its expansion and contraction states, this region may also constitute the throat of the nozzle assembly 40. The precise configuration of the path 52 and its ability to focus the mass flow in a manner that generates subsonic, transonic, and supersonic exhaust gases producing corresponding thrust levels are determined by a plurality of guides (described below), the contraction or expansion state of the sleeve 44, the longitudinal position of the sleeve 44 within the nacelle 36, and the corresponding position of the region of the sleeve 44 with the minimum cross-sectional area within the nacelle 36. For ease of illustration, the varying configurations of the main curves, minimum cross-sectional areas, and path 52 are not shown in this schematic diagram but are presented in subsequent illustrations throughout the remainder of this disclosure.

[0058] Actuator 46 may include any machine or mechanism that effectively generates and transmits force to sleeve 44 to move sleeve 44 forward and backward within nacelle 36. In embodiments and without limitation, actuator 46 may include an electric motor. Without departing from the teachings of this disclosure, nozzle assembly 40 may employ any other type of actuator, whether now known or hereafter invented.

[0059] Controller 48 may be any type of onboard computer, controller, microcontroller, circuit, chipset, computer system, or microprocessor configured to execute algorithms, execute software applications, execute subroutines, and / or be loaded and execute any other type of computer program. Controller 48 may include a single processor or multiple processors working in concert. In some embodiments, controller 48 may be dedicated to use only with nozzle assembly 40, while in other embodiments, controller 48 may be shared with other systems on aircraft 30.

[0060] The controller 48 is operatively coupled to the actuator 46 and can be communicatively coupled to other systems, controllers, and / or sensors on the aircraft 30, including but not limited to the main flight control system configured to receive crew input instructing the aircraft 30 to a desired speed. This coupling can be achieved using any suitable transmission means, including both wired and wireless connections. For example, each component can be physically connected to the processor via a coaxial cable or any other type of wired connection that efficiently transmits signals. In the illustrated embodiment, the controller 48 is operatively coupled directly to the actuator 46. In other embodiments, the actuator 46 can be coupled to the controller 48 across a transportation bus. In other examples, the actuator 46 can be wirelessly coupled to the controller 48 via Bluetooth, WiFi, or the like.

[0061] Operable coupling provides a path for transmitting commands, instructions, interrogations, and other signals between controller 48 and actuator 46. Through this coupling, controller 48 can control and / or communicate with actuator 46. Actuator 46 can be configured to dock and engage with controller 48. For example, in some embodiments, actuator 46 can be configured to receive commands from controller 48 and automatically provide controller 48 with information relating to the longitudinal position of sleeve 44, or to provide such information in response to an interrogation received from controller 48.

[0062] The controller 48 is configured to interact with, coordinate, and / or program the activities of the actuator 46 for the purpose of controlling the thrust delivered by the propulsion system 32. The controller 48 may be programmed and / or otherwise configured to receive information indicating a desired velocity for the aircraft 30, and may be further configured to control the actuator 46 to move the sleeve 44 to a longitudinal position within the nacelle 36 that will focus a high-energy mass flow in a manner suitable for generating thrust appropriate for propelling the aircraft 30 at the desired velocity. In some embodiments, to generate the necessary thrust, the controller 48 may instruct the actuator 46 to move the sleeve 44 from a rearmost position to a forward position, or vice versa, or to any other position suitable for generating thrust corresponding to the desired velocity. In a non-limiting embodiment, the controller 48 may be programmed to have or be able to access a priori lookup table that associates each possible longitudinal position of the sleeve 44 within the nacelle 36 with a corresponding thrust to be generated at each possible throttle position. In such an example, when the crew selects a throttle position, the controller 48 can access a lookup table, and based on the information available on the lookup table, the controller 48 can instruct the actuator 46 to move the sleeve 44 to a longitudinal position within the nacelle 36, which will give path 52 a longitudinal and lateral configuration suitable for generating thrust consistent with the selected throttle position.

[0063] In other embodiments, sensors associated with propulsion system 32 or elsewhere on aircraft 30 may be employed to provide feedback to controller 48 relating to the thrust generated by propulsion system 32. Controller 48 may be configured to use this feedback to determine the deviation between the currently generated thrust and the thrust requested by the crew, and may be further configured to control actuator 46 to move sleeve 44 in a direction that longitudinally repositions sleeve 44 within nacelle 36 to generate new thrust that reduces the deviation between the current thrust and the desired thrust. This process may repeat itself iteratively until the desired thrust is achieved or until the deviation falls below an acceptable level. In some embodiments, sensors associated with propulsion system 32 may be configured to detect the position of sleeve 44 within nacelle 36 and transmit information indicating the position of sleeve 44 to controller 48. In such embodiments, controller 48 may be configured to receive information indicating the position of sleeve 44 from the sensors and use this information to confirm whether sleeve 44 has been moved to the commanded position. In instances where controller 48 determines that sleeve 44 has not yet moved to the commanded position, controller 48 is configured to generate a Crew Alarm System (CAS) message and communicate the CAS message to the crew. In other embodiments, controller 48 may employ any other suitable method to control actuator 46 in a manner that causes propulsion system 32 to generate the thrust required to propel aircraft 30 at the desired speed.

[0064] exist Figure 3 Although actuator 46 and controller 48 are shown in positions spaced apart from nacelle 36 and sleeve 44, it should be understood that in embodiments, actuator 46 and controller 48 may be accommodated in any suitable location, including but not limited to being accommodated within nacelle 36, mounted on sleeve 44, mounted elsewhere on propulsion system 32, accommodated in pylon (not shown), or mounted to any other suitable part of aircraft 30, without departing from the teachings of this disclosure.

[0065] Continue to refer to Figures 1-3 , Figure 4 This is a perspective view illustrating an embodiment of a nozzle assembly 60 manufactured according to the teachings disclosed herein. In this view, the nozzle assembly 60 is presented as having an outlet 62 facing the observer and oriented in a manner that allows the observer to observe the rear end of the nozzle assembly 60 upstream.

[0066] The nozzle assembly 60 includes a nacelle 64 and a sleeve 66 mounted therein, coupled in a manner that allows the sleeve 66 to translate forward and backward within the nacelle 64. The sleeve 66 comprises a plurality of individual, substantially identical sleeve segments 68 longitudinally aligned with each other, oriented such that their longitudinal axes are aligned with the direction of the mass flow, and circumferentially arranged to form a cylindrical tubular structure. This cylindrical tubular structure, together with the inner surface of the nacelle 64, is configured to guide the mass flow through the nozzle assembly 60 to an outlet 62. Figure 4 In the middle, the sleeve 66 is positioned at the foremost position within the nacelle 64. Figure 4 In this design, the controller and actuator of the nozzle assembly 60 are invisible and can be mounted at any suitable location on the aircraft.

[0067] Continue to refer to Figures 1-4 , Figure 5 This is a perspective view showing the nozzle assembly 60 as viewed in the downstream direction. Figure 5 In the middle, sleeve 66 is again shown in the foremost position. Figure 5 As can be observed, the front portions of each individual sleeve segment 68 are arranged close to each other, while the rear portions of each individual sleeve segment 68 are spaced apart from each other. This is a result of a combination of the curvature and orientation of each sleeve segment 68, as discussed in detail below.

[0068] Continue to refer to Figures 1-5 , Figure 6 This is a perspective view showing the nozzle assembly 60 arranged in a configuration suitable for the takeoff and landing phases of flight. In this configuration, the sleeve 66 is positioned in its rearmost position. The rear portions of each sleeve segment 68 are now positioned circumferentially adjacent to each other, and the front portions of each sleeve segment 68 are now circumferentially spaced apart from each other. As discussed in detail below, this is because the plurality of guides guiding each individual sleeve segment 68 have moved the rear end of each sleeve segment 68 inward to a greater extent than the guides have moved the front end of each sleeve segment 68 inward, such that each sleeve segment 68 effectively pivots its rear end inward (inward, toward the center of the sleeve 66) and its front end outward (outward, away from the center of the sleeve 66). When the sleeve 66 is in its rearmost position within the nacelle 64, the rearmost portion of the sleeve 66 extends beyond the rearmost portion of the nacelle 64 and thus becomes the outlet 62 of the propulsion system 32. In this configuration, the main curve of each individual sleeve segment 68 (see...) Figures 9-12The sleeve 66 is formed by a minimum cross-sectional area. The cross-sectional area of ​​the sleeve 66 upstream of the main curve has a diverging configuration along the upstream direction, and the cross-sectional area of ​​the sleeve 66 downstream of the main curve remains constant along the downstream direction. In this configuration, the mass flow passing through the nacelle 64 follows a path that converges when the mass flow initially encounters the sleeve 66 and continues to converge until the mass flow reaches the main curve. As the mass flow continues downstream of the main curve, the path will have a constant diameter all the way to the outlet 62. Therefore, after moving through the main curve, the mass flow will neither converge nor diverge in its remaining passage through the sleeve 66. In some embodiments, the path may have a slightly converging configuration all the way to the outlet 62. In any of these configurations, the mass flow is excluded from becoming supersonic because, with the sleeve 66 in its final position, the nozzle assembly 60 does not include the diverging portion behind the main curve. This configuration is well-suited for aircraft takeoff and landing because the lack of a supersonic flow ensures that the noise generated by the propulsion system will be relatively low and compliant with local ordinances and jurisdictional laws.

[0069] Continue to refer to Figures 1-6 , Figure 7 This is a perspective view showing the nozzle assembly 60 arranged in a configuration suitable for the transonic flight phase. Figure 7 In the middle, sleeve 66 has already moved upstream partially to its intermediate position within nacelle 64. As sleeve 66 moves upstream, each sleeve section 68 is guided by its corresponding guide (see...). Figure 9 The guide moves in a manner that alters the inner and outer relationships between the foremost and rearmost ends of each sleeve segment 68. The guide is configured such that the rearmost end of each sleeve segment 68 moves in an outer direction relative to the foremost end of each sleeve segment 68, and the foremost end of each sleeve segment 68 moves in an inner direction relative to the rearmost end of each sleeve segment 68. Throughout the entire pivoting movement of each sleeve segment 68, the master curve maintains the minimum cross-sectional area of ​​the sleeve 66. However, in Figure 7 In the position / configuration shown, due to the change in orientation of each sleeve segment 68, the mass flow now follows a slightly divergent path in the latter part of the main curve. Figure 7 The configuration shown is referred to herein as the minimal convergence-divergence configuration, and includes configurations that can be derived using the methods, equations, and protocols described above. This minimal convergence-divergence configuration generates a slight supersonic flow at exit 62 and is well-suited for overcoming the drag increase encountered by the aircraft when traveling at transonic speeds.

[0070] The relative outward pivoting movement of the rear ends of each sleeve segment 68 causes the rear ends of each sleeve segment 68 to move circumferentially away from each other. Simultaneously, the relative inward pivoting movement of the front ends of each sleeve segment 68 causes the front ends of each sleeve segment 68 to move circumferentially towards each other. Therefore, when the sleeve 66 is set... Figure 7When shown in the intermediate position, there is now a gap between the rearmost ends of each sleeve section 68. Correspondingly, when the sleeve 66 is positioned in its final position within the nacelle 64, the gap between the frontmost ends of the sleeve sections 68 has now been reduced.

[0071] Continue to refer to Figures 1-7 , Figure 8 This is a perspective view showing the nozzle assembly 60 arranged in a configuration suitable for the supersonic flight phase. Figure 8 In the middle, sleeve 66 has moved upstream to its foremost position within nacelle 64. As sleeve 66 moves upstream to its foremost position, each sleeve section 68 is guided by its corresponding guide (see...). Figure 9 The guide moves in a manner that further alters the inner and outer relationships between the foremost and rearmost ends of each sleeve segment 68. The guide is configured such that the rearmost end of each sleeve segment 68 continues to move in the outer direction relative to the foremost end of each sleeve segment 68, and that the foremost end of each sleeve segment 68 continues to move in the inner direction relative to the rearmost end of each sleeve segment 68. As previously stated, the master curve maintains the minimum cross-sectional area of ​​the sleeve 66. When in... Figure 8 At the position / configuration shown, due to the further change in the orientation of each sleeve segment 68, the mass flow now exhibits the greatest divergence along the path followed downstream of the main curve. Figure 8 The configuration shown is referred to herein as a maximum convergence-divergence configuration and includes a configuration in which the area ratio between the rear end of sleeve 66 and the cross-sectional area at the main curve is the maximum amplitude achievable by guiding each sleeve segment 68 through the guide. This maximum convergence-divergence configuration generates a high-speed supersonic flow at exit 62 and is well-suited for sustained supersonic flight of the aircraft 30.

[0072] Further outward pivoting of the rearmost ends of each sleeve segment 68 causes the rearmost ends of each sleeve segment 68 to move further circumferentially away from each other. Simultaneously, relative inward pivoting of the frontmost ends of each sleeve segment 68 causes the frontmost ends of each sleeve segment 68 to move further circumferentially toward each other to a point where the frontmost ends are adjacent to each other and, in some embodiments, directly contact each other. Therefore, when the sleeve 66 is positioned... Figure 8 When shown in the foremost position, the gap between the rearmost ends of each sleeve section 68 is at its widest point, while the gap that previously existed between the frontmost ends of the sleeve sections 68 when the sleeve 66 was positioned downstream of its foremost position within the nacelle 64 has now dissipated.

[0073] Continue to refer to Figures 1-8 , Figure 9This is a cross-sectional view showing the guide 70 of the nozzle assembly 60. In the illustrated embodiment, the guide 70 consists of a front rail 72 and a rear rail 74. The front rail 72 and the rear rail 74 are coupled to the nacelle 64 and are configured to guide each sleeve segment 68 as the sleeve 66 moves between its foremost and rearmost positions. From an upstream perspective, both the front rail 72 and the rear rail 74 are inclined inward, with the front rail 72 inclined at a greater angle than the rear rail 74. The front portion of the sleeve segment 68 is equipped with a rail follower 76 configured to travel within the front rail 72, thereby guiding the front end of the sleeve segment 68 as it moves forward and backward. Similarly, the rear portion of the sleeve segment 68 is equipped with a rail follower 78 configured to travel within the rear rail 74, thereby guiding the rear end of the sleeve segment 68 as it moves forward and backward. Because the forward and aft rails 72 and 74 are inclined inward at different angles, the front and rear ends of the sleeve section 68 move inward and outward to greater and lesser degrees, respectively, resulting in a relative pivoting movement of the front and rear ends of the sleeve section 68 about the central region of the sleeve section 68 as it moves forward and backward within the nacelle 64. This creates a selectively variable longitudinal path for mass flow to follow through the sleeve 66, which has a longitudinal configuration that varies with the position of the sleeve 66 within the nacelle 64.

[0074] Continue to refer to Figures 1-9 , Figure 10 , Figure 11 and Figure 12 These are partial cross-sectional views showing a portion of the nozzle assembly 60 as the sleeve 66 moves from the rearmost position to the intermediate position and then to the foremost position within the nacelle 64. These views respectively show the position of the sleeve 66 within... Figure 6 The last position Figure 7 The middle position and Figure 8 The continuous convergence path, minimum convergence-divergence path, and maximum convergence-divergence path generated from the foremost position.

[0075] Figure 10 The nozzle assembly 60 is shown, with the sleeve 66 positioned in its rearmost position. The main curve 80 of the sleeve section 68 is best seen in this view. The portion of the sleeve section 68 preceding the main curve 80 diverges upstream, while the portion downstream of the main curve 80 is straight. The rear end 82 of the sleeve 66 extends beyond the rear end 84 of the nacelle 64, thus becoming the outlet 62 of the propulsion system. Figure 10 As shown, when the sleeve 66 is positioned in its final position within the nacelle 64, the throat (A8) of the nozzle assembly 60 is juxtaposed with the outlet plane (A9) of the nozzle assembly 60. This is because the throat and the outlet plane are... Figure 10The configuration shown is juxtaposed, so when in the shown configuration, the nozzle assembly 60 generates a subsonic mass flow. This makes the shown configuration ideal for the takeoff and landing phases of flight.

[0076] Figure 11 The nozzle assembly 60 is shown, in which the sleeve 66 is positioned at the intermediate location as described above. The forward track 72 causes the front portion of each sleeve segment 68 to move in an inward direction. The rear track 74 has a smaller inward inclination, so the rear end of the sleeve segment 68 moves inward less than the front end. This results in a change in the longitudinal orientation of each sleeve segment 68, which in turn produces a minimal convergence-divergence path through the sleeve 66. The rear end 82 of the sleeve 66 continues to extend beyond the rear end 84 of the nacelle 64, but its extension is less than [a certain percentage] due to the upstream movement of the sleeve 66 relative to the nacelle 64. Figure 10 The degree is shown in the diagram. Furthermore, due to the inward pivoting of the leading edge of the sleeve section 68, the throat (A8) of the nozzle assembly 60 is now located at the main curve 80, and each sleeve section 68 downstream of the main curve 80 produces a slightly divergent configuration, which allows the mass flow to accelerate to supersonic speeds. This configuration is well-suited for the transonic flight phase.

[0077] Figure 12 The nozzle assembly 60 is shown, with the sleeve 66 positioned in the foremost position as described above. The forward track 72 causes the front portion of each sleeve segment 68 to move further inward. The rear track 74, with a smaller inward inclination, causes the rear end of each sleeve segment 68 to move inward to a smaller degree. This results in a further change in the longitudinal orientation of each sleeve segment 68, which produces a maximum convergence-divergence path through the sleeve 66. The rear end 82 of the sleeve 66 is now located within the rear end 84 of the nacelle 64, and therefore the rear end 84 of the nacelle 64 now includes the propulsion system outlet 62. Due to the further inward pivoting of the front ends of the sleeve segments 68, the throat (A8) of the nozzle assembly 60 remains located at the main curve 80 and now has the narrowest possible cross-sectional area. The portion of each sleeve segment 68 downstream of the main curve 80 produces a larger divergence configuration than when the sleeve 66 is in the intermediate position. This results in an increased ratio between the cross-sectional area of ​​the outlet 62 and the throat (A8) juxtaposed with the main curve 80. This increased ratio allows the mass flow to accelerate to greater supersonic speeds than is achieved when sleeve 66 is in the intermediate position. This configuration is well-suited for the supersonic flight phase.

[0078] Continue to refer to Figures 1-11 , Figure 13This is a partial view showing a plurality of seals 90 employed by the nozzle assembly 60. The plurality of seals 90 can be made of any material suitable for maintaining their shape / profile when exposed to a mass flow having temperatures imparted by a supersonic jet engine. The plurality of seals 90 are configured to engage with the lateral ends of a sleeve section 68, and the sleeve section 68 is configured to engage with the plurality of seals 90. In an embodiment, a tongue-and-groove arrangement exists between the plurality of seals 90 and the sleeve section 68. As the lateral end of each sleeve section 68 moves away from the lateral end of each adjacent sleeve section 68, the plurality of seals 90 are disengaged and used to prevent any portion of the mass flow from flowing between the spaced-out portions of each sleeve section 68.

[0079] In one embodiment, the lateral end portion of each individual sleeve segment 68 may be recessed to reduce its thickness. A strip of material may then be coupled to the lateral end of each individual sleeve segment 68 immediately above the recessed portion to form a slot between the strip of material and the lateral end of the individual segment. A sealing strip of material may then be inserted into the slot of each pair of adjacent individual segments. When two individual sleeve segments 68 are pressed together, the slot will have sufficient depth to accommodate the sealing strip (individual seal 90), and the sealing strip will have sufficient width to prevent it from exiting the slot when the sleeve segments 68 are in a position that results in a gap between the individual sleeve segments 68.

[0080] Continue to refer to Figures 1-13 , Figure 14 This is a partial view showing a plurality of seals 92 employed by the nozzle assembly 60 to suppress mass flow into the front rail 72 and rear rail 74 if and when the front or rear end of the sleeve 66 passes behind or in front of the rails. The plurality of seals 92 can be made of any material suitable for maintaining their shape / profile when exposed to a mass flow having the temperature imparted by the supersonic jet engine. In an embodiment, two opposing seals may be present positioned in the front rail 72 and rear rail 74, each having a P-shaped configuration. The two opposing seals separate as the rail follower 76 and rail follower 78 pass between them respectively, then come back together and press against each other as the rail follower passes.

[0081] Continue to refer to Figures 1-14 , Figure 15This is a partial cross-sectional side view showing the seal 94 employed by the nozzle assembly 60 to suppress mass flow between the outer side 96 of the leading edge 97 of each sleeve section 68 and the inner surface 98 of the nacelle 64. The seal 94 can be made of any material suitable for maintaining its shape / profile when exposed to a mass flow having temperatures imparted by a supersonic jet engine. In this embodiment, the seal 94 is coupled to the leading edge 97 of each sleeve section 68 and is located between the outer side 96 of the leading edge 97 of each sleeve section 68 and the inner surface 98 of the nacelle 64. As the sleeve 66 moves upstream and downstream through the nacelle 64, the seal 94 slides into contact with the inner surface 98 of the nacelle 64. The seal 94 suppresses direct contact between each individual sleeve section 68 and the inner surface 98, thereby reducing wear on the leading edge 97 of each sleeve section 68.

[0082] Continue to refer to Figures 1-15 , Figure 16 This is a perspective view illustrating another embodiment of a nozzle assembly 100 manufactured in accordance with the teachings disclosed herein. In this view, the nozzle assembly 100 is presented as having an outlet 102 facing the observer and oriented in a manner that allows the observer to view the rear end of the nozzle assembly 100 upstream.

[0083] The nozzle assembly 100 includes a nacelle 104 and a sleeve 106 mounted therein, coupled in a manner that allows the sleeve 106 to translate forward and backward within the nacelle 104. The sleeve 106 comprises a plurality of individual, substantially identical sleeve segments 108 longitudinally aligned with each other, oriented such that their longitudinal axes are aligned with the mass flow, and circumferentially arranged to form an annular tubular structure. This annular tubular structure, together with the inner surface of the nacelle 104, is configured to guide the mass flow through the nozzle assembly 100 to an outlet 102. Figure 16 In the middle, the sleeve 106 is positioned at the rearmost position within the nacelle 104. Figure 16 In this design, the controller and actuator of the nozzle assembly 100 are invisible and can be mounted at any suitable location on the aircraft.

[0084] Continue to refer to Figures 1-16 , Figure 17 This is a perspective view showing the nozzle assembly 100 as viewed in the downstream direction. Figure 17 In the image, sleeve 106 is again shown in its final position. Figure 16 and Figure 17 As can be observed, the two lateral ends of each individual sleeve section 108 are positioned close to each other. This results in the sleeve 106 being positioned at the downstream end of the nacelle 104, where the diameter of the nacelle 104 is at its minimum, causing the sleeve 106 to correspondingly contract to its minimum diameter.

[0085] Continue to refer to Figures 1-17 , Figure 18 This is a perspective view showing a nozzle assembly 100 arranged in a configuration suitable for takeoff, landing, and transonic flight phases. In this configuration, the sleeve 106 is positioned at its foremost position. The two lateral ends of each sleeve segment 108 are spaced apart from the lateral ends of each of its adjacent sleeve segments 108. This is because the plurality of guides that guide each individual sleeve segment 108 guide both the front and rear portions of each sleeve segment 108 in a parallel direction along the inner surface of the truncated conical portion of the nacelle 104. At the forefront of the nacelle 104, where the diameter and cross-sectional area of ​​the nacelle 104 are largest, the diameter and cross-sectional area of ​​the sleeve 106 are correspondingly largest. To accommodate this increased diameter, the individual sleeve segments 108 must move laterally away from each other. In this configuration, the principal curve of each individual sleeve segment 108 (see...) Figures 20-22 This forms the minimum cross-sectional area of ​​sleeve 106. Sleeve 106 has a diverging profile in its longitudinal cross-section upstream of the main curve, and again in its diverging profile downstream of the main curve. Downstream of sleeve 106, the inner surface of nacelle 104 has a converging configuration. At the main curve or throat of sleeve 106, the diameter is larger than the diameter of outlet 102. Therefore, in Figure 18 In the configuration shown, the mass flow through nacelle 104 follows a path that converges upon initial contact with sleeve 106 until reaching the main curve, then diverges until it exits sleeve 106. At this point, the mass flow encounters the inner surface of nacelle 104, which again causes continuous convergence until it reaches exit 102. In this configuration, supersonic flow is excluded because, with sleeve 106 in its forward position, the diameter of the throat (i.e., the narrowest portion of sleeve 106 juxtaposed with the main curve) is not less than the diameter of exit 102. This configuration is well-suited for aircraft takeoff and landing because the absence of supersonic flow ensures relatively low noise generated by the propulsion system and compliance with local ordinances and jurisdictional laws. This configuration is also well-suited for transonic flight because it travels at the speed of sound, thus avoiding shock and flow separation that could unintentionally occur if the flow became supersonic and was forced through a section with a converging region.

[0086] Continue to refer to Figures 1-18 , Figure 19 This is a perspective view showing the nozzle assembly 100 arranged in a configuration suitable for the supersonic flight phase. Figure 19 In the middle, sleeve 106 has moved downstream within nacelle 104 to its final position. As sleeve 106 moves downstream toward its final position, each sleeve section 108 is guided by its corresponding guide (see...). Figure 20The sleeve 106 is moved in a manner that circumferentially contracts the sleeve 106 by bringing each individual sleeve segment 108 laterally closer to its adjacent sleeve segment. When the sleeve 106 reaches its final position, each sleeve segment 108 is positioned adjacent to each other and, in an embodiment, in direct contact with each other. The guide is configured to move the front and rear portions of each sleeve segment 108 in a parallel direction, such that the sleeve 106 translates between its foremost and final positions without altering the longitudinal orientation of any individual sleeve segment 108. As previously stated, the master curve maintains the minimum cross-sectional area of ​​the sleeve 106. However, when the sleeve 106 is in... Figure 19 In the position / configuration shown, the cross-sectional diameter of the throat of sleeve 106 (as defined by its principal curve) has contracted compared to its cross-sectional diameter in its foremost position, thus creating a divergence between the cross-sectional diameter of the throat of sleeve 106 and the cross-sectional area of ​​outlet 102. This contraction of the throat of sleeve 106 and therefore this divergence between the throat of sleeve 106 and outlet 102 first occur as sleeve 106 begins to move rearward from its foremost position toward the rear end of nacelle 104. When sleeve 106 reaches its final position, the divergence between the throat of sleeve 106 and outlet 102 reaches its maximum magnitude. Therefore, Figure 19 The configuration shown is referred to herein as a maximum convergence-divergence configuration and includes a configuration in which the area ratio between the cross-sectional area at exit 102 and the main curve (i.e., the throat of sleeve 106) is the maximum amplitude achievable by guiding each sleeve segment 108 through the guide. This maximum convergence-divergence configuration generates a high-speed supersonic flow at exit 102 and is well-suited for sustained supersonic flight of the aircraft 30.

[0087] Continue to refer to Figures 1-19 , Figure 20This is a cross-sectional view showing the guide 110 of the nozzle assembly 100. In the illustrated embodiment, the guide 110 consists of a front rail 112 and a rear rail 114. The front rail 112 and the rear rail 114 are coupled to the nacelle 104 and are configured to guide each sleeve segment 108 as the sleeve 106 moves between its foremost and rearmost positions. Both the front rail 112 and the rear rail 114 are generally parallel to the inner surface of the nacelle 104. The front portion of the sleeve segment 108 is equipped with a rail follower 116 configured to travel within the front rail 112, thereby guiding the front end of the sleeve segment 108 as it moves forward and backward. Similarly, the rear portion of the sleeve segment 108 is equipped with a rail follower 118 configured to travel within the rear rail 114, thereby guiding the rear end of the sleeve segment 108 as it moves forward and backward. Because the front track 112 and the rear track 114 are parallel and arranged in series, the front and rear ends of the sleeve section 108 do not move inward or outward relative to each other as the sleeve 106 moves between its foremost and rearmost positions. As the sleeve 106 moves forward and backward within the nacelle 104, it expands and contracts, respectively, due to the contour of the nacelle 104. This creates a path with a variable throat through the sleeve 106 and through the nacelle 104. This, in turn, produces a selectively controllable mass flow velocity that varies according to the position of the sleeve 106 within the nacelle 104.

[0088] Continue to refer to Figures 1-20 , Figure 21 and Figure 22 These are partial cross-sectional views showing a portion of the nozzle assembly 100 as the sleeve 106 moves from its foremost position to its rearmost position within the nacelle 104. These views respectively show the position of the sleeve 106 within... Figure 21 The foremost position and Figure 22 The continuous convergence path and the maximum convergence-divergence path are generated from the final position.

[0089] Figure 21The nozzle assembly 100 is shown, with the sleeve 106 positioned in its foremost position. In this view, the main curve 120 of the sleeve section 108 is best seen. The portion of the sleeve section 108 ahead of the main curve 120 diverges upstream, and the portion downstream of the main curve 120 diverges downstream. When the sleeve 106 is positioned in its foremost position within the nacelle 104, the narrowest cross-sectional area of ​​the sleeve 106, as defined by the main curve 120, has a cross-sectional dimension larger than the cross-sectional area of ​​the outlet 102. Therefore, when the sleeve 106 is positioned in its foremost position, the throat (A8) of the nozzle assembly 100 is juxtaposed with the outlet plane (A9) of the nozzle assembly 100. This produces a mass flow that remains subsonic as it travels through the nozzle assembly 100. This subsonic flow is well-suited for the takeoff and landing phases of flight. Furthermore, because the subsonic flow approaches transonic speeds, Figure 21 The configuration shown is also well-suited for the transonic flight phase.

[0090] Figure 22 The nozzle assembly 100 is shown, with the sleeve 106 positioned at its foremost position, where the sleeve 106 is contracted to its maximum possible extent. The cross-sectional area of ​​the sleeve 106 at the main curve 120 is now at its minimum possible amplitude. Accordingly, the throat (A8) of the nozzle assembly 100 is now located at the main curve 120. The portions of each sleeve segment 108 upstream of the main curve 120 converge in a downstream direction, and the portions of the sleeve segment 108 downstream of the main curve 120 diverge in a downstream direction, thus creating a convergence-divergence configuration of the sleeve 106 and the nozzle assembly 100 that allows the mass flow to reach supersonic speeds at the exit 102. Therefore, this configuration is well-suited for the supersonic flight phase.

[0091] The above discussion regarding the plurality of seals 90, 92, and 94 relative to the nozzle assembly 60 is applied to the nozzle assembly 100 with equal force and to the same degree. For the sake of brevity, this discussion will not be repeated here. In other embodiments of the nozzle assembly disclosed herein, any other suitable seals or seals that effectively suppress mass flow leakage as the mass flow moves through the nozzle assembly may be used without departing from the teachings of this disclosure.

[0092] Continue to refer to Figures 1-22 , Figure 23 This is a partial cross-sectional perspective view of an actuator 130 suitable for use with nozzle assembly 60, nozzle assembly 100, and any other nozzle assembly manufactured according to the teachings disclosed herein. The actuator 130 is configured to move sleeve 66, sleeve 106, or any other sleeve manufactured according to the teachings disclosed herein, between various longitudinal positions within nacelles 64 and nacelles 104, as described above.

[0093] In the illustrated embodiment, actuator 130 includes a plurality of ball screw drivers. However, it should be understood that any actuator may employ an effective moving sleeve 66, sleeve 106, or any other sleeve manufactured according to the teachings disclosed herein without departing from the teachings of this disclosure. Each ball screw driver receives torque from a segmented flexible shaft 132 extending around the entire circumference of the nozzle assembly. By using a single torque source to drive each individual ball screw driver, each ball screw driver will move in unison with each other.

[0094] While 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 can 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. A nozzle assembly for use with a propulsion system of an aircraft, the propulsion system including an engine configured to generate a mass flow, the nozzle assembly comprising: Short cabin; as well as A sleeve assembly, mounted downstream of the engine within the nacelle, is configured to receive the mass flow from the engine and direct the mass flow to the outlet of the propulsion system. The sleeve assembly is configured to move between a first position and a second position. The sleeve assembly includes a plurality of sleeve segments arranged circumferentially, each of the plurality of sleeve segments having an elongated body longitudinally aligned with the longitudinal axis of the sleeve assembly. Specifically, when the sleeve assembly moves from the first position to the second position, the upstream portions of the plurality of sleeve segments move circumferentially together, and the downstream portions of the plurality of sleeve segments move circumferentially apart. When the sleeve moves from the second position to the first position, the upstream portions of the plurality of sleeve segments move circumferentially to separate, and the downstream portions of the plurality of sleeve segments move circumferentially together.

2. The nozzle assembly according to claim 1, wherein, When the sleeve assembly is in the first position, the upstream portion of each sleeve segment is configured to be adjacent to the upstream portion of each adjacent sleeve segment, and wherein, when the sleeve assembly is in the second position, the downstream portion of each sleeve segment is configured to be adjacent to the downstream portion of each adjacent sleeve segment.

3. The nozzle assembly according to claim 2, wherein, When the sleeve assembly is in the first position, the sleeve assembly has a first longitudinal cross-sectional configuration, and when the sleeve assembly is in the second position, the sleeve assembly has a second longitudinal cross-sectional configuration.

4. The nozzle assembly according to claim 3, wherein, When the sleeve assembly is in the first position, the sleeve assembly has a continuously converging longitudinal cross-section configuration along the entire longitudinal length of the sleeve assembly.

5. The nozzle assembly according to claim 3, wherein, When the sleeve assembly is in the second position, the sleeve assembly has a converging-diverging longitudinal cross-sectional configuration.

6. The nozzle assembly according to claim 1, wherein, Each of the plurality of sleeve segments is configured to move relative to each adjacent sleeve segment.

7. The nozzle assembly according to claim 1, wherein, The inner surfaces of each sleeve segment cooperate with each other to define the path that guides the mass flow through the sleeve assembly.

8. The nozzle assembly according to claim 1, wherein, Each of the plurality of sleeve segments has the same planar shape.

9. A nozzle assembly for use with a propulsion system of an aircraft, the propulsion system including an engine configured to generate a mass flow, the nozzle assembly comprising: Short cabin; A sleeve assembly, which is mounted downstream of the engine within the nacelle, is configured to receive the mass flow from the engine and direct the mass flow to the outlet of the propulsion system, and is configured to move between a first position and a second position. as well as An actuator, which is associated with the sleeve assembly, The sleeve assembly includes a plurality of sleeve segments arranged circumferentially, each of the plurality of sleeve segments having an elongated body longitudinally aligned with the longitudinal axis of the sleeve assembly. The actuator is configured to move the sleeve assembly between the first position and the second position. Specifically, when the sleeve assembly moves from the first position to the second position, the upstream portions of the plurality of sleeve segments move circumferentially together, and the downstream portions of the plurality of sleeve segments move circumferentially apart. When the sleeve moves from the second position to the first position, the upstream portions of the plurality of sleeve segments move circumferentially to separate, and the downstream portions of the plurality of sleeve segments move circumferentially together.

10. The nozzle assembly of claim 9, wherein, When the sleeve assembly is in the second position, the upstream portion of each sleeve segment is configured to be adjacent to the upstream portion of each adjacent sleeve segment, and wherein, when the sleeve assembly is in the first position, the downstream portion of each sleeve segment is configured to be adjacent to the downstream portion of each adjacent sleeve segment.

11. The nozzle assembly of claim 9, wherein, When the sleeve assembly is in the first position, the sleeve assembly has a first longitudinal cross-sectional configuration, and when the sleeve assembly is in the second position, the sleeve assembly has a second longitudinal cross-sectional configuration.

12. The nozzle assembly of claim 11, wherein, When the sleeve assembly is in the first position, the sleeve assembly has a continuously converging longitudinal cross-section configuration along the entire longitudinal length of the sleeve assembly.

13. The nozzle assembly of claim 11, wherein, When the sleeve assembly is in the second position, the sleeve assembly has a converging-diverging longitudinal cross-sectional configuration.

14. The nozzle assembly of claim 9, wherein, Each of the plurality of sleeve segments is configured to move relative to each adjacent sleeve segment.

15. The nozzle assembly according to claim 9, wherein, The inner surfaces of each sleeve segment cooperate with each other to define the path that guides the mass flow through the sleeve assembly.

16. The nozzle assembly of claim 9, wherein, Each of the plurality of sleeve segments has the same planar shape.

17. A sleeve assembly for use with a nozzle assembly of a propulsion system of an aircraft, the propulsion system including an engine configured to generate a mass flow, the nozzle assembly being disposed downstream of the engine and configured to receive the mass flow, the sleeve assembly being configured to move between the first position and the second position, the sleeve assembly comprising: Multiple sleeve segments are arranged in a circumferential configuration, each of the multiple sleeve segments having an elongated body longitudinally aligned with the longitudinal axis of the sleeve assembly. Specifically, when the sleeve assembly moves from the first position to the second position, the upstream portions of the plurality of sleeve segments move circumferentially together, and the downstream portions of the plurality of sleeve segments move circumferentially apart. When the sleeve moves from the second position to the first position, the upstream portions of the plurality of sleeve segments move circumferentially to separate, and the downstream portions of the plurality of sleeve segments move circumferentially together.

18. The sleeve assembly according to claim 17, wherein, When the sleeve assembly is in the second position, the upstream portion of each sleeve segment is configured to be adjacent to the upstream portion of each adjacent sleeve segment, and wherein, when each sleeve segment is in the first position, the downstream portion of each sleeve segment is configured to be adjacent to the downstream portion of each adjacent sleeve segment. Each of the plurality of sleeve segments is configured to move relative to each adjacent sleeve segment, and In this assembly, the inner surfaces of each sleeve segment cooperate with each other to define the path that guides the mass flow through the sleeve assembly.

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