Orientable Thrust Nozzle With Fluidic Injection
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Solution Overview
Problem
Existing nozzle technologies for aircraft, particularly those without vertical stabilizers, face challenges in efficiently steering aircraft in yaw without significant thrust losses or performance penalties, especially in reducing radar and infrared signatures for stealth applications.
Innovation Solution
A thrust-oriented nozzle design that splits the main flow into two half-nozzles, allowing separate control of each thrust vector through fluidic injection, with means for distributing flow and orienting thrust vectors in each half-nozzle, minimizing engine performance impact and reducing infrared signatures.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If fluidic injection is used in the divergent part of the nozzle to deflect the thrust vector, then yaw steering capability is improved, but thrust losses occur due to shock wave crossing and engine bleed
Solution Approach 1:
The nozzle is divided into two separate half-nozzles, each capable of independent thrust vector control. This segmentation allows selective deflection of individual half-nozzle thrust vectors to produce yaw moments without requiring large deflections from a single nozzle, thereby reducing shock wave losses and improving overall thrust efficiency.
Solution Approach 2:
A fluidic injection system acts as an intermediary to control the thrust vector orientation. By injecting fluid at specific locations in the divergent portion of each half-nozzle, the thrust vector is deflected through aerodynamic interactions rather than mechanical moving parts, eliminating mechanical complexity while maintaining control authority.
2Ease of operation
If mechanical means are used to deflect the jet for thrust vectoring, then thrust orientation control is improved, but device complexity increases due to moving parts
Solution Approach 1:
The patent replaces mechanical deflection systems with a fluidic injection system. Instead of using moving mechanical parts to physically redirect the jet flow, fluid is injected into the divergent portion of the nozzle to create aerodynamic forces that deflect the thrust vector. This substitution eliminates mechanical moving parts while maintaining effective thrust orientation control.
3Productivity
If fluidic injection is used near the nozzle throat to control cross section, then flow rate control is improved, but engine performance deteriorates due to reduced surge margin
Solution Approach 1:
The fluidic injection system is positioned in the divergent portion of the nozzle rather than near the throat, allowing preliminary control of the flow characteristics before the flow reaches critical sections. This preliminary action enables effective thrust vector control without creating obstructions that would reduce compressor surge margin and maintain engine performance.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables effective yaw steering with reduced thrust losses and minimal impact on engine performance, while maintaining low radar and infrared signatures, enhancing stealth capabilities for aircraft.
Implementation Method 1
The deviation of the thrust vector is then produced by the deviation of the flow crossing the oblique shock wave induced by the obstruction
Implementation Method 2
the overpressure generated by the separation of the boundary layer in the vicinity of the injection
Data Source
Figure 1~4
Figure 5~6
AI summary
The nozzle (10) divides a principal flow coming from a channel into two symmetrical portions which end in two half nozzles (14,16) having rectangular cross sections. Each of the half nozzle consists of a rectangular throat having a horizontal elongation, and internal sides with walls longer than the divergent portion which is downstream of the throat. A fluid injector (18) is disposed on a wall at the level of the throat.