CN109956044B

CN109956044B - Nacelle for a jet engine

Info

Publication number: CN109956044B
Application number: CN201811570506.0A
Authority: CN
Inventors: 弗雷德里克·福特; 亚历山大·贝朗热; 劳伦特·茹阿塞勒; 加里·本杰明·戴维森; 理查德·爱德华·约翰·洛克哈特
Original assignee: Airbus Operations SAS
Current assignee: Airbus Operations SAS
Priority date: 2017-12-22
Filing date: 2018-12-21
Publication date: 2022-03-11
Anticipated expiration: 2038-12-21
Also published as: CN109956044A

Abstract

A nacelle for a jet engine, the nacelle having a selectively operated thrust reverser that redirects airflow to a cascade during reverse thrust operation, the nacelle comprising: a translating fairing panel configured to move laterally between a stowed state and a deployed state during reverse thrust operation to expose the cascade to emit a reverse thrust airflow when the translating fairing panel is in the deployed state; at least one auto-translating panel configured to be arranged in proximity to a leading-edge slat of an aircraft wing to which the nacelle is to be installed, the auto-translating panel being automatically moveable laterally in coordination with movement of the translating fairing panel between a stowed state and a deployed state over at least a portion of a range of motion of the translating fairing panel, the movement of the auto-translating panel being less than the movement of the translating fairing panel to provide a variable clearance space between the auto-translating panel and the leading-edge slat when the auto-translating panel transitions between its stowed and deployed states.

Description

Nacelle for a jet engine

Technical Field

The invention relates to a nacelle of a jet engine with a thrust reverser.

Background

Jet aircraft engines configured for mounting to an aircraft under a wing are known to include a nacelle surrounding the engine. The engine is connected to the underside of the jet aircraft wing via a pylon. One known aspect of placing the engine under the wing is to maintain a clearance space between the nacelle surrounding the jet engine and the leading edge slat of the wing. Slats may be moved between different positions, for example, to affect lift and drag of the aircraft, for example. For example, the leading edge slat may be moved in a downward direction toward a jet engine located on the underside of the wing to create drag during landing operations.

In addition to the leading-edge slats moving during landing operations, the jet engine itself may be configured with reverse thrust operation, whereby the exhaust of the jet engine is redirected from the rear exit portion of the engine to the peripheral region of the jet engine via, for example, the cascade. The cascade includes a plurality of blades for redirecting airflow received via the inlet of the jet engine outwardly from the periphery of the jet engine to slow forward motion of the aircraft during landing.

One type of thrust reverser is a cascade reverser that incorporates radially arranged openings located near the aft edge of the fan cowl of a turbofan engine. A set of cascaded air turning vanes is mounted within each of the one or more openings. The blocker doors and their associated actuation systems are positioned flush with the inner wall of the fan cowling adjacent each opening. The outer surfaces of these sets of cascaded blades are covered by a "sleeve-like" translating cowl cover, known as a translating cowl (transcowl). When the thrust reverser is activated during aircraft landing operations, the electromechanical actuation system causes the translating cowl to move aft, thereby uncovering the cascade. The link between the translating cowl and the blocker door moves the blocker door into the bypass airflow, thereby blocking the normal path of the bypass airflow in the aft portion of the jet engine and diverting the bypass airflow out through the cascade. The air turning blades of the cascade may redirect the airflow in the forward direction of the aircraft to help slow the aircraft.

During operation of the aircraft, the translating cowl should not contact any part of the wing on which the jet engine is positioned relatively close. Indeed, a minimum gap (e.g., a few inches) between the leading-edge slat and the translating fairing of the wing is desired to avoid any risk of contact.

More recently, jet engines having high bypass ratio engines have been developed, for example, to increase the airflow bypass area for bypass airflow that is typically present in the aft portion of the jet engine. Increasing the diameter of the airflow bypass area involves increasing the diameter of the jet engine fan and the diameter of the nacelle surrounding the engine and fan. A larger diameter nacelle means that reduced proximity between the leading edge slats of the wings and the nacelle will result, or alternatively the height of the landing gear will need to be increased to maintain the previous clearance. As an optimal solution, due to the dihedral of the wing, the clearance tolerance between the leading-edge slat and the translating fairing of the wing should be addressed, especially on the inner chord side of the nacelle closer to the aircraft fuselage.

A solution to the clearance tolerance of the nacelle should preserve the translational motion of the translating cowl. This movement allows the cascades to be covered to preserve aerodynamic performance during normal flight operations, while allowing these cascades to be uncovered via the movable drive actuator mechanism during landing operations.

Known transversely movable fairings (or sleeves) are disclosed in U.S. patent nos. 8,727,275, 8,931,736, 9,228,532 and 9,784,216, which share common specifications. These patents disclose a nacelle configured to be coupled to the underside of a wing, and a fixed clearance space between the nacelle's outlet fairing and the wing's leading-edge slat. To achieve such a fixed gap spacing, the outlet fairing includes a movable portion configured as an outer translating sleeve and includes another fixed portion located adjacent the leading edge slat. This additional fixed portion does not move when the reverse thrust configuration is enabled, so as to maintain a fixed clearance space of the nacelle to the leading-edge slat.

U.S. patent No. 9,334,831 discloses an aircraft bypass turbofan nacelle including a downstream section having an outer structure with a fairing movably mounted on a fixed inner structure. A first panel is mounted to the internal structure on one side of the nacelle and a second panel is mounted to the other side of the nacelle. The first panel is fixed and arranged to limit physical interference of the fairing with an aircraft wing element during thrust reversal, and at least one second panel is mounted on an opposite side of the nacelle roof, the second panel being movable relative to the fixed inner structure and arranged to increase air discharged from the nacelle during thrust reversal.

Disclosure of Invention

There is a need for an alternative nacelle that optimizes the aerodynamic performance of the aircraft to which it is attached, while resulting in clearance tolerances between movable portions of the wing (e.g., movable slats) and the nacelle (e.g., translating fairings).

To this end, a nacelle for a jet engine is disclosed.

Drawings

Other features and advantages of the present disclosure will become more apparent upon reading the following detailed description in conjunction with the accompanying drawings, in which like elements are designated by like reference numerals, and in which:

figure 1 shows a jet engine mounted under a wing of an aircraft, comprising a nacelle according to the invention with translating fairing panels and automatic translating panels movable upon activation/deactivation of reverse thrust operation;

fig. 2A is a top view of the nacelle of the jet engine of fig. 1 according to a first embodiment of the nacelle according to the invention, with the translating fairing panel and the automatic translating panel in a stowed condition;

FIG. 2B is a view similar to the view of FIG. 2A, with the translating fairing panel and the auto-translating panel in a stowed state, according to a second embodiment of the nacelle according to the invention;

FIG. 2C is a view similar to that of FIG. 2A, of the first embodiment of the nacelle according to the invention, with the pan fairing and the auto-pan panel in a deployed state;

fig. 2D illustrates a substantially stationary frame of the auto-translating panel, and shows an exemplary stowed state of the auto-translating panel of fig. 2A;

similar to fig. 2D, fig. 2E illustrates a substantially stationary frame of the auto-translating panel, and shows an exemplary unfolded state of the auto-translating panel of fig. 2C;

fig. 2F, 2G and 2H illustrate three different exemplary mechanisms for holding the auto-translating panel in position on the jet engine during flight and/or during guidance when reverse thrust operation is enabled.

Detailed Description

Referring to fig. 1, 2A and 2C, an aircraft (not shown) has a wing structure illustrated in part as a leading-edge slat 104 of a wing 102. The leading-edge slats 104 may be moved forward and downward, for example, during landing operations, in order to create drag to assist in decelerating the aircraft after touchdown.

The aircraft includes a pylon/mount 106 extending from the wing 102 to support a jet engine 108. Jet engine 108 includes a nacelle 110 for surrounding an engine (not shown) and for enhancing the aerodynamic performance of aircraft 100. The engine and nacelle 110 have selectively operated reverse thrusters that redirect the bypass airflow to the cascade 116 during reverse thrust operation.

The translating cowl panel or translating cowl (transcowl)120 of the nacelle 110 is configured to be laterally movable between a "stowed" state (fig. 2A) and a "deployed" state (fig. 1 and 2C) under the influence of a drive actuator 126 during landing operations. The translating fairing panel 120 is located behind the stationary fan fairing panel 114 on the inflow side for covering the engine. In its stowed state, translating fairing panel 120 is adjacent to fan fairing panel 114, e.g., in contact with fan fairing panel 114. In its deployed state, translating fairing panel 120 away from fan fairing panel 114 to expose cascade 116 to emit a reverse thrust airflow; and is

According to the invention, an Automatic Translation Panel (ATP)208 is arranged in the vicinity of a leading-edge slat 104 of an aircraft wing 102 to which the nacelle is/is to be mounted. The auto-translating panel is thus arranged at the top of the nacelle 110, close to the suspension tower 106. The auto-translating panel 208 is configured to automatically move laterally in coordination with movement of the translating fairing panel 120 in at least a portion of the range of motion of the translating fairing panel 120, the movement of the auto-translating panel being less than the movement of the translating fairing panel 120 to maintain the variable gap space or nacelle gap region 124 between the auto-translating panel 208 and the slat 104 when the auto-translating panel 208 transitions between the stowed state and the deployed state. The nacelle clearance region 124 maintains clearance at the interface of the nacelle 110 and the slats 104 during, for example, landing operations.

As will be described, the auto-translating panel 208 includes at least one spring for biasing the auto-translating panel 208 under compression to maintain the auto-translating panel in its stowed state of fig. 2A relative to the translating fairing panel 120, the compression of the spring being released upon movement of the translating fairing panel 120 during reverse thrust operation to cause movement of the auto-translating panel 208.

As shown in FIG. 2A, nacelle 110 includes an articulated access

panel having sections

210 and 216, each section having a plurality of hinges configured for selective rotational movement of the articulated access panel to provide engine access. The hinged access panel portion is screwed in place or otherwise secured to the hanger 106 by known techniques.

The

portions

120a and 120b of the translating fairing panel 120 are configured to be placed on opposite inflow and

outflow sides

202 and 204 of the jet engine and are shaped and arranged asymmetrically with respect to the central longitudinal axis 113 of the nacelle. Note that in fig. 2A, a transverse plane passing through the longitudinal axis 113 divides the jet engine 108 and its nacelle 110 into an inflow side 202 and an outflow side 204.

In the example of FIG. 2A, the top view shows the left-hand side being the inflow side 202 of the nacelle and the right-hand side 204 or the outflow side of the nacelle. The inflow side 202 of the nacelle 110 is positioned closer to the fuselage of the aircraft (not shown), while the outflow side 204 of the nacelle is positioned on the side of the nacelle 110 that is further from the fuselage of the aircraft.

The auto-translating panel 208 is positioned in the nacelle gap region 124 of fig. 1, only on the inflow side 202 of the jet engine in fig. 2A and 2C. Such that the cascade 116 (see fig. 2C) has a first cascade portion 116a having a first shape arranged on the inflow side 202 of the jet engine 108 and a second cascade portion 116b having a second shape arranged on the outflow side 204 of the jet engine 108, the shapes of the first and second cascade portions being asymmetric with respect to the central longitudinal axis 113 of the jet engine 108, wherein the first cascade portion 116a arranged on the inflow side 202 is smaller than the second cascade portion 116b arranged on the outflow side 204.

In the stowed state of the translating fairing panel 120, the cascade 116 is fully enclosed.

The auto-translating panel 208 is secured to the nacelle 110 in a manner that allows movement thereof. The auto-translating panel 208 can be configured to include hinges attached thereto that slidably engage with the stationary rail guides to move the auto-translating panel 208 translationally along the stationary rails and to hold the auto-translating panel 208 in place on the nacelle 110 while the aircraft is in flight and during movement of the auto-translating panel 208 from the stowed state to the deployed state (or vice versa).

Referring to fig. 2D-2F, the infrastructure (i.e., under the nacelle) of jet engine 108 includes a stationary aircraft jet engine structure that includes a forward frame 231 and an aft frame 233, as well as a plurality of different stationary rails, such as primary rail 232. The forward frame 231 and the aft frame 233 extend along a plane perpendicular to the central longitudinal axis 113 of the nacelle. Secondary track 234 and tertiary track 236 are fixedly mounted to the stationary aircraft jet engine structure. The primary track, the secondary track and the tertiary track each extend in a direction parallel to the central longitudinal axis 113 of the nacelle,

several connecting elements, such as one or more hinges or sliders, fixed to a plurality of different moving panels (i.e., translating fairing panel 120 and auto-translating panel 208) are used to guide the moving panels.

In particular, the auto-translating panel includes a connecting element, such as one or more hinges 244 or sliders 238, for guiding the motion of the auto-translating panel along the stationary rails (i.e., the secondary rail 234 and the tertiary rail 236) located below the auto-translating panel 208. Hinge 244 and slide 238 are included at the periphery of auto-translating panel 208 and engage

stationary rails

234, 236.

In response to pushing translating fairing panel 120 in a forward direction, slider 238 moves along secondary rail 234. Note that the motion of translating fairing panel 120 is on the order of a few feet.

The auto-translating panel 208 includes a pushing device 228 by which the drive actuator 126 engages the translating fairing panel 120 to push the translating fairing panel in a rearward direction to deploy during reverse thrust operation. Of course, the pushing device 228 may be located in any suitable location. The panel radial contacts 230 may be included at certain locations along the auto-translating panel 208 that have contacts such that when the contacts are proximate to each other an indication (e.g., a flashing light or a light) may be provided to confirm that the auto-translating panel 208 is in the stowed state. However, when the auto-translating panel 208 automatically deploys in response to movement of the translating fairing panel 120, the relative proximity of the panel radial contacts 230 is displaced to provide an indication (e.g., a stabilizing light or a light off) that the auto-translating panel 208 has been repositioned from its stowed state toward and/or into its deployed state.

In addition to the plurality of distinct hinges 244 and sliders 238, bumpers (e.g., bumper 240) are included at and around the perimeter of the auto-translating panel 208 and the translating fairing panel 120 to hold the translating fairing panel 120 and the auto-translating panel 208 in place during flight. Mechanical dampers are known devices that can protect components from excessive rocking due to transient forces. The bumper 240 allows movement under tension and under compression, and can be activated to become rigid and hold other movable panels in place in the event of an impact event.

The movement of the translating fairing panel 120 also releases a compression fitting, such as one or more helical compression springs 241, located at or near the pushing device 228, which compression springs 241 release the auto-translating panel 208 in response to the movement of the translating fairing panel 120 to allow the auto-translating panel to move a limited distance (e.g., on the order of 10 millimeters) along the stationary rails. This movement is performed by releasing compression springs 241 that are used to otherwise hold the auto-translating panel 208 in place.

Because the auto-translating panel 208 needs to remain fixed to the jet engine 108 as it translates, and because the springs can decompress once the translating fairing panel 120 moves in the aft direction, the hinges 244 also serve to hold the auto-translating panel 208 in place during its movement.

Note that the springs (e.g., springs 248) are configured around the perimeter of the auto-translating panel 208 and may be released upon movement of the translating fairing panel 120 to allow the auto-translating panel to move forward. This movement may be controlled by using hinge devices, such as slider hinges 244, included at the periphery of the auto-translating panel 208, that engage stationary rails located below the auto-translating panel 208.

One or more bumpers 246 may also be located at locations around the auto-translating panel 208 to assist in holding the auto-translating panel in place during normal operation and to release and allow the auto-translating panel 208 to move during reverse thrust operation.

These bumpers 246 are used to assist in holding the auto-translating panel 208 in place and to assist in stopping the auto-translating panel 208 from moving when it is displaced to the extent of its support position.

Springs or bumpers (not shown) may also be positioned at the periphery of the auto-translating panel 208 to resist stops that limit movement of the auto-translating panel and/or the translating fairing panel 120 when in the deployed state.

In an alternative embodiment of a slider mechanism for holding the auto-translating panel 208 in place on the nacelle 110 and also allowing limited translation in the forward direction, referring to fig. 2G, the slider arrangement includes a slider fitting attached to the auto-translating panel 208 to engage with a stationary rail attached to the jet engine 108 to guide the auto-translating panel 208 in movement relative to the translating fairing panel 120. More specifically, as an alternative (or in addition) to the hinge arrangement for connecting the auto-translating panel 208 to the jet engine 108, the auto-translating panel 208 comprises a slider 254 which engages with a guide rail 256 along which the slider translates after release of at least one compression spring 241 holding the auto-translating panel 208 in place, said guide rail 256 extending in a direction parallel to the central longitudinal axis 113 and being fixed to a fixed structure such as the upper beam 106B of the jet engine pylon 106.

At least one slider fitting attached to the auto-translating panel 208 engages a stationary rail attached to the jet engine to guide the auto-translating panel 208 in movement relative to the articulated access panel that remains stationary during auto-translating panel movement, and to guide the auto-translating panel 208 in movement relative to the translating cowl. Note that according to both embodiments of fig. 2F and 2G, the portions of the pan fairing panel 120 and the auto-pan panel 208 that are configured to be placed on opposite inflow and outflow sides of the jet engine 108 are arranged asymmetrically with respect to the central longitudinal axis 113 of the nacelle.

In another alternative embodiment of a slider mechanism for holding the auto-translating panel 208 in place and also allowing translational movement thereof, referring to fig. 2H, an integrated slider fitting 258 is integrally formed on the underside of the first side of the auto-translating panel 208 and includes a guide rail represented as a cylindrical guide channel 260. The translating fairing panel 120 includes an integrated slider assembly 262 integrally formed on the underside of the translating fairing panel 120 to engage the stationary guide 260. The fitting may be formed as a male connector that engages the cylindrical passage 260.

On the other side of the auto-translating panel 208, an integrated slide assembly 264 is integrally formed on the underside of the auto-translating panel 208, including a guide rail represented as a cylindrical guide channel 268. A slider fitting 266 attached to the upper beam 106B of the jet engine pylon 106 engages a stationary guide 268. The fitting may be formed as a male connector that engages the cylindrical passage 268.

The two

rail channels

260 and 264 extend in a direction parallel to the central longitudinal axis 113.

As described herein, it is noted that in the embodiment of fig. 2A and 2C, the auto-translating panel 208 is only present on the inflow side 202 of the jet engine 108 in order to address the gap issue with the leading edge slat 104 of the aircraft wing 102 on the inflow side of the jet engine. In an alternative embodiment, with respect to fig. 2B, the mirrored

portions

208, 222 of the auto-translating panel are configured to be disposed on opposite inflow side 202 and outflow side 204 of the jet engine, and are symmetrically arranged with respect to the central longitudinal axis 113 of the nacelle 110. According to this alternative embodiment, the

portions

outflow sides

202 and 204 of the jet engine, and are shaped and arranged symmetrically with respect to the central longitudinal axis 113 of the nacelle.

Claims

1. A nacelle (110) of a jet engine (108) having a selectively operated thrust reverser that redirects airflow to a cascade (116) during reverse thrust operation, the nacelle (110) comprising:

a fan fairing panel (114) configured as a stationary partial cover for the jet engine (108);

a translating fairing panel (120) configured to move laterally during reverse thrust operation between a stowed state in which the translating fairing panel (120) is proximate to the fan fairing panel (114) and a deployed state in which the translating fairing panel (120) is distal from the fan fairing panel (114) so as to expose the cascade (116) to emit a reverse thrust airflow;

characterized in that the nacelle comprises at least one auto-translating panel (208) configured to be arranged in proximity to a slat (104) of an aircraft wing to which the nacelle (110) is to be mounted, the auto-translating panel being laterally movable in at least a part of the range of motion of the translating fairing panel (120) between a stowed state and a deployed state automatically in coordination with the movement of the translating fairing panel (120), the movement of the auto-translating panel (208) being smaller than the movement of the translating fairing panel (120) so as to provide a variable clearance space (124) between the auto-translating panel (208) and the slat (104) when the auto-translating panel (208) transitions between its stowed and deployed states, and

wherein the auto-translating panel (208) comprises at least one compression spring (241) for biasing the auto-translating panel (208) under compression to maintain the auto-translating panel (208) in a stowed state relative to the translating fairing panel (120), the compression of the compression spring being released upon movement of the translating fairing panel (120) during reverse thrust operation to cause movement of the auto-translating panel (208).

2. A nacelle (110) as claimed in claim 1, wherein the auto-translating panel (208) comprises a radial contact (230) for indicating when the auto-translating panel (208) is in a stowed state and/or when the auto-translating panel (208) is in a deployed state.

3. A nacelle (110) as claimed in any of claims 1 to 2 comprising stationary rails (234, 236) extending in a direction parallel to a central longitudinal axis (113) of the jet engine (108), characterized in that the auto-translating panel (208) comprises connecting elements (238, 244) for guiding the auto-translating panel in movement along the stationary rails located below the auto-translating panel (208), the connecting elements (238, 244) being arranged at the periphery of the auto-translating panel (208) and engaging with the stationary rails (234, 236).

4. A nacelle (110) as claimed in any of claims 1-2, wherein the auto-translating panel (208) comprises springs (248) that are arranged around the perimeter of the auto-translating panel (208) and that are released upon movement of the translating fairing panel (120) so as to allow movement of the auto-translating panel (208).

5. A nacelle (110) according to any of claims 1 to 2, wherein the nacelle (110) comprises two said auto-translating panels (208) respectively placed on two opposite sides of the jet engine (108) with respect to a central longitudinal axis (113) of the jet engine (108), the auto-translating panels (208) being arranged symmetrically with respect to the central longitudinal axis (113) of the jet engine (108).

6. A nacelle (110) according to claim 5, wherein the cascade (116) has a first cascade portion (116a) having a first shape arranged on a first side (202) of the jet engine (108) and a second cascade portion (116b) having a second shape arranged on a second side (204) of the jet engine (108), the shapes of the first cascade portion (116a) and the second cascade portion (116b) being asymmetric with respect to the central longitudinal axis (113) of the jet engine (108).

7. A nacelle (110) as claimed in any of claims 1 to 2, wherein the nacelle (110) comprises only one said auto-translating panel (208).