WO2008127260A1 - Engine exhaust system with directional nozzle - Google Patents

Engine exhaust system with directional nozzle Download PDF

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Publication number
WO2008127260A1
WO2008127260A1 PCT/US2007/013675 US2007013675W WO2008127260A1 WO 2008127260 A1 WO2008127260 A1 WO 2008127260A1 US 2007013675 W US2007013675 W US 2007013675W WO 2008127260 A1 WO2008127260 A1 WO 2008127260A1
Authority
WO
WIPO (PCT)
Prior art keywords
duct
exhaust
secondary duct
engine
primary
Prior art date
Application number
PCT/US2007/013675
Other languages
French (fr)
Inventor
Charles Hollimon
John Barber
John Sherrer
Robert Laramee
Original Assignee
Bell Helicopter Textron Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bell Helicopter Textron Inc. filed Critical Bell Helicopter Textron Inc.
Priority to MX2008015789A priority Critical patent/MX2008015789A/en
Priority to AU2007351593A priority patent/AU2007351593A1/en
Priority to BRPI0712134-2A priority patent/BRPI0712134A2/en
Priority to CN2007800296352A priority patent/CN101501319B/en
Priority to US12/303,970 priority patent/US8132755B2/en
Priority to JP2009514421A priority patent/JP2009539682A/en
Priority to DE07873413T priority patent/DE07873413T1/en
Priority to EP07873413.4A priority patent/EP2032829B1/en
Priority to CA2652685A priority patent/CA2652685C/en
Priority to EA200802442A priority patent/EA200802442A1/en
Publication of WO2008127260A1 publication Critical patent/WO2008127260A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/002—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto with means to modify the direction of thrust vector
    • F02K1/004—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto with means to modify the direction of thrust vector by using one or more swivable nozzles rotating about their own axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/04—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/02—Silencing apparatus characterised by method of silencing by using resonance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/20—Mounting or supporting of plant; Accommodating heat expansion or creep
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/36—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto having an ejector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/52—Nozzles specially constructed for positioning adjacent to another nozzle or to a fixed member, e.g. fairing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/78—Other construction of jet pipes
    • F02K1/80—Couplings or connections
    • F02K1/805—Sealing devices therefor, e.g. for movable parts of jet pipes or nozzle flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/32—Application in turbines in gas turbines
    • F05D2220/329—Application in turbines in gas turbines in helicopters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2230/00—Manufacture
    • F05D2230/60—Assembly methods
    • F05D2230/64—Assembly methods using positioning or alignment devices for aligning or centring, e.g. pins
    • F05D2230/642—Assembly methods using positioning or alignment devices for aligning or centring, e.g. pins using maintaining alignment while permitting differential dilatation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/40—Movement of components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/50—Kinematic linkage, i.e. transmission of position
    • F05D2260/54—Kinematic linkage, i.e. transmission of position using flat or V-belts and pulleys

Definitions

  • the technical field is engine exhaust systems for aircraft.
  • an exhaust ejector In conventional aircraft exhaust systems, an exhaust ejector has a primary exhaust gas duct attached to an engine flange for receiving exhaust gas from the engine and passing exhaust gas through the primary exhaust gas duct.
  • the conventional exhaust ejector also has a secondary engine exhaust gas duct attached to the airframe and initially concentric with the primary exhaust duct.
  • shifting, vibrating, or other relative movement of the engine with respect to the airframe often results in the primary exhaust gas duct becoming non-concentric with the secondary exhaust gas duct.
  • Figure 1 shows a prior-art engine exhaust system comprising a primary exhaust duct 13, a secondary exhaust duct 15.
  • Primary exhaust duct 13 is attached directly to engine 17 and moves with engine 17, whereas secondary exhaust duct 15 is attached to airframe 19 and remains in a generally fixed position relative to airframe 19.
  • secondary exhaust duct 15 is attached to airframe 19 and remains in a generally fixed position relative to airframe 19.
  • FIG. 13 and secondary duct 15 may become non-coaxial and non-concentric.
  • Figure 1 illustrates this, as axis 21 of primary duct 13 is not coaxial with axis 23 of secondary duct 15.
  • the exhaust gas flow in secondary duct 15 may be directionally biased, resulting in poor ejector performance.
  • the misalignment can cause several undesirable conditions, including turbulent exhaust gas flow within secondary duct 15 and/or direct impinging of portions of the flow of hot exhaust gas 25 on inner surface 27 of secondary duct 15. Both of these conditions can result in overheating of portions of secondary duct 15.
  • less than optimal exhaust gas ejection may include higher engine compartment temperatures, higher exhaust gas temperatures, and these effects may negatively impact other components of the aircraft.
  • Figure 1 is a cross-sectional side view of a prior-art engine exhaust system.
  • Figure 2 is a partially cross-sectioned side view of the preferred embodiment of an engine exhaust system according to the present invention.
  • Figure 3 is a cross-sectional view (taken at cutting plane A-A of Figure 2) of the engine exhaust system of Figure 2.
  • Figure 4 is a schematic end view of a rotatable nozzle of the engine exhaust system of Figure 2 shown in a first position and in phantom in a second position.
  • Figure 5 is a schematic detail view of a joint of the engine exhaust system of Figure 2.
  • Figure 5 is a simplified end view of an actuator assembly of the engine exhaust system of Figure 2.
  • Figure 6 is a simplified schematic view of a limit switch system of the engine exhaust system of Figure 2.
  • an exhaust system provides (1) a means for linking the two ducts together so that even with engine movement relative to the airframe, the two ducts remain concentric, and (2) a means for rotating an exhaust duct/nozzle to direct exhaust flow in an optimal direction. Therefore, if engine movement occurs for any reason, the airframe mounted secondary duct is pushed or pulled into consistent alignment with the primary duct for maintaining maximum ejector performance while also providing for selective control of the exhaust gas vector.
  • Rotation of the gas vector allows for redirecting of hot exhaust gas from impinging on composite parts (such as rotor blades) or other heat-sensitive components during near-idle conditions when the aircraft id on the ground.
  • the exhaust vector may be redirected while the aircraft is on the ground or in flight to alter the infra-red (heat) signature of the aircraft for avoiding heat-seeking devices, such as missiles.
  • Exhaust system 101 comprises a tubular primary exhaust duct 103, a tubular secondary exhaust duct 105, and a slip joint 107 for allowing relative axial movement between ducts 103, 105.
  • Primary exhaust duct 103 and secondary exhaust duct 105 are also held in alignment by a drag link 109.
  • Secondary exhaust duct 105 is connected to an airframe 111 and is supported by vertical struts 113 and a lateral strut 115, which are preferably struts connected at each end with uni-ball connectors.
  • Vertical struts 113 carry vertical loads
  • lateral strut 115 carries side loads.
  • the strut attachments are located on or very close to the center of gravity to avoid any undesired moments.
  • Primary exhaust duct 103 is attached directly to engine 117 for allowing exhaust gas to flow from engine 117 through primary exhaust duct 103 and into secondary duct 105.
  • a forward end of secondary exhaust duct 105 is slipped concentrically into and sealably joined to an engine flange 119 through the use of o- ring type seal 121 in slip joint 107, and use of o-ring seal 121 allows for thermal expansion of ducts 103, 105.
  • O-ring seal 107 is preferably a high-temperature o-ring type seal.
  • Slip joint 107 also supports duct 105 in both vertical and horizontal directions, but not in an axial direction. Axial control of duct 105 is accomplished with drag link 109, which connects flange 119 to secondary duct 105.
  • the mounts of drag link 109 are preferably uni-ball connectors, and this configuration allows for relative axial movement between engine 117 and secondary duct 105, but this does not allow for vertical or lateral movement.
  • the single degree of freedom associated with drag link 109 allows engine movement to push or pull secondary exhaust duct 105 consistently with primary duct 103 and keeps the system in the desired alignment.
  • Secondary exhaust duct 105 has a curved portion 123 for altering the direction of exhaust flow from its original flow path along central axis 124 of a fixed portion 125 of duct 105 to a direction off the central axis of fixed portion 125.
  • cured portion directs flow in the direction shown relative to fixed portion 125.
  • curved portion 123 is rotatable generally about axis 124 through a range of motion of about 90 degrees to either side (or to the extent of the range of motion available in the particular application).
  • Figure 4 shows an end view of secondary duct 105 with curved portion 123 in the nominal position (solid lines) and rotated to one side (broken lines).
  • a bearing band 127 is disposed between curved portion 123 and struts 113, 115.
  • a joint 129 which is shown in Figure 5, joins curved portion 123 and fixed portion 125 together.
  • Joint 129 is configured to retain curved portion 123 axially by a retainer 131 while allowing curved portion 123 to rotate relative to fixed portion 125 along central axis 124.
  • a self-lubricated bearing coating 133 preferably
  • Rexlon is disposed at the interface of curved portion 123 and fixed portion 125.
  • Figure 6 is an end view of an actuator system 135, comprising an electric motor type actuator 137 connected to curved portion 123 through the use of wire rope 139 and chain 141.
  • Actuator 137 is selectively controlled to rotate curved portion 123 into a position yielding optimal exhaust gas flow direction, thereby controlling or eliminating aircraft component overheating or altering the IR signature of the aircraft.
  • Actuator 137 may be controlled manually, but is preferably controlled using a micro-processor-based flight control computer.
  • Figure 7 shows an adjustable stop 143 operably associated with wire rope/cable 139 and/or chain 141 for interacting with limit switch system 145.
  • any other means for limiting, controlling, or causing rotation of curved portion may be used in alternative embodiments of the present invention.
  • the exhaust system provides for several advantages, including: (1) the ability to maintain primary and secondary exhaust ducts in a desired orientation; (2) selectively control the exhaust gas vector; (3) low weight; (4) increased reliability and durability; and (5) easy installation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Exhaust Silencers (AREA)
  • Testing Of Engines (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
  • Joints Allowing Movement (AREA)

Abstract

An exhaust system for an aircraft has a primary exhaust duct for communicating exhaust gas from an engine exhaust exit and is configured for movement with the engine. A secondary exhaust duct is in fluid communication with the primary exhaust duct and is movably mounted to the airframe. The secondary duct has a portion selectively rotatable relative to the remainder of the secondary duct for directing the exhaust gas vector. The system has means for maintaining a generally consistent relative alignment between the primary duct and the secondary duct.

Description

ENGINE EXHAUST SYSTEM WITH DIRECTIONAL NOZZLE
Technical Field
The technical field is engine exhaust systems for aircraft.
Description of the Prior Art
In conventional aircraft exhaust systems, an exhaust ejector has a primary exhaust gas duct attached to an engine flange for receiving exhaust gas from the engine and passing exhaust gas through the primary exhaust gas duct. The conventional exhaust ejector also has a secondary engine exhaust gas duct attached to the airframe and initially concentric with the primary exhaust duct. However, shifting, vibrating, or other relative movement of the engine with respect to the airframe often results in the primary exhaust gas duct becoming non-concentric with the secondary exhaust gas duct.
For example, Figure 1 shows a prior-art engine exhaust system comprising a primary exhaust duct 13, a secondary exhaust duct 15. Primary exhaust duct 13 is attached directly to engine 17 and moves with engine 17, whereas secondary exhaust duct 15 is attached to airframe 19 and remains in a generally fixed position relative to airframe 19. When engine 17 moves relative to airframe 19, primary duct
13 and secondary duct 15 may become non-coaxial and non-concentric. Figure 1 illustrates this, as axis 21 of primary duct 13 is not coaxial with axis 23 of secondary duct 15.
When primary duct 13 is not concentric with secondary duct 15, the exhaust gas flow in secondary duct 15 may be directionally biased, resulting in poor ejector performance. The misalignment can cause several undesirable conditions, including turbulent exhaust gas flow within secondary duct 15 and/or direct impinging of portions of the flow of hot exhaust gas 25 on inner surface 27 of secondary duct 15. Both of these conditions can result in overheating of portions of secondary duct 15. In addition, less than optimal exhaust gas ejection may include higher engine compartment temperatures, higher exhaust gas temperatures, and these effects may negatively impact other components of the aircraft. Brief Description of the Drawings
Figure 1 is a cross-sectional side view of a prior-art engine exhaust system.
Figure 2 is a partially cross-sectioned side view of the preferred embodiment of an engine exhaust system according to the present invention.
Figure 3 is a cross-sectional view (taken at cutting plane A-A of Figure 2) of the engine exhaust system of Figure 2.
Figure 4 is a schematic end view of a rotatable nozzle of the engine exhaust system of Figure 2 shown in a first position and in phantom in a second position.
Figure 5 is a schematic detail view of a joint of the engine exhaust system of Figure 2.
Figure 5 is a simplified end view of an actuator assembly of the engine exhaust system of Figure 2.
Figure 6 is a simplified schematic view of a limit switch system of the engine exhaust system of Figure 2.
Description of the Preferred Embodiment
To resolve the issue of aircraft exhaust ducts undesirably becoming non- concentric due to relative movement between the engine and the airframe of an aircraft and the issue of hot aircraft exhaust flow unduly impacting aircraft components, an exhaust system provides (1) a means for linking the two ducts together so that even with engine movement relative to the airframe, the two ducts remain concentric, and (2) a means for rotating an exhaust duct/nozzle to direct exhaust flow in an optimal direction. Therefore, if engine movement occurs for any reason, the airframe mounted secondary duct is pushed or pulled into consistent alignment with the primary duct for maintaining maximum ejector performance while also providing for selective control of the exhaust gas vector. Rotation of the gas vector allows for redirecting of hot exhaust gas from impinging on composite parts (such as rotor blades) or other heat-sensitive components during near-idle conditions when the aircraft id on the ground. In addition, the exhaust vector may be redirected while the aircraft is on the ground or in flight to alter the infra-red (heat) signature of the aircraft for avoiding heat-seeking devices, such as missiles.
Referring now to Figures 2 and 3, an embodiment of an engine exhaust system 101 is illustrated. Exhaust system 101 comprises a tubular primary exhaust duct 103, a tubular secondary exhaust duct 105, and a slip joint 107 for allowing relative axial movement between ducts 103, 105. Primary exhaust duct 103 and secondary exhaust duct 105 are also held in alignment by a drag link 109.
Secondary exhaust duct 105 is connected to an airframe 111 and is supported by vertical struts 113 and a lateral strut 115, which are preferably struts connected at each end with uni-ball connectors. Vertical struts 113 carry vertical loads, and lateral strut 115 carries side loads. Preferably, the strut attachments are located on or very close to the center of gravity to avoid any undesired moments.
Primary exhaust duct 103 is attached directly to engine 117 for allowing exhaust gas to flow from engine 117 through primary exhaust duct 103 and into secondary duct 105. A forward end of secondary exhaust duct 105 is slipped concentrically into and sealably joined to an engine flange 119 through the use of o- ring type seal 121 in slip joint 107, and use of o-ring seal 121 allows for thermal expansion of ducts 103, 105. O-ring seal 107 is preferably a high-temperature o-ring type seal. Slip joint 107 also supports duct 105 in both vertical and horizontal directions, but not in an axial direction. Axial control of duct 105 is accomplished with drag link 109, which connects flange 119 to secondary duct 105. The mounts of drag link 109 are preferably uni-ball connectors, and this configuration allows for relative axial movement between engine 117 and secondary duct 105, but this does not allow for vertical or lateral movement. The single degree of freedom associated with drag link 109 allows engine movement to push or pull secondary exhaust duct 105 consistently with primary duct 103 and keeps the system in the desired alignment.
Secondary exhaust duct 105 has a curved portion 123 for altering the direction of exhaust flow from its original flow path along central axis 124 of a fixed portion 125 of duct 105 to a direction off the central axis of fixed portion 125. In the nominal orientation, cured portion directs flow in the direction shown relative to fixed portion 125. However, curved portion 123 is rotatable generally about axis 124 through a range of motion of about 90 degrees to either side (or to the extent of the range of motion available in the particular application). Figure 4 shows an end view of secondary duct 105 with curved portion 123 in the nominal position (solid lines) and rotated to one side (broken lines). To enable rotation while retaining the function of the means for keeping ducts 103 and 105 concentric, a bearing band 127 is disposed between curved portion 123 and struts 113, 115.
A joint 129, which is shown in Figure 5, joins curved portion 123 and fixed portion 125 together. Joint 129 is configured to retain curved portion 123 axially by a retainer 131 while allowing curved portion 123 to rotate relative to fixed portion 125 along central axis 124. Also, a self-lubricated bearing coating 133, preferably
Rexlon, is disposed at the interface of curved portion 123 and fixed portion 125.
Figure 6 is an end view of an actuator system 135, comprising an electric motor type actuator 137 connected to curved portion 123 through the use of wire rope 139 and chain 141. Actuator 137 is selectively controlled to rotate curved portion 123 into a position yielding optimal exhaust gas flow direction, thereby controlling or eliminating aircraft component overheating or altering the IR signature of the aircraft. Actuator 137 may be controlled manually, but is preferably controlled using a micro-processor-based flight control computer.
Figure 7 shows an adjustable stop 143 operably associated with wire rope/cable 139 and/or chain 141 for interacting with limit switch system 145. Of course, any other means for limiting, controlling, or causing rotation of curved portion may be used in alternative embodiments of the present invention.
The exhaust system provides for several advantages, including: (1) the ability to maintain primary and secondary exhaust ducts in a desired orientation; (2) selectively control the exhaust gas vector; (3) low weight; (4) increased reliability and durability; and (5) easy installation.
This description includes reference to illustrative embodiments, but it is not intended to be construed in a limiting sense. Various modifications and combinations of the illustrative embodiments, as well as other embodiments, will be apparent to persons skilled in the art upon reference to the description.

Claims

Claims
1. An exhaust system for an aircraft having an airframe and an engine with an exhaust exit, the exhaust system comprising: a primary exhaust duct adapted to communicate exhaust gas from the engine exhaust exit and configured for movement with the engine; a secondary exhaust duct in fluid communication with the primary exhaust duct and adapted to be movably mounted to the airframe, the secondary duct having a portion selectively rotatable relative to the remainder of the secondary duct; and means for maintaining a generally consistent relative alignment between the primary duct and the secondary duct.
2. The exhaust system according to Claim 1 , wherein the relative alignment is generally coaxial.
3. The exhaust system according to Claim 1 , wherein the means for maintaining a generally consistent relative alignment comprises a drag link adapted to connect an end portion of the secondary duct to the exhaust exit.
4. The exhaust system according to Claim 1 , wherein the means for maintaining a generally consistent relative alignment comprises: a drag link adapted to connect an end portion of the secondary duct to the exhaust exit; and at least one strut adapted to connect the secondary duct to an airframe.
5. The exhaust system according to Claim 1 , wherein the rotatable portion of the secondary duct is curved.
6. The exhaust system according to Claim 1 , further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct.
7. The exhaust system according to Claim 1 , further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to prevent overheating of components near the secondary duct.
8. The exhaust system according to Claim 1 , further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to reduce the infra-red signature of the secondary duct.
9. An aircraft engine system, comprising: an engine having an exhaust exit; a primary exhaust duct in fluid communication with the exhaust exit and configured for movement with the engine; a secondary exhaust duct in fluid communication with the primary exhaust duct and adapted to be movably mounted to the airframe, the secondary duct having a portion selectively rotatable relative to the remainder of the secondary duct; and means for maintaining a generally consistent relative alignment between the primary duct and the secondary duct.
10. The engine system according to Claim 9, wherein the relative alignment is generally coaxial.
11. The engine system according to Claim 9, wherein the means for maintaining a generally consistent relative alignment comprises a drag link connecting the secondary duct to the exhaust exit.
12. The engine system according to Claim 9, wherein the means for maintaining a generally consistent relative alignment comprises: a drag link connecting the secondary duct to the engine exhaust exit; and at least one strut adapted to connect the secondary duct to an airframe.
13. The exhaust system according to Claim 9, wherein the rotatable portion of the secondary duct is curved.
14. The exhaust system according to Claim 9, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct.
15. The exhaust system according to Claim 9, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to prevent overheating of components near the secondary duct.
16. The exhaust system according to Claim 9, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to reduce the infra-red signature of the secondary duct.
17. An aircraft, comprising: an airframe; an engine having an exhaust exit; a primary exhaust duct in fluid communication with the exhaust exit and configured for movement with the engine; a secondary exhaust duct in fluid communication with the primary exhaust duct and adapted to be movably mounted to the airframe, the secondary duct having a portion selectively rotatable relative to the remainder of the secondary duct;; and means for maintaining a generally consistent relative alignment between the primary duct and the secondary duct.
18. The aircraft according to Claim 17, wherein the relative alignment is generally coaxial.
19. The aircraft according to Claim 17, wherein the means for maintaining a generally consistent relative alignment comprises a link connecting the secondary duct to the exhaust exit.
20. The aircraft according to Claim 17, wherein the means for maintaining a generally consistent relative alignment comprises: a link connecting the secondary duct to the engine exhaust exit; and at least one strut connecting the secondary duct to the airframe.
21. The aircraft according to Claim 17, wherein the rotatable portion of the secondary duct is curved.
22. The aircraft according to Claim 17, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct.
23. The aircraft according to Claim 17, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to prevent overheating of components near the secondary duct.
24. The aircraft according to Claim 17, further comprising: an actuator selectively operable for rotating the rotatable portion of the secondary duct; wherein the actuator is adapted to be operated to reduce the infra-red signature of the secondary duct.
25. An aircraft, comprising: an airframe; an engine having an exhaust exit; a primary exhaust duct in fluid communication with the exhaust exit and configured for movement with the engine; a secondary exhaust duct in fluid communication with the primary exhaust duct and adapted to be movably mounted to the airframe, the secondary duct having a portion selectively rotatable relative to the remainder of the secondary duct;; a link connecting the secondary duct to the engine exhaust exit; and at least one strut connecting the secondary duct to the airframe; wherein the link and at least one strut cooperate to maintain a generally consistent relative alignment between the primary duct and the secondary duct.
PCT/US2007/013675 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle WO2008127260A1 (en)

Priority Applications (10)

Application Number Priority Date Filing Date Title
MX2008015789A MX2008015789A (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle.
AU2007351593A AU2007351593A1 (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle
BRPI0712134-2A BRPI0712134A2 (en) 2006-06-09 2007-06-11 engine exhaust system with directional nozzle
CN2007800296352A CN101501319B (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle
US12/303,970 US8132755B2 (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle
JP2009514421A JP2009539682A (en) 2006-06-09 2007-06-11 Engine exhaust system with directional control nozzle
DE07873413T DE07873413T1 (en) 2006-06-09 2007-06-11 ENGINE EXHAUST SYSTEM WITH DIRECTIONAL NOZZLE
EP07873413.4A EP2032829B1 (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle
CA2652685A CA2652685C (en) 2006-06-09 2007-06-11 Engine exhaust system with directional nozzle
EA200802442A EA200802442A1 (en) 2006-06-09 2007-06-11 EXHAUST ENGINE WITH A DIRECTED NOZZLE

Applications Claiming Priority (2)

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US81243306P 2006-06-09 2006-06-09
US60/812,433 2006-06-09

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EP (1) EP2032829B1 (en)
JP (1) JP2009539682A (en)
KR (1) KR20090020685A (en)
CN (1) CN101501319B (en)
AU (1) AU2007351593A1 (en)
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US20140060004A1 (en) * 2011-09-20 2014-03-06 Bell Helicopter Textron Inc. Tiltrotor vectored exhaust system

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US20140060004A1 (en) * 2011-09-20 2014-03-06 Bell Helicopter Textron Inc. Tiltrotor vectored exhaust system

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CN101501319A (en) 2009-08-05
DE07873413T1 (en) 2009-07-30
EP2032829B1 (en) 2014-03-05
CN101501319B (en) 2011-03-09
CA2652685C (en) 2012-12-18
KR20090020685A (en) 2009-02-26
AU2007351593A1 (en) 2008-10-23
BRPI0712134A2 (en) 2012-01-10
EP2032829A4 (en) 2012-10-10
US8132755B2 (en) 2012-03-13
MX2008015789A (en) 2009-04-15
JP2009539682A (en) 2009-11-19
US20110131948A1 (en) 2011-06-09
CA2652685A1 (en) 2008-10-23
EA200802442A1 (en) 2009-06-30
EP2032829A1 (en) 2009-03-11

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