Fluid-vectoring system

Patent metadata

Field	Value
Publication number	US-2016185449-A1
Application number	US-201514966444-A
Country	US
Kind code	A1
Filing date	Dec 11, 2015
Priority date	Dec 31, 2014
Publication date	Jun 30, 2016
Grant date	—

Abstract

A jet aircraft includes an aircraft integrated, fluid vectoring, exhaust nozzle system. Implementation of this disclosure may eliminate or reduce the size of the aircraft vertical stabilizer and rudder assembly, thereby potentially improving aircraft survivability and increasing aircraft thrust-to-weight ratio.

First claim

What is claimed is:

1 . An aircraft comprising
a body and a fluid-vectoring system coupled to the body and configured to control movement of the body as the body moves along a flight path during flight of the aircraft, the fluid-vectoring system including a first fluid passageway arranged to extend along an axis of the body and to define a first fluid cavity therein and a first fluid-control unit coupled to the body to move between a retracted configuration in which a first flow of environmental fluid moves downstream along the axis from an environment surrounding the aircraft, through the first fluid cavity, and to the environment and an engaged configuration in which the first fluid-control unit blocks the first flow of environmental fluid from flowing through the first fluid cavity.

2 . The aircraft of claim 1 , wherein the first fluid-control unit includes a first control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated through the first fluid cavity and a closed position in which the first control door extends into the first fluid cavity to block communication of the first flow of environmental fluid through the first fluid cavity.

3 . The aircraft of claim 2 , wherein the first fluid-control unit further includes a second control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated into the first fluid cavity and a closed position in which the second control door extends into the first fluid cavity to block communication of the first flow of environmental fluid into the first fluid cavity.

4 . The aircraft of claim 3 , wherein the first fluid-control unit further includes a third control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated past the first control door and into the first fluid cavity and a closed position in which the third control door forms an additional cavity in the first fluid cavity when the first control door in the closed position.

5 . The aircraft of claim 4 , wherein the first control door is movable relative to and independent of the second control door or the third control door.

6 . The aircraft of claim 1 , wherein the fluid-vectoring system further includes a second fluid passageway arranged to extend along the axis of the body and to define a second fluid cavity therein and a second fluid-control unit coupled to the body to move between a retracted configuration in which a second flow of environmental fluid moves downstream along the axis from the environment surrounding the aircraft, through the second fluid cavity, and to the environment and an engaged configuration in which the second fluid-control unit blocks the second flow of environmental fluid from flowing through the second fluid cavity.

7 . The aircraft of claim 6 , wherein the fluid-vectoring system is arranged in a forward-flight arrangement when the first fluid-control unit and the second fluid-control unit are in the retracted configurations which causes the aircraft to move at a first velocity in a forward direction.

8 . The aircraft of claim 7 , wherein the fluid-vectoring system is arranged in an in-flight left-turn arrangement when the first fluid-control unit is in the retracted configuration and the second fluid-control unit is in the engaged configuration which causes the aircraft to turn away from the forward direction in a left-turn direction.

9 . The aircraft of claim 8 , wherein the fluid-vectoring system is arranged in an in-flight right-turn arrangement when the first fluid-control unit is in the engaged configuration and the second fluid-control unit is in the retracted configuration which causes the aircraft to turn away from the forward direction in a right-turn direction.

10 . The aircraft of claim 9 , wherein the fluid-vectoring system is arranged in an in-flight braking arrangement when the first fluid-control unit and the second fluid-control unit are in an in-flight braking configuration when the first and second flows of environmental fluid are blocked from flowing downstream through the first and second fluid cavities to cause the aircraft to decelerate to a relatively smaller second velocity.

11 . The aircraft of claim 6 , wherein the first fluid-control unit includes a first control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated through the first fluid cavity and a closed position in which the first control door extends into the first fluid cavity to block communication of the first flow of environmental fluid through the first fluid cavity, a second control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated into the first fluid cavity and a closed position in which the second control door extends into the first fluid cavity to block communication of the first flow of environmental fluid into the first fluid cavity, and, a third control door coupled to the body to move between an opened position in which the first flow of environmental fluid is communicated past the first control door and into the first fluid cavity and a closed position in which the third control door forms an additional cavity in the first fluid cavity when the first control door is in the closed position.

12 . The aircraft of claim 11 , wherein the second fluid-control unit includes a first control door coupled to the body to move between an opened position in which the second flow of environmental fluid is communicated through the second fluid cavity and a closed position in which the first control door of the second fluid-control unit extends into the second fluid cavity to block communication of the second flow of environmental fluid through the second fluid cavity, a second control door coupled to the body to move between an opened position in which the second flow of environmental fluid is communicated into the second fluid cavity and a closed position in which the second control door of the second fluid-control unit extends into the second fluid cavity to block communication of the second flow of environmental fluid into the second fluid cavity, and, a third control door coupled to the body to move between an opened position in which the second flow of environmental fluid is communicated past the first control door of the second fluid-control unit and into the second fluid cavity and a closed position in which the third control door of the second fluid-control unit forms an additional cavity in the second fluid cavity when the first control door of the second fluid-control unit is in the closed position.

13 . The aircraft of claim 12 , wherein the fluid-vectoring system is in a forward-flight arrangement when all of the control doors are in the opened position.

14 . The aircraft of claim 13 , wherein the fluid-vectoring system is in an in-flight left-turn arrangement when all of the control doors of the first fluid-control unit are in the opened position and all of the control doors of the second fluid-control unit are in the closed position.

15 . The aircraft of claim 14 , wherein the fluid-vectoring system is in an in-flight right-turn arrangement when all control doors of the first fluid-control unit are in the closed position and all the control doors of the second fluid-control unit are in the opened position.

16 . The aircraft of claim 15 , wherein the fluid-vectoring system is in an in-flight braking arrangement when the first c

Assignees

• Rolls Royce Nam Tech Inc

Inventors

• Baker Von D

Classifications

• B64C21/08 Primary

  adjustable · CPC title

• B64C15/14 Primary

  the jets being other than main propulsion jets (jet flaps B64C9/38) · CPC title