• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    jet engine thrust reverser cockpit pass fairing, cockpit and method for reversing cockpit equipped engine thrust in aircraft a cockpit is configured to be coupled to an underside of a wing and forms a clearance space between the cockpit and a wing leading edge slat. a portion of a pass fairing shifts longitudinally to the rear when a reverse thrust setting is activated and the leading edge slat is open in the cockpit direction. the through fairing also includes another portion located adjacent to the leading edge slat that does not shift when the reverse push setting is activated and thus maintains its lead edge slat clearance space.
    公开号:BR102012030172B1
    申请号:R102012030172-5
    申请日:2012-11-27
    公开日:2021-06-15
    发明作者:Michael Ray Aten；Sara Crawford
    申请人:Rohr, Inc；
    IPC主号:
    专利说明:

    DESCRIPTIVE REPORT RELATED REQUESTS
    [001] This Application claims the benefit of Provisional Application No. 61/591,715, filed January 27, 2012, which is incorporated herein by reference in its entirety. BACKGROUND Field of Invention
    [002] This Application relates generally to engine-socks and, more particularly, to engine-sock thrust reversers. Description of Related Art
    [003] A cockpit is a frame or housing that holds an engine and/or other equipment in an aircraft. Carlingas are commonly attached to the underside of a wing, for example, by a pillar. Carlingas often include thrust reversers designed to slow the aircraft down, usually shortly after landing. In conjunction with this, wing slats, when in an open position, provide greater lift when the aircraft is in slow flight. Thrust reverse systems often include fairings that move backwards when reverse thrust is selected. Additionally, the leading edge of the wing, located above the cockpit, often includes leading edge slats that can be opened in a generally forward and downward direction towards the cockpit. On large-diameter turbofan engines installed under a wing with a restriction as to its distance from the ground, the designs must be carefully engineered in such a way that the movement of the fairing slats and the leading edge during the reverse thrust does not cause the fairing collision or otherwise interfere with the lead edge open slat. The present invention meets this requirement. SUMMARY
    [004] The devices, systems and methods of the present invention have several characteristics, none of which is solely responsible for its desirable attributes. Without limiting the scope of this invention, as expressed by the Claims below, its most prominent features will be discussed briefly. After consideration of this discussion, and particularly after reading the section entitled “Detailed Description”, it will be understood how the features of this discussion provide several advantages over existing thrust reversers.
    [005] An aspect of a cockpit pass fairing of a jet engine thrust reverser. The pass fairing has a circumference measured from the top outer edge to the top edge of the board. The pass fairing includes a sliding portion starting at the top edge of the board and having a circumference that is smaller than the circumference of the pass fairing. The sliding portion is configured to move longitudinally between a forward thrust position adjacent to a cockpit entry fairing and a position reversing backwards from the forward thrust position. The pass fairing further includes at least one stationary portion extending between the upper outer edge and an edge of the sliding portion. At least one stationary part remains in a stationary position when the sliding part moves between the forward push position and the reverse push position.
    [006] Another aspect is a cockpit configured to be attached to an underside of a wing by means of a pillar. The wing comprises a leading edge slat configured to open towards the cockpit when in an open configuration. The cockpit includes a fairing featuring an outer translation sleeve configured to travel backwards in a longitudinal direction and an outer fixed frame having a clearance distance to the lead edge slat when the lead edge slat is in the open configuration that it remains substantially constant when the outer translation sleeve moves back in the longitudinal direction.
    [007] Yet another aspect is a method of reversing the thrust of an engine equipped with a cockpit in an aircraft. The cockpit comprises a fairing that includes an outer translation sleeve and an outer fixed frame located adjacent an inner side of the outer translation sleeve. The method includes moving the externally translating sleeve longitudinally from a first position to a second position behind the first position without displacement of the external fixed structure.
    [008] Aspects, features and advantages of the present invention will become clear from the detailed description that follows. BRIEF DESCRIPTION OF THE DRAWINGS
    [009] These and other features, aspects and advantages of the present invention will now be described in connection with embodiments of the present invention, with reference to the accompanying drawings. The illustrated embodiments, however, are merely examples and are not intended to limit the invention. The various features illustrated in the drawings may not be to scale. Likewise, the dimensions of the various features may be arbitrarily expanded or reduced for clarity. Also, some of the drawings may be simplified for clarity. Therefore, the drawings may not show all components of a given apparatus, device, system, method, or any other component or process illustrated.
    [0010] FIG. 1 is a perspective view of an aircraft incorporating a cockpit in accordance with an embodiment of the present invention.
    [0011] FIG. 2 is a perspective view of an underside of a wing of the aircraft of Figure 1.
    [0012] FIG. 3 is a perspective view of the cockpit of Figure 1 in a forward thrust configuration.
    [0013] FIG. 4 is a cross-sectional view through the cockpit of Figure 3 taken along line 4-4.
    [0014] FIG. 5 is a perspective view of the cockpit of Figure 1 in a reverse thrust configuration.
    [0015] FIG. 6 is a side view of the cockpit of Figure 5.
    [0016] FIG. 7 is a rear view of the cockpit and engine of Figure 5 in a reverse thrust configuration.
    [0017] FIG. 8 is a side view of a cockpit in accordance with another embodiment of the present invention in a forward thrust configuration.
    [0018] FIG. 9A is a perspective view of the cockpit of Figure 8 .
    [0019] FIG. 9B is a perspective view of a cockpit in accordance with yet another embodiment of the present invention in a forward thrust configuration.
    [0020] FIG. 10 is a perspective view of the cockpit of Figure 8 in a reverse thrust configuration.
    [0021] FIG. 11 is a perspective sectional view of a portion of the cockpit of Figure 8 in a forward thrust configuration.
    [0022] FIG. 12 is a perspective sectional view of a portion of the crankshaft of Figure 8 in a reversing thrust configuration.
    [0023] FIG. 13 is a perspective sectional view of a portion of the cockpit of Figure 8 in a reverse thrust configuration.
    [0024] FIG. 14 is a partial cross-sectional view of the cockpit of Figure 13 taken along line 14-14, with the cockpit shown in a forward thrust configuration. DETAILED DESCRIPTION
    [0025] The following detailed description is directed to certain specific embodiments of the invention. However, the invention may be embodied in a variety of different forms as defined and covered by the Claims. In this description, reference is made to the drawings, and like parts are designated with like reference numerals.
    [0026] The person skilled in the art will recognize the interchangeability of the various features of the different embodiments. While these techniques and systems have been described in the context of certain embodiments and examples, it will be understood by those skilled in the art that these techniques and systems can be extended beyond the specifically described embodiments to other embodiments and/or obvious uses and modifications and equivalents thereof. Additionally, it is appreciated that various aspects and features of the invention described may be practiced separately, together or substituted for one another, and that a variety of combinations of the features and aspects may be realized and still fall within the scope of the invention. In this way, it is intended that the scope of the systems described here is not limited to the particular achievements described above.
    [0027] Embodiments of the invention described herein relate to cockles incorporating a sleeve having a translation part that moves when the reversing push is engaged, and a fixed part that remains stationary and does not move when the reversing push is engaged. engaged. Such gloves do not collide or otherwise interfere with the leading edge slat located on a wing leading edge above the cockpit when the slat moves down towards the cockpit in flight. The cockpits described here can be located closer to the wing, which increases the clearance between the cockpit and the pavement or runway. This change allows the placement of engines that have a higher bypass ratio (larger maximum diameter) in a wing, while maintaining the necessary clearance between the bottom of the cockpit and the pavement or runway. In some implementations, providing an engine with a higher dilution ratio can reduce thrust-specific fuel consumption for an aircraft and increase overall fuel efficiency. Thus, the cabins described here can provide several advantages over existing cabins.
    [0028] Figure 1 is a perspective view of an aircraft (10) featuring a fuselage (12) and a pair of wings (14) extending laterally from the fuselage (12). The cockpit (16) is coupled to an underside of each wing (14). Although not illustrated in Figure 1, in some embodiments, each cockpit (16) is coupled to a wing by a pillar, or any other suitable structure capable of coupling a load to a wing.
    [0029] Each cockpit (16) houses an aircraft engine (15), for example, the high dilution ratio engine, which receives air through a fan (20) arranged near an inlet (19) of the cockpit (16) , burns incoming air with fuel inside a combustion chamber, and provides an exhaust jet through a rearward facing nozzle so as to propel the aircraft (10) in a forward direction. Additionally, high dilution ratio engines also receive a substantial amount of air through the inlet (19) of the cockpit (16) which passes over or is bypassed from the engine (15) in order to provide additional thrust. The bypass air is combined with the exhaust jet and increases fuel efficiency and reduces engine noise. Since a high dilution ratio engine may require a substantial amount of clearance between an outer surface of the engine (15) and the inner surface of the cockpit (16), such engines may require a larger cockpit that must be disposed close to the underside (17) of the wing (14) in order to provide the necessary clearance between the cockpit and a landing surface such as a landing strip.
    [0030] Figure 2 is a perspective view of the underside (17) of the wing (14). The cockpit (16) is coupled to the wing (14) by a pillar (18). The wing (14) includes slats (22) on the leading edge (24) of the wing (14). The slats (22) are aerodynamic surfaces that, when in the open configuration illustrated in Figure 2, can allow the wing (14) to operate at a greater angle of attack. A larger angle of attack may allow the aircraft (10) to fly more slowly or take off and land with a shorter distance. The leading edge slats (22) can also be opened after landing in order to increase drag, thus helping to decelerate the aircraft (10) more quickly. Extending the leading edge slats (22) after landing can thus reduce wear on the brakes and allow for shorter landing distances. Leading edge slats (22) are normally retracted during normal flight operations to minimize drag. The retracted position is illustrated in Figure 1, for example.
    [0031] In order to assist in the description of the cockpits presented below with reference to the figures, the following coordinate terms are used, consistent with the illustrated coordinate axes. A "longitudinal axis" is generally parallel to a cockpit axis that extends between the cockpit entry and exit. A “lateral axis” is normal to the longitudinal axis and is generally parallel to a wing associated with the cockpit. A “transverse axis” extends normal to both the longitudinal and lateral axis. Furthermore, as used herein, "the longitudinal direction" refers to a direction substantially parallel to the longitudinal axis; "the lateral direction" refers to a direction substantially parallel to the lateral axis; and "the transverse direction" refers to a direction substantially parallel to the transverse axis. The terms "top", "bottom", "top", "bottom", "bottom side", "top side" and the like, which may be used to describe cabins and related components in the discussion below, are used with reference to orientation illustrated of the achievements. For example, the term “topside” is used to describe the part of a cockpit that is arranged above an engine housed inside the cockpit. The term “underside” is used to describe the part of the cockpit that is located below the plane formed by the longitudinal and lateral axes of the cockpit. Additionally, the term “forward” can be used to describe the portion of a cockpit located near the cockpit entrance. A first component disposed in front of a second component is generally located further away from a plane formed by the transverse and lateral axes of the cockpit than the second component. The "forward direction" refers to a direction substantially parallel to the longitudinal axis and generally moving from the exit to the entrance of the cockpit. The term “behind” can be used to describe a part of a cockpit located near the exit of the cockpit. A first component disposed behind a second component is generally located further from the plane formed by the transverse and lateral axes of the cockpit than the second component. The "backward direction" refers to a direction substantially parallel to the longitudinal axis and generally traveling from the entrance to the exit of the cockpit. A first component disposed "onboard" with respect to a second component is generally closer to the fuselage of an aircraft than the second component. A first component disposed "outside" with respect to a second component is generally further away from the fuselage than the second component.
    [0032] Figure 3 illustrates a side perspective view of the cockpit (16) and the engine (15) housed in the cockpit (16). Figure 4 shows a cross-sectional view of the cockpit (16) and the motor (15) taken along line 4-4 of Figure 3. The motor (15) includes the fan (20) which is disposed near the front of the cockpit (16) so as to supply air to the cockpit through the inlet (19). A part of the air fed through the inlet (19) is expelled through the outlet (26) of the cockpit (16) and another part is burned with fuel in order to provide a forward thrust of the aircraft (10). Additionally, air may be expelled through a thrust reverser arrangement, described in more detail below with reference to Figures 5 and 6, to produce a reverse thrust. The cockpit (16) can be coupled to the aircraft (10) by the pillar (18) arranged on the upper side of the cockpit (16). For example, the cockpit (16) can be coupled to the underside of the aircraft wing (14) in such a way that the engine (15) provides forward thrust and reverse thrust capability to the aircraft (10).
    [0033] Still referring to Figures 3 and 4, the cockpit (16) includes an inlet flap or nose flap (27) and an inlet fairing (28). The nose flap (27) and the inlet fairing (28) can together define the inlet (19). The cockpit (16) also includes a pass fairing (30) disposed behind the entrance fairing (26). The pass fairing (30) can define the exit (26) of the cockpit (16). The inlet fairing (28) and the through fairing (30) can be joined in slots, or joints, in the cockpit (16). For example, the cockpit (16) may include a transverse slot (32) disposed between the entry fairing (28) and the through fairing (30).
    [0034] The engine (15) extends along a longitudinal axis (34) of the cockpit (16). The motor (15) includes an exhaust nozzle (35) which extends through the outlet (26) of the cockpit (16). Different engine components and compartments, for example a combustion chamber, may be housed within one or more engine fairings (36) which define an external surface of the engine (15).
    [0035] As schematically illustrated in Figure 4, the fan (20) works in order to feed the inlet air (37) to the cockpit (16) through the inlet (19). A part of the inlet air (37) can be diverted to the engine (15) and used for combustion, while another part (38) of the supplied air (37) can be diverted to the engine (15) and pass over the engine cowling. (36). In this way, the bypass air (38) can exit through the outlet (26) together with an exhaust flow from the engine (39) to provide a forward thrust relative to the cockpit (16) (e.g., to provide a force that drives the cockpit (16) and its associated engine (15) and the aircraft (10) from left to right as illustrated in Figures 3 and 4).
    [0036] The cockpit (16) may include a thrust reverser system to temporarily divert the deflected air (38), such that the thrust produced by the deflected air (38) is forward rather than backward. This deviation acts against the forward displacement of the aircraft (10), decelerating the aircraft. Exhaust air can be redirected using locking doors and cascading vanes inside the cockpit (16), using mechanisms well known in the art. Reverse thrust is typically applied shortly after landing, in order to decelerate the aircraft (10).
    [0037] Figures 5 and 6 are perspective views and a side view, respectively, of the cockpit (16) of Figure 3 in a reversing thrust configuration. Figure 7 is a rear view of the cockpit (16) in the reverse thrust configuration. Referring now to Figures 5 and 6, activation of a reverse thrust configuration translates the through fairing (30) longitudinally rearward from the inlet fairing (28) compared to the position of the through fairing (30) in the forward thrust configuration (for example, compared to the position of the pass fairing (30) illustrated above in Figures 3 and 4). In this embodiment, the through fairing (30) is formed of a unitary or homogeneous part that extends continuously around the (16) from a first external longitudinal slit (46a) to a second longitudinal slit on board (46b) ( see Figure 7). In other embodiments, the through fairing (30) is formed of two or more parts that together extend around the cockpit (16) from the first slot (46a) to the second slot (46b). Activation of the reverse thrust configuration shifts the entire pass fairing (30) in a longitudinal direction from a first position to a second position behind the first position. In some respects, the pass fairing (30) is translated about two feet backwards. The longitudinal movement of the pass fairing (30) can be guided by the longitudinal slot (46a) between the pass fairing (30) and the pillar (18). Such longitudinal movement of the pass fairing (30) acts to expand the transverse slot (32) disposed between the entrance fairing (28) and the pass fairing (30) and exposes an underlying cascade (40).
    [0038] The cascade (40) may include a plurality of vanes arranged circumferentially around the longitudinal axis of the cockpit (16). The vanes can redirect an airflow from within the cockpit (16) through a cascade grill (40) such that the diverted airflow (38) leaves the cascade (40) and produces a reverse thrust. Additionally, as shown in Figure 7, as the pass fairing (30) moves back, the locking doors (42) are activated so as to prevent (e.g., prevent, inhibit or reduce) the flow of air that is bypassed from the motor (15) and passes through the output (26) of the cockpit (16). That is, the locking doors (42) are activated so as to prevent the flow of air through an air path defined between the inlet (19) and the outlet (26) of the cockpit (16). Instead of passing through the outlet (26), most of the bypass air flow (38) is diverted through the blocking ports (42) so that it passes through the cascade (40). The cascade (40), including a plurality of vanes and a grid, acts to shape this air flow such that a reversing thrust air flow (44) exits the cascade (40) in a direction towards the inlet fairing (28) as illustrated at 5 and 6, in contrast, when in the forward thrust configuration, the outlet (26) of the cockpit (16) is not substantially blocked by the locking doors (42) such that the engine exhaust (39) and bypass air (38) may freely leave the cockpit (16) through a route or air duct from the inlet (19) to the output (26) of the cockpit (16).
    [0039] Figure 8 illustrates a side view of a cockpit (116) according to an embodiment of the present invention. The cockpit (116) is coupled to a wing (114) by a pillar (118). The wing (114) includes a leading edge slat (122) configured to move between a stowing position and an open position, which is illustrated in Figure 8. The cockpit (116) includes a nose flap (127), an inlet fairing (128), an inlet fairing (130), and an exhaust nozzle (135). The cockpit (116) also includes a cascade (140) beneath (i.e. disposed radially inward) a portion of the pass fairing (130). In Figure 8, the cockpit (116) is in a forward thrust configuration such that the pass fairing (130) is in a first stowage position adjacent to the entrance fairing (128). The pass fairing (130) includes an externally translatable sleeve (150) and a fixed (i.e., non-translatable) external frame (152). The cockpit (116) also includes an external longitudinal slot (146a) between the external translation sleeve (150) and the external fixed frame (152).
    The leading edge slat (122) may come too close to the pass fairing (130) when the leading edge slat (122) is open downwards towards the cockpit (116). As described above with reference to Figures 3-6, a reverse thrust condition extends the pass fairing (130) in the rearward direction and engages the locking doors so as to temporarily divert air in the forward direction. In aspects where activating a reverse thrust configuration shifts the entire crossover fairing in a rearward direction from a stowed position (e.g., as with the crossover fairing (30) of the cockpit (16) illustrated in Figure 5, the present invention ensures that the pass fairing does not slide into and contact the open leading edge slat (122). This contact could prevent the through fairing (130) from moving back to a fully extended position, in view of interfering with the open leading edge slat (122). Such interference could damage the pass fairing (130), the leading edge slat (122), and other structures in the wing (114) and cockpit (116).
    [0041] In one aspect of the present invention, the crossover fairing (130) includes an outer translation sleeve (150) configured to move longitudinally in the rearward direction when the reverse thrust setting is activated. The outer translation sleeve (150) can move longitudinally from a first position to a second position behind the first position. The pass fairing (130) also includes an external fixed structure (152) located between the external translation sleeve (150) and the pillar (118). As described in greater detail below with reference to Figures 9 and 10, the outer fixed frame (152) is fixed in place and does not move longitudinally in the rearward direction when the reverse thrust configuration is engaged. As a result, the outer fixed structure (152) does not contact the open leading edge slat (122).
    [0042] Figure 9A is a perspective view of the cockpit (116) of Figure 8, without schematic drawings of the pillar (118), the wing (119), or the leading edge slat (122). The pass fairing (130) has a circumferential length (157) measured from an outer top edge (158) to an inboard top edge (159). As described above, the pass-through fairing (130) includes an external translation sleeve (150) and an external fixed frame (152). The outer fixed structure (152) is located along the circumferential length (157) of the pass fairing (130) between the outer top edge (158) and the outer translation sleeve (150). The outer translation sleeve (150) extends circumferentially from the outer fixed frame (152) to the upper edge of the board (159). The outer fixed structure (152) extends in circumference for the distance necessary to prevent collision of the pass fairing (130) that surrounds it with the open slat when the pass fairing (130) is translated back to an open position.
    [0043] A geometric plane formed by the transverse elongitudinal axes of the cockpit (116) defines an outer portion (155) and an onboard portion (156) of the cockpit (116). In certain embodiments, the outer fixed structure (152) is longitudinally aligned with the outer part (155) of the cockpit (116) between an outer part (130a) of the pass fairing (130) and the pillar (118). The cockpit (116) may, but need not, include an external fixed structure in an onboard portion (156) of the cockpit (116).
    [0044] The external fixed structure (152) can be located externally to a first hinged access panel (160a) such that the external fixed structure (152) is further away from the plane formed by the transverse and longitudinal axes than the first panel hinged access point (160a). Additionally, an edge portion (130b) of the pass fairing (130) can be located on the edge of a second hinged access panel (160b) such that the edge portion (130b) is located further away from the formed plane. by the transverse and longitudinal axes than the second hinged access panel (160b).
    [0045] The embodiments of the present invention are not limited to an external fixed structure (152) that is located on the outside (155) of the cockpit (116). Embodiments may also include a plurality of external fixed structures arranged circumferentially around the upper side of the cockpit (116) so as to prevent contact between the pass fairing (130) and the leading edge slat (122) when one or both are open in a reverse boost configuration.
    [0046] Figure 9B is a perspective view of a cockpit (216) according to another embodiment in which the cockpit (216) includes a passage fairing (230) having a plurality of external fixed structures. The pass fairing (230) includes two external fixed structures, a first external fixed structure (252a) located in an outer part (255) of the cockpit (216) and a second outer fixed structure (252b) located in an aboard part ( 256) of the cockpit (216). The second external fixed structure (252b) can be arranged, for example, between an onboard portion (230b) of the pass fairing (230) and a second hinged access panel (260b). The second outer fixed structure (252b) does not move longitudinally when the through fairing (230) is moved back during the reverse thrust, and can be configured to prevent contact between a portion of a leading edge slat (222) open located above the second external fixed frame (252b).
    [0047] Figure 10 is a perspective view of the cockpit (116) of Figures 8 and 9A in a reverse thrust configuration. The translating outer sleeve (150) of the pass fairing (130) has been moved longitudinally from the first stowage position adjacent to the entrance fairing (128) to a second position behind the first position. The pass fairing (130) also includes an inner translation sleeve (162) which also moves longitudinally rearward upon activation of the reverse thrust configuration. In one aspect, the outer translation sleeve (150) moves in conjunction with the inner translation sleeve (162) such that both sleeves move backwards when the reverse thrust is engaged. For example, the outer translation sleeve (150) may be mechanically or unitary coupled with the inner translation sleeve (162) such that the outer translation sleeve (150) moves together with the inner translation sleeve (162 ). Displacement of the outer translation sleeve (150) in the backward direction to the second position exposes the cascade (140), allowing the redirection of air to leave the cascade (140) and contribute to the aircraft's reversal thrust.
    [0048] The outer fixed frame (152), which is located closest to the open leading edge slat (122), does not shift upon activation of the reverse push setting. The clearance between the leading edge slat (122) when open and the external fixed structure (152) is unchanged. Since the pass fairing (130) does not extend into the region of the outer fixed frame (152) and instead is located farther from the open leading edge slat (122) than the outer fixed frame (152), the through fairing (130) does not collide with the open leading edge slat (122) when traveling in the rearward direction.
    [0049] In the embodiment illustrated in Figure 10, an onboard portion (140b) of the cascade (140) is exposed when the external translation sleeve (150) is moved back in a reversing thrust configuration. Redirected air can exit the cascade (140) through the now exposed onboard part (140b), while air cannot be redirected out of the cascade (140) through the external fixed structure (152).
    [0050] Figure 11 is a perspective sectional view of a portion of the cockpit (116) of Figure 8 in a forward thrust configuration. The cockpit (116) is coupled to a wing (119) having a leading edge slat (122). The cockpit (116) includes the pass fairing (130) and an entrance fairing (not shown in Figure 11). The leading edge slat (122) was moved from a first stowing position to a second open position just above the cockpit (116). The cockpit (116) is in a forward thrust configuration, with the pass fairing (130) in a first stowage position adjacent to the entrance fairing. The pass fairing (130) includes a first part, an outer translating sleeve (150), configured to move longitudinally from the first position to a second position behind the first position. In some aspects, the outer translation sleeve (150) travels rearwardly in a longitudinal direction substantially parallel to a longitudinal axis (134) of the cockpit (116). The pass fairing (130) also includes a second part, an outer fixed frame (152), which is configured to remain stationary when the outer translation sleeve (150) moves back to the second position. The open leading edge slat (122) is located just above the outer fixed frame (152), but since longitudinal movement of the outer fixed frame (152) in the backward direction does not occur, as described above, the frame external fixture (152) does not collide or otherwise interfere with the open leading edge slat (122).
    [0051] Figure 12 is a perspective sectional view of a portion of the cockpit (116) of Figure 8 in a reverse thrust configuration. The first part of the pass fairing (130), the external translation sleeve (150), has been moved longitudinally to a second position behind the first position. Backward movement of the translating outer sleeve (150) reveals a cascade (140) underlying (i.e., located radially inward) the translating outer sleeve (150), allowing air redirected by the activated lockout ports to exit the cockpit (116) and produce reverse thrust. A clearance distance (154) remains between the cockpit (116) and the open leading edge slat (122) even when the cockpit (116) is in the reverse push configuration. The second part of the pass fairing (130), the external fixed structure (152), has not moved longitudinally in the backward direction and remains stationary above the cascade (140) now exposed. The cascade (140) preferably does not underlie (i.e., is not located radially into) the external fixed structure (152).
    [0052] Figure 13 is a perspective sectional view of a portion of the cockpit (116) of Figure 8 in a reverse thrust configuration. As described above, the cockpit (116) includes an external translation sleeve (150) and an external fixed frame (152). The cockpit (116) also includes a hinged access panel (160) located adjacent to and aboard the external fixed frame (152). The cockpit (116) is in a reversing thrust configuration, with the outer translation sleeve (150) in a second open position that is longitudinally behind a first stowing position. In one embodiment, the outer fixed frame (152) is located between the hinged access panel 160 and a longitudinal slot (146a) formed between the outer translation sleeve (150) and the outer fixed frame (152). The hinged access panel (160) may allow access to the internal components of the cockpit (116).
    [0053] Figure 14 is a partial cross-sectional view of the cockpit (116) of Figure 13 taken along line 14-14. Although the cockpit (116) of Figure 13 is shown in a reverse thrust configuration, Figure 14 illustrates a locking door (142) parallel to the outer translation sleeve (150) in a forward thrust configuration. The cockpit (116) may include an inner translation sleeve (162) located radially into the outer translation sleeve (150) and the outer fixed frame (152). In some embodiments, activating a reverse thrust configuration shifts the outer translation sleeve (150) and the inner translation sleeve (162) longitudinally from a first position adjacent an input fairing to a second position behind the first. position. The outer translation sleeve (150) and the inner translation sleeve (162) can move simultaneously.
    [0054] The cockpit (116) includes a plurality of locking doors (142) radially into the external fixed frame (152). Activation of the reverse push moves the locking doors (142) in a backward direction from a first position (forward push) parallel to the outer translation sleeve (150) to a second position (reverse push). In some embodiments, the locking doors in the second position are perpendicular to the outer translation sleeve (150). The cockpit (116) includes a cascade (140) configured to allow air to exit the cockpit (116) when the outer translation sleeve (150) and the locking doors (142) move rearwardly. The external translation sleeve (150) is disposed radially outside the cascade (140), however the cascade (140) preferably does not circumferentially extend beneath (i.e., is not located radially into) the external fixed structure. (152). Movement of the outer translation sleeve (150) exposes the cascade (140), allowing air to be redirected through the locking port (142) in the second position to exit the cockpit (116) through the cascade (140).
    [0055] The outer translation sleeve (150) may include an outer transverse side (164), an inner transverse side (165), and an onboard side (166). The outer fixed structure (152) may include an outer side (167) and an onboard side (168). The outer side (167) of the outer fixed frame (152) is adjacent to the onboard side (166) of the outer translation sleeve (150). The onboard side (168) of the external fixed frame (152) may be adjacent to an upper guide beam (170). The upper drive beam (170) is stationary in some respects, and is located between the onboard side (168) of the outer fixed frame (152) and the hinged access panel (160). In some aspects, the external fixed structure (152) is coupled or fixed to the upper guide beam (170).
    [0056] The external fixed frame (152) may include features that guide the external translation sleeve (150) as it moves longitudinally backwards from the first position to the second position. These features can include, for example, one or more tracks, couplers, tongues, grooves, or other structures that allow the sleeve (150) in translation to move or slide relative to the external fixed structure (152). In certain embodiments, the outer fixed frame (152) includes a track along which a groove in the translating sleeve (150) slides relative to the outer fixed frame (152). In some embodiments, the external translating sleeve (150) and the external fixed frame (152) include male/female features that together form a coupling that allows the translating sleeve (150) to move or slide relative to the fixed frame external (152). Typical male and female features include tongue and groove members. The tongue member may be located on the outer fixed frame (152) or the translational sleeve (150) with the groove member being located on the other outer fixed frame (152) and the translational sleeve (150). Of course, the invention is not limited to the described arrangements and additionally includes other mechanical structures known to a person skilled in the art, which would allow the translating sleeve (150) to move or slide relative to the external fixed structure (152).
    [0057] In one aspect, the outer side (167) of the outer fixed structure (152) includes an outer race (172). The outer race (172) may extend the length of the outer fixed structure (152) in a longitudinal direction. The outer race (172) includes a groove (174). The groove (174) accepts a matching tongue (176) from the outer translation sleeve (150). In one embodiment, the combining tongue (176) is disposed adjacent the inner transverse side (165) and the edge side (166) of the outer translation sleeve (150). The tongue (176) is not limited to this location, however, and may be disposed in other positions, for example, on the onboard side (166) of the outer translation sleeve (150). The tongue (176) and the groove (174) form a combination coupling in which the tongue (176) slides longitudinally back within the groove (174) as the external translation sleeve (150) moves longitudinally backwards. Other combination couplings between the external translation sleeve (150) and the external fixed structure (152) are within the scope of the present invention.
    [0058] The cockpits described here can advantageously include a combining coupling between an external translation sleeve and an external fixed structure without affecting the operation of an internal translation sleeve. In one aspect, for example, the inner translation sleeve (162) travels longitudinally in the rearward direction while the outer translational sleeve (150) travels longitudinally in the rearward direction. A portion (186) of the inner translation sleeve (162) is located radially into the outer fixed frame (152). That is, the part (186) is located closer to the longitudinal axis (134) of the cockpit (116) than the external fixed structure (152). When the inner translation sleeve (162) moves back to the reversing thrust configuration according to one embodiment, the part (186) moves back under the outer fixed frame (152) while the outer fixed frame (152) remains stationary. The displacement of the part (186) under the external fixed structure (152) can advantageously allow a sufficient amount of a ventilation duct in the cockpit (116) to be blocked by the locking door (142) in order to meet the performance requirements. . Likewise, the configurations of cockpits described here can incorporate a through fairing that does not contact an open leading edge slat when the cockpit is placed in a reverse thrust configuration, without modifying the structure or operation of an internal translation sleeve of the pass fairing.
    [0059] Although the above description has highlighted the novel features of the invention as applied to various embodiments, the person skilled in the art will understand that various omissions, substitutions and changes in the form and details of the device or process illustrated can be carried out without departing from the scope of the invention. Thus, the scope of the invention is defined by any one of the Claims, rather than by the foregoing description. All variations that fall within the meaning and equivalence range of the Claims presented are encompassed by its scope.
    权利要求:
    Claims (20)
    [0001]
    1. Carlinga Pass Fairing, (130, 230) of an Aircraft Jet Engine Thrust Reverse, comprising a wing and a pillar, the pass fairing having a circumference (157) measured from an upper edge outer (158) to an inner upper edge (159), comprising: a sliding part (150, 250) starting at the inner upper edge and having a circumference that is smaller than the circumference of the pass fairing, the sliding part being configured to moving longitudinally between a forward thrust position adjacent to a cockpit entry fairing (128) and a reverse thrust position behind the forward thrust position; and characterized in that the passage fairing further comprises at least one stationary part (152, 252a, 252b) located between the sliding part and a hinge access panel (160b, 260b), the hinge access panel located within the pillar, remaining at least one stationary part in a stationary position, when the sliding part moves between the forward thrust position and the reverse thrust position.
    [0002]
    2. Carlinga Pass Fairing, (130, 230) of an Aircraft Jet Engine Thrust Reverser, according to Claim 1, characterized in that it further comprises an internal translation sleeve arranged radially inwards of the sliding part ( 150, 250) and at least one stationary portion (152, 252a, 252b), where the sliding portion (150, 250) is configured to move backwards longitudinally together with the inner translation sleeve.
    [0003]
    3. Carlinga Pass Fairing (130, 230) of an Aircraft Jet Engine Thrust Reverser according to Claim 1, characterized in that it further comprises at least one runway forming at least a part of a matching coupling enter the sliding part (150, 250) and at least one stationary part (152, 252a, 252b).
    [0004]
    4. Carlinga Pass Fairing (130, 230) of Aircraft Jet Engine Thrust Reverser, according to Claim 3, characterized in that at least one track is arranged on the sliding part (150, 250).
    [0005]
    5. Carlinga Pass Fairing, (130, 230) of Aircraft Jet Engine Thrust Reverser, according to Claim 4, characterized in that at least one track extends along the longitudinal length of the sliding part (150, 250).
    [0006]
    6. Carlinga Pass Fairing, (130, 230) of Aircraft Jet Engine Thrust Reverser, according to Claim 3, characterized in that at least one runway is arranged in at least one stationary part (152, 252a, 252b).
    [0007]
    7. Carlinga Pass Fairing, (130, 230) of an Aircraft Jet Engine Thrust Reverser, according to Claim 4, characterized in that at least one runway extends along the longitudinal length of at least one stationary part (152, 252a, 252b).
    [0008]
    8. Carlinga Pass Fairing, (130, 230) of Aircraft Jet Engine Thrust Reverser, according to Claim 1, characterized in that it further comprises a tongue and a groove, one of the groove and tongue being arranged in at least one stationary part (152, 252a, 252b), the other of the groove and tongue being arranged in the sliding part (150, 250).
    [0009]
    9. Carlinga, configured to be attached to an underside of a wing by means of a pillar, the wing comprising a leading edge slat configured to extend towards the carling, when in an open configuration, characterized in that it comprises: a fairing including: an external translation sleeve configured to move backwards in a longitudinal direction; and an outer fixed structure having a clearance distance to the lead edge slat, when the lead edge slat is in the open configuration that remains constant, when the outer translation sleeve moves backwards in a longitudinal direction, where the structure The external fixture comprises a fixed panel that extends at least partially circumferentially around an outer surface of the fairing.
    [0010]
    A carlinga according to Claim 9, characterized in that it further comprises an inner translation sleeve configured to move with the outer translation sleeve (150, 250) backwards in the longitudinal direction.
    [0011]
    Carlinga according to Claim 9, characterized in that it further comprises an upper guide beam, where the external fixed structure (152, 252a, 252b) is coupled to the upper guide beam.
    [0012]
    12. Carlinga, according to Claim 9, characterized in that it further comprises a cascade located radially into the external translation sleeve (150, 250), the cascade being disposed on either side of the external fixed structure, except the side lower (152, 252a, 252b).
    [0013]
    A carlinga according to Claim 9, characterized in that it further comprises a plurality of locking doors, a part of at least one locking door being located radially inwardly of the external fixed structure (152, 252a, 252b).
    [0014]
    Carlinga, according to Claim 9, characterized in that it further comprises an access panel located external to the pillar, where the external fixed structure (152, 252a, 252b) is located between the access panel and the external translation sleeve (150, 250).
    [0015]
    Carlinga according to Claim 9, characterized in that the external fixed structure (152, 252a, 252b) is located external to the pillar.
    [0016]
    A carlinga according to Claim 9, characterized in that the external fixed structure (152, 252a, 252b) is located within the pillar.
    [0017]
    Carling according to Claim 9, characterized in that the external fixed structure (152, 252a, 252b) is located external to a pillar which couples the roof to the underside of the wing and further comprises a second external fixed structure (152 , 252a, 252b) located within the abutment, a clearance distance between the leading edge slat in the open configuration, the second external fixed structure (152, 252a, 252b) remaining constant when the external translation sleeve (150, 250) ) moves backwards in the longitudinal direction.
    [0018]
    18. Method for Reversing Engine Thrust, (15), equipped with cockpit, (116, 216), in aircraft, the cockpit comprising a hinge access panel (160b, 260b) located within a pillar, a fairing ( 130, 230) which includes an external translation sleeve (150, 250) and an external fixed structure (152, 252a, 252b) located adjacent to a side inside the external translation sleeve, characterized in that it comprises: moving the translation sleeve external longitudinally from a first position to a second position behind the first position without displacing the external fixed structure.
    [0019]
    19. Method for Reversing Engine Thrust, (15), equipped with a cockpit, (116, 216), in an aircraft, according to Claim 18, characterized in that it further comprises moving an internal translation sleeve from a first position to a second position behind the first position, where at least a portion of the inner translation sleeve is disposed radially into the outer translation sleeve (150, 250).
    [0020]
    20. Method for Reversing Engine Thrust (15) equipped with a cockpit (116, 216) in aircraft according to Claim 19, characterized in that it further comprises moving a plurality of locking doors from a first position with respect to the inner translational sleeve to a second position with respect to the inner translational sleeve, the second position being different from the first position.
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    同族专利:
    公开号 | 公开日
    US20190383233A1|2019-12-19|
    US8931736B2|2015-01-13|
    US9228532B2|2016-01-05|
    CA3092495A1|2013-07-27|
    US20180023510A1|2018-01-25|
    US20150211442A1|2015-07-30|
    EP2620627A2|2013-07-31|
    BR102012030172A2|2015-04-07|
    US20140217195A1|2014-08-07|
    US20130193224A1|2013-08-01|
    US20160061147A1|2016-03-03|
    US10436150B2|2019-10-08|
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    CA2800590A1|2013-07-27|
    CA2800590C|2020-11-03|
    US9784216B2|2017-10-10|
    US10968864B2|2021-04-06|
    EP2620627B1|2021-05-19|
    US8727275B2|2014-05-20|
    EP2620627A3|2017-05-31|
    CN103224029B|2017-09-19|
    US20180306141A1|2018-10-25|
    US10030607B2|2018-07-24|
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    法律状态:
    2015-04-07| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-04| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-15| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 27/11/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US201261591715P| true| 2012-01-27|2012-01-27|
    US61/591,715|2012-01-27|
    US13/410,933|US8727275B2|2012-01-27|2012-03-02|Nacelle|
    US13/410,933|2012-03-02|
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