Abstract:
A bellows body is curved and formed with a plurality of convolutions to allow axial and lateral flexure of both ends of the bellows when connected between the engine exhaust stack and an airframe duct. The upper slotted end of the bellows fits over the stack nipple and is conventionally, fixedly sealingly secured thereto by an O-clamp. The outside diameter of the lower end forms a gas tight slip joint in the bore of the lower cowling heater duct flange. For added reinforcement an optional collar may be permanently fitted exteriorly and/or interiorly of the stack wall adjacent the stack nipple and an optional brace may be welded interiorly between the stack and scupper.

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
     Not Applicable 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH AND DEVELOPMENT 
     Not Applicable 
     BACKGROUND OF THE INVENTION 
     1. Fields of the Invention 
     The present invention relates generally to apparatuses and methods of preventing cracks and leaks in engine exhaust systems in vehicles, and, more particularly, to a bellows assembly for preventing cracks in the exhaust stack or shroud of an aircraft. 
     2. Discussion of Background and Prior Art 
     Shown in FIGS. 1,  2  is a small passenger aircraft  10  with dual turbo-prop engines  11 ,  12 , such as the King Air 200 and B200 family of aircraft made by Raytheon. A typical turbo-prop engine  20  receives outside air in an air inlet  21  leading to a 3-stage axial flow compressor  22  which sends compressed air to a centrifugal compressor  23 . The highly compressed air is then mixed with fuel and burned in the combustion chamber  24  the exhaust gases from which are accelerated through the nozzles of a compressor turbine  24  and then are finally expanded through the nozzles of a free power turbine  26  which drives a high speed shaft  27  which, after reduction of the shaft rpm in a gear box  28 , drives the propeller shaft  29  and propeller, while the spent gases are exhausted through exhaust outlets  30  to the engine exhaust stacks  42 ,  54  (FIG.  3 ). 
     Most OEM aircraft in the King Air 200 class come with an air inlet anti ice system, and the King Air 200 is no exception. In a typical aircraft, the original inlet anti-ice system included a pair of pick up tubes  44  (FIGS. 7,  8 ), one each (right and left, relative to the nose of the aircraft looking forward) connected between an exhaust stack  42 ,  54  adjacent the engine nacelle  32  and an air frame heater duct  74 ,  82  in the lower engine cowling  71 . Each pick up tube  44  (FIGS. 7-12) is bent about 80° (FIG.  9 ), has an upper end  50 ,  66  welded around a hole in the stack wall and is fluidly coupled to a scupper portion  46 ,  58  mounted inside the stack  42 ,  54 , the open end  48 ,  60  of which faces upstream relative to the exiting exhaust gases, thereby receiving and directing some exhaust gas forwardly through the elongated portion  45 ,  64  of each tube  44  through the lower end  52 ,  68  of the tube which is slip joint  84  fastened  87 ,  88 ,  89  via donut  85  and duct flange  86  (FIG. 5) to the airframe ducts  74 ,  82 . Ducts  74 ,  82  are part of the inlet  77  anti-ice system of each engine and direct the hot exhaust gases through ducts  76  which terminate at splitter vanes  78  which dump the spent exhaust gases to the atmosphere through the opening  80  in exhaust outlet plate  79  in the airframe skin at the bottom of the lower cowling  71 . 
     One problem with this design is that soot accumulated on the lower surface of the cowling and the underside of the wing. Accordingly, it is an object of the present invention to provide an inlet anti-icing system that eliminates the accumulation of exhaust gas soot inside the cowling and on the exterior skin of the aircraft. 
     Another problem with this original design was the possibility of exhaust stack cracking. Significant engine vibrations in the X, Y and Z directions, such as during start-up, shut-down, taxiing, take-off, landing, rapid throttle movements, turbulent air conditions, certain sustained engine operating conditions, and the like, and also as a result of repeated expansion and contraction resulting from the combination of extreme weather and operational temperature conditions, place a large amount of stress on the welded connection between the elongated pick up tubes  44  and the stack  42 ,  54  walls at the point of attachment. This stress has resulted in the cracking of the pick up tube to stack welded connection allowing further hot exhaust gases and soot to escape into the space between the exterior wall of the stack and the engine cowling creating a potential fire hazard and a dirty, unsightly appearance throughout the entire main engine compartments. 
     Accordingly it is a further object of the present invention to provide an inlet a anti-icing system that eliminates the cracking of exhaust stacks and associated couplings and the further accumulation of exhaust gas soot inside the entire engine cowling and main engine compartments. 
     A subsequent prior art system has only partially solved the above described problems. As shown in FIG. 13, this prior system modifies the inlet  77  anti-ice system to make it a flow through system in which exiting exhaust gases are picked up on the right side, as in the prior system, but are directed through the hot lip duct in one direction to the left side of the engine where they exit to atmosphere through the left exhaust stack, requiring modifications to the left side scupper, both pick up tubes and the lower cowling discharge area. The modifications made by this prior art system are shown in FIGS. 13-20, as explained in greater detail below. 
     In the modified prior art flow through inlet anti-ice system, the pick up tubes  44  are replaced by a pick up nipple  102  on the right side and exit nipple  124  on the left side. The right scupper  48  remains with its opening facing upstream creating a positive inlet pressure at that end of the system, while the left scupper  58  open face  60  is reversed to point downstream relative to the exhaust gases creating a suction at that end of the system. (FIGS.  16 - 20 ). The splitter vanes  78  in the hot lip are removed and blocker dams  126  are installed blocking the old exhaust outlets, leaving duct  76  as a single continuous sealed duct. Cover plate  128  replaces the prior plate  79  completely sealing the lower cowling area from the exhaust gases. Hose assemblies  104 ,  114  replace pick up tubes  44 . Each hose assembly  104 ,  114  includes a curved tube having a slot  106 ,  120  in one end that fits over and is clamped  108 ,  122  to the stack nipple  102 ,  124  and a flange  112 ,  116  at the lower end that is fixedly bolted to a gasketed  113 , 115  airframe duct flange  74 ,  82 . 
     To relieve stress in the rigid connections between the engine, stack, nipple, hose and heater duct, the central portion of each hose body is roughly bent at about 70° and is formed with a plurality of outwardly extending convolutions  110 ,  118  which allow the body to flex like a bellows and dampen the engine vibrations previously described. However, in practice while the above solution has relieved the lower cowling problem, the main engine compartment problem previously described has not been solved because the flex in the bellows body itself has been proven to be insufficient to prevent the continued cracking at the nipple-stack welded joints due to the oftentimes severe engine movements in the X, Y, and Z directions. Accordingly, as previously stated, it is an object of the present invention to prevent the cracking of the stacks due to such engine movements. 
     In view of the failed prior attempts there is a long felt need for and it is an object of the present invention to provide a satisfactory hot inlet lip anti-ice system for small twin turboprop aircraft. 
     BRIEF SUMMARY OF THE INVENTION 
     Set forth below is a brief summary of the invention which achieves the foregoing and other objects and provides the foregoing and hereafter stated benefits and advantages in accordance with the structure, function and results of the present invention as embodied and broadly described herein. Applicant&#39;s invention includes independently both the apparatus and the methods described herein which achieve the objects and benefits of the present invention. Both formats of the invention are described below and claimed below, and it is applicant&#39;s intention to claim both formats even though from time to time below for purposes of clarity and brevity applicant will use either one or the other format to describe various aspects and features of the invention. 
     One aspect of the invention is in the method of preventing cracks in an aircraft engine stack at or near the stack nipple and scupper which includes the steps of forming a curved cylindrical tube with straight ends; radially outwardly convoluting the central portion of the tube to allow axial and lateral flexure of each end relative to a longitudinal axis of the body; rigidly, sealingly, externally coupling the upper slotted end along one longitudinal axis of the tube over the outside of the engine exhaust stack nipple; and, slidingly, sealingly, internally coupling a straight, smooth cylindrical surface portion of the lower end along another longitudinal axis of the tube to the inside of an airframe duct portion. 
     Further features of this aspect of the invention include the steps of permanently attaching a collar to an engine stack wall adjacent the point of coupling to the one end of the tube for reinforcing the structural integrity of the wall for further preventing cracking at that location of the stack; and, bracing the attachment point internally between the stack wall and a tubular portion of the stack nipple which extends into the interior of the stack. 
     Another aspect of the invention is in an aircraft hose assembly for preventing cracks in the engine stack having a curved tube with straight ends and a plurality of radially extending convolutions which allow axial and lateral flexure of each end relative to a longitudinal axis of the body, one end adapted for forming a gas tight, rigid coupling to an engine exhaust stack nipple, and the other end having a straight, smooth cylindrical surface along one longitudinal axis of the tube for forming a gas tight, slip joint coupling to a cowling duct. 
     Further features of this aspect of the invention include the upper end of the tube has a slot extending from the upper edge of the one end axially along another longitudinal axis of the body and an inside diameter larger than a nipple portion of the stack with the two longitudinal axes forming an angle of about 70°. 
     Further features of this aspect of the invention include a clamp for fastening the upper end to the stack nipple, and a donut fastener and gasket having a central bore for slidingly receiving and sealingly securing the lower end to the cowling duct. 
     Still further features of this aspect of the invention include a stack tube mounted in a stack wall having at one end the nipple extending from the stack wall for coupling to the one end of the hose assembly and a scupper at the other end for intaking or exhausting engine exhaust gas. In a complete system or kit there is provision for two identical stack tubes, one having a scupper face positionable inside the stack for intaking exhaust gas from the engine for delivery through the one stack tube to an airframe duct inlet for secondary use, such as, in a flow through engine inlet lip anti-ice system, and the other having a scupper face positionable inside the stack for receiving the exhaust gas from an airframe duct exit through the other stack tube for delivery to the atmosphere. 
     Still further features of this aspect of the invention include a ring-shaped collar with an axially extending lip adjacent the central bore for receiving the stack tube therethrough and adapted for permanent attachment to an engine stack wall adjacent the point of coupling to the one end of the hose assembly tube for reinforcing the structural integrity of the stack wall for further preventing cracking at that location of the stack and having an annular body portion contoured to fit either or both of the exterior and/or interior surfaces of a stack wall at the point of attachment depending on the placement location of the collar; and, a brace plate positionable between the stack and the scupper for strengthening the attachment of the one end of the hose body to the stack. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS DRAWINGS 
     FIG. 1 is a perspective view of one type of vehicular application of the present invention, namely, the Beechcraft King Air 200/B200 family of twin turbo-prop aircraft. 
     FIG. 2 is a top elevation view of the port turbo-prop engine of FIG. 1 as seen from inside the engine nacelle. 
     FIG. 3 is a partial exploded perspective view of a portion of the left (port) engine cowling showing the engine nacelle and stacks of a first embodiment of the prior art aircraft of FIG.  1 . 
     FIG. 3A is a perspective view of arrows showing the orientation of the FIG. 3 view relative to the aircraft of FIG.  1 . 
     FIG. 4 is a partial exploded perspective view of a portion of the lower cowling of FIG.  3 . 
     FIG. 5 is a partial exploded perspective view of a portion of the heater duct assembly slip joints of FIG.  3 . 
     FIG. 6 is a front elevation taken along the line  6 — 6  of FIG. 3 showing the stack flange and fire detector light shield. 
     FIG. 7 is a partial top elevation of the right (inboard) stack, stack flange, scupper and elongated pick up tube of FIG.  3 . 
     FIG. 8 is a partial top elevation of the left (outboard) stack, stack flange, scupper and elongated pick up tube of FIG.  3 . 
     FIG. 9 is a side elevation view one of the elongated pick up tubes of FIG.  3 . 
     FIG. 10 is a view taken along the line  10 — 10  of FIG. 3 showing the elongated pick up tube one of the elongated pick up tubes of FIG.  3  and the scupper facing upstream of the exhaust gas. 
     FIG. 11 is a front elevation view of FIG. 7 showing the right stack, flange, pick up tube and scupper. 
     FIG. 12 is a plan view of the scupper. 
     FIG. 13 is a schematic perspective view of a second embodiment of the prior art aircraft of FIG. 1 showing an improved flow through inlet anti-ice system of the prior art. 
     FIG. 14 is a partial exploded perspective view of a portion of the left (port) engine cowling showing the engine nacelle, stacks, and bellows assemblies of the second embodiment (FIG. 13) of the prior art aircraft of FIG.  1 . 
     FIG. 14A is a perspective view of arrows similar to FIG.  3 A. 
     FIG. 15 is a a partial exploded perspective view of a portion of the modified lower cowling of FIG.  14 . 
     FIG. 16 is a a partial exploded perspective view of a portion of the bellows assembly, the left modified exit tube, and the modified left scupper, of FIG.  14 . 
     FIG. 17 is a partial front elevation view of the right stack showing the right modified pick up tube and scupper of FIG.  16 . 
     FIG. 18 is a view similar to FIG. 10 showing the right modified pick up tube and scupper of FIGS. 14,  17 . 
     FIG. 19 is a partial front elevation view similar to FIG. 17 except showing the left modified pick up tube and scupper of FIG.  16 . 
     FIG. 20 is a view similar to FIG. 10 except showing the left modified pick up tube and scupper of FIGS. 16,  19 . 
     FIG. 21 is a partial exploded perspective view of the improved bellows assembly of the present invention with the bellows body shown schematically in left side elevation. 
     FIG. 22 is a view similar to FIG. 21 showing in right side elevation only the improved bellows body of the present invention. 
     FIG. 23 is a partial perspective view of the right exhaust gas extractor of the present invention. 
     FIG. 24 is a partial top plan view of the right exhaust gas extractor of FIG.  23 . 
     FIG. 25 is a front elevation view of the a first embodiment of the collar of the present invention. 
     FIG. 26 is a side elevation view of FIG.  25 . 
     FIG. 27 is a front elevation view of the first embodiment of the brace of the present invention. 
     FIG. 28 is a side elevation view of FIG.  27 . 
     FIG. 29 is a top elevation view of the modified pick up or exit tube, with integral scupper, of the present invention. 
     FIG. 30 is a side elevation view of FIG.  29 . 
     FIG. 31 is a partial top section view of the right pick up tube, scupper, externally mounted collar, stack and brace of FIGS. 22-30. 
     FIG. 32 is a partial side section elevation of FIGS. 23,  31 . 
     FIG. 33 is the rear view of FIG.  32 . 
     FIG. 34 is the left side view of FIG.  31 . 
     FIG. 35 is a front elevation view of the a second embodiment of the collar of the present invention. 
     FIG. 36 is a side elevation view of FIG.  35 . 
     FIG. 37 is a front elevation view of a second first embodiment of the brace of the present invention. 
     FIG. 38 is a side elevation view of FIG.  37 . 
     FIG. 39 is a partial front elevation view of the right exhaust flange, stack shroud, and pick up tube, and the collar of FIG.  35 . 
     FIG. 40 is a partial top section view like FIG. 31 except showing the right externally mounted collar and internally mounted brace of FIGS. 35-38. 
     FIG. 41 is a partial top section view like FIG. 31 except showing the right internally mounted collar and internally mounted brace of FIGS. 35-38. 
     FIG. 42 is a view similar to FIG. 40 except showing a further embodiment of the present invention using both of the collars of FIGS. 25-26 and FIGS. 35-36 simultaneously in combination for further strengthening the point of attachment. 
     FIG. 43 is a partial perspective view of the left exhaust gas extractor of the present invention. 
     FIG. 44 is a view similar to FIG. 39 except showing the left flange, stack shroud, and pick up tube, and the collar of FIG.  35 . 
     FIG. 45 is a view similar to FIG. 31 except showing the collar and brace of FIGS. 25-28. 
     FIG. 46 is a partial side elevation taken along the line  46 — 46  of FIG. 45 showing the shroud, flange and exit tube of FIG. 43,  44 . 
     FIG. 47 is the rear view of FIG.  46 . 
     FIG. 48 is a view similar to FIG. 42 except showing the left stack, flange, exit tube, scupper, and a further embodiment of the present invention using both of the collars of FIGS. 25-26 and FIGS. 35-36, as modified for left side installation, simultaneously in combination for further strengthening the point of attachment. 
     FIGS. 49-50 show the third embodiment of the collar. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The preferred embodiments of the present invention and the best modes lo known to the inventor are shown in FIGS. 22-50. 
     The Hose 
     Shown in FIG. 22 schematically and in exploded perspective are the components of a complete assembly of the present invention which include slip joint  154 , hose  170  having lower tubular end  178  and upper end  172 , clamp  152 , and exit tube  203  with scupper  202 . The right hose assembly and related components are identical to the left components except as described below and shown in the drawings. Only the left hose  170  is shown in FIG. 22 for brevity purposes. 
     As shown in FIG. 22, the left hose is a tube  170  which is curved about 70° with its central portion formed with a plurality of radially extending convolutions  176  which allow axial and lateral flexure of each end relative to a longitudinal axis of the body  170 . 
     The upper end  172  is straight, has a slot extending from the upper edge of the one end axially along one longitudinal axis of the body and has an inside diameter slightly larger than the outside diameter of exit tube portion  203 . A conventional clamp  152  fastens the upper end  172  to the stack exit tube  203 . The slot allows for compressing the upper end to close the gap and form a gas tight seal as further described below. 
     The lower end  178  has a smooth, straight, cylindrical surface along another longitudinal axis of the tube and is slightly longer than the upper end  172  with an outside diameter slightly smaller than the inside diameter of the lower cowling ducts  74 ,  82  so that it can extend well down into and is able to slide within the bore of the donut  156 , gasket  158 , and duct flange  82  without coming out during the maximum contemplated engine movements in the X, Y, or Z directions. The two longitudinal axes of the hoses  170  form an angle of about 70° therebetween. 
     Gas Tight Seals 
     During assembly a gas tight seal is formed at the upper  172  and lower  178  ends of both hoses  170  by first loosely installing the hoses  170  and clamps  152  at the upper ends  172  to the stack nipples  201 ,  203 , and, then lifting the lower cowling  71  while inserting the lower ends  178  into the donuts  156 , gaskets  158 , and lower duct flanges  74 ,  82  on both sides. The final step, after insuring that the hose assemblies  170  have freedom of movement in the vertical direction, is tightening, on both sides, the upper clamp  152  forming a rigid coupling to the engine exhaust stack nipple  201 ,  203  and the lower nut  164  and bolt  160  fasteners forming a slip joint coupling to the cowling duct flanges  74 ,  82 . 
     The Stack Tubes 
     As seen in FIGS. 29,  30  the stack tubes  200  each have a tubular portion  201 ,  203  at one end forming a nipple extending from the stack wall  182  for coupling to the upper ends  172  of the hose  170  and a scupper portion  202 ,  207  at the other end for intaking or exhausting engine exhaust gas, respectively. As in the modified prior art system described above the right scupper face  205  is positioned inside the stack  182  for intaking exhaust gas from the engine for delivery through the right stack tube  201  to airframe duct inlet  74  for use in the inlet  77  flow through anti ice system, and the left scupper face  209  is positioned inside the stack  183  for receiving the exhaust gas from airframe duct exit  82  through the left stack tube  203  for delivery to the atmosphere. 
     The Collar and Braces 
     As seen in FIGS. 25-28, and  35 - 38  the present invention optionally includes several further means for strengthening the point of attachment of the stack tubes  200  to the stack walls  182 ,  183 , when appropriate to further prevent cracking of the stacks at the nipple locations. 
     One form of such reinforcement is the collar  186 ,  187  shown in FIGS. 25,  26 ,  45  and associated brace  198 ,  199  shown in FIGS. 27,  28 ,  45 . Collar  186 ,  187  has an annular concave body portion  188 ,  189  and central bore  190 ,  191  for receiving therethrough tubes  201 ,  203 . The body portion  188 ,  189  is welded to the exterior of the stack wall  182 ,  183 . The brace plate  198 ,  199  is flat and is mounted between the stack wall  182 ,  183  and the scupper  202 ,  207 . FIGS. 31,  33 ,  42 ,  45 ,  48 . 
     A second embodiment of such reinforcement is a ring-shaped collar  204 ,  217  and an associated brace  220  as seen in FIGS. 35-38. The collar  204 ,  217 , also called a doubler, has an annular plate like portion  206 ,  211 , a central bore  208 ,  219  an axially extending lip  210 ,  213  adjacent the central bore for receiving the stack tubes  200  therethrough, and a flattened edge  224 ,  225  for accommodating the welded joint between the stack flange  38 ,  40  and the stack wall  182 ,  183  when positioning the collar on the stack,  182 ,  183 . The body portion  206 ,  211  is contoured to fit the shape of the stack wall exteriorly, as in FIGS. 39,  40 , or interiorly, as in FIG. 41, depending on the placement location of the collar and is adapted for permanent attachment, as by welding  212 ,  215  to the engine stack wall  182 ,  183  adjacent the point of coupling to the upper end of the hose  170  for reinforcing the structural integrity of the stack wall for further preventing cracking at that location of the stack. 
     The brace plate  220  is flat and has a radiused recess  222  at one end to match the tube  201 ,  203  diameter. The brace plate  220  is positioned between the stack  182 ,  183  and the scupper  202 ,  207 . 
     As seen in FIGS. 42,  45  both forms of collars  186 ,  187  and  204 ,  217  may be used simultaneously if further reinforcement is required at the point of attachment. 
     The Assembly Process 
     In summary it may be seen from the above description that applicant has disclosed a new method for preventing cracks in an aircraft engine stack at or near the stack nipple and scupper. 
     The steps are evident from the process of assembling the components of the system. The following steps are not intended to set forth any particular sequence since the order of the steps may be changed to accommodate the user. 
     (1) forming a curved cylindrical tube with straight ends; 
     (2) radially outwardly convoluting the central portion of the tube to allow axial and lateral flexure of each end relative to a longitudinal axis of the body; 
     (3) rigidly, sealingly, externally coupling an upper slotted end along one longitudinal axis of the tube over the outside of the engine exhaust stack nipple; 
     (4) slidingly, sealingly, internally coupling a straight, smooth cylindrical surface portion of the lower end along another longitudinal axis of the tube inside an airframe duct portion. 
     (5) optionally permanently attaching a collar to an engine stack wall adjacent the point of coupling to the upper end of the tube for reinforcing the structural integrity of the wall for further preventing cracking at that location of the stack; and, 
     (6) optionally bracing the attachment point internally between the stack wall and a tubular portion of the stack nipple which extends into the interior of the stack. 
     The foregoing description of a preferred embodiment and best mode of the invention known to applicant at the time of filing the application has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in the light of the above teaching. The embodiment was chosen and described in order to best explain the principles of the invention and its practical application to thereby enable others skilled in the art to best utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims appended hereto.