Abstract:
One embodiment of the present invention is a unique flight vehicle. Another embodiment is a unique propulsion system. Another embodiment is a unique thrust vectoring system. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for flight vehicles, propulsion systems and thrust vectoring systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     The present application claims benefit of U.S. Provisional Patent Application No. 61/427,590, filed Dec. 28, 2010, entitled FLIGHT VEHICLE, PROPULSION SYSTEM AND TRUST VECTORING SYSTEM, which is incorporated herein by reference. 
    
    
     GOVERNMENT RIGHTS 
     The present application was made with the United States government support under Contract No. F33615-03-D-2357, awarded by the United States Air Force. The United States government may have certain rights in the present invention. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to flight vehicles, and more particularly, to propulsion systems and thrust vectoring systems for flight vehicles. 
     BACKGROUND 
     Flight vehicles, flight vehicle propulsion systems and flight vehicle thrust vectoring systems remain an area of interest. Some existing systems have various shortcomings, drawbacks, and disadvantages relative to certain applications. Accordingly, there remains a need for further contributions in this area of technology. 
     SUMMARY 
     One embodiment of the present invention is a unique flight vehicle. Another embodiment is a unique propulsion system. Another embodiment is a unique thrust vectoring system. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for flight vehicles, propulsion systems and thrust vectoring systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The description herein makes reference to the accompanying drawings wherein like reference numerals refer to like parts throughout the several views, and wherein: 
         FIG. 1  schematically illustrates some aspects of a non-limiting example of a flight vehicle in accordance with an embodiment of the present invention. 
         FIGS. 2A-2E  schematically illustrate some aspects of a non-limiting example of a propulsion system in accordance with an embodiment of the present invention. 
         FIGS. 3A-3F  schematically illustrate some combinations of activated fluidic injectors in a nozzle system for providing thrust vectoring in various directions in accordance with an embodiment of the present invention. 
         FIGS. 4A-4C  schematically illustrate thrust vectors produced by the propulsion system of  FIGS. 2A-2E  with various combinations of activated fluidic injectors illustrated in  FIGS. 3A-3F . 
     
    
    
     DETAILED DESCRIPTION 
     For purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings, and specific language will be used to describe the same. It will nonetheless be understood that no limitation of the scope of the invention is intended by the illustration and description of certain embodiments of the invention. In addition, any alterations and/or modifications of the illustrated and/or described embodiment(s) are contemplated as being within the scope of the present invention. Further, any other applications of the principles of the invention, as illustrated and/or described herein, as would normally occur to one skilled in the art to which the invention pertains, are contemplated as being within the scope of the present invention. 
     Referring to the drawings, and in particular  FIG. 1 , some aspects of a non-limiting example of a flight vehicle  10  are schematically depicted. In one form, vehicle  10  is an air-vehicle, e.g., such as a fixed-wing aircraft. In other embodiments, vehicle  10  may be any airborne and/or space-borne vehicle, e.g., such as a missile, a rocket, a spacecraft or a satellite, or may be a water-borne vehicle, such as a surface vessel or a subsurface vessel. In one form, vehicle  10  includes one or more flight structures  12 , e.g., one or more of a fuselage, a wing, an empennage or another flight structure. In other embodiments, flight structure  12  may take other forms, whether lift-producing or not. In one form, vehicle  10  includes two propulsion systems  20 . In other embodiments, vehicle  10  may include a greater or lesser number of propulsion systems. 
     Referring to  FIGS. 2A-2E , a non-limiting example of a propulsion system  20  in accordance with an embodiment of the present invention is schematically depicted. Propulsion system  20  is operative to provide propulsive thrust to vehicle  10  by discharging a pressurized flow in a primary thrust direction  22  that is generally opposite the direction of travel of vehicle  10 . The pressurized flow is a pressurized fluid flow. In one form, the fluid is air and hydrocarbon fuel combustion products. In other embodiments, the fluid may be any vapor, gas and/or liquid. In various forms, propulsion system  20  may be configured to provide primary propulsion for vehicle  10  and/or to provide steering thrust. All or a portion of propulsion system  20  may be covered, e.g., by a cowling (not shown), in order to reduce parasitic drag. As illustrated in the top view depicted in  FIG. 2A , propulsion system  20  includes an engine  30 , a transition duct  40  and a nozzle system  50 . 
     Nozzle system  50  includes a nozzle  52 . In one form, nozzle  52  is a converging nozzle. In one form, nozzle system  50  also includes a diverging nozzle  54 , and in such embodiments, nozzle system  50  is in the form of a supersonic converging-diverging nozzle. In one form, diverging nozzle  54  is a single expansion ramp nozzle having a single expansion ramp  56 . In other embodiments, diverging nozzle  54  may take other forms. In still other embodiments, nozzle system  50  may not include a converging nozzle and/or may not include a diverging nozzle, e.g., wherein nozzle system  50  is configured to direct flow without respectively contracting and/or expanding the flow area along the length of nozzle system  50 . 
     Engine  30  is mounted to flight structure  12 . Engine  30  is operative to generate a pressurized flow for discharge via nozzle system  50  for providing propulsive thrust to flight structure  12 . In one form, engine  30  is a gas turbine engine. In other embodiments, engine  30  may be any engine or system operative to provide a pressurized flow suitable for use in providing propulsion and/or vectoring thrust to an airborne and/or space-born vehicle or a water-borne vehicle. 
     Transition duct  40  is in fluid communication with engine  30  and with converging nozzle  52 . Transition duct  40  is configured to transition the pressurized airflow from one flow area geometry, e.g., an annular flow area at the discharge of engine  30 , to the flow area geometry corresponding to the inlet of converging nozzle  52 , for example, as illustrated in the side view depicted in  FIG. 2B . In one form, transition duct  40  has a constant flow area, changing only in flow area shape from one point to another along its length. In other embodiments, transition duct may include portions having constant flow area and/or have portions configured expand and/or contract the flow area. For example, in some embodiments, transition duct  40  may be considered a part of nozzle  52 . 
     Nozzle system  50  is configured to receive pressurized flow provided by engine  30 . In one form, nozzle system  50  is configured to accelerate the pressurized flow. In other embodiments, nozzle system may not be configured to accelerate the pressurized flow. Nozzle system  50  includes an inflected throat  70  formed at the end of converging nozzle  52 . In one form, nozzle system  50  is a high aspect ratio nozzle, e.g., having a substantially greater width than height. In one form, throat  70  includes an inflection  72 , a throat portion  74  and a throat portion  76 . In one form, throat portion  74  and throat portion  76  are linear. In other embodiments, inflected throat  70  may have more than one inflection, and/or may have linear and/or curved throat portions extending in one or more directions between each pair of inflections and between the inflections and the outer extents of throat  70  adjacent thereto. Also, in other embodiments, throat  70  may have more than two throat portions. Throat portion  74  extends from one side of inflection  72 , and has a throat area A 1 . Throat portion  76  extends from the other side of inflection  72 , and has a throat area A 2 . In one form, throat areas A 1  and A 2  are the same in magnitude. In other embodiments, throat areas A 1  and A 2  may be different in magnitude. 
     In one form, throat  70  is continuous, i.e., not partitioned to separate throat portions such as throat portions  74  and  76  from each other. In other embodiments, throat  70  may not be continuous, and may include, for example, one or more partitions to separate throat portions, e.g., a partition located at inflection  72  to separate throat portions  74  and  76 . In one form, throat portions  74  and  76  lie in a common plane, e.g., a plane parallel to the view of  FIG. 2A . In other embodiments, throat portions  74  and  76  may lie in different planes, e.g., intersecting planes, for example, forming a “V” shape or an inverted “V” shape when viewed in the direction of  FIG. 2C . In yet other embodiments, one or more additional throat portions may extend from inflection  72  in one or more additional planes that intersect(s) with the planes in which in which throat portions  74  and  76  lie, for example, forming an “X” shape, a “Y” or inverted “Y” shape, or a “+” shape when viewed in the direction of  FIG. 2C . In still other embodiments, throat  70  may include throat portions that extend in planes that are parallel to each other. In embodiments wherein nozzle system  50  is configured to direct flow without contracting and/or expanding the flow area along the length of nozzle system  50 , inflected throat  70  is considered the portion of nozzle  52  adjacent the nozzle outlet. 
     Throat portion  74  and throat portion  76  each face in different directions. For example, in the embodiment shown in  FIG. 2A , throat portion  74  is oriented in direction  77  at an angle φ 1  relative to the centerline  78  of nozzle system  50 . Throat portion  76  is oriented in direction  79  at an angle φ 2  relative to the centerline  78  of nozzle system  50 . In one form, directions  77  and  79  are yaw directions, wherein a thrust component in either direction  77  or  79  provide a yaw moment to vehicle  10 . In other embodiments, directions  77  and  79  may be pitch directions and/or roll directions that yield respective pitch and/or roll moments to vehicle  10 . In one form, angles φ 1  and φ 2  form a concave throat  70 , e.g., concave and open to the right in the view of  FIG. 2A , e.g., wherein inflection  72  is positioned to the left of throat portions  74  and  76 . In other embodiments, angles φ 1  and φ 2  may be selected to provide a convex shape, e.g., wherein inflection  72  would be positioned to the right of throat portions  74  and  76  in  FIG. 2A . 
     Nozzle system  50  is configured to selectively discharge the pressurized flow in direction  22 . In addition, nozzle system  50  is configured to discharge a first portion of the pressurized airflow from throat portion  74  in one direction, i.e., toward direction  77 ; and to discharge a second portion of the pressurized airflow from the second throat portion in a different direction, i.e., toward direction  79 . In some embodiments, either throat portion  74  or throat portion  76  may be perpendicular to centerline  78  or be otherwise oriented to direct pressurized flow in direction  22 , whereas the other of throat portion  74  and throat portion  76  may be oriented at some non-ninety degree angle from centerline  78 . 
     Converging nozzle  52  includes ramps (walls)  58 ,  59 ,  60 ,  61 ,  62  and  63  that define the flowpath for the pressurized flow within converging nozzle  52 . Ramps  58  and  61  form upper flowpath boundaries; ramps  59  and  62  form lower flowpath boundaries; and ramps  60  and  63  form lateral flowpath boundaries. Ramp  60  is adjacent to throat portion  74 . Ramp  63  is adjacent to throat portion  76 . It will be understood that the terms, “upper,” “lower” and “lateral” are intended to convey only relative relationships between the ramps that form converging nozzle  52  in the context of the illustrated example, not absolute positions of the ramps. It will also be understood that embodiments of the present invention may include any number of ramps having any orientation suitable for the particular application(s). In one form, ramps  58 ,  59 ,  61  and  62  are configured to shield the discharge of engine  30  from direct view, e.g., by being curved in the manner depicted in  FIGS. 3D and 2E , to reduce the heat signature of propulsion system  20  and vehicle  10 . In other embodiments, ramps  58 ,  59 ,  61  and  62  may not be so configured. 
     Ramp  60  and throat portion  74  are configured to direct a portion of the pressurized flow toward direction  77 . In one form, ramp  60  extends toward direction  77  to help guide flow exiting throat portion  74  toward direction  77  for providing vectored thrust toward direction  77 . In other embodiments, ramp  60  may extend in another direction to facilitate thrust vectoring in a desired direction. In still other embodiments, ramp  60  may extend parallel to centerline  78 . Ramp  63  and throat portion  76  are configured to direct a portion of the pressurized flow toward direction  79 . In one form, ramp  63  extends toward direction  79  to help guide flow exiting throat portion  76  toward direction  79  for providing vectored thrust toward direction  79 . In other embodiments, ramp  63  may extend in another direction to facilitate thrust vectoring in a desired direction. In still other embodiments, ramp  63  may extend parallel to centerline  78 . 
     Referring to  FIGS. 3A ,  3 B and  4 A in conjunction with  FIGS. 2A-2E , nozzle system  50  includes a fluidic injection zone  80  and a fluidic injection zone  82 . Disposed with fluidic injection zone  80 , proximate to throat portion  74 , is a fluidic injector arrangement  84 . Fluidic injector arrangement  84  is operative to alter the flow through throat portion  74 . In one form, injector arrangement  84  includes an independently controllable fluidic injector  90  and an independently controllable fluidic injector  92 . In other embodiments, a greater or lesser number of fluidic injectors may be employed. In one form, fluidic injector  90  and fluidic injector  92  are disposed proximate to throat portion  74  on opposite sides of throat portion  74 . 
     Fluidic injectors  90  and  92  are operative to selectively inject fluid F 1  and F 2 , e.g., pressurized flow received from engine  30  (for example, engine discharge flow and/or compressor/fan interstage and/or discharge flow), into the pressurized flowstream passing through nozzle  52  in proximity to throat portion  74  in order to effect thrust vectoring. In one form, fluidic injectors  90  and  92  are independently controllable by valves (not shown), and may be selectively activated via a control system (not shown). 
     In one form, fluidic injector arrangement  84  is configured to reduce flow through throat portion  74  by activating one or both of fluidic injectors  90  and  92  to inject fluid into the flowpath extending through throat portion  74 . In one form, fluidic injectors  90  and  92  are positioned to inject fluid into the flowpath upstream of throat portion  74 . In other embodiments, fluidic injectors  90  and  92  may be positioned to inject fluid in the flowpath at throat portion  74  and/or downstream of throat portion  74  in addition to or in place of fluidic injection upstream of throat portion  74 . 
     The reduction in flow through throat portion  74  results in an increase in flow through throat portion  76 , providing vectored thrust toward direction  79 , which generates a moment, e.g., a yaw moment. Inflected throat  70  reduces the amount of fluidic injection required to vector thrust toward direction  79  relative to nozzles that do not have an inflected throat, e.g., since the angling of throat portion  76  tends to direct flow toward direction  79 , and since the angled throat portion  76  yields a lateral pressure component at the outlet of converging nozzle  52 , e.g., a pressure component directed toward centerline  78 . 
     Disposed with fluidic injection zone  82 , proximate to throat portion  76 , is a fluidic injector arrangement  86 . Fluidic injector arrangement  86  is operative to alter the flow through throat portion  76 . In one form, injector arrangement  86  includes an independently controllable fluidic injector  94  and an independently controllable fluidic injector  96 . In other embodiments, a greater or lesser number of fluidic injectors may be employed. In one form, fluidic injector  94  and fluidic injector  96  are disposed proximate to throat portion  76  on opposite sides of throat portion  76 . Fluidic injectors  94  and  96  are operative to selectively inject fluid F 3  and F 4 , e.g., pressurized flow received from engine  30  (for example, engine discharge flow and/or compressor/fan interstage and/or discharge flow), into the pressurized flowstream passing through converging nozzle  52  in proximity to throat portion  76  in order to effect thrust vectoring. In one form, fluidic injectors  94  and  96  are independently controllable by valves (not shown), and may be selectively activated via a control system (not shown). In one form, fluidic injector arrangement  86  is configured to reduce flow through throat portion  76  by activating one or both of fluidic injectors  94  and  96  to inject fluid into the flowpath extending through throat portion  76 . 
     In one form, fluidic injectors  94  and  96  are positioned to inject fluid into the flowpath upstream of throat portion  76 . In other embodiments, fluidic injectors  94  and  96  may be positioned to inject fluid in the flowpath downstream of throat portion  76  in addition to or in place of fluidic injectors upstream of throat portion  76 . The reduction in flow through throat portion  76  results in an increase in flow through throat portion  74 , providing vectored thrust toward direction  77 , which generates a moment, e.g., a yaw moment. Inflected throat  70  reduces the amount of fluidic injection required to vector thrust in direction  77  relative to nozzles that do not have an inflected throat, e.g., since the angling of throat portion  76  tends to direct flow toward direction  79 , and since the angled throat portion  76  yields a lateral pressure component at the outlet of converging nozzle  52 , e.g., a pressure component directed toward centerline  78 . 
     Nozzle system  50  is configured to direct thrust in primary thrust direction  22  when fluidic injectors  90 ,  92 ,  94  and  96  are not activated. Nozzle system  50  may be configured to direct thrust to generate yaw, pitch and/or roll moments, e.g., as set forth herein. For example, nozzle system  50  is configured to provide vectored thrust in the yaw direction, e.g., as set forth above, by selectively activating either fluidic injectors  90  and  92 , or fluid injectors  94  and  96 . 
     In various embodiments, performing fluidic injection via different combinations of fluidic injectors may be used to provide yaw, pitch and/or roll control of vehicle  10  via propulsion system  20 , for example, as illustrated in  FIGS. 3A-3F  and  FIGS. 4A-4C .  FIGS. 3A-3F  depict an aft end view of propulsion system  20 , having a direction of view similar to the direction of view of  FIG. 2C .  FIGS. 3A-3F  schematically illustrate some different combinations of fluidic injectors that may be employed to provide yaw, pitch and roll control of vehicle  10 . Other embodiments may use other combinations of a greater or lesser number of fluidic injectors to provide yaw, pitch and/or roll control of vehicle  10 .  FIG. 4A  represents a top view of part of propulsion system  20 , having a direction of view similar to that of  FIGS. 1 and 2A .  FIG. 4B  represents an aft end view of part of propulsion system  20 , having a direction of view similar to that of  FIG. 2B .  FIG. 4C  represents an aft end view of part of propulsion system  20 , having a direction of view similar to that of  FIG. 2C . 
     In one form, nozzle system  50  is configured generate a yaw moment in yaw direction  150  by increasing flow through throat portion  74  by activating one or both of fluidic injectors  94  and  96  to reduce flow through the throat portion  76 . In one form, nozzle system  50  is also configured generate a yaw moment in yaw direction  152  by increasing flow through throat portion  76  by activating one or both of fluidic injectors  90  and  92  to reduce flow through throat portion  74 . In one form, fluidic injectors  90  and  92  cooperate to reduce flow through the throat portion  74 , and fluidic injectors  94  and  96  cooperate to reduce flow through the throat portion  76 . In other embodiments, only one of fluidic injectors  90  and  92  may be employed to reduce flow through throat portion  74 , and only one of fluidic injectors  94  and  96  may be employed to reduce flow through throat portion  76 . Fluidic injection through fluidic injectors  90  and  92  is operative to direct a portion of the pressurized airflow in converging nozzle  52  toward direction  79 , generating a yaw moment in yaw direction  152 . Fluidic injection through fluidic injectors  94  and  96  is operative to direct a portion of the pressurized airflow in converging nozzle  52  toward direction  77 , generating a yaw moment in yaw direction  150 . Thus, as illustrated in  FIGS. 3A ,  3 B and  4 A, propulsion system  20  generates a yaw moment in one yaw direction by performing fluidic injection through a first combination of the fluidic injectors, and generates a yaw moment in a second yaw direction by performing fluidic injection through a second combination of the fluidic injectors. 
     In one form, nozzle system  50  is also configured to generate pitch moments in different directions. For example, referring to  FIGS. 3C ,  3 D and  4 B, nozzle system  50  is configured to generate a pitch moment in pitch direction  162  by activating the fluidic injectors  90  and  94 , which directs flow, illustrated by arrow  166 , through the portion of throat  70  adjacent to single expansion ramp  56 . In some embodiments, nozzle system  50  is also configured to generate a pitch moment in pitch direction  160  by activating fluidic injectors  92  and  96 , which directs flow, illustrated by arrow  168 , through a portion of throat  70  opposite to single expansion ramp  56 . Thus, in one form, propulsion system  20  generates a pitch moment in one pitch direction by performing fluidic injection through a third combination of the fluidic injectors; and generates a pitch moment in another pitch direction by performing fluidic injection through a fourth combination of the fluidic injectors. 
     In some embodiments, nozzle system  50  may also be configured to generate roll moments in different directions. For example, referring to  FIGS. 3E ,  3 F and  4 C, nozzle system  50  may be configured to generate a roll moment in roll direction  172 , e.g., by activating the fluidic injectors  90  and  96  to direct some of the pressurized flow through a portion of throat portion  74  adjacent to single expansion ramp  56 , e.g., as illustrated by arrow  166 ; and to direct some of the pressurized flow through a portion of throat portion  76  opposite to single expansion ramp  56 , e.g., as illustrated by arrow  168 . In addition, in some embodiments, nozzle system  50  may be configured to generate a roll moment in roll direction  170 , e.g., by activating the fluidic injectors  92  and  94  to direct some of the pressurized flow through a portion of throat portion  74  opposite to single expansion ramp  56 , e.g., as illustrated by arrow  168 ; and to direct some of the pressurized flow through a portion of throat portion  76  adjacent to single expansion ramp  56 , e.g., as illustrated by arrow  166 . Thus, nozzle system  50  may be configured to generate a roll moment in one roll direction by performing fluidic injection through a fifth combination of the fluidic injectors, and generate a roll moment in another roll direction by performing fluidic injection through a sixth combination of the fluidic injectors. 
     Embodiments of the present invention include a flight vehicle, comprising: a flight structure; an engine mounted to the flight structure and configured to discharge a pressurized flow for providing propulsive thrust to the flight structure; a nozzle system configured to receive and accelerate the pressurized flow, wherein the nozzle system includes a converging nozzle and a throat having: an inflection; a first throat portion extending from one side of the inflection and providing a first throat flow area; and a second throat portion extending from another side of the inflection and providing a second throat flow area, wherein the first throat portion and the second throat portion each face in different directions, wherein the nozzle system is configured to discharge a first portion of the pressurized flow from the first throat portion in a first direction, and to discharge a second portion of the pressurized flow from the second throat portion in a second direction different from the first direction. 
     In a refinement, the flight vehicle further comprises a transition duct configured to transition the pressurized flow from a first flow area geometry to a second flow area geometry corresponding to the converging nozzle. 
     In another refinement, the nozzle system further includes a diverging nozzle. 
     In yet another refinement, the diverging nozzle is a single expansion ramp nozzle. 
     In still another refinement, the converging nozzle includes a first ramp adjacent to the first throat portion and extending toward the first direction, wherein the first ramp and the first throat portion are configured to direct the first portion of the pressurized flow in the first direction. 
     In yet still another refinement, the converging nozzle includes a second ramp adjacent to the second throat portion and extending toward the second direction, wherein the second ramp and the second throat portion are configured to direct the second portion of the pressurized flow in the second direction. 
     In a further refinement, the flight vehicle further comprises a first fluidic injector arrangement and a second fluidic injector arrangement, wherein the first fluidic injector arrangement is proximate to the first throat portion and operative to reduce flow through the first throat portion; wherein the second fluidic injector arrangement is proximate to the second throat portion and operative to reduce flow through the second throat portion; wherein fluidic injection through the first fluidic injector arrangement is operative to direct the second portion of the pressurized flow in the second direction; and wherein fluidic injection through the second fluidic injector arrangement is operative to direct the first portion of the pressurized flow in the first direction. 
     In a yet further refinement, the first fluidic injector arrangement includes first fluidic injectors on opposite sides of the first throat portion; wherein the second fluidic injector arrangement includes second fluidic injectors on opposite sides of the second throat portion; wherein the first fluidic injectors cooperate to reduce flow through the first throat portion; and wherein the second fluidic injectors cooperate to reduce flow through the second throat portion. 
     In a still further refinement, the flight vehicle further comprises a plurality of independently controllable fluidic injectors proximate to the throat, wherein the nozzle system is configured to: generate a yaw moment in a first yaw direction by performing fluidic injection through a first combination of the fluidic injectors; and generate a yaw moment in a second yaw direction by performing fluidic injection through a second combination of the fluidic injectors. 
     In a yet still further refinement, the nozzle system is configured to: generate a pitch moment in a first pitch direction by performing fluidic injection through a third combination of the fluidic injectors; and generate a pitch moment in a second pitch direction by performing fluidic injection through a fourth combination of the fluidic injectors. 
     In another refinement, the nozzle system is configured to: generate a roll moment in a first roll direction by performing fluidic injection through a fifth combination of the fluidic injectors; and generate a roll moment in a second roll direction by performing fluidic injection through a sixth combination of the fluidic injectors. 
     Embodiments of the present invention include a propulsion system, comprising: an engine configured to discharge a pressurized flow; a nozzle system configured to receive a pressurized flow, wherein the nozzle system includes a nozzle, an inflected throat and at least two fluidic injection zones, wherein the inflected throat includes a first throat portion having a first throat flow area, and a second throat portion having a second throat flow area, wherein the first throat portion and the second throat portion face different directions, wherein the nozzle system is configured to discharge a first portion of the pressurized flow from the first throat portion in a first direction by reducing flow through the second throat portion using at least a second fluidic injection zone, and to discharge a second portion of the pressurized flow from the second throat portion in a second direction different from the first direction by reducing flow through the first throat portion using at least a first fluidic injection zone. 
     In a refinement, the propulsion system further comprises a plurality of independently controllable fluidic injectors, including a first fluidic injector positioned in the first fluidic injection zone proximate to the first throat portion and a second fluidic injector positioned in the second fluidic injection zone proximate to the second throat portion, wherein the first fluidic injector is operable to reduce flow through the first throat portion; and the second fluidic injector is operable to reduce flow through the second throat portion. 
     In another refinement, the nozzle system is configured to direct thrust in a primary thrust direction when no fluidic injectors are activated. 
     In yet another refinement, the nozzle system is configured generate a yaw moment in a first yaw direction by increasing flow through the first throat portion by activating the second fluidic injector to reduce flow through the second throat portion; and to generate a yaw moment in a second yaw direction by increasing flow through the second throat portion by activating the first fluidic injector to reduce flow through the first throat portion. 
     In still another refinement, the propulsion system further comprises: a third fluidic injector in the first fluidic injection zone proximate to the first throat portion and positioned across the first throat portion opposite to the first fluidic injector; and a fourth fluidic injector in the second fluidic injection zone proximate to the second throat portion and positioned across the second throat portion opposite to the second fluidic injector, wherein the nozzle system is configured to: generate a yaw moment in a first yaw direction by increasing flow through the first throat portion by activating the second fluidic injector and the fourth fluidic injector to reduce flow through the second throat portion; and to generate a yaw moment in a second yaw direction by increasing flow through the second throat portion by activating the first fluidic injector and the third fluidic injector to reduce flow through the first throat portion; and generate a pitch moment in a first pitch direction by activating the first fluidic injector and the second fluidic injector; and to generate a pitch moment in a second pitch direction by activating the third fluidic injector and the fourth fluidic injector. 
     In yet still another refinement, the nozzle system is configured to generate a roll moment in a first roll direction by activating the first fluidic injector and the fourth fluidic injector; and to generate a roll moment in a second roll direction by activating the second fluidic injector and the third fluidic injector. 
     In a further refinement, the inflected throat is continuous as between the first throat portion and the second throat portion. 
     In a yet further refinement, the first throat portion and the second throat portion lie in the same plane. 
     Embodiments of the present invention include a thrust vectoring system, comprising: a nozzle system configured to receive a pressurized flow and accelerate the pressurized flow, wherein the nozzle system includes: means for generating a yaw moment in a first yaw direction using the pressurized flow; and means for generating a yaw moment in a second yaw direction using the pressurized flow. 
     In a refinement, the thrust vectoring system further comprises: means for generating a pitch moment in a first pitch direction using the pressurized flow; and means for generating a pitch moment in a second pitch direction using the pressurized flow. 
     In another refinement, the thrust vectoring system further comprises: means for generating a roll moment in a first roll direction using the pressurized flow; and means for generating a roll moment in a second roll direction using the pressurized flow. 
     While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment(s), but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as permitted under the law. Furthermore it should be understood that while the use of the word preferable, preferably, or preferred in the description above indicates that feature so described may be more desirable, it nonetheless may not be necessary and any embodiment lacking the same may be contemplated as within the scope of the invention, that scope being defined by the claims that follow. In reading the claims it is intended that when words such as “a,” “an,” “at least one” and “at least a portion” are used, there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. Further, when the language “at least a portion” and/or “a portion” is used the item may include a portion and/or the entire item unless specifically stated to the contrary.