Coaxial flow channel and electronic control for an aircraft flow valve

Abstract

Ventilation system for ventilating a passenger compartment of an aircraft, wherein the ventilation system comprises: an aperture (50A) comprising an aperture opening (54), a first contact (60), a second contact (62) and a third contact (64); a flow channel (16) comprising an axis extending through the aperture (54) to direct an airflow through the aperture (50A) into the passenger compartment; an electronic sensor (52) connected to the aperture (50A) and configured to generate an aperture position signal; wherein the aperture position signal indicates whether the first contact (60) is touching the second contact (62) or the third contact (64); and a valve (30) configured to reduce the flow rate of the airflow through the flow channel (16) when the first contact (60) touches the second contact (62), wherein the valve (30) is further configured to increase the flow rate when the first contact (60) touches the third contact (64), as indicated by the aperture position signal, wherein the aperture (50A) is rotatable to interact with the electronic sensor (52) to control the valve (30).

Description

TECHNICAL AREA

[0001] The present invention relates generally to a ventilation system for an aircraft, and in particular to an electronically adjustable control valve for a passenger climate with a coaxial orifice for controlling an airflow. BACKGROUND

[0002] A modern passenger aircraft typically includes a ventilation system configured to deliver a stream of cooled (or heated) air to each passenger on board. Each passenger is typically provided with an adjustable airflow duct, mounted in a compartment located above their head, which the passenger can manipulate and adjust to direct the airflow. For example, the airflow duct might be spherical and mounted in a ball joint or socket within the overhead compartment. By moving the spherical airflow duct within the socket, the passenger can adjust the direction of airflow.

[0003] The airflow channel also includes an integrated valve that the passenger can open and / or close at will. Typically, the valve is a nozzle-type valve, comprising a nozzle and an opening configured to engage with and be blocked by the nozzle. As the passenger turns a control on the airflow channel clockwise or counterclockwise, the nozzle is retracted and / or extended, causing the nozzle-type valve to open and / or close accordingly. When the nozzle-type valve is open, air flows out of the airflow channel, and when the nozzle-type valve is closed, the airflow is cut off. Thus, the ventilation system described above allows each passenger to turn the airflow on and off at will and to direct the airflow to a desired destination.This level of control ensures passenger comfort. This type of adjustable ventilation is commonly referred to as a "gasper" in aviation applications.

[0004] DE 10 2005 017 993 A1 describes a control element with an actuating device (1). In order to provide the actuating device (1) with haptic properties when rotated by hand and to prevent unnecessary resistance when rotated by means of a drive, the control element includes an electrically controlled braking element (3) acting on the actuating device (1), by which the actuating device (1) can be released, braked or blocked.

[0005] WO 2013 / 109 332 A1 describes a ventilation system for ventilating the passenger cabin of an aircraft. The ventilation system includes, among other things, a nozzle that can be installed near the interior of the aircraft and is configured to direct an airflow into the passenger cabin. The ventilation system also includes a valve that is spaced from and positioned upstream of the nozzle, the valve being configured to control the airflow to the nozzle. The ventilation system further includes a duct that fluidically connects the valve to the nozzle. The duct is configured to direct the airflow from the valve to the nozzle.

[0006] US Patent 3,690,244 A describes an air valve consisting of a first valve element, mounted for generally universal motion and having one passage, and a second valve element, also with one passage, mounted within the passage of the first valve element for pivoting motion relative to the first valve element. Portions of the two valve elements are spaced apart to define a substantially closed region within the air valve. An actuator is attached to one of the valve elements within the closed region, and a switch is attached to the other valve element within the closed region. Air is supplied to the passage of the second valve element by a fan driven by a motor. By rotating the second valve element, the switch can be opened and closed, thereby controlling the operation of the motor and the fan.The airflow through the second valve element can be modulated by a suitable valve element.

[0007] Similar air valves are also known from US 2015 / 0 210 397 A1 and US 7 538 289 B2.

[0008] Even if the ventilation system described above is adequate, there is room for improvement. The movement and acceleration of the airflow through the duct causes the emission of a significant hissing noise as the airflow exits the valve or duct. In many applications, the hissing noise generated by the ventilation system is not significantly louder than background noise in an aircraft cabin and is therefore acceptable. However, some aircraft (e.g., private corporate jets) are designed, engineered, and / or configured to produce a reduced level of background noise in the cabin during flight compared to conventional commercial aircraft. In such an aircraft, the noise generated by the ventilation system may be quite noticeable and / or unacceptable to potential customers.

[0009] One solution to calm or quiet the airflow is to place an electronically adjustable valve upstream of the airflow duct to replace the manual on / off function of the throttle. While this solution is suitable for calming the airflow, it does not provide the same level of feedback as a conventional throttle valve. For example, a passenger can see how far they have turned a conventional throttle, but they cannot be as clearly aware of how far they have adjusted an electronic valve controlled by on / off buttons on a seat-side console.

[0010] Accordingly, it is advantageous to provide a ventilation system that uses an electronically adjustable valve and provides a passenger with feedback and perception of the valve's entered position. Furthermore, other advantageous features and characteristics will become apparent from the following detailed description and the dependent claims in conjunction with the accompanying drawings and the aforementioned technical field and background. SUMMARY

[0011] A ventilation system for ventilating a passenger compartment of an aircraft, an aircraft and a method for operating a ventilation system are presented herein.

[0012] In a first non-restrictive embodiment, the ventilation system comprises, but is not limited to, an aperture, a flow channel, an electronic sensor, and a valve. The aperture comprises an aperture opening, and the flow channel comprises an axis extending through the aperture opening to direct an airflow through the aperture into the passenger compartment. The electronic sensor is connected to the aperture and is configured to generate an aperture position signal. The valve is configured to vary the flow rate of the airflow through the flow channel based on the aperture position signal.

[0013] In another non-restrictive embodiment, an aircraft comprises, but is not limited to, a passenger seat, an overhead compartment located above the seat, a ventilation system, and a control system. The control system is located in the overhead compartment and comprises a louver and an electronic sensor. The louver includes an aperture, and the electronic sensor is connected to the louver and configured to generate an aperture position signal. The ventilation system is located in the overhead compartment and comprises a flow channel and a valve. The flow channel includes an axis extending through the aperture to direct an airflow through the louver, and the valve is configured to vary the flow rate or mass flow of the airflow through the flow channel based on the aperture position signal.

[0014] The ventilation system is located in the overhead compartment and comprises a flow duct and a valve. The flow duct includes a shaft extending through the aperture to direct an airflow through the aperture into the passenger compartment. The valve is configured to vary the flow rate of the airflow through the flow duct. The control system is connected to the ventilation system and includes an aperture and an electronic sensor. The aperture includes an aperture opening, and the electronic sensor is connected to the aperture and is configured to generate an aperture position signal that causes the valve to change the airflow rate.

[0015] In another non-restrictive embodiment, a method for operating an electronically movable valve for a flow channel in an overhead compartment of an aircraft comprises, but is not limited to: detecting an angular position of an aperture through which an airflow from a ventilation system is directed. The method further comprises controlling the electronically movable valve to adjust the airflow in response to an angular rotation or a rotation of the nozzle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present invention is described below in connection with the following drawings, where the same reference numerals denote the same elements. Fig. Figure 1 is an environmental view showing the interior of a cabin compartment of an aircraft comprising an embodiment of a ventilation system according to the invention. Fig. Figure 2 is a perspective view showing part of the interior of an overhead cabinet housing of an embodiment of the ventilation system according to the invention. Fig. 3, Fig. 4 and Fig. Figure 5 are simplified schematic representations of embodiments of a control system for the ventilation system. Fig. Show 2. Fig. 6 is a simplified flowchart showing one embodiment of a method for operating the in Fig. 2 represents the ventilation system shown. DETAILED DESCRIPTION

[0017] The following detailed description is merely exemplary and is not intended to limit the invention or its application and uses. Furthermore, there is no intention to be bound by any theory described in the preceding background or the following detailed description.

[0018] This application discloses an improved ventilation system. Compared with conventional ventilation systems, the ventilation system described herein uses an electronically actuated valve that opens and closes in response to a rotation of a diaphragm by a passenger. The diaphragm is coaxially designed, with a flow channel to provide an opening and user control similar to that of a conventional manually operated gas valve. A better understanding of the ventilation system described above can be obtained by reviewing the illustrations appended to this application together with the following description.

[0019] Fig. Figure 1 is an environmental view depicting part of the interior of a cabin compartment 10 of a private business aircraft. Although the context of the discussion contained herein relates to a private business aircraft, it should be clear that the teachings of the present disclosure can be applied to all types of aircraft, including but not limited to: private propeller-driven aircraft, private jet-driven aircraft, commercial jet-driven passenger aircraft, commercial propeller-driven aircraft, cargo aircraft, military aircraft, and the like. Furthermore, it should be clear that although the ventilation system described herein is described as compatible for use on board an aircraft, the ventilation system is suitable for all types of vehicles.For example, and without limitation, the ventilation system presented herein can be installed on board a car, bus, train, ship, spacecraft, and any other type of means of transport. Furthermore, the ventilation system presented herein is not limited to installation in vehicles but is also suitable for use in tents, houses, buildings, stadiums, theaters, and other permanent or semi-permanent structures.

[0020] Cabin compartment 10 comprises an embodiment of the ventilation system 12 presented herein according to the invention. In the illustrated embodiment, the ventilation system is installed in an overhead compartment 14, which is configured to accommodate the ventilation system 12 as well as other equipment required to support the ventilation system 12 and the operation of the aircraft. The ventilation system 12 comprises a flow channel 16 and a control system 17.

[0021] The flow channel 16 is mounted in a ball-and-socket joint-like arrangement with a flow channel support (not shown in Fig. 1) which allows a passenger to manipulate the flow channel 16 and, in turn, to direct the airflow emitted by the ventilation system 12 to a desired area. In the example presented, the flow channel 16 has a fixed cross-sectional area that cannot be adjusted by the passenger. In some embodiments, the flow channel 16 may have an adjustable cross-section that can be adjusted by the control system 17.

[0022] A passenger seat 18 is positioned below the ventilation system 12 and configured to accommodate one passenger of the aircraft. In the illustrated embodiment, a single ventilation system 12 is used to cool and / or heat the passenger of a single passenger seat 18. In other embodiments, multiple ventilation systems 12 can be configured to direct airflows to a single passenger seat 18. In still other embodiments, a single ventilation system 12 can be configured to direct multiple airflows to multiple passenger seats 18.

[0023] Further referring to Fig. 1 shows Fig. Figure 2 shows a perspective view depicting part of the interior of an overhead compartment 14. The ventilation system 12 is arranged on a floor plate 20 of the overhead compartment 14. The ventilation system 12 comprises a flow channel 16, a flow channel support 22, a hose segment 24, a silencer 26, a hose segment 28, and an electronically actuated valve 30.

[0024] As shown, the flow channel 16 has a spherical configuration, which allows it to pivot about at least two axes relative to the flow channel support 22. This gives a passenger in a cabin compartment 10 considerable freedom and flexibility in choosing a direction for the airflow emitted by the flow channel 16. The internal components of the flow channel 16 are also shown. For example, the flow channel 16 includes a path 38 configured to direct and accelerate the airflow passing through the ventilation system 12 to generate the relatively fast airflow emitted by the flow channel 16. The flow channel 16 is also equipped with a nozzle spigot 40 positioned on a portion upstream of the path 38. The nozzle spigot 50 is essentially axisymmetric and contoured to have a general profile similar to that of an air deflector.The nozzle pin 40 is held in position on the path 38 by means of a plurality of tab units 42. It should be clear that the configuration of the flow channel 16 can change without departing from the scope of this disclosure.

[0025] The flow channel bracket 22 and the flow channel 16 are connected to each other in a ball-and-socket joint arrangement, allowing the flow channel 16 to pivot relative to the flow channel bracket 22 about both an X-axis and a Y-axis. Accordingly, a passenger seated beneath the flow channel 16 can stretch out and, at their discretion, direct an airflow emitted from the flow channel 16 onto a desired area. The flow channel bracket 22 may include one or more openings to accommodate a holder that can be used to secure the flow channel bracket 22 to the base plate 20.

[0026] A pipe segment 34 extends from a rear portion of the flow channel bracket 22. The pipe segment 34 is bent to direct the airflow from the hose segment 24 into the flow channel bracket 22. The flow channel bracket 22, the flow channel 16, and the pipe segment 34 can be made of any material, including but not limited to: plastic, metal, polymeric materials, and any other suitable material capable of receiving an airflow as it moves through a corresponding component.

[0027] Hose segment 24 and hose segment 28 can comprise any type of conventional hose suitable for receiving and directing an airflow. Hose segment 24 and hose segment 28 can be constructed of any suitable material, including but not limited to: rubber, plastic, and polymeric materials. In other embodiments, hose segment 24 and hose segment 28 may not comprise a hose segment but preferably a pipe segment or any other type of conduit configured to receive and direct an airflow. Accordingly, in some embodiments, hose segment 24 and hose segment 28 can be formed of materials such as...Rubber components keep hose segments 24 and 28 flexible, whereas in other embodiments, hose segments 24 and 28 can be made of metal, which keeps them essentially rigid. In the illustrated embodiment, hose segment 24 is connected at one end to pipe segment 34 and at the opposite end to the silencer 26.

[0028] The silencer 26 is configured as a straight-through silencer. Accordingly, the silencer does not include baffles or other obstructions typically found in silencers. Preferably, the silencer 26 has a substantially hollow interior, which can be dimensioned, contoured, and constructed of materials configured to reduce the volume of unwanted noise generated by the airflow as it passes through the electronically actuated valve 30. Such noise-reducing techniques, designs, and configurations are well known to those skilled in the art. As mentioned above, one end of the silencer 26 is connected to the hose segment 25. The opposite end of the silencer 26 is connected to the hose segment 28. In some embodiments, the silencer 26 is recessed.

[0029] The electronically actuated valve 30 can comprise any type of valve suitable for controlling the airflow (i.e., selectively promoting and restricting it). For example, in some embodiments, the electronically actuated valve 30 can comprise a valve cone or a baffle plate. The electronically actuated valve 30 includes electronic components well known to those skilled in the art, which allow the electronically actuated valve to be moved electronically and / or remotely. In the presented example, the electronically actuated valve 30 comprises an actuator, such as a solenoid. With such a configuration, the airflow through the ventilation system 12 can be selectively stopped and started remotely by a passenger or other user using a control system 17.

[0030] In the illustrated embodiment, the electronically actuated valve 30 is secured to the base plate 20 by a plurality of holders (not shown). A downstream portion of the electronically actuated valve 30 is connected to the hose segment 28, while an upstream portion of the electronically actuated valve 30 is connected to a hose 32 configured to supply compressed air. Accordingly, a pressure differential between the air on the downstream side of the electronically actuated valve 30 (low pressure) and the air on the upstream side of the electronically actuated valve 30 (high pressure) causes the air to flow downstream through the electronically actuated valve 30.

[0031] As in Fig. As shown in Figure 2, the compressed air supplied by hose 32 will flow through the electronically actuated valve 30, through hose segment 38, through the silencer 26, through hose segment 24, through the flow channel bracket 22, and through the flow channel 16 before entering the cabin compartment 10. The electronically actuated valve 30 is spatially separated from the flow channel 16 by hose segment 24, silencer 26, and hose segment 28. An arrangement of this kind allows any unwanted noise that occurs as air flows through hose 32 over the internal components of the electronically actuated valve 30 to dissipate before entering the cabin compartment 10. Additionally, as mentioned above, the silencer 26 is designed and configured to further suppress the transmission of unwanted noise through the ventilation system 12 into the cabin compartment 10.Accordingly, emissions emitted from the flow channel as air flows through the ventilation system 12 will be relatively quiet compared to an airflow emitted by conventional ventilation systems. In other embodiments, the ventilation system can be designed without a silencer 26. In such systems, the spatial separation of the flow channel 16 from the electronically actuated valve 30 will, in itself, significantly reduce the volume of the unwanted noise emitted by the flow channel 16. In such systems, any length of distance between the flow channel 16 and the electronically actuated valve 30 can be suitable for making the system quieter or at least reducing the noise caused by the system's operation.

[0032] It should be clear that the location of the electronically movable valve 30 in the flow path can be adapted without departing from the scope of the present disclosure or invention. For example, in some embodiments the electronically movable valve 30 can be arranged within the flow channel 16 or at various positions upstream.

[0033] The control system 17 comprises an aperture 50, an aperture sensor 52, and a valve control 53. The aperture 50 includes an aperture opening 54 in which the flow channel 16 is at least partially arranged. In the presented example, the flow channel 16 is coaxially connected to the aperture opening 54. For example, the flow channel 16 is arranged centrally within a substantially annular inner wall of the aperture 50 that includes the aperture opening 54. The term "coaxially arranged," as used herein, refers to the axes of corresponding components in their centered or central position. For example, even if the flow channel 16 can be rotated and moved to direct an airflow toward a passenger, it can still be designed to be coaxial with the aperture 50 if the flow channel 16 is secured to the flow channel support 22, such that the flow channel 16 is coaxial with the aperture 50.to the aperture 54 when the flow channel 16 is centrally located in the flow channel support 22. In some examples, the aperture 50 is secured to the flow channel support 22 so that the aperture 50 remains coaxial with the flow channel 16 for all adjustable positions of the flow channel 16. In some embodiments, the aperture 50 and the protrusion of the flow channel 16 that forms the aperture opening are structurally joined as a single unit that is embedded in the flow channel 16 or the flow channel support 22.

[0034] In the presented example, the flow channel 16 and the aperture 50 have a round shape and are coaxial with respect to an outer surface of the flow channel 16 and the aperture 50. For example, an outer surface of the flow channel 16 may be hemispherical, and the aperture 50 may have a substantially cylindrical outer surface 56 that is coaxial with the flow channel 16. It should be clear that the flow channel 16 and the aperture 50 can have other shapes without departing from the scope of this disclosure.

[0035] The aperture sensor 52 is an electronic sensor connected to the aperture 50 and configured to generate an aperture position signal on a communication bus 55. This aperture position signal is configured to transmit information or control commands that can be used by the electronic valve control unit 53 to adjust the position of the electronically movable valve 30 and the volume or volume of an airflow passing through the flow channel 16. Accordingly, the electronically movable valve 30 is configured to change the flow rate or mass flow of the airflow through the flow channel 16 based on the aperture position signal, providing rotary control similar to that of a conventional manual throttle valve. In some embodiments, the aperture position signal indicates a rotary position of the aperture 50.In some embodiments, the aperture position signal indicates that a switch has been closed or opened in response to a rotation of the aperture 50 to a predetermined switch closing position. In some embodiments, the functions of the aperture sensor 52 and the valve control 53 can be combined in a single device.

[0036] In the presented example, the communication bus 55 is an electrically conductive cable that transmits the aperture position signal from the aperture sensor 52 directly to the valve control 53. In some embodiments, the communication bus 55 can be part of a vehicle communication bus. In one embodiment, the communication bus 55 can be a wireless network.

[0037] With ongoing reference to Fig. 2 and Fig. Figure 3 shows a schematic view depicting part of the interior of an aperture 50A used in a control system 17A. Control system 17A is similar to control system 17, with the same reference numerals denoting the same components. However, control system 17A includes an aperture 50A. In the example presented, the aperture sensor 52 is a switch configured to control the electronically movable valve 30 to change the flow rate of an air stream in response to the closing of the switch by a rotation of the aperture 50A.

[0038] Aperture 50A comprises a rotatably mounted first contact 60, a second contact 62, a third contact 64, and a haptic feedback system including influencing elements 66. The second and third contacts 62 and 64 are connected to allow ordinary rotation of the aperture 50A. The first contact 60 is positioned to make contact with the second contact 62 when the aperture 50A is rotated a predetermined amount clockwise, and is positioned to make contact with the third contact when the aperture 50A is rotated a predetermined amount counterclockwise. The first contact 60 closes a first circuit when the second contact 62 makes contact with the first contact 60, and closes a second circuit when the third contact 64 makes contact with the first contact 60.In the illustrated embodiment, the valve control unit 53 is configured to close the electronically actuated valve 30 to reduce the volume or noise level of an airflow through the flow channel 16 in response to the closing of the first circuit. Conversely, the valve control unit 53 is configured to open the electronically actuated valve 30 to increase the volume or noise level of an airflow through the flow channel 16 in response to the closing of the second circuit. Similarly, a rotation of the aperture 50A by a passenger can increase or decrease the airflow through the flow channel 16. It should be clear that the direction of rotation to open and close the electronically actuated valve 30 can differ from the directions described without departing from the subject matter of the present invention or disclosure.

[0039] The influencing elements 66 are arranged between the aperture 50A and a fixed, non-rotating part 68. The influencing elements 66 push the aperture 50A towards a centered position between the second and third contacts 62 and 64, in order to return the aperture 50A to a neutral position when it is not in use by a passenger.

[0040] With ongoing reference to Fig. 2 shows Fig. Figure 4 shows a schematic view representing part of the interior of an aperture 50A used in a control system 17B. The control system 17B is similar to the control system 17, with the same reference numerals denoting the same components. However, the control system 17B includes an aperture 50B with a haptic feedback system configured to provide haptic feedback to a user during rotation of the aperture. In the example presented, the haptic feedback system is a grid system 70 with a plurality of grids configured to resist a rotational movement when the aperture is rotated between a plurality of predefined holding positions. The aperture sensor 52 of the control system 17B is an angle sensor configured to detect an angular position of the aperture 50B.

[0041] With ongoing reference to Fig. 2 shows Fig. Figure 5 shows a schematic view depicting part of the interior of an aperture 50C as used in a control system 17C. Control system 17C is similar to control system 17, with the same reference numerals denoting the same components. However, control system 17C includes aperture 50C with a haptic feedback system. In the example presented, the haptic feedback system is a clamping contact between aperture 50C and flow channel 16. It should be clear that the sensor types and haptic feedback systems are derived from Fig. 3, Fig. 4 and Fig. 5 can be used in any combination without leaving the subject matter of the present invention or disclosure.

[0042] With ongoing reference to Fig. 1-2 shows Fig.Figure 6 shows a flow diagram illustrating a method 200 for operating a flow valve for an aircraft ventilation system. In the example presented, the method 200 is executed by the control system 17. In some embodiments, other systems may perform the steps of the method 200.

[0043] In process step 210, a sensor detects the angular position of an aperture that is arranged coaxially with or to a flow channel. For example, the aperture sensor 52 can detect the angular position of the aperture 50. In process step 212, it is determined whether the aperture has been rotated. For example, the aperture sensor 52 can indicate whether the aperture 50 has been rotated.

[0044] In process step 214, a control unit controls a valve to close a flow valve in response to a clockwise rotation of the orifice. For example, the valve control unit 53 can control the electronic movable valve 30 to close in response to a clockwise rotation of the orifice, as indicated by the orifice position signal. In process step 216, the control unit controls the valve to open in response to a counterclockwise rotation of the orifice. For example, the valve control unit 52 can control the electronic movable valve 30 to close in response to a counterclockwise rotation of the orifice.

[0045] The movable valve 30 rotates counterclockwise in response to a rotation of the aperture 50, as indicated by the aperture position signal.

[0046] While at least one exemplary embodiment has been presented in the preceding detailed description, it should be clear that there is a vast number of variations. It should also be clear that the presented embodiment or embodiments are merely examples and are not intended to limit the scope, application, or configuration of the invention in any way. Preferably, the preceding detailed description will provide the person skilled in the art with an implementable teaching for providing an exemplary embodiment of the invention. It is understood that many changes in the function and the arrangement of elements, as described in an exemplary embodiment, can be made without departing from the subject matter of the present invention or disclosure as described in the following claims.

Claims

[1] Ventilation system for ventilating a passenger compartment of an aircraft, the ventilation system comprising: an aperture (50A) comprising an aperture opening (54), a first contact (60), a second contact (62) and a third contact (64); a flow channel (16) comprising an axis extending through the aperture (54) to direct an airflow through the aperture (50A) into the passenger compartment; an electronic sensor (52) connected to the aperture (50A) and configured to generate an aperture position signal; wherein the aperture position signal indicates whether the first contact (60) is touching the second contact (62) or the third contact (64); and a valve (30) configured to reduce the flow rate of the airflow through the flow channel (16) when the first contact (60) touches the second contact (62), wherein the valve (30) is further configured to increase the flow rate when the first contact (60) touches the third contact (64), as indicated by the aperture position signal, wherein the aperture (50A) is rotatable to interact with the electronic sensor (52) to control the valve (30). [2] Ventilation system according to claim 1, further comprising an actuator for moving the valve (30) in response to a rotation of the aperture (50A) as indicated by the aperture position signal. [3] Ventilation system according to claim 1, wherein the flow channel (16) is arranged at least partially in the aperture opening (54). [4] Ventilation system according to claim 1, wherein the flow channel (16) is arranged coaxially to the aperture opening (54). [5] Ventilation system according to claim 1, wherein the flow channel (16) is an annular flow channel (16), the aperture (50A) is an annular aperture and the annular flow channel (16) and the annular aperture are arranged coaxially to each other. [6] Ventilation system according to claim 1, further comprising an influencing element (66) that forces the aperture (50A) into a neutral position in which the first contact (60) does not touch the second contact (62) or the third contact (64). [7] Ventilation system according to claim 1, wherein the valve (30) is spatially separated from the flow channel (16) and arranged upstream of the flow channel (16).

Images