Airfoil Thrust Reverser Stop Reduces Actuation Load
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
The existing thrust reverser assemblies in gas turbine engines require a larger and heavier actuation system to manage high pressure airflow, which increases weight and consumes additional space, necessitating a more efficient solution to reduce the load on the actuation system.
Innovation Solution
Incorporating a stop with an airfoil shape or cambered geometry on the inner core cowl that extends into the bypass duct to share the load with the core engine, reducing the load borne by the actuation system and allowing for a smaller, lighter actuation system while maintaining thrust reversal effectiveness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If a stronger actuation system is used to control the blocker door against high pressure airflow, then the reliability and strength of the thrust reverser assembly is improved, but the weight and device complexity increases
Solution Approach 1:
A stop member is introduced as an intermediary component between the blocker door and the actuation system. The stop member receives the high pressure airflow loads and transfers them to the engine structure, acting as a mediator that protects the actuation system from direct exposure to these forces. This allows the actuation system to be smaller and lighter while still reliably controlling the blocker door.
Solution Approach 2:
The load-bearing function is segmented between two separate components: the stop member handles the high pressure airflow loads and structural support, while the actuation system handles only the lighter task of moving and positioning the blocker door. This functional segmentation allows each component to be optimized independently, resulting in a lighter overall system.
2Reliability
If a stronger actuation system is used to support high pressure airflow against the blocker door, then the reliability of the thrust reverser is improved, but the device complexity and space requirements increase
Solution Approach 1:
The stop member serves as a protective intermediary that absorbs and redirects the high pressure airflow forces away from the actuation system. This shields the actuation system from damaging loads, improving reliability without requiring the actuation system itself to be oversized or overly complex.
Solution Approach 2:
The load-bearing function is extracted from the actuation system and assigned to a separate stop member. By removing the requirement for the actuation system to directly support high pressure airflow, the actuation system can be simplified while the stop member handles the structural load-bearing responsibility.
3Strength
If a larger actuation system is used to prevent damage from high pressure airflow, then the strength and protection of the thrust reverser assembly is improved, but the weight and space consumption increase
Solution Approach 1:
The stop member acts as a protective intermediary that intercepts and redirects high pressure airflow forces before they can damage the actuation system. This protective function is achieved with a lightweight component rather than requiring a heavy-duty actuation system, thus maintaining strength while minimizing weight.
Solution Approach 2:
The protective and load-bearing function is extracted from the actuation system and assigned to a separate stop member. This allows the actuation system to be minimized in size and weight while the stop member provides the necessary structural protection against high pressure airflow forces.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enables a smaller, lighter actuation system while maintaining thrust reversal efficiency by distributing the load from the high-pressure airflow to the stop and core engine, reducing weight and space requirements within the engine.
Implementation Method 1
A stop having an airfoil shape includes a leading edge and a trailing edge, and is located on the core engine where the blocker door abuts the stop in the deployed position
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A thrust reverser assembly (44) for a turbine engine (10) can include a core engine (14) surrounded by a nacelle (12). A bypass duct (30) can be formed in the space between the core engine (14) and the nacelle (12). A blocker door (54) can be movable to a deployed position extending into the bypass duct (30). A stop (58) is be provided on the core engine 14 to abut and support force applied to the deployed blocker door (54). The stop (58) has an airfoil shape including a leading edge (264) and a trailing edge (266), and located on the core engine (14) where the blocker door (54) abuts the stop (58) in the deployed position, and further comprises one of: a curved stop centerline (368) extending between the leading edge (264) and the trailing edge (266) to define a cambered airfoil shape; an aperture (478) extending through the stop (58); or an actuator (586) operable to extend the stop (58) into the bypass duct (30) when the blocker door (54) is in the deployed position.