Nested Fairing Thrust Reverser Asymmetrical Pivoting Doors
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Solution Overview
Problem
Clamshell thrust reversers for aircraft gas turbine engines face a challenge in maintaining direct thrust performance during flight without degrading it, while also providing effective thrust reversal during landing, as existing designs often compromise on aerodynamic efficiency and mechanical complexity.
Innovation Solution
The design features pivotable upper and lower doors with complementary fairings that maintain an aerodynamically smooth outer shape when stowed, allowing for asymmetrical pivoting and efficient thrust reversal by deflecting the propulsive jet, reducing mechanical complexity and weight through fixed fairing positions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If the thrust reverser is designed to provide effective thrust reversal during landing, then the decelerating force is improved, but the direct thrust performance during flight is degraded
Solution Approach 1:
The thrust reverser system is divided into multiple independent components: first and second doors that can pivot independently, first and second fairings that can move relative to each other. This segmentation allows each component to be optimized for its specific function while working together to achieve both direct thrust and thrust reversal performance
Solution Approach 2:
The fairings are designed to be dynamic rather than fixed. The first and second fairings can move relative to each other during door deployment, allowing the system to adapt its configuration between flight and landing modes. This dynamic adjustment enables the system to maintain aerodynamic efficiency during flight while providing effective thrust reversal when needed
2Adaptability or versatility
If the fairings are made movable to allow door deployment, then the thrust reversal function is improved, but the mechanical complexity is increased
Solution Approach 1:
The fairing movement mechanism is merged with the door pivot mechanism. The fairings move as a consequence of door deployment rather than through separate actuation systems. This integration reduces mechanical complexity by eliminating independent actuation systems while still achieving the required adaptability for thrust reversal
3Adaptability or versatility
If the fairings are made movable to accommodate door movement, then the thrust reversal effectiveness is improved, but the weight of the system is increased
Solution Approach 1:
The fairings are designed to move passively through aerodynamic forces and mechanical coupling with the door system, rather than requiring active propulsion systems. This dynamic design achieves thrust reversal effectiveness while minimizing additional weight compared to actively propelled fairing systems
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 enhances thrust reversal efficiency during landing while minimizing drag and maintaining direct thrust performance during flight, with reduced mechanical complexity and weight, ensuring improved reliability and aerodynamic efficiency.
Implementation Method 1
The first and second fairings may have first and second geometries sized and shaped for allowing a second leading portion of the second fairing to move about and over a laterally outer side of a first trailing portion of the first fairing when the first and second doors are deployed from the stowed position.
Data Source
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AI summary
A thrust reverser nozzle (22) for an engine nacelle (20) includes opposite and asymmetrically pivoting first and second doors (24,26) defining a nacelle aft section (20a), first and second trailing edges (24a, 26a) of the first and second doors (24,26) adjacent to an outlet (28) of the nacelle, the doors being pivotable simultaneously between a stowed position and a deployed position such that the first trailing edge (24a) is positioned behind the second trailing edge (26a) when the doors are in the deployed position, and the first and second fairings (34,36) attached to the first and second doors in relative fixed positions to the first and second doors respectively Male contour middle portions (38) of the first fairings (34) may complementarily match female contour middle portions (40) of the second fairings (36) and are received within the female contour middle portion when the doors are in the stowed position.