Thrust Recovery Outflow Valve Ram Air Integration
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Solution Overview
Problem
Existing aircraft cabin pressure control systems (CPCSs) have components like emergency ram air inlet valves that are not used for most flight conditions, increasing aircraft weight and cost due to their unnecessary presence.
Innovation Solution
Incorporating the functionality of ram air inlet valves into the CPCS thrust recovery outflow valve, which includes a valve frame, first and second valve doors, and a flap, allowing for rotational positions to control air transfer between the cabin and atmosphere, with the flap moving to inhibit flow when necessary.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If separate emergency ram air inlet valves and actuators are included in the CPCS, then the system can provide backup ventilation in case of pressurized air flow loss, but the aircraft weight and cost increase unnecessarily for most flight conditions
Solution Approach 1:
The patent combines the emergency ram air inlet valve functionality with the existing thrust recovery outflow valve structure. The outflow valve is modified to include a flap that can be positioned to allow ram air entry, eliminating the need for separate emergency inlet valves and reducing overall system weight while maintaining backup ventilation capability
Solution Approach 2:
The thrust recovery outflow valve is designed to perform multiple functions: normal thrust recovery during cruise, cabin pressure control, and emergency ram air inlet operation. By making the outflow valve universal, the patent eliminates redundant components and reduces aircraft weight while maintaining all necessary functions
2Reliability
If separate emergency ram air inlet valves and actuators are included in the CPCS, then the system can provide backup ventilation in case of pressurized air flow loss, but the system cost increases unnecessarily for most flight conditions
Solution Approach 1:
The patent combines the emergency ram air inlet valve functionality with the existing thrust recovery outflow valve structure. The outflow valve is modified to include a flap that can be positioned to allow ram air entry, eliminating the need for separate emergency inlet valves and reducing overall system weight while maintaining backup ventilation capability
Solution Approach 2:
The thrust recovery outflow valve is designed to perform multiple functions: normal thrust recovery during cruise, cabin pressure control, and emergency ram air inlet operation. By making the outflow valve universal, the patent eliminates redundant components and reduces aircraft weight while maintaining all necessary functions
3Power
If the outflow valve uses two valve doors with multiple actuation linkages to maximize thrust recovery, then thrust production is optimized, but the device complexity increases
Solution Approach 1:
The valve system is divided into two independent valve doors (first and second) that can be controlled separately. This segmentation allows each door to be optimized for specific functions: the first door for thrust recovery and the second door for sealing and ram air recovery, simplifying the overall control logic while maintaining thrust optimization
Solution Approach 2:
The valve doors are designed with rotational movement capability and independent actuation, allowing dynamic positioning for different flight conditions. The first valve door can rotate to optimize thrust recovery, while the second valve door can independently seal or open for emergency ram air recovery, providing flexibility without increasing mechanical complexity
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 integration reduces unnecessary weight and cost by enabling the ram air recovery function within the existing thrust recovery outflow valve, optimizing aircraft performance and reducing drag during normal flight conditions.
Implementation Method 1
the flap is configured to move from the stowed position to the deployed position when the first valve door is rotated to a first predetermined open position
Implementation Method 2
the first valve door is rotationally mounted on the valve frame and is rotatable between a first door closed position and a plurality of first door open positions. The second valve door is rotationally mounted on the valve frame and is rotatable, independent of the first valve door, between a second door closed position and a plurality of second door open positions
Implementation Method 3
when pressurized air is exhausted from the cabin, the exhausted air may provide additional forward thrust to the aircraft
Implementation Method 4
the valve doors are shaped and sealed so that air flow is directed between the doors during flight
Data Source
AI summary
A thrust recovery outflow valve and method for controlling the transfer of air between a cabin in an aircraft and atmosphere outside of the aircraft are provided. An outflow valve is mounted on the aircraft that includes a valve frame, a first valve door, and a second valve door. The first valve door is rotated to a first predetermined open position while the second valve door is in the second door closed position to thereby open first and second flow passages that place the aircraft cabin in fluid communication with the atmosphere. When the first valve door is at a first predetermined open position, a flap is rotated, relative to the first valve door, to at least partially cover the second flow passage and thereby at least inhibit flow through the second flow passage.