CN214057912U - Exhaust damper adjusting device for ram air exhaust duct of aircraft - Google Patents

Abstract

The utility model relates to an exhaust air door adjusting device for aircraft ram air exhaust wind channel, this exhaust air door adjusting device includes: a transmission driven to reciprocate between a first position and a second position; first and second complementary shaped dampers, wherein the first damper is pivotally attached to the outlet opening of the exhaust duct and is driven by the transmission to rotate about a first pivot to close or open the outlet opening; and a second damper is pivotally attached to the outlet and is driven by the transmission to rotate about a second pivot to close or open the outlet. Through this kind of exhaust air door adjusting device, can the size of the flow of the ram air of subregion control air outlet, realized the independent control of two air doors, can be applicable to the aircraft and to the different requirements of exhaust flow when flying on ground. In addition, the device can realize the independent control of two air doors only by one set of motor.

Description

Exhaust damper adjusting device for ram air exhaust duct of aircraft

Technical Field

The utility model belongs to the technical field of the aviation, a an exhaust air door adjusting device for aircraft ram air exhaust wind channel is related to a single motor drive's two accuse formula punching press exhaust apparatus of subregion specifically, especially can realize the two independent control of subregion to the exhaust air door through one set of motor. The independent control of the two air doors is realized, and the air conditioner can be suitable for different requirements of the air discharge flow of the aircraft on the ground and in flight.

Background

The air inlet and the air outlet in various forms are arranged on the aircraft, and air doors are arranged on part of the air inlets/the air outlets according to functional requirements so as to open or close the air inlets/the air outlets. On some large commercial airliners, not only the air intake is equipped with the air door, and the air exit also is equipped with the air door, adjusts the flow that flows through the ram air in exhaust duct through the size of these air door openings to satisfy the demand of refrigeration package heat dissipation capacity and practice thrift fuel consumption as far as possible.

Aircraft ram air exhaust outlets typically employ an adjustable opening exhaust to control exhaust flow, the exhaust including a set of actuators, integral dampers and corresponding attachment fixtures.

For example, in the utility model patent with publication number CN 206243490U, which was filed on 5/12/2016, an exhaust damper and an aircraft with the same are introduced, the exhaust damper drives a rotating mechanism through a driving mechanism, and simultaneously drives a sliding flow plate to slide, so as to open and close a damper flow passage and further realize the adjustment of the exhaust air volume. The exhaust air door adopts the inward opening type sliding flow plate, so that the pneumatic load brought to the air door by the air flow outside the air door is avoided.

In the utility model patent of 2016 year 12 month 5 day submit, publication number is CN 206243454U, introduced an exhaust air door device and have its aircraft, this exhaust air door device passes through a set of blade rotation on the actuating mechanism drive connecting rod, realizes air door flow control, and inside the wind channel was arranged in to the blade, realized reducing the outside aerodynamic drag's of aircraft purpose equally, further extension air door life.

However, when the actual aircraft is in operation, the difference between the opening degree required by the exhaust air damper on the ground and the opening degree required by the aircraft during flight is large, and only one integral air damper is adopted in the prior art including the patent documents, so that the accurate control of the opening degree of the air damper during flight is difficult to realize. In addition, the exhaust air doors related to the prior art only adopt one integral air door device, the problem of extra pneumatic load applied to the air doors by external air flow is solved through the design of the internal opening air door, the unified control of exhaust air flow is also realized, and the exhaust air doors are independently controlled in different areas when different operation working conditions are not considered, so that the opening control precision of the exhaust air doors is poor under the working condition that small flow is needed during the flight of an aircraft.

Accordingly, there is a significant need for an exhaust damper adjustment assembly that overcomes at least one of the above-identified deficiencies in the prior art.

SUMMERY OF THE UTILITY MODEL

The utility model discloses an aim at to current ram air exhaust apparatus not enough, provide a two accuse formula punching press exhaust air door adjusting device in subregion, realize the subregion independent control function that is used for ram air's exhaust air door under different operating condition under the prerequisite that does not increase drive arrangement to reach the purpose of accurate control air door aperture.

For this reason, according to the utility model discloses an aspect provides an exhaust air door adjusting device for aircraft ram air exhaust wind channel, wherein, this exhaust air door adjusting device includes: a transmission driven to reciprocate between a first position and a second position; first and second complementary shaped dampers, wherein the first damper is pivotally attached to the outlet opening of the exhaust duct and is driven by the transmission to rotate about a first pivot to close or open the outlet opening; and a second damper is pivotally attached to the outlet and driven by the transmission to rotate about a second pivot to close or open the outlet, and wherein in a first position the first and second dampers open the outlet and in a second position the first damper is closed to the outlet and the second damper opens the outlet.

Through this kind of exhaust air door adjusting device, can the size of the flow of the ram air of subregion control air outlet to through this two accuse formula adjusting device, realized the independent control of two air doors, can be applicable to the different requirements to the exhaust flow when the aircraft is on ground and flight. In addition, the device requires only one motor to achieve independent control of the two dampers, for example, by a motor driven transmission such as an electric motor.

According to the above aspect of the present invention, the transmission can also be driven to a third position between the first position and the second position, in which the first air door and the second air door completely close the air outlet. By completely closing the air outlet, foreign bodies such as debris or small animals are prevented from entering the exhaust air duct, cleaning of the exhaust air duct is ensured, or damage to relevant components in the exhaust air duct is prevented, in the event that, for example, the aircraft is not operating on the ground.

According to the above aspect of the present invention, preferably, in the first position, the first air door and the second air door are open toward the outside of the air outlet; and/or in the second position, the second damper is open to the interior of the outlet vent. So that the exhaust damper adjustment device is suitable for use in ground conditions and/or conditions in high-altitude flight, respectively. By opening the second damper to the inside of the air outlet opening, it is possible, for example, to advantageously reduce the drag of the aircraft or to avoid damage to the damper when it is compressed.

According to the above aspect of the present invention, preferably, the transmission device may further include a link mechanism, and the link mechanism may include a plurality of links that are hinged, wherein a first link of the plurality of links includes a first lever arm and a second lever arm that are angled. The linkage mechanism makes the transmission particularly simple and reliable, and easy to install and maintain, thereby reducing the production, installation and maintenance costs while ensuring reliable operation of the exhaust damper adjustment device.

According to the above aspect of the present invention, preferably, the link mechanism may further include a second link hinged to the first lever arm, the second link being telescopically hinged to a third link via a movable coupling at an end opposite to the first lever arm, the third link being hinged to the first damper at an end opposite to the second link; and the linkage mechanism further comprises a fourth link hinged to the second lever arm, the fourth link being hinged to the second damper at an end opposite the second lever arm. By means of the movable coupling, it is possible to cause the third link to open the first damper in only one direction, thereby achieving that it is possible to regulate the ram air flow of the exhaust air duct accurately, without the need to open both dampers simultaneously, and to coordinate the respective openings of both dampers, by merely adjusting the second damper, so that the flow of ram air through the exhaust air duct can be controlled more accurately with a simpler control strategy.

According to the above aspect of the present invention, preferably, the movable coupling includes a ball attached to the second link and a sleeve attached to the third link, the ball being capable of linearly moving within the sleeve while allowing a relative angle between the second link and the third link to be changed. The third link opens the first damper in only one direction by the linear movement of the ball within the sleeve, enabling the desired function to be achieved with a simple mechanical construction, simple and reliable construction, and easy manufacture, installation and maintenance.

According to the above aspect of the present invention, preferably, the first damper and the second damper may include a protrusion provided on the periphery, respectively, and the transmission device is hinged to the first damper and the second damper via the protrusions. In this way, the first damper and the second damper can be hinged from the outside of the exhaust air duct, also making the structure simple and reliable, and easy to manufacture, install and maintain.

According to the above aspect of the present invention, preferably, the transmission may be driven to reciprocate between the first position and the second position by a rotary motor. A swing motor, such as a stepping motor, can achieve desired damper opening and closing control with a small range of motion, and facilitate control of the exhaust damper adjusting device.

According to the above aspect of the present invention, preferably, the exhaust damper adjusting device may further include a clamp, and the rotary motor may be attached to the outside of the exhaust duct by means of the clamp. Therefore, the rotary motor and the connecting rod structure which are used as the drivers are arranged outside the exhaust air duct, so that the structure is further simple and reliable, and the manufacture, installation and maintenance are easy.

According to the above aspect of the utility model, preferably, first air door and second air door can be bow-shaped respectively, and wherein the arc of first air door is greater than the semicircle, and the arc of second air door is less than the semicircle to form the complete circular of the profile that corresponds to the air outlet. By this shape, the first and second dampers are on the one hand easy to process and, when assembled, easy to fit together. And the first damper is formed as a large damper and the second damper as a small damper, thereby enabling the flow rate of ram air through the exhaust air duct to be controlled more precisely in sections and stages.

From this, through the utility model discloses an including first air door and second air door and corresponding partition formula exhaust air door adjusting device who actuates the device, realized the independent control to big air door and little air door, can adapt to the aircraft and to the different requirements of exhaust flow and reached the purpose of accurate control when ground and flight. In addition, the exhaust air door adjusting device can realize the independent control of the two air doors only by one set of driving motor, thereby realizing the preset purpose.

Drawings

In order to describe the exhaust damper adjustment device according to the invention for an aircraft ram air exhaust duct more clearly, the invention will be explained in more detail below with reference to the accompanying drawings and specific embodiments, in which:

FIG. 1 is a schematic front view of an exhaust damper adjustment device according to a non-limiting embodiment of the present invention, wherein the transmission is in a first position;

FIG. 2 is a side view of the exhaust damper adjustment assembly of FIG. 1 as viewed from one direction;

FIG. 3 is a schematic front view of an exhaust damper adjustment device according to a non-limiting embodiment of the present invention, wherein the transmission is in a second position;

FIG. 4 is a side view of the exhaust damper adjustment assembly of FIG. 3 as viewed from one direction;

FIG. 5 is a schematic front view of an exhaust damper adjustment device according to a non-limiting embodiment of the present invention, wherein the transmission is in a third position;

FIG. 6 is a side view of the exhaust damper adjustment assembly of FIG. 5 as viewed from one direction;

FIG. 7 is a side view of the exhaust damper adjustment assembly of FIG. 5 viewed from another direction; and

fig. 8 is a schematic perspective view of a articulating link according to a non-limiting embodiment of the invention.

Detailed Description

It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices illustrated in the attached drawings, and described in the specification are simply exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, specific mounting orientations, or other physical characteristics to which the various embodiments disclosed herein relate should not be deemed limiting, unless expressly stated otherwise.

The exhaust damper adjustment device 100 for an aircraft ram air exhaust duct 200 according to the invention is described in detail below with reference to the drawings.

Fig. 1 is a schematic front view of an exhaust damper adjustment device 100 according to a non-limiting embodiment of the present invention, wherein the transmission 20 is in a first position; and fig. 2 is a side view of the exhaust damper adjusting apparatus 100 shown in fig. 1, as viewed from one direction.

As shown, the exhaust damper adjustment apparatus 100 may include a driver 10 disposed on an exhaust air duct 200, an actuator 20 coupled to the driver 10, and a first damper 30 and a second damper 40 coupled to the actuator 20.

According to a preferred embodiment of the present invention and as a non-limiting example, the driver 10 may be in the form of a rotary motor, and preferably a rotary stepper motor. The rotary motor may be attached to the exterior of the exhaust duct 200, for example, by means of a yoke 70, so as to be able to drive the transmission 20 to and fro between the first and second positions.

It should be understood that although a driver 10 in the form of a rotary motor is shown in the drawings, the driver 10 may take any form known to those skilled in the art so long as it is capable of driving the transmission 20 to reciprocate between the first and second positions. Additionally, although in the preferred embodiment, the driver 10 is attached to the collar 70 via, for example, fasteners, the driver 10 may be attached to the exterior of the exhaust stack 200 in other ways, such as by adhesive or welding, etc., and may be attached to other structures near the exhaust stack 200.

According to a preferred embodiment of the present invention and as a non-limiting example, the transmission 20 may comprise a linkage mechanism, which may comprise a plurality of links that are articulated, for example may comprise a first link 21, a second link 22, a third link 23 and a fourth link 24. The first link 21 of the plurality of links may be V-shaped, including angled first and second lever arms 211 and 212, and the first link 21 may be attached to the output shaft of the driver 10 so as to be driven in rotation about its apex. The second link 22 may be hinged to the first lever arm 211, and the second link 22 is telescopically hinged to the third link 23 via a movable coupling 50 at an end opposite to the first lever arm 211, and the third link 23 is hinged to the first damper 30 at an end opposite to the second link 22. The fourth link 24 may be hinged to the second lever arm 212, and the fourth link is hinged to the second damper 40 at an end opposite the second lever arm 212. The hinged connection of the third link 23 to the first damper 30 and the hinged connection of the fourth link 24 to the second damper 40 may preferably be by means of a projection 60, such as a lug, provided on the periphery of the first and second dampers 30, 40, an example of which projection 60 is shown in detail in fig. 7.

It should be appreciated that although the function of the transmission 20 is achieved in this embodiment by a linkage mechanism, any suitable transmission structure may be employed by those skilled in the art so long as it enables the transmission structure to transmit the reciprocating motion of the driver 10 to the first damper 30 and the second damper 40. And for a link mechanism using a plurality of links, the number or arrangement of links may also be different from that shown in the embodiment without departing from the scope of the inventive concept of the present invention.

As a non-limiting example of the present invention and referring to fig. 8, the articulating link 50 may include a ball 51 attached to the second link 22 and a sleeve 52 attached to the third link 23, the ball 51 being capable of linear movement within the sleeve 52 while allowing for a change in the relative angle between the second link 22 and the third link 23.

As shown in detail in fig. 8, the sleeve 52 is a sliding sleeve having a substantially cylindrical structure, and a first end of the sleeve 52 may have an arcuate opening 521, the opening 521 being sized to allow the second link 22 to pass therethrough while retaining the ball 51. The second end of the sleeve may have a structure suitable for attachment to the third link 23, such as an attachment hole 522 or the like. In addition, on the side of the cylindrical shape close to the first end there is a lateral opening 523, this lateral opening 523 being connected to the opening 521 and being dimensioned so that the second link 22 can pass through the lateral opening 523 while blocking the ball 51. As shown, the arrangement of the movable link 50 is such that the third link 23 can only apply a force directly to the third damper 30 in one direction, while there is an idle or lost motion in the opposite direction, and the third link 23 will apply a force to the third damper 30 in the other direction only when the third link 23 first moves relative to the fourth link 24 by a distance equivalent to the idle or lost motion (e.g., the distance between the ends of the sleeve 52).

It should be understood that the structure of the movable coupling 50 shown in this embodiment is only for illustrating the principle of the inventive concept of the present invention, and those skilled in the art can conceive other structural forms of coupling so long as the force or motion can be transmitted only in one direction when the second link 22 is coupled to the third link 23 via the movable coupling 50.

The various links and articulating members described above may be made of any material known in the art and are preferably made of a metallic material or alloy thereof, such as an aluminum alloy or the like, in order to reduce the mass of the parts as much as possible while ensuring structural strength and reliability.

As a non-limiting example of the present invention and with reference to fig. 2, 4, 6 and 7, the first damper 30 and the second damper 40 are provided downstream of the exhaust air duct 200, and their shape fitted together can correspond to the shape of the profile of the air outlet 201 of the exhaust air duct 200, so as to be able to completely close the air outlet 201 as required. Thus, it should be appreciated that the first damper 30 and the second damper 40 have complementary shapes. By way of non-limiting example, the first damper 30 and the second damper 40 are each arcuate, wherein the arc of the first damper 30 is greater than a semi-circle and the arc of the second damper 40 is less than a semi-circle, e.g., the straight chord of the first damper 30 may be placed in close proximity to the straight chord of the second damper 40 to form a complete circle corresponding to the contour of the outlet opening 201. It can be seen that in this non-limiting embodiment, the first damper 30 is a large damper and the second damper 40 is a small damper, and the first damper 30 is disposed above the second damper 40. However, in alternative embodiments, the first damper 30 and the second damper 40 may be arranged in other orientations.

It should be understood that the structure of the first damper 30 and the second damper 40 shown in the drawings is only for illustrating the principle of the inventive concept of the present invention, and those skilled in the art can conceive of other structural forms of dampers, for example, the shape of the periphery of the first damper 30 is a complete circle following the contour of the outlet port 201, and the middle may have various forms of openings, and the shape of the second damper 40 corresponds to the shapes of these openings, so that when fitted together, the first damper 30 and the second damper 40 can completely close the outlet port 201, for example, the first damper 30 may have a shape of a copper coin inside the outer circle, and the second damper 40 is a shape of a square fitted therein, or the first damper 30 may have a shape of a circular ring with a central opening, and the second damper 40 has a shape of a circle concentrically fitted with the central opening.

The first damper 30 and the second damper 40 may be made of any material known in the art, such as various metals, polymers, or combinations thereof, and may be made by any manufacturing process known in the art, such as additive manufacturing, machining, injection molding, or the like.

As a non-limiting embodiment of the present invention and referring to fig. 1, 3 and 5, the first damper 30 may be pivotally attached to the air outlet 201 of the exhaust duct 200 and rotated about the first pivot 31 by the third link 23 of the transmission 20 to close or open the air outlet 201; and the second damper 40 is pivotally attached to the air outlet 201 and is driven to rotate about the second pivot 41 by the fourth link 24 of the transmission 20 to close or open the air outlet 201. The transmission 20 is hinged to the first damper 30 and the second damper 40 via a protrusion. In a non-limiting embodiment, the first pivot 31 is disposed at a side edge where the first damper 30 meets the second damper 40, and the second pivot 41 may be disposed adjacent to and parallel to the first pivot 31. In alternative embodiments, the first pivot 31 and the second pivot 41 may be provided at other positions.

With the exemplary structure of the exhaust damper adjustment device 100 shown above with reference to the drawings, when the driver 10 is rotated in a first direction, for example, clockwise, the driver 10 rotates the drive transmission 20 to a first position as shown in detail in fig. 1 and 2, in which the first damper 30 and the second damper 40 open the outlet 201, and as shown in the drawings, the first damper 30 and the second damper 40 open to the outside of the outlet 201, that is, to the flow direction of the ram air, and the degree to which the two dampers open outward can be adjusted as desired. At this time, since both dampers are open, the flow rate of the ram air passing through the exhaust duct 200 can be maximized.

When the drive 10 is rotated in a second direction, for example in the counter-clockwise direction, the drive 10 rotates the drive transmission 20 into a second position as shown in detail in fig. 3 and 4, in which the first damper 30 is closed to the air outlet and the second damper 40 opens the air outlet 201, at which time the second damper 40 opens towards the inside of the air outlet 201, i.e. against the flow direction of the ram air. At this time, since the first damper 30, which is a large damper, is closed and the second damper 40, which is only a small damper, is opened, the flow rate of the ram air passing through the exhaust duct 200 can be more accurately controlled.

During the time that the actuator 20 is driven by the driver 10 from the first position to the second position, the actuator 20 may also rotate to a third position (as shown in fig. 5, 6 and 7) between the first and second positions in which the first and second dampers 30 and 40 fully close the air outlet 201. At this time, no ram air passes through the exhaust duct 200, so that foreign substances and the like from the outside cannot enter the exhaust duct 200.

It is apparent that the exemplary structures of the exhaust damper adjustment device 100 described above with reference to the drawings are all provided outside the exhaust air duct 200, which makes the structure of the exhaust damper adjustment device 100 simple and reliable, and easy to manufacture, install, and maintain. However, in alternative embodiments, the exhaust damper adjustment device 100 may instead be disposed inside the exhaust air duct 200 without departing from the scope of the inventive concept of the present invention. Additionally, although not shown in the figures, in an alternative embodiment, the exhaust damper adjustment device 100 may include a return element, such as a spring, that may be disposed between the damper and the outlet vent and that biases the damper toward the closed position.

As used herein, two components that are "pivotally attached" may be used to mean that the two components are connected together by a pivot such that the two components form a unitary body and one of the components is capable of pivoting relative to the other component. In addition, the terms "first", "second", "third" or "fourth", etc. used to indicate the order are only for the purpose of making those skilled in the art better understand the concept of the present invention illustrated in the preferred embodiments, and are not intended to limit the present invention. Unless otherwise specified, all sequences, orientations, or orientations are used for the purpose of distinguishing one element/component/structure from another element/component/structure only, and do not imply any particular sequence, order of installation, direction, or orientation, unless otherwise specified. For example, in alternative embodiments, "first damper" may be used to represent "second damper," and "first link" may also be used to represent "second link" or "third link," etc.

According to the utility model discloses a another non-limiting embodiment of exhaust damper adjusting device 100, following according to the difference of aircraft operating condition, demonstrate through three exemplary operating mode when the aircraft is subaerial, in flight and when not moving, exhaust damper adjusting device 100's specific operating process:

1) ground exhaust conditions, corresponding to the transmission 20 in the first position as shown in fig. 1 and 2.

As shown in the figure, when the aircraft works on the ground, the exhaust flow is large, and a large exhaust air duct is needed. In this case, therefore, the V-shaped first link 21 is driven to rotate clockwise by the driver 10, the rotational movement is transmitted to the second link 22 via the first lever arm 211, and the third link 23 is pushed via the second link 22, and the third link 23 moves the first damper 30 about the first pivot 31 by the protrusion 60, thereby achieving the opening of the first damper 30. At the same time, the V-shaped first link 21 is driven by the driver 10 to rotate clockwise, which is transmitted to the fourth link 24 via the second lever arm 212, so that the fourth link 24 pushes the protrusion 60, so that the second damper 40 moves around the second pivot 41, and the purpose of opening the second damper 40 to the outside is achieved.

2) The flight exhaust condition corresponds to the condition where the transmission 20 is in the second position as shown in fig. 3 and 4.

As shown, the aircraft has a small exhaust flow during flight and requires a small exhaust duct, so in this case the V-shaped first link 21 is driven by the drive 10 to rotate anticlockwise, this rotational movement being transmitted to the second link 22 via the first lever arm 211, causing the second link 22 to slide within the sliding sleeve 52, resulting in no contact with the third link 23. The first link 22 continues to rotate past the idle portion of the movable coupling such that the ball 51 is stopped by the first end of the sleeve 52, thereby bringing the first damper 30 back to the closed position. At the same time, the first link 21 is driven by the driver 10 to rotate counterclockwise, which rotational movement is transmitted to the fourth link 24 via the second lever arm 212, so that the fourth link 24 pulls the projection 60, so that the second damper 40 is opened inwardly about the second pivot 41, with the aim of opening the second damper 40 inwardly.

3) The off condition corresponds to the transmission 20 being in the third position as shown in fig. 5, 6 and 7.

As shown, in the closed condition, the actuator 10 is not operated, the first damper 30 is closed, and the second link 22 and the third link 23 associated with the first damper 30 are in contact via the ball 51 and the sliding sleeve 52 attached thereto. The fourth link 24 associated with the second damper 40 is fixed to the second damper 40 by the protrusion 60, and is connected to the first link 21 by the fourth link 24 associated therewith, and the first link 21 is connected to the driving actuator 10. In the closed condition, the drive actuator 10 is not operated and the second damper 40 is likewise closed. In this case, the first damper 30 and the second damper 40 may also be held in the closed position by means of an elastic member, not shown.

In view of the above, an exhaust damper adjustment device for an aircraft ram air exhaust duct according to an embodiment of the present invention overcomes the disadvantages of the prior art and achieves the intended inventive objects.

While the exhaust damper adjustment device of the present invention has been described in connection with the preferred embodiment, it will be understood by those skilled in the art that the above examples are illustrative only and are not to be construed as limiting the invention. Therefore, various modifications and changes can be made to the present invention within the spirit and scope of the claims, and these modifications and changes will fall within the scope of the claims of the present invention.

Claims (10)

1. An exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200), characterized in that the exhaust damper adjustment device (100) comprises:

a transmission (20) driven in a reciprocating motion between a first position and a second position;

a first damper (30) and a second damper (40) complementary in shape, wherein the first damper (30) is pivotally attached to an outlet vent (201) of the exhaust air duct (200) and is driven by the transmission (20) to rotate about a first pivot (31) to close or open the outlet vent (201); and the second damper (40) is pivotally attached to the outlet mouth (201) and is driven by the transmission (20) to rotate about a second pivot (41) to close or open the outlet mouth (201), and

wherein in the first position the first and second dampers (30, 40) open the outlet vent (201), and in the second position the first damper (30) is closed to the outlet vent and the second damper (40) opens the outlet vent (201).

2. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 1, characterized in that the transmission device can also be driven into a third position between the first position and the second position, in which third position the first damper (30) and the second damper (40) completely close the air outlet opening (201).

3. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 2, characterized in that in the first position the first damper (30) and the second damper (40) are open towards the outside of the air outlet opening (201); and/or

In the second position, the second damper (40) is open towards the inside of the outlet mouth (201).

4. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 2, characterized in that the transmission device (20) comprises a linkage mechanism comprising a plurality of links that are articulated, wherein a first link (21) of the plurality of links comprises an angled first lever arm (211) and a second lever arm (212).

5. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 4, characterized in that the linkage mechanism further comprises a second link (22) hinged to the first lever arm (211), the second link (22) being telescopically hinged at an end opposite the first lever arm (211) to a third link (23) via a movable coupling (50), the third link (23) being hinged at an end opposite the second link to the first damper (30); and is

The linkage mechanism further comprises a fourth link (24) hinged to the second lever arm (212), the fourth link being hinged to the second damper (40) at an end opposite the second lever arm (212).

6. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 5, characterized in that the movable coupling (50) comprises a ball head (51) attached to the second link (22) and a sleeve (52) attached to the third link (23), the ball head (51) being linearly movable within the sleeve (52) while allowing a relative angular change between the second link (22) and the third link (23).

7. Exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to any one of claims 1 to 6, characterized in that the first damper (30) and the second damper (40) each comprise a projection (60) arranged on a circumference, via which projection the transmission device (20) is hinged to the first damper (30) and the second damper (40).

8. Exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to any one of claims 1 to 6, characterized in that the transmission is driven by a rotary motor to reciprocate between the first position and the second position.

9. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to claim 8, characterized in that the exhaust damper adjustment device (100) further comprises a clip (70) by means of which the rotary motor is attached to the outside of the exhaust duct (200).

10. The exhaust damper adjustment device (100) for an aircraft ram air exhaust duct (200) according to any one of claims 1 to 6, characterized in that the first damper (30) and the second damper (40) are each arcuate, wherein the arc of the first damper (30) is greater than a semicircle and the arc of the second damper (40) is less than a semicircle, so as to form a complete circle corresponding to the contour of the air outlet opening (201).

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