A detection method and detection equipment for a function test of an aircraft cabin pressurization control system

Abstract

This invention discloses a testing method and testing equipment for functional testing of an aircraft cockpit pressurization control system, comprising steps S1 to S7. When testing the aircraft cockpit, this invention eliminates the need for repeated pressurization and depressurization of the cockpit, and avoids physical isolation measures such as disassembly or sealing of non-test valves. The testing pressure can be precisely controlled, and the testing process can be seamlessly integrated with the cockpit structural sealing test without requiring additional preparatory steps. This method effectively simplifies the testing process, shortens the overall testing cycle, and avoids damage to the original aircraft structure and onboard equipment caused by physical isolation and component disassembly. While ensuring accurate and reliable test results, it effectively improves the safety of the testing operation and the overall testing efficiency.

Description

Technical Field

[0001] This invention relates to the field of pressure testing technology, and in particular to a testing method and testing equipment for functional testing of an aircraft cabin pressurization control system. Background Technology

[0002] With the development of aviation technology and the progress of society, a comfortable aircraft cabin environment has become an inevitable social consensus. The design of various aircraft cabin pressure control systems is increasingly geared towards features such as passenger comfort, ease of use, high efficiency, and safety.

[0003] The aircraft cabin pressurization control system controls the pressure altitude and rate of altitude change in the cockpit and cargo hold to ensure a safe and comfortable pressurized environment for the occupants. It also limits the positive and negative pressure differences between the inside and outside of the cockpit and cargo hold to ensure the structural safety of the aircraft. Typically, aircraft cabin pressurization control systems employ a redundancy design, with two safety valve control systems designed for the cockpit and cargo hold respectively. When testing the cabin pressurization control system after aircraft repair, a full-scale pressurization test is performed on each safety valve control system. Before testing the function of a single safety valve control system, the other three safety valve control systems need to be physically isolated to prevent them from operating. Therefore, to ensure the integrity of the pressurization control system after aircraft repair, four safety valve control function checks are required. This testing method effectively guarantees the structural safety of the aircraft.

[0004] Since each safety valve control check requires pressurizing and depressurizing the aircraft cabin once, and each check of one safety valve control requires physical isolation of the other three, the pressurization and depressurization of the aircraft has high requirements for the surrounding environment. Checking the function of one safety valve control takes about 3.5 hours. This results in long continuous working time for checking the entire cabin pressurization control system, cumbersome testing methods, and the risk of human error damaging the aircraft structure due to repeated pressurization and depressurization, which greatly limits the improvement of aircraft repair quality and efficiency. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings mentioned above by providing a testing method and equipment for functional testing of an aircraft cockpit pressurization control system, which achieves efficient and simple testing process and good safety during testing.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: a testing method for the functional testing of an aircraft cockpit pressurization control system, comprising the following steps: S1. Disassemble the pressurized chamber drain valve on the symmetrical belly of the fuselage, and install two sets of pressure testing fixtures on the left and right at the corresponding positions. The left pressure testing fixture is connected to the cabin pressure airtightness test bench, and the right pressure testing fixture is connected to the safety valve positive pressure relief function inspection equipment. S2. Remove the filter plugs from the atmospheric static pressure holes of the four safety valves, seal and connect each atmospheric static pressure hole to the three-way switching valve interface of the inspection equipment through a hose, and initially adjust all three-way switching valves to the pressure tank position. S3. Complete the cabin pressurization of the aircraft through the cabin pressure and airtightness test bench. After the cabin structural sealing test is completed, keep the cabin pressurized and directly check the function of the pressurization control system. S4. Adjust the ground air supply to reduce the cabin pressure difference to the preset reference value, switch the three-way switching valve corresponding to a single safety valve to the atmospheric vent position, and slowly increase the cabin pressure difference to the detection range at a limited rate to determine whether the positive pressure relief function of the safety valve is qualified. S5. After the single safety valve test is completed, the cabin pressure difference is restored to the reference value, and the corresponding three-way switching valve is switched back to the pressure tank position to reset and close the safety valve. S6. Repeat steps S4 to S5 to complete the positive pressure relief function test of the remaining three safety valves in sequence. S7. After all safety valves have been tested, depressurize the cabin to ambient pressure at a limited rate, remove the fixtures, and restore the aircraft to its pre-test condition.

[0007] Furthermore, in step S1, the safety valve positive pressure relief function testing device is equipped with a pressure gauge, which is used to monitor the cabin pressure in real time and can also read the test pressure at the moment the safety valve opens.

[0008] Furthermore, in step S4, the preset benchmark value for cabin pressure differential is 56 kPa; when increasing cabin pressure differential, the rate of pressure change is no greater than 2 kPa / min, and the maximum cabin pressure differential is no greater than 60.3 kPa.

[0009] Furthermore, the qualified opening threshold for the positive pressure relief of the safety valve is 57.2 kPa to 59.2 kPa.

[0010] Furthermore, in step S5, the safety valve can be reset and closed when the corresponding three-way switching valve is switched to the pressure tank position.

[0011] Furthermore, in step S7, the cabin depressurization rate is no greater than 5 kPa / min, and the recovery operation includes restoring the pressurized cabin drain valve, reinstalling the filter cover of the corresponding atmospheric static pressure hole of the safety valve, and removing the corresponding connecting hose and pressure testing tool.

[0012] A testing device for functional testing of an aircraft cabin pressurization control system includes a pressure measuring fixture, a first connecting hose, a cabin pressure airtightness test bench, a pressure tank, a three-way switching valve, a second connecting hose, and a pressure gauge. The pressure testing fixture consists of two parts, which are respectively connected to the drain valves of each pressurization chamber; There are two first connecting hoses, and both of them are connected to the cabin pressure and airtightness test bench. The ends of the two first connecting hoses away from the cabin pressure and airtightness test bench are respectively connected to the cockpit ventilation ground interface and one of the pressure measuring fixtures. The three-way switching valve and the pressure gauge are both sealed to the pressure tank through a straight connector, and another pressure testing tool is sealed to the pressure tank through a second connecting hose. Each of the three-way switching valves corresponds to and is connected to a corresponding second connecting hose. The end of each second connecting hose away from the corresponding three-way switching valve is connected to the corresponding atmospheric static pressure port of the corresponding safety valve.

[0013] Furthermore, the number of the three-way switching valves is ten.

[0014] Furthermore, both the first connecting hose and the second connecting hose are pressure-resistant hoses, and the pressure tank is a stainless steel tank with multiple internal threaded seats for installing three-way conversion valves and pressure gauges.

[0015] The beneficial effects of this invention are reflected in: In this invention, by using a safety valve positive pressure relief function inspection device, after completing the assembly of the pressure testing fixture and the sealing connection of the pipeline, a stable test reference pressure can be established by pressurizing the cabin only once. Then, the pressure tank and atmospheric states of the three-way conversion valve corresponding to each individual safety valve are switched one by one, and the pressure environment of the atmospheric static pressure hole is precisely controlled. The safety valves are triggered sequentially to open and reset to close according to the preset threshold. The entire process does not require repeated pressurization and depressurization of the cabin, nor does it require physical isolation measures such as disassembly or sealing of non-test valves. The test pressure can be precisely controlled, and the test process can be seamlessly connected with the cabin structural sealing test without the need for additional preparatory procedures. This method can effectively simplify the test process, shorten the overall test cycle, and avoid damage to the original structure and airborne equipment of the aircraft caused by physical isolation and disassembly of parts. While ensuring the accuracy and reliability of the test results, it effectively improves the safety of the test operation and the overall test efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a cross-sectional view of the pressure tank in this invention; Figure 3 This is a schematic diagram of the safety valve structure in this invention.

[0017] In the picture: 1. Pressure testing fixture; 2. First connecting hose; 3. Cabin pressure and airtightness test bench; 4. Pressure tank; 5. Three-way switching valve; 6. Second connecting hose; 7. Pressure gauge; 8. Cockpit ventilation ground interface; 9. Safety valve; 10. Atmospheric static pressure port; 11. Position feedback signal interface; 12. Cockpit pressure port. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please see Figure 1-3 This invention discloses a testing method for the functional testing of an aircraft cockpit pressurization control system, comprising the following steps: S1. Disassemble the pressurized chamber drain valve on the symmetrical belly of the fuselage, and install two sets of pressure testing fixtures 1 on the left and right at the corresponding positions. The left pressure testing fixture 1 is connected to the cabin pressure airtightness test bench 3, and the right pressure testing fixture 1 is connected to the safety valve positive pressure relief function inspection equipment. S2. Remove the filter plugs of the four safety valves 9 and their corresponding atmospheric static pressure holes 10. Seal and connect each atmospheric static pressure hole 10 to the interface of the three-way switching valve 5 of the inspection equipment through the hose, and initially adjust all three-way switching valves 5 to the pressure tank 4 position. S3. The aircraft cabin is pressurized through the cabin pressure and airtightness test bench 3. After the cabin structural sealing test is completed, the cabin is kept without depressurization and the pressurization control system function is checked directly. S4. Adjust the ground air supply to reduce the cabin pressure difference to the preset reference value, switch the three-way switching valve 5 corresponding to the single safety valve 9 to the atmospheric position, and slowly increase the cabin pressure difference to the detection range at a limited rate to determine whether the positive pressure relief function of the safety valve 9 is qualified. S5. After the single safety valve 9 is tested, the cabin pressure difference is restored to the reference value, and the corresponding three-way switching valve 5 is switched back to the pressure tank 4 position to reset and close the safety valve 9. S6. Repeat steps S4 to S5 to complete the positive pressure relief function test of the remaining three safety valves 9 in sequence. S7. After all safety valves 9 have been tested, depressurize the cabin to ambient pressure at a limited rate, remove the tooling, and restore the aircraft to its pre-test state.

[0020] In practice, by using the supporting safety valve positive pressure relief function inspection equipment, after the pressure testing fixture 1 is assembled and the pipeline is sealed, a stable test reference pressure can be established by pressurizing the cabin only once. Then, the pressure tank 4 and atmospheric state of the three-way conversion valve 5 corresponding to each individual safety valve 9 are switched one by one, and the pressure environment of the atmospheric static pressure hole 10 is precisely controlled. The safety valves 9 are triggered to open and reset to close according to the preset threshold in sequence. The entire process does not require repeated pressurization and depressurization of the cabin, nor does it require physical isolation measures such as disassembly or sealing of non-test valves. The test pressure can be precisely controlled, and the test process can be seamlessly connected with the cabin structural sealing test without the need for additional preparatory procedures. This method can effectively simplify the test process, shorten the overall test cycle, and avoid damage to the original structure and airborne equipment of the aircraft caused by physical isolation and disassembly of parts. While ensuring the accuracy and reliability of the test results, it can effectively improve the safety of the test operation and the overall test efficiency.

[0021] In one embodiment, the safety valve positive pressure relief function testing device in step S1 is equipped with a pressure gauge 7, which is used to monitor the cabin pressure in real time and can also read the test pressure at the moment the safety valve 9 is opened.

[0022] In practice, pressure gauge 7 can monitor cabin pressure in real time to ensure stable and controllable test pressure. At the same time, it can accurately read the test pressure at the moment the safety valve 9 is opened, providing accurate data for qualification judgment and effectively improving the accuracy and reliability of testing. It is integrated into the testing equipment, eliminating the need for additional instruments, simplifying the equipment structure and test operation, and improving testing efficiency.

[0023] In one embodiment, the preset baseline value for cabin pressure differential in step S4 is 56 kPa; when increasing cabin pressure differential, the pressure change rate is no greater than 2 kPa / min, and the maximum cabin pressure differential is no greater than 60.3 kPa.

[0024] This design ensures a smooth and gradual change in cabin pressure, preventing sudden pressure changes from impacting the aircraft structure and safety valve 9. It also ensures stable and compliant testing conditions, improves the accuracy of safety valve 9 opening determination, and guarantees safe and reliable testing.

[0025] In one embodiment, the opening threshold for positive pressure relief of the safety valve 9 is 57.2 kPa to 59.2 kPa.

[0026] In one embodiment, in step S5, the safety valve 9 can be reset and closed when the corresponding three-way switching valve 5 is switched to the pressure tank 4 position.

[0027] This design allows the safety valve 9 to quickly and automatically reset and close by switching the three-way switching valve 5 to the pressure tank 4 position, without manual intervention or additional operation. This ensures that the valve returns to standby mode immediately after the test of a single valve is completed, avoiding interference with the test of other valves. It ensures that the test process is continuous, stable, and does not affect each other, thereby improving the reliability and efficiency of the test process.

[0028] In one embodiment, the cabin depressurization rate in step S7 is no greater than 5 kPa / min, and the recovery operation includes reinstalling the pressurized cabin drain valve, reinstalling the filter plug of the atmospheric static pressure hole 10 of the safety valve 9, and removing the corresponding connecting hose and pressure testing fixture 1.

[0029] The present invention also includes a testing device for functional testing of an aircraft cabin pressurization control system, comprising a pressure measuring fixture 1, a first connecting hose 2, a cabin pressure airtightness test bench 3, a pressure tank 4, a three-way switching valve 5, a second connecting hose 6, and a pressure gauge 7. This device is used to test valve components.

[0030] The valve assembly includes a safety valve 9, which has at least two atmospheric static pressure ports 10 arranged sequentially, and also has a position feedback signal interface 11 and a cabin pressure port 12. The safety valve 9 is common knowledge in the field, so its specific structure and working principle will not be described in detail here.

[0031] In one embodiment, there are two pressure testing fixtures 1, which are respectively connected to the pressurized cabin drain valve interface; there are two first connecting hoses 2, both of which are interconnected with the cabin pressure airtightness test bench 3. The ends of the two first connecting hoses 2 away from the cabin pressure airtightness test bench 3 are respectively connected to the aircraft cockpit ventilation ground interface 8 and one of the pressure testing fixtures 1; the three-way conversion valve 5 and the pressure gauge 7 are both sealed to the pressure tank 4 through a straight connector, and the other pressure testing fixture 1 is sealed to the pressure tank 4 through a second connecting hose 6; each three-way conversion valve 5 is respectively connected to the second connecting hose 6, and the end of each second connecting hose 6 away from the three-way conversion valve 5 is respectively connected to the atmospheric static pressure port 10 of the corresponding safety valve 9.

[0032] In practice, there are four safety valves 9, two of which are located in the cockpit area and the other two in the cargo hold area. The atmospheric static pressure port 10 interface of the cockpit safety valve 9 is an M12×1 standard straight connector, and the atmospheric static pressure port 10 interface of the cargo hold safety valve 9 is an M14×1 standard straight connector. Both can be directly connected to the second connecting hose 6 and the pressure tank 4. The atmospheric static pressure port 10 of the cargo hold safety valve 9 is located on the left and right fuselage skins. After being converted by two HB4-9G4×6 straight connectors, it is connected to the pressure tank 4 in a sealed manner with the second connecting hose 6.

[0033] Preferably, the three-way conversion valve 5 is a Jierui SS-BV34-FNT2 ball valve, which has an imperial internal thread of 1 / 8 NPT; the equipment is also equipped with multiple straight connectors, which are 1 / 8 NPT thread to M14×1 straight connectors, used to fix the three-way conversion valve 5 on the pressure tank 4 and realize the sealed connection between the three-way conversion valve 5 and the second connecting hose 6.

[0034] In one embodiment, both the first connecting hose 2 and the second connecting hose 6 are pressure-resistant hoses, the pressure tank 4 is a stainless steel tank, and the pressure tank 4 is provided with multiple internal threaded seats for installing the three-way conversion valve 5 and the pressure gauge 7.

[0035] With this design, the first connecting hose 2 and the second connecting hose 6 are pressure-resistant hoses, which can meet the pressure requirements of the test and avoid pipeline rupture and air leakage. The pressure tank 4 is made of stainless steel, which is high in strength, corrosion-resistant and has excellent sealing performance. The internal thread seat on the tank can be used to easily and firmly install the three-way conversion valve 5 and the pressure gauge 7, ensuring reliable connection sealing and effectively improving the stability, service life and test safety of the equipment.

[0036] In one embodiment, after the pressure tank 4 is assembled, a sealing test is performed. During the test, air is introduced into the pressure tank 4 through the straight connector to 3.5 MPa and the pressure is maintained for 2 hours. If the pressure does not drop, the sealing test is considered qualified. Since the aircraft pressurization test requires the cabin pressure to be no greater than 70 kPa, the maximum working pressure in the pressure tank 4 does not exceed 70 kPa during the actual test.

[0037] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0038] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0039] Additionally, "multiple" refers to two or more.

[0040] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A testing method for the functional testing of an aircraft cabin pressurization control system, characterized in that, Includes the following steps: S1. Disassemble the pressurized chamber drain valve on the symmetrical belly of the fuselage, and install two sets of pressure testing fixtures (1) on the left and right sides at the corresponding positions. The left pressure testing fixture (1) is connected to the cabin pressure airtightness test bench (3), and the right pressure testing fixture (1) is connected to the safety valve positive pressure relief function inspection equipment. S2. Remove the filter screen plugs of the four safety valves (9) and their corresponding atmospheric static pressure holes (10). Seal and connect each atmospheric static pressure hole (10) to the interface of the three-way switching valve (5) of the inspection equipment through a hose, and initially adjust all three-way switching valves (5) to the pressure tank (4) position. S3. The cabin pressurization of the aircraft is completed through the cabin pressure airtightness test bench (3). After the cabin structure sealing test is completed, the cabin is kept pressurized and the pressurization control system function is checked directly. S4. Adjust the ground air supply to reduce the cabin pressure difference to the preset reference value, switch the three-way switching valve (5) corresponding to the single safety valve (9) to the atmospheric position, and slowly increase the cabin pressure difference to the detection range at a limited rate to determine whether the positive pressure relief function of the safety valve (9) is qualified. S5. After the single safety valve (9) is tested, the cabin pressure difference is returned to the reference value, and the corresponding three-way switching valve (5) is switched back to the pressure tank (4) position to reset and close the safety valve (9). S6. Repeat steps S4 to S5 to complete the positive pressure relief function test of the remaining three safety valves (9) in sequence; S7. After all safety valves (9) have been tested, depressurize the cabin to ambient pressure at a limited rate, remove the tooling and restore the aircraft to its pre-test state.

2. The testing method for the functional testing of an aircraft cabin pressurization control system according to claim 1, characterized in that: In step S1, the safety valve positive pressure relief function testing device is equipped with a pressure gauge (7), which is used to monitor the cabin pressure in real time and can also read the test pressure at the moment the safety valve (9) is opened.

3. The testing method for the functional testing of an aircraft cabin pressurization control system according to claim 1, characterized in that: In step S4, the preset benchmark value for cabin pressure differential is 56 kPa; when increasing cabin pressure differential, the rate of pressure change is no greater than 2 kPa / min, and the maximum cabin pressure differential is no greater than 60.3 kPa.

4. The testing method for the functional testing of an aircraft cabin pressurization control system according to claim 3, characterized in that: The opening threshold for positive pressure relief of the safety valve (9) is 57.2 kPa to 59.2 kPa.

5. The testing method for the functional testing of an aircraft cabin pressurization control system according to claim 1, characterized in that: In step S5, the safety valve (9) can be reset and closed when the corresponding three-way switching valve (5) is switched to the pressure tank (4) position.

6. The testing method for the functional testing of an aircraft cabin pressurization control system according to claim 1, characterized in that: In step S7, the cabin depressurization rate is no greater than 5 kPa / min, and the recovery operation includes restoring the pressurized cabin drain valve, reinstalling the filter cover of the corresponding atmospheric static pressure hole (10) of the safety valve (9), and removing the corresponding connecting hose and pressure measuring tool (1).

7. A testing device for functional testing of an aircraft cabin pressurization control system, applied to the testing method for functional testing of an aircraft cabin pressurization control system as described in any one of claims 1-6, characterized in that: Includes pressure testing fixture (1), first connecting hose (2), cabin pressure air tightness test bench (3), pressure tank (4), three-way conversion valve (5), second connecting hose (6), and pressure gauge (7); The pressure testing fixture (1) is in the form of two, and they are respectively connected to the drain valve (1) of each pressurized chamber; There are two first connecting hoses (2), and both of them are connected to the cabin pressure airtightness test bench (3). The ends of the two first connecting hoses (2) away from the cabin pressure airtightness test bench (3) are respectively connected to the cockpit ventilation ground interface (8) and one of the pressure measuring fixtures (1). The three-way switching valve (5) and the pressure gauge (7) are both sealed to the pressure tank (4) through a straight connector, and another pressure measuring tool (1) is sealed to the pressure tank (4) through a second connecting hose (6). Each of the three-way switching valves (5) corresponds to and is connected to the corresponding second connecting hose (6). The end of each second connecting hose (6) away from the corresponding three-way switching valve (5) is connected to the corresponding atmospheric static pressure port (10) of the corresponding safety valve (9).

8. The testing equipment for functional testing of an aircraft cabin pressurization control system according to claim 7, characterized in that: The number of the three-way switching valves (5) is ten.

9. The testing equipment for functional testing of an aircraft cabin pressurization control system according to claim 7, characterized in that: Both the first connecting hose (2) and the second connecting hose (6) are pressure-resistant hoses, and the pressure tank (4) is a stainless steel tank. The pressure tank (4) is provided with multiple internal threaded seats for installing a three-way conversion valve (5) and a pressure gauge (7).

Images