Civil aircraft simulated rapid decompression chamber

Abstract

The present invention relates to a simulated rapid decompression chamber for civil aircraft, characterized in that it comprises a simulated window, a variable adjustment device matched with the simulated window, and a negative pressure exhaust system arranged outside the chamber and connected to the simulated window; the variable adjustment device comprises a template adapted to the simulated window, and a locking member for detachably installing the template on the simulated window; the negative pressure exhaust system comprises a negative pressure tank, a negative pressure pipeline, an electric control gate valve and a negative pressure cover, the negative pressure tank is provided with a vacuum pump, one end of the negative pressure pipeline is connected to the negative pressure tank, and the other end is connected to the negative pressure cover, the negative pressure cover is arranged outside the simulated window, and the negative pressure pipeline is equipped with an electric control gate valve. The present invention realizes the adjustable and controllable process of simulating the loss of confidentiality and decompression of the aircraft. It provides a simulation platform and equipment guarantee for the adaptability training and emergency handling drills of aircraft pilots and crew members.

Description

Technical Field

[0001] The invention relates to an aviation simulation training device, in particular to a civil aircraft simulation rapid decompression chamber, belonging to the technical field of aircraft simulation training devices. Background Art

[0002] With the rapid development of the country, the use of various civil aircraft is increasing. China has become one of the countries with the largest number of civil aircraft in the world. However, there are many cases where the safety of pilots and passengers is endangered due to extreme weather or aircraft failure during flight. The flight safety of civil aircraft has become the most important issue in the civil aviation transportation industry.

[0003] [Case: On May 14, 2018, Sichuan Airlines flight 3U8633 was cruising in the Chengdu area when the front windshield of the right seat in the cockpit broke and fell off, and the crew implemented an emergency descent. The instantaneous decompression once sucked the co-pilot out of the plane, but fortunately he was wearing a seat belt. When the cockpit was depressurized and most of the instruments failed, Captain Liu Chuanjian, with his excellent flying skills and good psychological quality, and with the close cooperation of various civil aviation support units, handled the situation correctly and finally made a safe emergency landing at Chengdu Shuangliu Airport, and all passengers landed safely. Captain Liu Chuanjian is a retired Air Force cadre and a former flight instructor. His qualities are inseparable from the professional flight training and special situation handling training he received during his service in the army. ]

[0004] The above cases fully illustrate the importance of improving the professional emergency response capabilities of pilots and passengers. However, due to a series of random factors such as different flight altitudes, pressure environments, and emergencies in different situations during the flight, various dangerous situations that have never been dealt with often occur. China has many civil aviation colleges and pilot and crew training institutions with a variety of simulation training equipment, but there is currently no professional equipment that can simulate the rapid loss of airtightness and decompression in the cabin during high-altitude flight. It is urgent to develop and manufacture such equipment to meet the needs of pilot and crew training and scientific research.

[0005] Cabin decompression is mainly caused by airtightness loss, which in turn leads to different response strategies due to a series of related factors such as different airtightness loss degrees, different pressure environments, different flight altitudes, and different airtightness loss locations. It is a very necessary and effective means of protection to simulate various dangerous situations that aircraft may encounter at high altitudes on the ground through a set of professional equipment and corresponding technical means. How to simulate the rapid airtightness loss and decompression of the cockpit and cabin through equipment, so that pilots and crew members can conduct simulation training and emergency response drills for various sudden dangerous situations, and then study effective response and prevention measures, is one of the main problems that the civil aviation industry is concerned about. Summary of the invention

[0006] The present invention aims to provide a simulation cabin with a similar structure to an aircraft, which can realistically simulate dangerous conditions such as airtightness loss and rapid decompression in the cockpit and cabin during high-altitude flight through technical means, so as to be used for adaptive training of pilots and crew members, research response measures, improve the ability to respond and deal with emergencies, avoid disasters or minimize casualties and property losses, which is of great significance to ensuring and improving the safety of civil aviation aircraft.

[0007] The technical solution adopted by the present invention is:

[0008] The civil aircraft simulated rapid decompression chamber is special in that:

[0009] It includes a simulation window connected to the cabin environment, a variable adjustment device matched with the simulation window, and a negative pressure exhaust system arranged outside the cabin and connected to the simulation window;

[0010] The variable adjustment device is detachably mounted on the simulation window, and comprises a template adapted to the simulation window, and a locking member for detachably mounting the template on the simulation window;

[0011] The negative pressure exhaust system includes a negative pressure tank, a negative pressure pipeline, an electrically controlled gate valve and a negative pressure cover. The negative pressure tank is provided with a vacuum pump. One end of the negative pressure pipeline is connected to the negative pressure tank, and the other end is connected to the negative pressure cover. The negative pressure cover sealing cover is arranged on the outside of the simulation window, and the negative pressure pipeline is equipped with an electrically controlled gate valve.

[0012] The simulated window may be set as a front window of a cockpit, a door of a cabin and / or a porthole of a cabin according to different positions.

[0013] The template is an experimental template made of different materials, preferably a plexiglass template.

[0014] The plexiglass templates are processed and customized in multiple quantities according to the requirements of the simulation experiment. Different plexiglass templates are prefabricated with cracks and broken holes of different cracking shapes, different sizes and different positions to simulate different cabin airtightness conditions.

[0015] The specific matching structure of the template and the simulation window is: a positioning slot is pre-processed on the window frame of the simulation window, and the template is installed in the positioning slot, thereby realizing the connection between the template and the simulation window.

[0016] The locking member adopts a plurality of locking knobs installed along the periphery of the simulation window. The locking knobs have a rotation opening position and a rotation locking position. In the rotation locking position, the locking member firmly locks the template to the window frame of the simulation window to achieve a sealed connection between the two; in the rotation opening position, the locking member loosens the template to make it easy to remove and replace.

[0017] The template is provided with a handle for easy taking and replacement.

[0018] In order to simulate the functions of various flight processes such as take-off, level flight, landing, and controlled rapid altitude rise and dive descent, the civil aircraft is also equipped with a large negative pressure exhaust system and a positive pressure air supply system;

[0019] The large negative pressure exhaust system includes a negative pressure tank with a vacuum pump, two sets of negative pressure pipelines, and two electrically controlled regulating valves arranged on the two sets of negative pressure pipelines, one set of negative pressure pipelines and the electrically controlled regulating valve are connected between the cockpit and the negative pressure tank, and the other set of negative pressure pipelines and the electrically controlled regulating valve are connected between the cabin and the negative pressure tank;

[0020] The positive pressure air supply system includes an air tank with an air compressor, two sets of air supply pipelines, and two electrically controlled regulating valves arranged on the two sets of air supply pipelines, one set of air supply pipelines and the electrically controlled regulating valves are connected between the cockpit and the air tank, and the other set of air supply pipelines and the electrically controlled regulating valves are connected between the cabin and the air tank.

[0021] The civil aircraft simulation rapid decompression chamber of the present invention is designed with reference to the structures of various types of aircraft. The variable adjustment device for the loss of airtightness configured therein is a revolutionary innovative design. The breakthrough application of this technology realizes the adjustable and controllable process of simulating the loss of airtightness and decompression state of the aircraft. The device, in conjunction with a large negative pressure exhaust system, can realistically simulate various loss of airtightness and decompression conditions that may occur during the high-altitude flight of the aircraft. At the same time, the negative pressure exhaust system combined with the positive pressure air supply system can also simulate various flight processes such as take-off, level flight, landing, rapid pull-up and dive of the aircraft, realistically simulating various real states that may occur during the high-altitude flight of the aircraft, providing a simulation platform and equipment guarantee for the adaptability training and emergency response drills of the aircraft pilots and crew members, and is a mature equipment for the relevant scientific experimental research such as adaptability training and emergency response drills of the aircraft pilots and crew members, achieving breakthrough innovations in key technologies, filling domestic gaps, and having important significance for the development of civil aviation flight safety and the aviation transportation industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 : Schematic diagram of the structure of the simulated rapid decompression chamber for civil aircraft;

[0023] Figure 2 : Figure 1 A top view of

[0024] Figure 3 : Schematic diagram of the structure of the variable adjustment device for simulating the front window leak state;

[0025] Figure 4 : Schematic diagram of the variable adjustment device structure;

[0026] Figure 5 : Schematic diagram of the broken state of the prefabricated plexiglass template (front window and porthole);

[0027] Figure 6 : Prefabricated plexiglass template broken state diagram (cabin door)

[0028] In the figure, 1. cockpit, 2. cabin, 3. simulated front window, 4. front window negative pressure cover, 5. front window negative pressure pipeline, 6. negative pressure tank, 7. front window electric control gate valve, 8. vacuum pump, 9. front window variable adjustment device, 10. simulated cabin door, 11. cabin door negative pressure cover, 12. cabin door negative pressure pipeline, 13. cabin door electric control gate valve, 14. cabin door variable adjustment device, 15. simulated porthole, 16. porthole variable adjustment device, 17. porthole negative pressure cover , 18. Porthole negative pressure pipeline, 19. Porthole electric control gate valve, 20. Cockpit negative pressure pipeline, 21. Cockpit electric control regulating valve, 22. Cabin negative pressure pipeline, 23. Cabin electric control regulating valve, 24. Air storage tank, 25. Air compressor, 26. Cockpit air supply pipeline, 27. Cabin air supply pipeline, 28. Cockpit electric control regulating valve, 29. Cabin electric control regulating valve, 30. Positioning slot, 31. Organic glass template, 32. Locking handle, 33. Handle. DETAILED DESCRIPTION

[0029] The structural composition, design principle and operation method of the present invention are further described in detail below in conjunction with the accompanying drawings. It should be understood that the following embodiments are only exemplary descriptions for fully illustrating the present application and shall not be regarded as limiting the technical solution and protection scope of the present application.

[0030] Embodiment 1

[0031] The embodiment discloses a rapid decompression chamber for simulated civilian cabin air, wherein the cabin includes a cockpit 1 and a cabin 2, and a simulated front window 3 is arranged in front of the cockpit 1, and the simulated front window 3 is divided into two left and right windows, corresponding to the main driving position and the co-pilot position respectively, and the size of the window can be adjusted according to the needs of simulation training of different aircraft models. The simulated front window is opened on the cabin, and a customized flange is processed and fixed on the cabin to form a window frame by welding process, and a front window negative pressure cover 4 is connected and fixed to the outside of the window frame, and the front window negative pressure cover 4 is a steel pressure-resistant connector matching the size of the window frame and having a certain thickness. A large-caliber front window negative pressure pipeline 5 is connected to the back of the front window negative pressure cover 4, and is connected to a negative pressure tank 6 through the front window negative pressure pipeline 5. A front window electric control gate valve 7 is installed between the front window negative pressure pipeline 5 and the negative pressure tank 6, and the negative pressure tank 6 is connected to a vacuum pump 8.

[0032] The basic process and principle of simulating rapid decompression are as follows:

[0033] Step 1: Close the front window electric control gate valve 7, turn on the vacuum pump 8, and the vacuum pump 8 performs a vacuum operation to generate negative pressure in the negative pressure tank 6. The negative pressure value in the negative pressure tank 6 can be adjusted according to the needs of the simulation experiment to achieve the state required by the experiment (generally up to a maximum simulated altitude of 30,000 meters).

[0034] Step 2: When starting the experiment of simulating the airtightness and depressurization of the cockpit 1, open the front window electric control valve 7 (the opening degree of the front window electric control valve 7 can be adjusted according to the needs of the experimental state). At this time, the cockpit 1 is connected with the negative pressure tank 6 through the simulated front window 3, the front window negative pressure cover 4 and the front window negative pressure pipeline 5. The negative pressure tank 6, which has created a negative pressure state in advance, produces a negative pressure suction effect on the cockpit 1, thereby simulating the scene state of airtightness and depressurization in the cockpit 1.

[0035] The above process is the basic principle and process of simulating various airtightness and decompression conditions in the cockpit 1. The airtightness and decompression conditions that civil aircraft may encounter during flight are relatively complex and may show various different conditions, such as cracks, holes, shatters, or the front window glass falling off as a whole and flying out of the cockpit (on May 14, 2018, Sichuan Airlines flight 3U8633, the front window glass at the co-pilot position fell off as a whole and flew out of the cockpit during the flight). In order to more realistically simulate the various airtightness and decompression conditions that may occur, it is necessary to make this process variable, adjustable, and controllable through technical means. In order to achieve this goal, the focus of this embodiment is to install a front window variable adjustment device 9 that simulates different airtightness conditions at the position of the simulated front window 3 of the cockpit 1.

[0036] The front window variable adjustment device 9 is divided into two parts, left and right, with the same structure, corresponding to the main driving position and the co-pilot position respectively. Its structure consists of a positioning card slot 30, a plexiglass template 31, a locking handle 32, and a handle 33, which are pre-processed on the window frame. The plexiglass template 31 can be customized according to the needs of the experimental state, and can be prefabricated into cracks, holes and irregular broken holes of different sizes. The plexiglass template is installed in the positioning card slot 30 and fixed by the locking handle 32 set on the surrounding window frames. The plexiglass template 31 can be replaced and reused at will, and can be selected according to the needs of the experimental state.

[0037] Obviously, the plexiglass template 31 of the front window variable adjustment device 9 should be located in the positioning slot 30 on the window frame of the front window 3 after assembly, and by installing a sealing strip or a sealing ring on the positioning slot 30 and cooperating with the clamping force of the locking handle 32, a sealed connection state between the two is achieved.

[0038] Embodiment 2

[0039] The difference between this embodiment and the first embodiment is that, in addition to the front window variable adjustment device 9 being arranged on the simulated front window 3 of the cockpit 1 , a door variable adjustment device 14 is also arranged on the door of the cabin 2 .

[0040] Similar to the possible loss of airtightness and pressure in the cockpit 1, the cabin 2 may also be lost due to various reasons during the flight, such as a cabin door failure causing air leakage or the cabin door falling off and flying out of the cabin. In order to conduct adaptive training and emergency response drills for the crew in the cabin 2, the simulated rapid decompression chamber of this embodiment is provided with a simulation device (such as the attached Figure 1 as shown).

[0041] To simulate the cabin door leak, a hole is drilled in the cabin body and a large flange is welded and customized as a fixed door frame (its size can be customized according to the size of the cabin door) to form a simulated cabin door 10. A cabin door negative pressure cover 11 is installed outside the simulated cabin door 10. The cabin door negative pressure cover 11 is connected to the negative pressure tank 6 through the cabin door negative pressure pipeline 12. A cabin door electric control gate valve 13 is installed on the cabin door negative pressure pipeline 12. In order to simulate the different leaking states of the cabin door, such as holes, cracks, misalignment, and falling off, a cabin door variable adjustment device 14 is installed on the inside of the simulated cabin door 10. The principle and process of the rapid decompression in the cabin when the cabin door is leaking are the same as those of the cockpit 1 mentioned above (see the attached figure for details). Figure 1 / Attached Figure 2 ).

[0042] Embodiment 3

[0043] The difference between this embodiment and the first embodiment is that, in addition to the front window variable adjustment device 9 being arranged on the simulated front window 3 of the cockpit 1 and the door variable adjustment device 14 being arranged on the door of the cabin 2, a porthole variable adjustment device 16 is also arranged on the porthole of the cabin 2.

[0044] Similarly, in order to simulate the rapid decompression in the cabin caused by cracks, falling off and other leaks in the portholes in the cabin 2, a simulated porthole 15 and a porthole variable adjustment device 16 are installed on the bulkhead of the cabin 2, the outer side of which is connected to the negative pressure tank 6 through a porthole negative pressure cover 17 and a porthole negative pressure pipeline 18, and a porthole electric control gate valve 19 is installed on the porthole negative pressure pipeline 18. The principle and process of simulating the rapid decompression in the cabin when the porthole is leaking are the same as above (see the attached Figure 1 / Attached Figure 2 ).

[0045] The significance of the above three embodiments lies in that the decompression state caused by the loss of airtightness of the front window of the cockpit or the door and portholes of the cabin can be simulated and controlled by means of a variable adjustment device simulating the loss of airtightness. The overall equipment includes a large negative pressure exhaust system and a positive pressure air supply system to truly simulate various real scenes of loss of airtightness and decompression in the cockpit and cabin, providing equipment support for simulation training and emergency drills for aircraft pilots.

[0046] Embodiment 4

[0047] This embodiment provides a civil aircraft simulation rapid decompression chamber that can simulate various flight processes such as takeoff, level flight, landing, and controlled rapid altitude rise and dive descent. Its performance is more advanced and its functions are more complete. To achieve this function, this embodiment adds a large negative pressure exhaust system and a positive pressure air supply system on the basis of the above three embodiments. Figure 1 As shown, the negative pressure exhaust system includes a cockpit negative pressure pipeline 20 and a cockpit electric control regulating valve 21, one end of the cockpit negative pressure pipeline 20 is connected to the negative pressure tank 6, and the other end is connected to the cockpit 1. The negative pressure exhaust system also includes a cabin negative pressure pipeline 22 and a cabin electric control regulating valve 23, one end of the cabin negative pressure pipeline 22 is connected to the negative pressure tank 6, and the other end is connected to the cabin 2. When the cockpit 1 and the cabin 2 need to simulate the creation of a conventional negative pressure environment, the cockpit electric control regulating valve 21 and the cabin electric control regulating valve 23 can be opened respectively. The cockpit electric control regulating valve 21 and the cabin electric control regulating valve 23 can be directed and controlled by the computer system according to the experimental needs.

[0048] In order to realize positive pressure air supply to the cockpit 1 and the cabin 2, an air storage tank 24 and an air compressor 25 connected thereto are provided. The rear end of the air storage tank 24 is connected to the cockpit 1 and the cabin 2 through the cockpit air supply pipeline 26 and the cabin air supply pipeline 27, respectively, and a cockpit electric control regulating valve 28 and a cabin electric control regulating valve 29 are respectively installed. When it is necessary to provide positive pressure air supply to the cockpit 1 and the cabin 2, the air compressor 25 can be turned on in advance to inject air of a certain pressure into the air storage tank 24, and then the cockpit electric control regulating valve 28 and the cabin electric control regulating valve 29 can be turned on respectively to complete the operation.

[0049] Figure 5-Figure 6 The structures of several plexiglass templates in different broken states are given. During the experiment, the plexiglass plates in different broken states can be replaced according to different needs to simulate the response and prevention measures under different confidentiality conditions. This method allows aircraft pilots and crew members to conduct simulation training and emergency response drills for various emergencies.

[0050] The civil aircraft simulation rapid decompression chamber of the present invention is designed with reference to the structures of various types of aircraft, and the variable adjustment device for the loss of airtightness configured therein realizes the adjustable and controllable process of simulating the loss of airtightness and decompression state of the aircraft. The device cooperates with a large negative pressure exhaust system to truly simulate various loss of airtightness and decompression conditions that may occur in the aircraft during high-altitude flight. At the same time, the negative pressure exhaust system combined with the positive pressure air supply system can also simulate various flight processes such as take-off, level flight, landing, rapid pull-up and dive of the aircraft, realistically simulating various real states that may occur in the aircraft during high-altitude flight, providing a simulation platform and equipment guarantee for the adaptability training and emergency response drills of aircraft pilots and crew members, and is a mature equipment for aircraft pilots and crew members to conduct relevant scientific experimental research such as adaptability training and emergency response drills, achieving breakthrough innovation in key technologies, filling domestic gaps, and having important significance for civil aviation flight safety and the development of the aviation transportation industry.

[0051] The civil aircraft simulation rapid decompression chamber of the present invention, combined with a computer program, can simulate various emergencies that an aircraft may encounter during actual operation according to continuous adjustment and change of experimental data and states, thereby providing a scientific basis for the flight safety of civil aircraft.

Claims

1. A simulated rapid decompression chamber for civil aircraft, characterized in that: It includes a simulation window connected to the cabin environment, a variable adjustment device matched with the simulation window, and a negative pressure exhaust system arranged outside the cabin and connected to the simulation window; The variable adjustment device is detachably mounted on the simulation window, and comprises a template adapted to the simulation window, and a locking member for detachably mounting the template on the simulation window; The negative pressure exhaust system includes a negative pressure tank, a negative pressure pipeline, an electric control gate valve and a negative pressure cover. The negative pressure tank is provided with a vacuum pump. One end of the negative pressure pipeline is connected to the negative pressure tank, and the other end is connected to the negative pressure cover. The negative pressure cover sealing cover is arranged outside the simulation window. The negative pressure pipeline is provided with an electric control gate valve. The simulated window is set to be a front window of the cockpit, a door of the cabin and / or a porthole of the cabin; The template is an experimental template made of different materials; The template is made of organic glass template, and the number of templates is customized according to the needs of the simulation experiment. Different templates are prefabricated with cracks and broken holes of different cracking shapes, different sizes and different positions to simulate different cabin leakage states; The specific matching structure of the template and the simulation window is: a positioning slot is pre-processed on the window frame of the simulation window, and the template is installed in the positioning slot, thereby realizing the connection between the template and the simulation window; The locking member is a plurality of locking knobs installed along the periphery of the simulation window, and the locking knobs have a rotation opening position and a rotation locking position; The template is provided with a handle for easy taking and replacement; It is also equipped with a large negative pressure exhaust system and a positive pressure air supply system; The large negative pressure exhaust system includes a negative pressure tank with a vacuum pump, two sets of negative pressure pipelines, and two electrically controlled regulating valves arranged on the two sets of negative pressure pipelines, one set of negative pressure pipelines and the electrically controlled regulating valve are connected between the cockpit and the negative pressure tank, and the other set of negative pressure pipelines and the electrically controlled regulating valve are connected between the cabin and the negative pressure tank; The positive pressure air supply system includes an air tank with an air compressor, two sets of air supply pipelines, and two electrically controlled regulating valves arranged on the two sets of air supply pipelines, one set of air supply pipelines and the electrically controlled regulating valves are connected between the cockpit and the air tank, and the other set of air supply pipelines and the electrically controlled regulating valves are connected between the cabin and the air tank.

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