Digital control based pneumatic cabin pressure regulating system for aircraft
By using a digitally controlled pneumatic cabin pressure regulation system that combines electric and pneumatic regulation, automatic fault diagnosis and switching are achieved, solving the problems of long troubleshooting cycles and large pressure variations in existing technologies, thus improving aircraft operational efficiency and passenger comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- XINXIANG AVIATION IND GROUP
- Filing Date
- 2023-10-17
- Publication Date
- 2026-07-21
AI Technical Summary
Existing aircraft cabin pressure regulation systems lack fault diagnosis capabilities, have long troubleshooting cycles, and the single margin of the pressure regulation system can lead to mission interruptions. Switching pressure regimes requires manual operation, and large cabin pressure changes during flight can easily cause discomfort.
It adopts a digitally controlled pneumatic cockpit pressure regulation system, combining an electric pneumatic pressure regulator and a pneumatic cockpit pressure regulator to achieve automatic fault diagnosis and switching. It is equipped with a two-position three-way solenoid valve, a cockpit altitude protection device and a safety valve to automatically regulate the cockpit pressure and ensure pressure stability.
It enables automatic fault diagnosis and switching, shortens troubleshooting cycles, improves aircraft availability, reduces cabin pressure changes, and enhances passenger comfort.
Smart Images
Figure CN117382887B_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of aircraft cabin pressure control technology, specifically relating to a digitally controlled pneumatic cabin pressure regulation system for aircraft. Background Technology
[0002] Previously, aircraft cabin pressure conditioning systems employed a pneumatic structure, meaning that cabin pressure was regulated through mechanical components such as bellows and diaphragms in the absolute pressure regulating mechanism and the residual pressure regulating mechanism. Figure 1 As shown. Several problems arise during use: 1. Lack of fault diagnosis function: When abnormal cabin pressure occurs, the location of the fault cannot be accurately determined. All products related to cabin airtightness must be checked, and even after replacing the pressure regulation system, the fault persists, leading to a long troubleshooting cycle. 2. The pressure regulation system is mostly single-margin; when a product malfunctions, it causes mission interruption, and in severe cases, cabin airtightness. 3. Although the product has "high altitude" and "low altitude" settings, switching requires ground crew operation before takeoff, reducing aircraft operational efficiency. 4. Continuous acceleration and deceleration during level flight can cause cabin pressure changes exceeding 6 kPa, easily leading to "pressure ear" problems. Summary of the Invention
[0003] The purpose of this invention is to provide a digitally controlled pneumatic cabin pressure regulation system for aircraft. This invention enables takeoffs and landings at airports at different altitudes and eliminates the need for ground crew to manually switch pressure regimes before takeoff, significantly improving aircraft operational efficiency.
[0004] The technical solution of the present invention is: a pneumatic cockpit pressure regulation system for aircraft based on digital control, comprising a cockpit pressure controller, an electric pressure regulator, a two-position three-way solenoid valve, a pneumatic cockpit pressure regulator, and an exhaust valve; the electric pressure regulator includes a control valve and a finite angle motor mechanism for controlling its opening degree; the electric pressure regulator is electrically connected to the control terminals of the finite angle motor mechanism and the two-position three-way solenoid valve respectively, and the feedback terminal of the finite angle motor mechanism is also electrically connected to the electric pressure regulator via a position feedback component; two of the passages of the two-position three-way solenoid valve are respectively connected to the control chambers of the control valve, the pneumatic cockpit pressure regulator, and the exhaust valve.
[0005] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, the remaining passage of the two-position three-way solenoid valve is connected to the atmosphere via a cockpit altitude protection device.
[0006] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, the cockpit altitude protection device is used to ensure that the absolute pressure inside the cockpit is not lower than 36 kPa.
[0007] The aforementioned aircraft-based digitally controlled pneumatic cabin pressure regulation system also includes a safety valve to ensure that the cabin residual pressure does not exceed 39 kPa.
[0008] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, the electric pneumatic regulator outputs a current signal of ≤100mA to the control terminal of the limited-angle motor mechanism and a voltage signal of 28V to the control terminal of the two-position three-way solenoid valve.
[0009] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, when abnormal cockpit pressure occurs, the cockpit altitude protection device is also used to ensure that the cockpit altitude does not exceed 8km.
[0010] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, the cockpit pressure controller is also electrically connected to the cockpit pressure sensor.
[0011] In the aforementioned aircraft-based digitally controlled pneumatic cockpit pressure regulation system, the cockpit pressure controller is also electrically connected to an atmospheric pressure sensor.
[0012] The advantages of this invention are:
[0013] 1. This invention comprises both electric and pneumatic control components, which serve as backups for each other. Both components provide comprehensive cabin pressure regulation, control of cabin pressure change rate, high-altitude takeoff and landing, and cabin altitude protection functions. The electric control component collects cabin and atmospheric pressure signals and automatically controls cabin pressure through controller calculations. The pneumatic control component senses atmospheric and cabin pressure via components such as bellows, diaphragms, and springs in the absolute pressure and residual pressure regulation mechanisms, thereby controlling cabin pressure. When the controller or pressure signal malfunctions, the system automatically switches to the pneumatic control component, which provides comprehensive cabin pressure regulation, cabin pressure change rate control, and altitude protection functions. When the aircraft enters environments with strong magnetic fields or experiences a power failure in the onboard controller, requiring a switch to the pneumatic control component, manual switching to pneumatic control is also possible via the onboard control panel.
[0014] 2. The electric pneumatic pressure regulator of this invention has a position feedback component, which can provide real-time feedback on the operating status of the control valve. The controller determines the product's operating status based on the feedback signal. In addition, the exhaust valve in the system has a pressure sensor that can also monitor the pressure in the product's control chamber in real time to assist in determining the product's operating status. When the cabin pressure is abnormal, the operating status of the pressure regulation system can be determined through these two signals, reducing the time spent troubleshooting the pressure regulation system and significantly shortening the field troubleshooting cycle.
[0015] 3. Previous products caused cabin pressure fluctuations of nearly 6 kPa during level flight acceleration and deceleration (test curve shown). Figure 3(As shown). This invention's system, through the coordinated operation of the electric pressure regulator, control valve, and cabin pressure controller, ultimately achieves a cabin pressure fluctuation of up to 2 kPa during level flight acceleration and deceleration at different flight altitudes (test curves are shown). Figure 4 (As shown), it greatly improves the comfort of the pilot.
[0016] 4. When the system is electrically adjusted, it can automatically switch pressure regimes based on wheel-mounted signals and the takeoff / landing airport altitude input on the control panel, which helps improve passenger comfort. Simultaneously, it eliminates the need for ground crew to manually switch pressure regimes before takeoff, significantly improving aircraft operational efficiency. When pneumatically adjusted, the system has an airtightness control device that uses a solenoid valve to control the airtightness of the control chamber, thus controlling whether the product operates. This enables takeoffs and landings at different airport altitudes, again eliminating the need for ground crew to manually switch pressure regimes before takeoff, further improving aircraft operational efficiency. Attached Figure Description
[0017] Figure 1 This is a block diagram of a traditional pressure regulation system;
[0018] Figure 2 This is a structural block diagram of the present invention;
[0019] Figure 3 It is a traditional pressure regulation test curve;
[0020] Figure 4 This is the test curve of the present invention. Detailed Implementation
[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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 some embodiments of the present invention, not all embodiments. 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.
[0022] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setups and methods set forth below, but covers any improvements, substitutions, and modifications to structures, methods, and devices without departing from the spirit of the invention. Well-known structures and techniques are not shown in the drawings and the following description to avoid unnecessarily obscuring the invention.
[0023] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited in each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.
[0024] Example 1. A digitally controlled pneumatic cockpit pressure regulation system for aircraft, configured as follows: Figure 2 As shown, the system includes a cabin pressure controller 1, an electric pneumatic regulator 3, a two-position three-way solenoid valve 5, a pneumatic cabin pressure regulator 6, and an exhaust valve 7. The electric pneumatic regulator 3 includes a control valve 3.2 and a finite angle motor mechanism 3.1 for controlling its opening. The electric pneumatic regulator 3 is electrically connected to the control terminals of the finite angle motor mechanism 3.1 and the two-position three-way solenoid valve 5, respectively. The feedback terminal of the finite angle motor mechanism 3.1 is also electrically connected to the electric pneumatic regulator 3 via a position feedback component 2. Two of the passages of the two-position three-way solenoid valve 5 are connected to the control chamber 7.2 of the exhaust valve 7 via the control valve 3.2, the pneumatic cabin pressure regulator 6, and the exhaust valve 7, respectively.
[0025] The remaining passage of the aforementioned two-position three-way solenoid valve 5 is connected to the atmosphere via the cabin altitude protection device 4.
[0026] The aforementioned cabin altitude protection device 4 is used to ensure that the absolute pressure inside the cabin is not lower than 36 kPa.
[0027] The aforementioned aircraft-based digitally controlled pneumatic cabin pressure regulation system also includes a safety valve 8 to ensure that the cabin residual pressure does not exceed 39 kPa.
[0028] The aforementioned electric pneumatic regulator 3 outputs a current signal of ≤100mA to the control terminal of the limited angle motor mechanism 3.1, and outputs a voltage signal of 28V to the control terminal of the two-position three-way solenoid valve 5.
[0029] When abnormal cabin pressure occurs, the cabin altitude protection device 4 is also used to ensure that the cabin altitude does not exceed 8km.
[0030] The aforementioned cabin pressure controller 1 is also electrically connected to the cabin pressure sensor 9.
[0031] The aforementioned cabin pressure controller 1 is also electrically connected to the atmospheric pressure sensor 10.
[0032] The aforementioned cabin pressure controller 1 collects signals from the cabin pressure sensor 9 and the atmospheric pressure sensor 10. After processing, the signals output an electrical signal to control the electric pneumatic regulator 3 and transmit it to the limited angle motor mechanism 3.1.
[0033] The aforementioned cabin pressure controller 1 has power-on self-test and flight inspection functions, which can monitor the working status of the pressure regulating mechanism in real time before takeoff and during flight, thus providing high safety.
[0034] The aforementioned cabin pressure controller 1 receives the position signal from the position feedback component 2, determines whether the position of the control valve 3.2 is correct, and then determines whether the electric air pressure regulator 3 is faulty.
[0035] The aforementioned cockpit pressure controller 1 receives an abnormal position signal from the position feedback component 2. The cockpit pressure controller 1 automatically activates the two-position three-way solenoid valve 5, cutting off the output signal of the control valve 3.2 in the electric pneumatic regulator 3. Simultaneously, it activates the output signal of the pneumatic cockpit pressure regulator 6 to adjust the cockpit pressure, ensuring that the cockpit pressure is normally regulated according to the pressure regime curve. The fault information is then transmitted to the host computer.
[0036] The aforementioned cabin pressure controller 1 has power-on self-test and flight inspection functions, which can monitor the working status of the pressure regulating mechanism in real time before takeoff and during flight, thus providing high safety.
[0037] The aforementioned cabin pressure controller 1 can automatically switch cabin pressure regimes according to the altitude of the takeoff / landing airport, which helps to improve passenger comfort.
[0038] The aforementioned pneumatic cabin pressure regulator 6 includes an absolute pressure regulating mechanism 6.1, a residual pressure regulating mechanism 6.2, and a shock absorber 6.3. When the electric regulator fails, the pneumatic cabin pressure regulator 6 automatically adjusts the cabin pressure according to a predetermined pressure regime curve, while ensuring that the cabin pressure increase rate does not exceed 0.67 kPa / s and the cabin pressure decrease rate does not exceed 1.33 kPa / s.
[0039] The aforementioned electric pneumatic regulator 3 can convert the electrical signal output by the cabin pressure controller 1 into a pneumatic signal.
[0040] The aforementioned exhaust valve 7 includes a sizing orifice 7.1, a control chamber 7.2, and an exhaust assembly 7.3. The sizing orifice 7.1 limits the flow of cabin air into the control chamber 7.2. The control chamber 7.2 transmits pneumatic signals to the electric pressure regulator 3 and the pneumatic cabin pressure regulator 6. The electric pressure regulator 3 or the pneumatic cabin pressure regulator 6 feeds back the processed pressure signal to the control chamber 7.2. The control chamber 7.2 controls the opening of the exhaust assembly 7.3 based on the processed pressure signal, thereby controlling the cabin exhaust volume and ensuring that the cabin pressure meets the predetermined pressure regime curve.
[0041] The aforementioned two-position three-way solenoid valve 5 has two states. When it is not energized, it will output the signal controlled by the electric pneumatic pressure regulator 3. When it is energized, it will cut off the signal of the electric pneumatic pressure regulator 3 and output the signal of the pneumatic cabin pressure regulator 6.
[0042] The aforementioned cabin height protection device 4 ensures that the cabin height does not exceed the specified value (generally 8km) when the cabin pressure is abnormal.
[0043] The aforementioned safety valve 8 ensures that the cabin pressure does not exceed the specified value, thus ensuring the structural safety of the aircraft.
[0044] The aforementioned cabin pressure sensor 9 collects cabin pressure in real time and transmits the pressure signal to the cabin pressure controller 1.
[0045] The aforementioned atmospheric pressure sensor 10 collects atmospheric pressure in real time and transmits the pressure signal to the cabin pressure controller 1.
[0046] Specifically, the working process of this invention is as follows:
[0047] During normal operation, the two-position three-way solenoid valve 5 is energized. At this time, the pneumatic cabin pressure regulator 6 is not working. The cabin pressure controller 1 receives real-time cabin pressure data from the cabin pressure sensor 9 and real-time atmospheric pressure data from the atmospheric pressure sensor 10. After comparing these data with a predetermined pressure regime curve, it outputs an electrical signal to the limited-angle motor mechanism 3.1 on the electric pneumatic regulator 3. Based on the electrical signal, the limited-angle motor mechanism 3.1 controls the swing angle of the control valve 3.2, converting the electrical signal from the cabin pressure controller 1 into a pneumatic signal. The position feedback component 2 collects the position information of the swing angle of the control valve 3.2 in real time and transmits this information to the cabin pressure controller 1. The cabin pressure controller 1 compares the position information with the preset position requirements: when the position information is normal, the cabin pressure controller 1 continuously outputs an electrical signal to the limited-angle motor mechanism 3.1, thereby controlling the swing angle of the control valve 3.2 in real time. The swing angle of the control valve 3.2 controls the pressure in the control chamber 7.2. Based on this pressure, the control chamber 7.2 controls the lifting height of the exhaust assembly 7.3, thereby controlling the cabin exhaust volume and ensuring that the cabin pressure meets the predetermined pressure regime curve. When the position signal is abnormal, the cabin pressure controller 1 controls the two-position three-way solenoid valve 5 to cut off the operation of the electric pneumatic pressure regulator 3 and activate the pneumatic cabin pressure regulator 6. At this time, the absolute pressure regulating mechanism 6.1, the residual pressure regulating mechanism 6.2, and the shock absorber 6.3 in the pneumatic cabin pressure regulator 6 begin to automatically adjust the cabin pressure according to the predetermined pressure regime curve, while ensuring that the cabin pressure increase rate does not exceed 0.67 kPa / s and the cabin pressure decrease rate does not exceed 1.33 kPa / s.
Claims
1. A digitally controlled pneumatic cockpit pressure regulation system for aircraft, characterized in that: The system includes a cabin pressure controller, an electric pneumatic regulator, a two-position three-way solenoid valve, a pneumatic cabin pressure regulator, and an exhaust valve. The electric pneumatic regulator includes a control valve and a finite angle motor mechanism for controlling its opening. The cabin pressure controller is electrically connected to the control terminals of the finite angle motor mechanism and the two-position three-way solenoid valve, respectively. The feedback terminal of the finite angle motor mechanism is also electrically connected to the electric pneumatic regulator via a position feedback component. The first passage of the two-position three-way solenoid valve is connected to the control chamber of the exhaust valve via the control valve, and the second passage is connected to the control chamber of the exhaust valve via the pneumatic cabin pressure regulator. The swing angle of the control valve controls the pressure in the control chamber, and the control chamber controls the lifting height of the exhaust assembly based on this pressure, thereby controlling the cabin exhaust volume and ensuring that the cabin pressure meets the predetermined pressure regime curve. The cabin pressure controller receives the position signal from the position feedback component, determines whether the control valve position is correct, and then determines whether the electric air pressure regulator is faulty. The cockpit pressure controller receives an abnormal position signal from the position feedback component. The cockpit pressure controller will automatically activate the two-position three-way solenoid valve, cut off the output signal of the control valve in the electric pneumatic regulator, and at the same time activate the output signal of the pneumatic cockpit pressure regulator to adjust the cockpit pressure and ensure that the cockpit pressure is normally regulated according to the pressure regime curve.
2. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 1, characterized in that: The remaining passage of the two-position three-way solenoid valve is connected to the atmosphere via the cabin altitude protection device.
3. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 2, characterized in that: The cabin altitude protection device is used to ensure that the absolute pressure inside the cabin is not lower than 36 kPa.
4. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 1, characterized in that: It also includes safety valves to ensure that the cabin pressure does not exceed 39 kPa.
5. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 1, characterized in that: The electric pneumatic regulator outputs a current signal of ≤100mA to the control terminal of the limited-angle motor mechanism and a voltage signal of 28V to the control terminal of the two-position three-way solenoid valve.
6. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 2, characterized in that: When abnormal cabin pressure occurs, the cabin altitude protection device is also used to ensure that the cabin altitude does not exceed 8km.
7. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 1, characterized in that: The cabin pressure controller is also electrically connected to the cabin pressure sensor.
8. The aircraft-based pneumatic cabin pressure regulation system based on digital control according to claim 1, characterized in that: The cabin pressure controller is also electrically connected to an atmospheric pressure sensor.