Cabin safety valve with linkage adjusting mode

Abstract

The invention relates to the technical field of aviation aircraft cabin pressure regulators, in particular to a cabin safety valve with a linkage regulation mode. Comprising a shell, a diaphragm assembly A, a gasket, a cover, a spring A, a net, a pressing sleeve, a middle shell, an upper shell, a spring B, a sliding cylinder, an adjusting rod, a cover plate, a diaphragm assembly B, a diaphragm assembly C and a column. The diaphragm assembly A comprises a metal sheet, a diaphragm and a knife edge valve; the pressure regulating structure comprises two fixedly connected diaphragm assemblies, the pressure regulating structure moves up and down through comparison between the cabin and the atmospheric pressure difference force and the spring pre-tightening force, and the pressure regulating structure does not interfere with the movement of the knife edge valve. The diaphragm assembly in the pressure regulating structure moves up and down through comparison between the pressure difference force of the control cavity and the atmospheric pressure and the pre-tightening force of the spring and moves together with the knife edge valve, and the pressure regulating device has the advantages of being high in regulating precision, small in large and small flow regulating pressure deviation and stable in cabin pressure regulation.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft cabin pressure regulators, in particular to a cabin safety valve with a linkage adjustment mode. Background Art

[0002] The cabin pressure regulation subsystem belongs to the aircraft environmental control system and is mainly composed of the cabin pressure controller, cabin exhaust valve and cabin safety valve. The cabin safety valve adjusts its valve opening by comparing the cabin pressure signal with the atmospheric pressure signal, thereby controlling the cabin exhaust volume, so that the cabin pressure is controlled within the required range to ensure the safety of the aircraft structure and the personnel on board.

[0003] The structure of the prior art is as follows Figure 1 As shown, it is composed of a rod-shaped valve, a valve seat, a main spring, a valve, a shell, a filter, an inner diaphragm, an outer diaphragm, a spring, a cover, a cassette, and an air pressure electromagnetic switch; wherein the inner diaphragm, the outer diaphragm and the cover form a cavity, and the pressure in the cavity is connected to the cabin pressure through the through hole in the rod-shaped valve; at the same time, the pressure in the cavity can be discharged into the atmosphere through the valve seat after being adjusted by the main spring and the inner diaphragm, thereby lifting the valve to achieve cabin exhaust; different valve lifting heights correspond to different cabin exhaust volumes, which are reflected as different cabin pressures.

[0004] The existing technology has the following problems: 1. The pressure difference force at both ends of the diaphragm (the difference between the cavity pressure and the atmospheric pressure) is compared with the spring preload force to determine the cavity pressure exhaust volume, and then determine the valve lifting height and the cabin pressure. However, since the cavity pressure is connected to the cabin pressure through the through hole in the rod-shaped valve, there is a deviation and change lag between the cavity pressure and the cabin pressure, resulting in poor adjustment accuracy, large pressure deviation of large and small flow adjustment, and slow response time. 2. The ideal lifting mode of the valve is to lift smoothly along the axial direction, but due to the unevenness of the diaphragm during installation, the non-axiality of the spring during expansion and contraction adjustment, and the disturbance of the air flow through the valve, the structure is prone to cause the movement direction of the valve to be non-axial when it is lifted, resulting in cabin pressure fluctuations. 3. During the adjustment process, the cavity pressure always has the same aperture air supply while exhausting. When the cabin pressure changes, the cavity pressure changes slowly, and the valve lifting height follows slowly, resulting in a slow response time. Summary of the invention

[0005] Purpose of the Invention

[0006] A cockpit safety valve with linkage adjustment is proposed. The focus is on solving the problems of low adjustment accuracy, large pressure deviation of large and small flow adjustment, slow response time and cabin pressure fluctuation in the current cockpit safety valve during use.

[0007] Technical Solution

[0008] A cockpit safety valve with linkage adjustment includes a shell, a diaphragm assembly A, a gasket, a cover, a spring A, a net, a compression sleeve, a middle shell, an upper shell, a spring B, a slide, an adjustment rod, a cover plate, a diaphragm assembly B, a diaphragm assembly C, and a column. The diaphragm assembly A includes a metal sheet, a diaphragm, and a knife-edge valve;

[0009] A diaphragm assembly A is provided between the housing and the cover, and a gasket is provided between the housing and the cover for sealing to form a control chamber; one end of the spring A is fixed to a step inside the cover, and the other end is fixed to a step of a metal sheet in the diaphragm assembly A; the metal sheet, diaphragm, and knife-edge valve are provided in sequence and riveted together by rivets, and a guide rod on the knife-edge valve extends into a guide hole on the housing;

[0010] The shell, diaphragm assembly C, middle shell, diaphragm assembly B, and upper shell are connected in series by screws in sequence, and are divided into a lower cavity, a middle cavity, and an upper cavity after being connected in series; the lower cavity is a sealed area enclosed by the shell and diaphragm assembly C; the middle cavity is a sealed area enclosed by diaphragm assembly C, middle shell, and diaphragm assembly B; the diaphragm assembly B and diaphragm assembly C are fixedly connected by screws through columns; the upper cavity is a sealed area enclosed by diaphragm assembly B and the upper shell; an air inlet channel is provided on the shell, one end of which is connected to the cockpit, and the other end is connected to the lower cavity of diaphragm assembly C; nozzles A and B are provided on the middle shell, and the openings of nozzles A and B are Opening and closing are determined by the relative positions of the diaphragm assembly B and the diaphragm assembly C after they move up and down after being combined; the cabin gas enters the control chamber through the nozzle A, and the gas in the control chamber is discharged into the atmosphere through the nozzle B; one end of the spring B is arranged at the step on the upper surface of the diaphragm assembly B and fixed, and the other end is arranged in the groove of the slide cylinder, and the slide cylinder extends into the guide hole of the adjustment rod through the guide rod, and the adjustment rod is threadedly matched with the upper shell and tightened by the nut; the cover plate is fixed to the upper shell by screws; the positions of the diaphragm assembly B and the diaphragm assembly C relative to the nozzles A and B are determined by the pressure difference between the cabin gas pressure and the atmospheric pressure, and compared with the preload force of the spring B.

[0011] Further, when the cabin gas pressure is greater than the atmospheric pressure but insufficient to overcome the preload force of the spring B, the nozzle B is closed and the nozzle A is opened.

[0012] Furthermore, when the cabin gas pressure is greater than the atmospheric pressure and can overcome the preload of the spring B, both the diaphragm assembly B and the diaphragm assembly C move upward, the nozzle A is closed, and the nozzle B is opened.

[0013] Further, when the cabin gas pressure is greater than the atmospheric pressure and the difference is equal to the preload force of the spring B, the nozzle A is partially opened and the nozzle B is partially opened.

[0014] Furthermore, a net is provided on the air inlet passage, and the net is fixed on the housing through a pressing sleeve;

[0015] Furthermore, the diaphragm material is specifically a composite of silicone rubber compound GX2-50 and brocade twill silk 511;

[0016] Furthermore, the spring A is used for resetting, and the elastic force of the spring A has a preload and a stiffness that are as small as possible while satisfying the resetting condition.

[0017] Furthermore, the spring preload force range value should meet the pressure regulation requirements.

[0018] The beneficial effects of this application are:

[0019] The present invention provides a cockpit safety valve with a linkage adjustment mode, wherein the pressure adjustment structure provided therein comprises two fixedly connected diaphragm assemblies, which move up and down by the comparison between the pressure difference force between the cockpit and the atmosphere and the preload force of the spring, and do not interfere with the movement of the knife-edge valve. Compared with the traditional cockpit safety valve, the diaphragm assembly in the pressure adjustment structure moves up and down by the comparison between the pressure difference force between the control chamber and the atmosphere and the preload force of the spring, and moves together with the knife-edge valve, and has the advantages of high adjustment accuracy, small pressure deviation of large and small flow adjustment, and stable cockpit pressure adjustment;

[0020] The two fixedly connected diaphragm assemblies set therein simultaneously control the air intake from the cabin to the control chamber and the exhaust from the control chamber to the atmosphere. Compared with the traditional cabin safety valve, which only controls the exhaust from the control chamber to the atmosphere but does not control the air intake from the cabin to the control chamber, it has the characteristics of high regulation accuracy, small pressure deviation of large and small flow regulation, and fast response time;

[0021] Compared with traditional cockpit safety valves, the guide rod structure of the knife-edge valve is not constrained during the lifting and lowering process, and has the characteristics of stable cabin pressure regulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the prior art structure;

[0023] Figure 2 This is a schematic diagram of the cockpit safety valve of the present invention;

[0024] Figure 3 for Figure 2 A partial cross-sectional view of

[0025] Figure 4 for Figure 2 A partial cross-sectional view of

[0026] Figure 5 for Figure 3 A partial enlarged view of

[0027] Among them, the shell (1), the diaphragm assembly A (2), the gasket (3), the cover (4), the spring A (5), the net (6), the compression sleeve (7), the middle shell (8), the upper shell (9), the spring B (10), the slide (11), the adjustment rod (12), the cover plate (13), the diaphragm assembly B (14), the diaphragm assembly C (15), and the column (16). DETAILED DESCRIPTION

[0028] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail in combination with the embodiment of the present invention. In the example, the same or similar reference numerals throughout represent the same or similar originals or elements with the same or similar functions. The described embodiments are part of the embodiments of the present invention, not all of them. The embodiments described below by reference are exemplary and intended to be used to explain the present invention, and should not be construed as limitations on the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the scope of protection of the present invention. The following is a detailed description in combination with the embodiments of the present invention.

[0029] A cockpit safety valve with a linkage adjustment method comprises a shell (1), a diaphragm assembly A (2), a gasket (3), a cover (4), a spring A (5), a net (6), a compression sleeve (7), a middle shell (8), an upper shell (9), a spring B (10), a slide (11), an adjustment rod (12), a cover plate (13), a diaphragm assembly B (14), a diaphragm assembly C (15), and a column (16). The diaphragm assembly A (2) comprises a metal sheet, a diaphragm, and a knife-edge valve;

[0030] A diaphragm assembly A (2) is provided between the housing (1) and the cover (4), and a gasket (3) is provided between the housing (1) and the cover (4) for sealing, thereby forming a control chamber; one end of the spring A (5) is fixed to a step inside the cover (4), and the other end is fixed to a step of a metal sheet in the diaphragm assembly A (2); the metal sheet, diaphragm, and knife-edge valve are arranged in sequence and riveted together by rivets; a guide rod on the knife-edge valve extends into a guide hole on the housing (1);

[0031] The shell (1), the diaphragm assembly C (15), the middle shell (8), the diaphragm assembly B (14), and the upper shell (9) are sequentially connected in series by screws, and are divided into a lower cavity, a middle cavity, and an upper cavity after being connected in series; the lower cavity is a sealed area enclosed by the shell (1) and the diaphragm assembly C (15); the middle cavity is a sealed area enclosed by the diaphragm assembly C (15), the middle shell (8), and the diaphragm assembly B (14); the diaphragm assembly B (14) and the diaphragm assembly C (15) are fixedly connected by screws through a column (16); the upper cavity is a sealed area enclosed by the diaphragm assembly B (14) and the upper shell (9); an air intake channel is provided on the shell (1), one end of the air intake channel is connected to the cabin, and the other end is connected to the lower cavity of the diaphragm assembly C (15); the middle shell (8) is provided with a nozzle A and a nozzle B, and the nozzle A is connected to the lower cavity of the diaphragm assembly C (15). The opening and closing of the nozzle B is determined by the relative position of the diaphragm assembly B (14) and the diaphragm assembly C (15) after they move up and down. The cabin gas enters the control chamber through the nozzle A, and the gas in the control chamber is discharged into the atmosphere through the nozzle B. One end of the spring B (10) is arranged at the step on the upper surface of the diaphragm assembly B (14) and fixed, and the other end is arranged in the groove of the slide cylinder (11). The slide cylinder (11) extends into the guide hole of the adjustment rod (12) through the guide rod. The adjustment rod (12) is threadedly matched with the upper shell (9) and tightened by a nut. The cover plate (13) is fixed to the upper shell (9) by screws. The positions of the diaphragm assembly B (14) and the diaphragm assembly C (15) relative to the nozzle A and the nozzle B are determined by the pressure difference between the cabin gas pressure and the atmospheric pressure, and the preload force of the spring B (10).

[0032] In a certain embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure but insufficient to overcome the preload of the spring B (10), the nozzle B is closed and the nozzle A is opened.

[0033] In a certain embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure and can overcome the preload of the spring B (10), the diaphragm assembly B (14) and the diaphragm assembly C (15) both move upward, the nozzle A is closed, and the nozzle B is opened.

[0034] In a certain embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure and the difference is equal to the preload force of the spring B (10), the nozzle A is partially opened and the nozzle B is partially opened.

[0035] In a certain embodiment of the present invention, a net (6) is provided on the air inlet passage, and the net (6) is fixed on the housing (1) via a pressing sleeve (7);

[0036] In a certain embodiment of the present invention, the diaphragm material is specifically a composite of silicone rubber compound GX2-50 and brocade twill silk 511;

[0037] In a certain embodiment of the present invention, the spring A (5) is used for resetting. When the elastic force of the spring A (5) satisfies the resetting condition, the smaller the preload force and stiffness are, the better.

[0038] In a certain implementation case of the present invention, the preload force range value of the spring (10) should meet the pressure regulation requirements.

[0039] Invention point 1: A cockpit safety valve with a linkage adjustment method, characterized in that it includes a shell (1), a diaphragm assembly A (2), a gasket (3), a cover (4), a spring A (5), a net (6), a compression sleeve (7), a middle shell (8), an upper shell (9), a spring B (10), a slide (11), an adjustment rod (12), a cover plate (13), a diaphragm assembly B (14), a diaphragm assembly C (15), and a column (16). The shell (1), the diaphragm assembly A (2), the gasket (3), and the cover (4) are connected together by screws; the shell (1), the middle shell (8), the upper shell (9), the diaphragm assembly B (14), and the diaphragm assembly C (15) are connected together by screws; the middle shell (8), the diaphragm assembly B (14), the diaphragm assembly C (15), and the column (16) are connected together by screws.

[0040] Invention point 2: The cabin safety valve according to claim 1 is characterized in that the upper part of the diaphragm assembly B (14) is connected to the atmosphere, the lower part of the diaphragm assembly C (15) is connected to the cabin, and the middle part of the diaphragm assembly B (14) and the diaphragm assembly C (15) is connected to the internal cavity of the product.

[0041] Invention point 3: The cockpit safety valve according to claims 1 and 2 is characterized in that the diaphragm assembly C (15) cooperates with the middle shell (8) to determine the air intake from the cockpit to the internal cavity of the product;

[0042] Invention point 4: The cabin safety valve according to claims 1 and 2 is characterized in that the diaphragm assembly B (14) cooperates with the middle shell (8) to determine the exhaust volume from the internal cavity of the product to the atmosphere;

[0043] Inventive point 5: The cabin safety valve according to claim 1-4 is characterized in that the diaphragm assembly B (14), the diaphragm assembly C (15), and the column (16) are connected by screws, and the diaphragm assembly B (14) and the diaphragm assembly C (15) have the same movement trend, so as to ensure that the air intake and exhaust volume of the internal cavity of the product are controlled together, and the control logic is determined by comparing the pressure difference force (the difference between the cabin pressure and the atmospheric pressure) at both ends of the diaphragm assembly B (14) and the diaphragm assembly C (15) with the preload force of the spring B (10) (which can be adjusted according to needs);

[0044] Invention point 6: The cabin safety valve according to claim 1 is characterized in that a boss is processed on the diaphragm assembly B (14) to match the inner diameter clearance of the spring B (10), and a boss is processed on the slide cylinder (11) to match the outer diameter clearance of the spring B (10), so as to ensure that both ends of the spring are restricted and the telescopic movement is along the axial direction;

[0045] Invention point 7: The cockpit safety valve according to claims 1 and 6 is characterized in that a guide shaft is machined on the slide cylinder (11), and a guide hole is machined on the adjustment rod (12), and the two are clearance-matched to ensure the coaxiality of the slide cylinder (11) with the upper shell (9) when installed, and to ensure that the spring telescopic movement is along the axial direction;

[0046] Invention point 8: The cockpit safety valve according to claim 1 is characterized in that the mounting end surface of the housing (1) is interference-fitted with the pin, and the rubber gasket is processed with a hole that is clearance-fitted with the pin, so as to ensure that the cockpit safety valve cannot rotate along the axial direction when installed on the aircraft and ensure sealing at the same time;

[0047] Invention point 9: The cockpit safety valve according to claim 1 is characterized in that a guide rod structure is integrally machined on the knife-edge valve to ensure the coaxiality of the guide structure, and a guide hole is machined on the shell (1), and the two are slidably matched to ensure that the knife-edge valve is lifted smoothly along the axial direction;

[0048] Invention point 10: The cabin safety valve according to claim 1 is characterized in that a net (6) is installed on the shell (1) to ensure the cleanliness of the cabin air entering the product;

[0049] Figure 2 The present invention is a schematic diagram of a cockpit safety valve with a linkage adjustment method according to an embodiment of the present invention.

[0050] Working principle:

[0051] The shell (1), the middle shell (8), the upper shell (9), the diaphragm assembly B (14), and the diaphragm assembly C (15) are connected together by screws; the middle shell (8), the diaphragm assembly B (14), the diaphragm assembly C (15), and the column (16) are connected together by screws. The diaphragm assembly B (14) and the diaphragm assembly C (15) have the same movement trend, ensuring that the air intake and exhaust volumes of the internal cavity of the product are controlled together. The control logic is determined by comparing the pressure difference force (the difference between the cabin pressure and the atmospheric pressure) at both ends of the diaphragm assembly B (14) and the diaphragm assembly C (15) with the preload force of the spring B (10).

[0052] After the cabin begins to be pressurized, because the pressure difference force (the difference between the cabin pressure and the atmospheric pressure) at both ends of the diaphragm assembly B (14) and the diaphragm assembly C (15) is less than the preload force of the spring B (10), the cabin pressure below the diaphragm assembly C (15) can enter the internal cavity between the diaphragm assembly B (14) and the diaphragm assembly C (15) through the pipeline in the shell (1) and the middle shell (8).

[0053] As the cabin pressure increases, the pressure differential force (the difference between the cabin pressure and the atmospheric pressure) at both ends of the diaphragm assembly B (14) and the diaphragm assembly C (15) is equal to the preload force of the spring B (10), and the amount of air entering the internal cavity between the diaphragm assembly B (14) and the diaphragm assembly C (15) through the pipeline in the shell (1) and the middle shell (8) decreases, and the amount of exhaust from the internal cavity pressure between the diaphragm assembly B (14) and the diaphragm assembly C (15) through the pipeline in the shell (1) and the middle shell (8) into the atmosphere increases, and the internal cavity pressure decreases. The knife-edge valve is lifted under the action of the pressure differential force (the difference between the cabin pressure and the internal cavity pressure) at both ends to overcome the preload force of the spring A (5), and the cabin pressure is controlled and adjusted. The cabin pressure value depends on the setting value of the preload force of the spring B (10). Since the control signal comes directly from the difference between the cabin pressure and the atmospheric pressure, no other pressure signal is required, and it has the characteristics of high adjustment accuracy, small adjustment deviation and fast response time. The lifting process of the knife-edge valve is limited along the axial direction by the guide structure to avoid cabin pressure fluctuations.

[0054] When the cabin pressure suddenly increases or decreases, the pressure difference force (the difference between the cabin pressure and the atmospheric pressure) across the diaphragm assembly B (14) and the diaphragm assembly C (15) is greater than or less than the preload force of the spring B (10), and the internal cavity pressure increases the exhaust volume and reduces the intake volume, or reduces the exhaust volume and increases the intake volume, thereby achieving rapid response of cabin pressure regulation.

[0055] It is understood by those skilled in the art that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as the general understanding of ordinary technicians in the field to which the present invention belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and unless defined as here, will not be interpreted with idealized or overly formal meanings. The specific implementation methods described above further describe the purpose, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the present invention. Within the spirit and principle of the present invention, any technician familiar with the profession may use the above disclosed technical content to change or modify it into an equivalent embodiment of equivalent changes for application in other fields, but any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the technical solution content of the present invention, any modification, equivalent replacement, improvement, etc., made according to the technical essence of the present invention, should be included in the protection scope of the present invention.

Claims

1. A cockpit safety valve with linkage adjustment, characterized in that: It includes a housing, a diaphragm assembly A, a gasket, a cover, a spring A, a net, a pressing sleeve, a middle housing, an upper housing, a spring B, a slide, an adjusting rod, a cover plate, a diaphragm assembly B, a diaphragm assembly C, and a column; the diaphragm assembly A includes a metal sheet, a diaphragm, and a knife-edge valve; A diaphragm assembly A is provided between the housing and the cover, and a gasket is provided between the housing and the cover for sealing to form a control chamber; one end of the spring A is fixed to a step inside the cover, and the other end is fixed to a step of a metal sheet in the diaphragm assembly A; the metal sheet, diaphragm, and knife-edge valve are provided in sequence and riveted together by rivets, and a guide rod on the knife-edge valve extends into a guide hole on the housing; The shell, diaphragm assembly C, middle shell, diaphragm assembly B, and upper shell are connected in series by screws in sequence, and are divided into a lower cavity, a middle cavity, and an upper cavity after being connected in series; the lower cavity is a sealed area enclosed by the shell and diaphragm assembly C; the middle cavity is a sealed area enclosed by diaphragm assembly C, middle shell, and diaphragm assembly B; the diaphragm assembly B and diaphragm assembly C are fixedly connected by screws through columns; the upper cavity is a sealed area enclosed by diaphragm assembly B and the upper shell; an air inlet channel is provided on the shell, one end of which is connected to the cockpit, and the other end is connected to the lower cavity of diaphragm assembly C; nozzles A and B are provided on the middle shell, and the openings of nozzles A and B are Opening and closing are determined by the relative positions of the diaphragm assembly B and the diaphragm assembly C after they move up and down after being combined; the cabin gas enters the control chamber through the nozzle A, and the gas in the control chamber is discharged into the atmosphere through the nozzle B; one end of the spring B is arranged at the step on the upper surface of the diaphragm assembly B and fixed, and the other end is arranged in the groove of the slide cylinder, and the slide cylinder extends into the guide hole of the adjustment rod through the guide rod, and the adjustment rod is threadedly matched with the upper shell and tightened by the nut; the cover plate is fixed to the upper shell by screws; the positions of the diaphragm assembly B and the diaphragm assembly C relative to the nozzles A and B are determined by the pressure difference between the cabin gas pressure and the atmospheric pressure, and compared with the preload force of the spring B.

2. The valve according to claim 1, characterized in that When the cabin gas pressure is greater than the atmospheric pressure but insufficient to overcome the preload of the spring B, the nozzle B is closed and the nozzle A is opened.

3. The valve according to claim 2, characterized in that When the cabin gas pressure is greater than the atmospheric pressure and can overcome the preload of the spring B, both the diaphragm assembly B and the diaphragm assembly C move upward, the nozzle A is closed, and the nozzle B is opened.

4. The valve according to claim 3, characterized in that When the cabin gas pressure is greater than the atmospheric pressure and the difference is equal to the preload force of the spring B, the nozzle A is partially opened and the nozzle B is partially opened.

5. The valve according to claim 4, characterized in that The air inlet passage is provided with a net, and the net is fixed on the shell through a pressing sleeve.

6. The valve according to claim 5, characterized in that The diaphragm material is specifically a composite of silicone rubber compound GX2-50 and brocade twill silk 511.

7. The valve according to claim 6, characterized in that The spring A is used for resetting. When the elastic force of the spring A satisfies the resetting condition, the smaller the preload force and stiffness are, the better.

8. The valve according to claim 7, characterized in that The spring preload force range value should meet the pressure regulation requirements.

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