Cabin safety valve with linkage adjustment

Abstract

The present application relates to the technical fields of cabin pressure regulator of aircraft, and relates to a cabin safety valve with linkage adjustment mode. The cabin safety valve comprises 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 fixed diaphragm assemblies. The diaphragm assemblies move up and down by comparing the pressure difference between the cabin and the atmosphere with the spring pre-tightening force. The diaphragm assemblies do not interfere with the movement of the knife-edge valve. Compared with the traditional cabin safety valve, the diaphragm assemblies in the pressure regulating structure move up and down by comparing the pressure difference between the cabin and the atmosphere with the spring pre-tightening force, and move together with the knife-edge valve. The cabin safety valve has the advantages of high adjustment accuracy, small pressure deviation of large and small flow adjustment, and stable cabin pressure regulation.

Description

Technical Field

[0001] This invention relates to the field of aircraft cabin pressure regulator technology, and specifically to a cabin safety valve with a linkage adjustment mechanism. Background Technology

[0002] The cabin pressure regulation subsystem belongs to the aircraft environmental control system and mainly consists of a cabin pressure controller, a cabin exhaust valve, and a cabin safety valve. The cabin safety valve adjusts its opening by comparing the cabin pressure signal with the atmospheric pressure signal, thereby controlling the cabin exhaust volume and keeping the cabin pressure within the required range to ensure the safety of the aircraft structure and the passengers.

[0003] The structure of existing technologies is as follows Figure 1 As shown, it consists of a rod-shaped valve, a valve seat, a main spring, a valve, a housing, a filter, an inner diaphragm, an outer diaphragm, a spring, a cover, a retaining clip, and a pneumatic electromagnetic switch. The inner and outer diaphragms and the cover form a cavity, and the pressure inside the cavity is connected to the cabin pressure through a through hole in the rod-shaped valve. At the same time, the pressure inside the cavity, after being regulated by the main spring and the inner diaphragm, can be discharged into the atmosphere through the valve seat, thereby raising the valve and realizing cabin exhaust. Different valve raising heights correspond to different cabin exhaust volumes, thus reflecting different cabin pressures.

[0004] The existing technology has the following problems: 1. The pressure difference between the two ends of the diaphragm (the difference between the cavity pressure and atmospheric pressure) and the spring preload determine the cavity pressure exhaust volume, which in turn determines the valve lifting height and cabin pressure. However, because the cavity pressure is connected to the cabin pressure through the through-hole in the rod-shaped valve, there is a deviation and lag in the change between the cavity pressure and the cabin pressure, resulting in poor adjustment accuracy, large pressure deviation when adjusting large and small flow rates, and slow response time. 2. The ideal lifting mode of the valve is a smooth axial lifting, but due to factors such as unevenness during diaphragm installation, non-axiality during spring extension and contraction adjustment, and disturbance of airflow through the valve, the valve is prone to moving in a non-axial direction when lifting, resulting in cabin pressure fluctuations. 3. During the adjustment process, the cavity pressure is supplied with air of the same diameter 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 This paper proposes a cockpit safety valve with a linkage adjustment mechanism. The main focus is on addressing the problems encountered by current cockpit safety valves during use, such as low adjustment accuracy, large pressure deviations during large and small flow rate adjustments, slow response time, and cabin pressure fluctuations.

[0006] Technical solution A cockpit safety valve with a linkage adjustment mechanism includes a housing, a diaphragm assembly A, a gasket, a cover, a spring A, a mesh, a pressure sleeve, a middle housing, an upper housing, a spring B, a slide cylinder, an adjusting rod, a cover plate, a diaphragm assembly B, a diaphragm assembly C, and a pillar. 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 cavity; one end of the spring A is fixed on the step inside the cover, and the other end is fixed on the step of the metal sheet in the diaphragm assembly A; the metal sheet, diaphragm, and knife-edge valve are arranged in sequence and riveted together by rivets; the guide rod on the knife-edge valve extends into the guide hole on the housing; The shell, diaphragm assembly C, middle shell, diaphragm assembly B, and upper shell are sequentially connected together by screws, forming a lower cavity, a middle cavity, and an upper cavity. 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, the middle shell, and diaphragm assembly B; diaphragm assembly B and diaphragm assembly C are fixed together by screws via pillars; the upper cavity is a sealed area enclosed by diaphragm assembly B and the upper shell; the shell is provided with an air intake channel, one end of which connects to the cockpit, and the other end connects to the lower cavity of diaphragm assembly C; the middle shell is provided with nozzles A and B, and nozzles A and B are aligned... The opening and closing are determined by the relative positions of the diaphragm assembly B and diaphragm assembly C after their assembly and vertical movement; cabin gas enters the control chamber through nozzle A, and the gas in the control chamber is discharged into the atmosphere through nozzle B; one end of the spring B is set at the step on the upper surface of the diaphragm assembly B and fixed thereon, and the other end is set in the slot of the slide cylinder. The slide cylinder extends into the guide hole of the adjusting rod through the guide rod, and the adjusting rod is threaded into the upper housing and tightened by a nut; the cover plate is fixed to the upper housing by screws; the positions of the diaphragm assemblies B and C relative to nozzles A and B are determined by comparing the pressure difference between the cabin gas pressure and atmospheric pressure with the preload of the spring B.

[0007] Furthermore, when the cabin gas pressure is greater than the atmospheric pressure but insufficient to overcome the preload of spring B, nozzle B closes and nozzle A opens.

[0008] Furthermore, when the cabin gas pressure is greater than the atmospheric pressure and can overcome the preload of spring B, both diaphragm assembly B and diaphragm assembly C move upward, the nozzle A closes, and the nozzle B opens.

[0009] Furthermore, when the cabin gas pressure is greater than the atmospheric pressure, and the difference is equal to the preload of spring B, nozzle A partially opens and nozzle B partially opens.

[0010] Furthermore, a mesh is provided on the air intake channel, and the mesh is fixed to the housing by a pressure sleeve; Furthermore, the diaphragm material is specifically a composite of silicone rubber compound GX2-50 and brocade twill fabric 511; Furthermore, the spring A is used for reset, and the spring force of the spring A should be as small as possible in terms of preload and stiffness while satisfying the reset conditions.

[0011] Furthermore, the range of spring preload should meet the pressure adjustment requirements.

[0012] The beneficial effects of this application are as follows: This invention provides a cockpit safety valve with a linkage adjustment mechanism. Its pressure regulating structure includes two fixed diaphragm assemblies that move up and down by comparing the pressure difference between the cockpit and the atmosphere with the spring preload. The diaphragm assemblies move up and down by comparing the pressure difference between the control chamber and the atmosphere with the spring preload, and move together with the knife-edge valve. This design has the advantages of high adjustment accuracy, small pressure deviation when adjusting large and small flow rates, and stable cockpit pressure regulation. Its two fixed diaphragm assemblies simultaneously control the air intake from the cabin to the control chamber and the air exhaust from the control chamber to the atmosphere. Compared with traditional cabin safety valves, which only control the air exhaust from the control chamber to the atmosphere and not the air intake from the cabin to the control chamber, it features high adjustment accuracy, small pressure deviation for large and small flow rate adjustment, and fast response time. Its knife-edge valve features a guide rod structure, which, compared to traditional cockpit safety valves, allows the valve to be raised and lowered without constraint, resulting in stable cockpit pressure regulation. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the existing technology structure; Figure 2 This is a schematic diagram illustrating the implementation of the cockpit safety hatch of the present invention; Figure 3 for Figure 2 A partial sectional view; Figure 4 for Figure 2 A partial sectional view; Figure 5 for Figure 3 A magnified view of a portion of the image; Among them, the shell-1, diaphragm assembly A-2, gasket-3, cover-4, spring A-5, mesh-6, pressure sleeve-7, middle shell-8, upper shell-9, spring B-10, slide cylinder-11, adjusting rod-12, cover plate-13, diaphragm assembly B-14, diaphragm assembly C-15, and column-16 are all included. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be described in more detail below. In the examples, the same or similar reference numerals denote the same or similar components or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this invention. The embodiments described below with reference to reference are exemplary and intended to explain this invention, and should not be construed as limiting the invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention. The embodiments of this invention will be described in detail below.

[0015] A cockpit safety valve with a linkage adjustment mechanism includes a housing 1, a diaphragm assembly A2, a gasket 3, a cover 4, a spring A5, a mesh 6, a pressure sleeve 7, a middle housing 8, an upper housing 9, a spring B10, a slide cylinder 11, an adjusting rod 12, a cover plate 13, a diaphragm assembly B14, a diaphragm assembly C15, and a pillar 16. Diaphragm assembly A2 includes a metal sheet, a diaphragm, and a knife-edge valve. A diaphragm assembly A2 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, forming a control cavity; one end of the spring A5 is fixed on the step inside the cover 4, and the other end is fixed on the step of the metal sheet in the diaphragm assembly A2. The metal sheet, diaphragm, and knife-edge valve are arranged in sequence and riveted together by rivets. The guide rod on the knife-edge valve extends into the guide hole on the housing 1. The shell 1, diaphragm assembly C15, middle shell 8, diaphragm assembly B14, and upper shell 9 are sequentially connected together by screws, forming a lower cavity, a middle cavity, and an upper cavity. The lower cavity is a sealed area formed by the shell 1 and diaphragm assembly C15. The middle cavity is a sealed area formed by the diaphragm assembly C15, the middle shell 8, and the diaphragm assembly B14. The diaphragm assembly B14 and the diaphragm assembly C15 are fixed together by screws via a post 16. The upper cavity is a sealed area formed by the diaphragm assembly B14 and the upper shell 9. The shell 1 is provided with an air intake channel, one end of which connects to the cockpit, and the other end connects to the lower cavity of the diaphragm assembly C15. The middle shell 8 is provided with nozzles A and B. The opening and closing are determined by the relative positions of the diaphragm assembly B14 and diaphragm assembly C15 after they are combined and moved up and down; cabin gas enters the control chamber through nozzle A, and the gas in the control chamber is discharged into the atmosphere through nozzle B; one end of the spring B10 is set at the step on the upper surface of the diaphragm assembly B14 and fixed thereon, and the other end is set in the slot of the slide cylinder 11. The slide cylinder 11 extends into the guide hole of the adjusting rod 12 through the guide rod. The adjusting rod 12 is threadedly engaged with the upper housing 9 and tightened by a nut; the cover plate 13 is fixed to the upper housing 9 by screws; the position of the diaphragm assembly B14 and diaphragm assembly C15 relative to nozzles A and B is determined by comparing the pressure difference between the cabin gas pressure and the atmospheric pressure with the preload of the spring B10.

[0016] In one embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure but insufficient to overcome the preload of spring B10, nozzle B closes and nozzle A opens.

[0017] In one embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure and can overcome the preload of spring B10, both diaphragm assembly B14 and diaphragm assembly C15 move upward, the nozzle A closes, and the nozzle B opens.

[0018] In one embodiment of the present invention, when the cabin gas pressure is greater than the atmospheric pressure and the difference is equal to the preload of spring B10, nozzle A partially opens and nozzle B partially opens.

[0019] In one embodiment of the present invention, a mesh 6 is provided on the air intake channel, and the mesh 6 is fixed to the housing 1 by a pressure sleeve 7; In one embodiment of the present invention, the diaphragm material is specifically a composite of silicone rubber compound GX2-50 and brocade twill 511; In one embodiment of the present invention, the spring A5 is used for resetting, and the spring force of the spring A5 should be as small as possible in terms of preload and stiffness while satisfying the resetting conditions.

[0020] In one embodiment of the present invention, the preload range of the spring 10 should meet the pressure adjustment requirements.

[0021] Invention Point 1: A cockpit safety valve with a linkage adjustment mechanism, characterized in that it comprises a housing 1, a diaphragm assembly A2, a gasket 3, a cover 4, a spring A5, a mesh 6, a pressure sleeve 7, a middle housing 8, an upper housing 9, a spring B10, a slide cylinder 11, an adjusting rod 12, a cover plate 13, a diaphragm assembly B14, a diaphragm assembly C15, and a pillar 16. The housing 1, diaphragm assembly A2, gasket 3, and cover 4 are connected together by screws; the housing 1, middle housing 8, upper housing 9, diaphragm assembly B14, and diaphragm assembly C15 are connected together by screws; the middle housing 8, diaphragm assembly B14, diaphragm assembly C15, and pillar 16 are connected together by screws.

[0022] Invention Point 2: The upper part of diaphragm assembly B14 is connected to the atmosphere, the lower part of diaphragm assembly C15 is connected to the cabin, and the middle part of diaphragm assembly B14 and diaphragm assembly C15 is connected to the internal cavity of the product.

[0023] Invention Point 3: The diaphragm assembly C15, in conjunction with the middle housing 8, determines the air intake from the cabin to the internal cavity of the product; Invention Point 4: The diaphragm assembly B14, in conjunction with the middle housing 8, determines the amount of exhaust gas from the internal cavity of the product to the atmosphere; Invention Point 5: Diaphragm assembly B14, diaphragm assembly C15, and column 16 are connected by screws. Diaphragm assembly B14 and diaphragm assembly C15 have the same movement trend, ensuring that the air intake and exhaust volume of the internal cavity of the product are controlled together. The control logic is determined by comparing the pressure difference force (difference between cabin pressure and atmospheric pressure) at both ends of diaphragm assembly B14 and diaphragm assembly C15 with the preload force of spring B10 (which can be adjusted according to requirements). Invention Point 6: The diaphragm assembly B14 is machined with a boss that is in clearance fit with the inner diameter of the spring B10, and the slide cylinder 11 is machined with a boss that is in clearance fit with the outer diameter of the spring B10, so as to ensure that the two ends of the spring are restricted and the extension and retraction movement is along the axial direction. Invention Point 7: A guide shaft is machined on the slide cylinder 11, and a guide hole is machined on the adjusting rod 12. The two are fitted with a clearance to ensure the coaxiality of the slide cylinder 11 with the upper housing 9 when it is installed, and to ensure that the spring extension and contraction movement is axial. Invention Point 8: The mounting end face of the housing 1 is interference-fitted with the pin, and the rubber gasket is machined with a hole that is clearance-fitted with the pin, ensuring that the cockpit safety door cannot rotate axially when installed on the machine, while ensuring a seal; Invention Point 9: The knife-edge valve is integrally machined with a guide rod structure to ensure the coaxiality of the guide structure. The housing 1 is machined with a guide hole. The two slide together to ensure that the knife-edge valve is lifted smoothly along the axial direction. Invention Point 10: A mesh 6 is installed on the housing 1 to ensure the cleanliness of the cabin air entering the product; Figure 2 This is a schematic diagram of a cockpit safety valve with a linkage adjustment method according to an embodiment of the present invention.

[0024] Working principle: The housing 1, middle housing 8, upper housing 9, diaphragm assembly B14, and diaphragm assembly C15 are connected together by screws; the middle housing 8, diaphragm assembly B14, diaphragm assembly C15, and column 16 are connected together by screws. The diaphragm assembly B14 and diaphragm assembly C15 have the same movement trend, ensuring that the air intake and exhaust volume of the internal cavity of the product are controlled together. The control logic is determined by comparing the pressure difference force (difference between cabin pressure and atmospheric pressure) at both ends of diaphragm assembly B14 and diaphragm assembly C15 with the preload force of spring B10.

[0025] After the cabin begins to pressurize, because the pressure difference between the two ends of diaphragm assembly B14 and diaphragm assembly C15 (the difference between cabin pressure and atmospheric pressure) is less than the preload of spring B10, the cabin pressure at the bottom of diaphragm assembly C15 can enter the internal cavity between diaphragm assembly B14 and diaphragm assembly C15 through the pipes in shell 1 and middle shell 8.

[0026] As cabin pressure increases, the pressure difference between diaphragm assemblies B14 and C15 (the difference between cabin pressure and atmospheric pressure) equals the preload of spring B10. This reduces the amount of air entering the internal cavity between diaphragm assemblies B14 and C15 through the pipes in housing 1 and the middle housing 8, while increasing the amount of air discharged into the atmosphere through the pipes in housing 1 and the middle housing 8, thus lowering the internal cavity pressure. The knife-edge valve lifts under the pressure difference (the difference between cabin pressure and internal cavity pressure) overcoming the preload of spring A5, thus controlling and regulating cabin pressure. The cabin pressure value depends on the set value of the preload of spring B10. Since the control signal is directly derived from the difference between cabin pressure and atmospheric pressure, no other pressure signals are required, resulting in high adjustment accuracy, small adjustment deviation, and fast response time. The lifting process of the knife-edge valve is restricted along the axial direction by a guide structure to avoid cabin pressure fluctuations.

[0027] When the cabin pressure suddenly increases or decreases, the pressure difference between the two ends of the diaphragm assembly B14 and the diaphragm assembly C15 (the difference between cabin pressure and atmospheric pressure) is greater than or less than the preload of the spring B10. The internal cavity pressure increases the exhaust volume and decreases the intake volume, or decreases the exhaust volume and increases the intake volume, thus achieving a rapid response in cabin pressure regulation.

[0028] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. 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 should not be interpreted in an idealized or overly formal sense unless defined as herein. The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Within the spirit and principles of the present invention, any person skilled in the art may use the disclosed technical content to make changes or modifications to create equivalent embodiments applicable to other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention, any modifications, equivalent substitutions, improvements, etc., should be included within the protection scope of the present invention.

Claims

1. A cockpit safety door with a linkage adjustment mechanism, characterized in that, It includes a housing, diaphragm assembly A, gasket, cover, spring A, mesh, pressure sleeve, middle housing, upper housing, spring B, slide cylinder, adjusting rod, cover plate, diaphragm assembly B, diaphragm assembly C, and column; diaphragm assembly A includes a metal sheet, diaphragm, and 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, forming a control cavity; one end of the spring A is fixed on a step inside the cover, and the other end is fixed on a step of the metal sheet in the diaphragm assembly A; the metal sheet, diaphragm, and knife-edge valve are arranged in sequence and riveted together; a guide rod is provided on the side of the knife-edge valve away from the cover, and the guide rod extends into a guide hole on the housing; the side of the housing away from the cover is connected to the cockpit; The shell, diaphragm assembly C, middle shell, diaphragm assembly B, and upper shell are sequentially connected together by screws, forming a lower cavity, a middle cavity, and an upper cavity. 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, the middle shell, and diaphragm assembly B; diaphragm assembly B and diaphragm assembly C are fixed together by screws via pillars; the upper cavity is a sealed area enclosed by diaphragm assembly B and the upper shell; the shell is provided with an air intake channel, one end of which connects to the cockpit, and the other end connects to the lower cavity of diaphragm assembly C; the middle shell is provided with nozzles A and B, and nozzles A and B are aligned... The opening and closing are determined by the relative positions of the diaphragm assembly B and diaphragm assembly C after their assembly and vertical movement; cabin gas enters the control chamber through nozzle A, and the gas in the control chamber is discharged into the atmosphere through nozzle B; one end of the spring B is set at the step on the upper surface of the diaphragm assembly B and fixed thereon, and the other end is set in the slot of the slide cylinder. The slide cylinder extends into the guide hole of the adjusting rod through the guide rod, and the adjusting rod is threaded into the upper housing and tightened by a nut; the cover plate is fixed to the upper housing by screws; the positions of the diaphragm assemblies B and C relative to nozzles A and B are determined by comparing the pressure difference between the cabin gas pressure and atmospheric pressure with the preload of the spring B.

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

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

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

5. The valve as described in claim 4, characterized in that, The air intake channel is equipped with a mesh, which is fixed to the housing by a pressure sleeve.

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

7. The valve as described in claim 6, characterized in that, The spring A is used for reset. Under the condition that the reset condition is met, the smaller the preload and stiffness of the spring A, the better.

8. The valve as described in claim 7, characterized in that, The specified spring preload range should meet the pressure adjustment requirements.

Images