Distributed control cabin pressure system design method based on take-off and landing airports

Abstract

The invention belongs to the field of aircraft environment control systems, and particularly relates to a distributed control cabin pressure system design method based on a take-off and landing airport. The method comprises the following steps: acquiring an airport height, and dividing airport types according to the airport height; the flight height is obtained, and cabin pressure control stages are divided according to the flight height; and determining the cabin pressure of each cabin pressure control stage according to the airport height. According to the distributed control cabin pressure system design method based on the takeoff and landing airport, the height of the cabin can be reduced to the maximum extent under the condition that landing safety and flight safety are not affected, so that the comfort is improved, the method can adapt to airports with different heights, and the takeoff and landing requirements of all airports are met.

Description

Technical Field

[0001] The present application belongs to the field of aircraft environmental control systems, and in particular to a distributed control cabin pressure system design method based on take-off and landing airports. Background Art

[0002] The cabin pressure system determines the safety and comfort of the aircraft cabin pressure. The traditional cabin pressure system changes monotonically with the flight altitude. In order to adapt to takeoff / landing at different airports, the exhaust valve control mechanism has to be bypassed during the takeoff and landing phases of the aircraft to fully open the valve to prevent the aircraft cabin from landing with pressure, which brings a certain operational burden to the pilot.

[0003] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Summary of the invention

[0004] The purpose of this application is to provide a distributed control cabin pressure system design method based on take-off and landing airports to solve at least one problem existing in the prior art.

[0005] The technical solution of this application is:

[0006] A distributed control cabin pressure system design method based on take-off and landing airports, including:

[0007] Acquire the airport altitude, and classify the airport type according to the airport altitude;

[0008] Acquiring a flight altitude, and dividing a cabin pressure control stage according to the flight altitude;

[0009] The cabin pressure in each cabin pressure control stage is determined according to the airport altitude.

[0010] In at least one embodiment of the present application, the airport type includes:

[0011] Plain airport, airport height h 机场 ∈[h 机场1 ,h 机场2 );

[0012] Low plateau airport, airport height h 机场 ∈[h 机场2 ,h 机场3 );

[0013] Central plateau airport, airport height h 机场 ∈[h 机场3 ,h 机场4 );

[0014] High plateau airport, airport altitude h 机场 ∈[h 机场4,h 机场5 ).

[0015] In at least one embodiment of the present application, the cabin pressure control stage includes:

[0016] The first cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 ,h 机场 +△h);

[0017] The second cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 +△h,h2);

[0018] The third cabin pressure control stage, flight altitude h 飞机 ∈[h2,h3).

[0019] In at least one embodiment of the present application, in the first cabin pressure control stage, the cabin pressure is a first predetermined pressure value, and the first predetermined pressure value is the sum of the airport measured pressure and the pre-boost amount.

[0020] In at least one embodiment of the present application, the pre-boost amount is Δp1.

[0021] In at least one embodiment of the present application, in the second cabin pressure control stage, the cabin pressure is obtained by interpolating between the second predetermined pressure value and the third predetermined pressure value, wherein the second predetermined pressure value is the flight altitude h 飞机 =h 机场 +△h, the cabin pressure at the time, the third predetermined pressure value is the flight altitude h 飞机 = Cabin pressure when h2.

[0022] In at least one embodiment of the present application, the second predetermined pressure value is calculated according to the following method:

[0023] When the airport altitude is h 机场 ∈[h 机场1 ,h 机场2 ), the second predetermined pressure value is equal to p 机场 +△p1;

[0024] When the airport altitude is h 机场 ∈[h 机场2 ,h 机场3 ), the second predetermined pressure value is equal to the cabin altitude p 机场2 +△p1;

[0025] When the airport altitude is h 机场 ∈[h 机场3 ,h 机场4 ), the second predetermined pressure value is equal to h机场 -The pressure value corresponding to △h;

[0026] When the airport altitude is h 机场 ∈[h 机场4 ,h 机场5 ), the second predetermined pressure value is equal to the flight altitude h 飞机 = The cabin pressure in meters corresponds to the cabin pressure when h2.

[0027] In at least one embodiment of the present application, the third predetermined pressure value is h 机场2 Corresponding cabin pressure value.

[0028] In at least one embodiment of the present application, in the third cabin pressure control stage, the cabin pressure is obtained by interpolating between the third predetermined pressure value and the fourth predetermined pressure value, wherein the fourth predetermined pressure value is the flight altitude h 飞 =Cabin pressure at h3.

[0029] In at least one embodiment of the present application,

[0030] During the take-off, climb and cruise phases of the aircraft, the cabin pressure of each cabin pressure control phase is determined according to the airport altitude of the take-off airport;

[0031] During the descent and landing phases of the aircraft, the cabin pressure in each of the cabin pressure control phases is determined according to the airport altitude of the landing airport.

[0032] In at least one embodiment of the present application, a digital cabin pressure control system on an aircraft is used to control the cabin pressure.

[0033] The invention has at least the following beneficial technical effects:

[0034] The distributed control cabin pressure system design method based on take-off and landing airports of the present application can reduce the cabin altitude to the maximum extent without affecting landing safety and flight safety, thereby improving comfort, adapting to airports at different altitudes, and meeting the take-off and landing requirements of all airports. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a flow chart of a method for designing a distributed control cabin pressure system based on take-off and landing airports according to an embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0037] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the scope of protection of the present application.

[0038] The following is combined with Figure 1 This application is described in further detail.

[0039] This application adopts a distributed control cabin pressure system design method based on take-off and landing airports, including the following steps:

[0040] Get the airport altitude and classify the airport type according to the airport altitude;

[0041] Obtain the flight altitude and divide the cabin pressure control stage according to the flight altitude;

[0042] The cabin pressure at each cabin pressure control stage is determined according to the airport altitude.

[0043] The distributed control cabin pressure system design method based on take-off and landing airports of the present application first divides the airports into multiple airport types according to the airport altitude, wherein the airport types include:

[0044] Plain airport, airport height h 机场 ∈[h 机场1 ,h 机场2 );

[0045] Low plateau airport, airport height h 机场 ∈[h 机场2 ,h 机场3 );

[0046] Central plateau airport, airport height h 机场 ∈[h 机场3 ,h 机场4 );

[0047] High plateau airport, airport altitude h 机场 ∈[h 机场4 ,h 机场5 ).

[0048] The above airport types cover airports from -600m to 4500m, which can adapt to airports at different altitudes and meet the take-off and landing requirements of all airports.

[0049] The distributed control cabin pressure system design method based on take-off and landing airports of the present application, secondly, divides a plurality of cabin pressure control stages according to the flight altitude, and the cabin pressure control stages include:

[0050] The first cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 ,h 机场 +△h);

[0051] The second cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 +△h,h2);

[0052] The third cabin pressure control stage, flight altitude h 飞机 ∈[h2,h3).

[0053] The distributed control cabin pressure system design method based on take-off and landing airports of the present application determines the cabin pressure of each cabin pressure control stage according to the airport type and the cabin pressure control stage according to the airport altitude.

[0054] Specifically include the following:

[0055] In the first cabin pressure control stage, the cabin pressure is a first predetermined pressure value, which is the sum of the airport measured pressure and the pre-pressurization amount. In one embodiment of the present application, the pre-pressurization amount is △p1. The present application is directed to the cabin pressure control method of the first cabin pressure control stage. By starting to pressurize △p1 on the airport ground, the drastic fluctuation of the airflow near the exhaust valve caused by the aircraft's nose-up action is suppressed, thereby interfering with the cabin pressure, thereby affecting the cabin pressure comfort, and at the same time preventing special faults in the emergency return situation from interfering with the crew's judgment of the cabin altitude.

[0056] In the second cabin pressure control stage, the cabin pressure is obtained by interpolating between the second predetermined pressure value and the third predetermined pressure value, wherein the second predetermined pressure value is the flight altitude h 飞机 =h 机场+△h, the cabin pressure, the third predetermined pressure value is the flight altitude h 飞机 = Cabin pressure when h2.

[0057] In this embodiment, the second predetermined pressure value is calculated according to the following method:

[0058] When the airport altitude is h 机 ∈[h 机场1 ,h 机场2 ), the second predetermined pressure value is equal to p 机场 +△p1;

[0059] When the airport altitude is h 机场 ∈[h 机场2 ,h 机场3 ), the second predetermined pressure value is equal to the cabin altitude p 机场2 +△p1;

[0060] When the airport altitude is h 机场 ∈[h 机场3 ,h 机场4 ), the second predetermined pressure value is equal to h 机场 -The pressure value corresponding to △h;

[0061] When the airport altitude is h 机场 ∈[h 机场4 ,h 机场5 ), the second predetermined pressure value is equal to the flight altitude h 飞机 = The cabin pressure in meters corresponds to the cabin pressure when h2.

[0062] The third predetermined pressure value is equal to the cabin altitude h 机场2 The corresponding cabin pressure value meets the long-term safe flight altitude requirements at night under takeoff / landing conditions at all airports.

[0063] In the third cabin pressure control stage, the cabin pressure is obtained by interpolating between the third predetermined pressure value and the fourth predetermined pressure value, wherein the fourth predetermined pressure value is the flight altitude h 飞机 = cabin pressure when h3. In this embodiment, the third predetermined pressure value is equal to h 机场2 The corresponding cabin pressure value. This application is for the cabin pressure control method in the third cabin pressure control stage. Above h2, it does not change with the take-off / landing airport altitude. The crew can intuitively judge the cabin pressure realization situation to prevent the cabin pressure system from being too complicated and distracting the crew's attention.

[0064] The cabin pressures in the second cabin pressure control stage and the third cabin pressure control stage are both obtained by interpolation, which can prevent the cabin pressure change rate from being too large locally due to uneven changes.

[0065] Cabin altitude refers to the equivalent sea level altitude corresponding to the cabin pressure set inside the aircraft to maintain the comfort of passengers and crew members.

[0066] The present application discloses a method for designing a distributed control cabin pressure system based on take-off and landing airports. During the take-off, climb and cruise phases of the aircraft, the cabin pressure of each cabin pressure control phase is determined according to the airport altitude of the take-off airport; during the descent and landing phases of the aircraft, the cabin pressure of each cabin pressure control phase is determined according to the airport altitude of the landing airport, so as to ensure take-off and landing safety.

[0067] The distributed control cabin pressure system design method based on take-off and landing airports in this application, with the advancement of science and technology, digital cabin pressure adjustment technology has gradually been applied, and the cabin pressure system is relatively flexible and can be customized according to user needs. By using the digital cabin pressure control system on the aircraft to automatically control the cabin pressure, no additional operation is required by the crew, which can greatly reduce the crew's operating burden.

[0068] The distributed control cabin pressure system design method based on take-off and landing airports of the present application fully considers the airports in use around the world. According to actual usage needs, the cabin altitude can be reduced to the maximum extent to improve comfort without affecting landing safety and flight safety.

[0069] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A distributed control cabin pressure system design method based on take-off and landing airports, characterized in that: include: Acquire the airport altitude, and classify the airport type according to the airport altitude; Acquiring a flight altitude, and dividing a cabin pressure control stage according to the flight altitude; The cabin pressure in each cabin pressure control stage is determined according to the airport altitude.

2. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 1 is characterized in that: The airport types include: Plain airport, airport height h 机场 ∈[h 机场1 ,h 机场2 ); Low plateau airport, airport height h 机场 ∈[h 机场2 ,h 机场3 ); Central plateau airport, airport height h 机场 ∈[h 机场3 ,h 机场4 ); High plateau airport, airport altitude h 机场 ∈[h 机场4 ,h 机场5 ).

3. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 2 is characterized in that: The cabin pressure control stage includes: The first cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 ,h 机场 +△h); The second cabin pressure control stage, flight altitude h 飞机 ∈[h 机场 +△h,h2); The third cabin pressure control stage, flight altitude h 飞机 ∈[h2,h3).

4. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 3 is characterized in that: In the first cabin pressure control stage, the cabin pressure is a first predetermined pressure value, and the first predetermined pressure value is the sum of the airport measured pressure and the pre-pressurization amount.

5. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 4 is characterized in that: The pre-boost amount is Δp1.

6. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 5 is characterized in that: In the second cabin pressure control stage, the cabin pressure is obtained by interpolating between the second predetermined pressure value and the third predetermined pressure value, wherein the second predetermined pressure value is the flight altitude h 飞机 =h 机场 +△h, the cabin pressure at the time, the third predetermined pressure value is the flight altitude h 飞机 = Cabin pressure when h2.

7. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 6 is characterized in that: The second predetermined pressure value is calculated according to the following method: When the airport altitude is h 机场 ∈[h 机场1 ,h 机场2 ), the second predetermined pressure value is equal to p 机场 +△p1; When the airport altitude is h 机场 ∈[h 机场2 ,h 机场3 ), the second predetermined pressure value is equal to the cabin altitude p 机场2 +△p1; When the airport altitude is h 机场 ∈[h 机场3 ,h 机场4 ), the second predetermined pressure value is equal to h 机场 -The pressure value corresponding to △h; When the airport altitude is h 机场 ∈[h 机场4 ,h 机场5 ), the second predetermined pressure value is equal to the flight altitude h 飞机 = The cabin pressure in meters corresponds to the cabin pressure when h2.

8. The method for designing a distributed control cabin pressure system based on take-off and landing airports according to claim 6, characterized in that: The third predetermined pressure value is h 机场2 Corresponding cabin pressure value.

9. The method for designing a distributed control cabin pressure system based on take-off and landing airports according to claim 7, characterized in that: In the third cabin pressure control stage, the cabin pressure is obtained by interpolating between the third predetermined pressure value and the fourth predetermined pressure value, wherein the fourth predetermined pressure value is the flight altitude h 飞 =Cabin pressure at h3.

10. The distributed control cabin pressure system design method based on take-off and landing airports according to claim 1, characterized in that: During the take-off, climb and cruise phases of the aircraft, the cabin pressure of each cabin pressure control phase is determined according to the airport altitude of the take-off airport; During the descent and landing phases of the aircraft, the cabin pressure in each of the cabin pressure control phases is determined according to the airport altitude of the landing airport.

11. According to the design method of distributed control cabin pressure system based on take-off and landing airports as described in claim 1, the digital cabin pressure control system on the aircraft is used to control the cabin pressure.

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