Aircraft cabin pressure adjusting system and aircraft cabin pressure adjusting method

Abstract

An aircraft cabin pressure regulation system and method, the system including a comfort regulation unit configured to acquire a comfort level associated with an ear pressure of a person in a cabin based on a cabin pressure and a cabin pressure rate of change, and a comfort exhaust valve configured to exhaust the comfort level associated with the ear pressure of the person in the cabin based on the cabin pressure and the cabin pressure rate of change. And adjust comfort exhaust valve actuation by comparing the comfort level to a predetermined comfort level. The aircraft cockpit pressure adjusting method comprises the steps that ear pressure is calculated according to cockpit pressure and the cockpit pressure change rate, and then the comfort level is calculated; comparing the comfort level with a preset comfort level, and determining a comfort target value; the actuation speed of the exhaust valve is calculated according to the comfort target value; and driving the exhaust valve at the exhaust valve actuation speed. According to the system and method, the ear pressure comfort evaluation model is used for quantitatively evaluating the influence on the comfort of the ears of the passengers when the airplane flies, and high accuracy and feasibility are achieved.

Description

Technical Field

[0001] The present invention relates to the field of aircraft cabin pressure control, and more particularly to an aircraft cabin pressure regulating system and an aircraft cabin pressure regulating method. Background Art

[0002] The cabin pressure of an aircraft changes regularly as the aircraft climbs and descends. When the pressure in the cabin fluctuates frequently or changes sharply, it will cause ear pain or short-term dizziness. In particularly severe cases, it may cause middle ear damage. This is due to the physiological changes in the ear caused by the pressure fluctuations inside and outside the middle ear tympanic membrane. Specifically, the tympanic membrane separates the middle ear cavity (also called the tympanic chamber) from the external auditory canal, and the side of the tympanic membrane opposite the middle ear cavity is connected to the nose and throat through the Eustachian tube. When the pressure fluctuates, the gas in the middle ear cavity expands or compresses, causing a pressure difference between the middle ear cavity and the external auditory canal, so that the tympanic membrane begins to bulge or press in, which causes the tympanic membrane to deflect on the ossicles and makes people feel uncomfortable or even painful. Without taking countermeasures, the pressure balance between the middle ear cavity and the external auditory canal will be quite slow. Even if the pressure balance is accelerated by swallowing, pinching the nose and blowing air, it will still cause people who already have ear pain to be troubled for quite a while.

[0003] In order to solve this problem, the cabin pressure of the aircraft needs to be adjusted. For this purpose, an exhaust valve is set in the cockpit of the aircraft, which changes the exhaust volume of the cabin to the outside according to the command signal of the cabin pressure controller. At present, the design of aircraft pressure comfort is mainly based on a comfort recommendation curve given by SAE ARP1270. Under normal circumstances, the cabin pressure change rate is not more than 500ft / min (feet per minute) when the aircraft ascends, and the cabin pressure change rate is not more than 300ft / min when the aircraft descends. The cabin pressure change rate is limited to not exceed 3500ft / min. Once it exceeds 3500ft / min, the exhaust valve will be driven to move toward the closed position.

[0004] However, in some special scenarios, such as rapid descent, rapid ascent, automatic-manual switching, etc., the cabin pressure change rate can reach between 2000ft / min and 3000ft / min, causing very obvious ear discomfort to the crew and passengers.

[0005] In this rate of change range, there is currently no pressure balance and system or control command. Although there have been attempts to use Boyle's law to regulate cabin pressure, this method can only be used in the cockpit of a specific type of aircraft, and because it ignores the complexity of the human ear, its feasibility and accuracy for different groups of people remain to be verified.

[0006] Therefore, there is a need for an aircraft cabin pressure regulation system that can regulate cabin pressure in most scenarios to improve comfort. Summary of the invention

[0007] In order to solve the problem that the cabin pressure caused by altitude changes cannot always make people feel comfortable, the present invention proposes an aircraft cabin pressure adjustment system, which uses an experimentally verified ear pressure comfort evaluation model to quantitatively evaluate the impact of the aircraft on the passenger's ear comfort during flight, and has high accuracy and feasibility.

[0008] Specifically, the aircraft cabin pressure regulating system includes a sensor, a control device and an exhaust valve, wherein the control device is configured to control the actuation of the exhaust valve to adjust the cabin pressure of the aircraft, and the aircraft cabin pressure regulating system includes a comfort regulating unit and at least one comfort exhaust valve, wherein the comfort regulating unit is configured to obtain the comfort level of the person in the cabin according to the cabin pressure and the cabin pressure change rate, and to adjust the actuation of the comfort exhaust valve by comparing the comfort level with a predetermined comfort level, and wherein the comfort level is associated with the ear pressure of the person in the cabin. The aircraft cabin pressure regulating system of the present invention utilizes an exhaust valve with a high-precision regulating function to make the aircraft cabin pressure control more comfortable, so as to enhance the comfort experience of passengers on civil aircraft. In addition, the aircraft cabin pressure regulating system of the present invention can be embedded in any existing pressure regulating system as an auxiliary comfort regulation.

[0009] Specifically, the comfort adjustment unit includes an ear pressure calculation module, which receives the cabin pressure and the cabin pressure change rate from the sensor, and calculates the ear pressure according to the cabin pressure and the cabin pressure change rate; a comfort calculation module, which calculates the comfort level according to the cabin pressure and the ear pressure obtained from the ear pressure calculation module; and a comfort logic determination module, which compares the comfort level with a predetermined comfort level, wherein when the comfort level is greater than the predetermined comfort level, the comfort logic determination module issues a comfort adjustment instruction.

[0010] In one embodiment, when the Eustachian tube is open, the ear pressure calculation module calculates the ear pressure according to the following formula:

[0011]

[0012] Where M is the molar mass of the gas, in kg / mol (kilograms per mole); T is the absolute temperature of the gas, in K (Kelvin); R is the molar gas constant, in J / (mol·K); Po(t) is the air pressure in the middle ear cavity at time t, in Pa; Pi(t) is the air pressure in the external auditory canal at time t, in Pa; k 1is the volume coefficient of the middle ear cavity, which is related to the initial volume of the middle ear cavity and is expressed in m 3 ;k 2 is the displacement coefficient of the tympanic membrane, in m / N (meter / Newton); k 3 is the coefficient of fluctuation of the volume of the tympanic membrane deformation, in m 2 ;k 4 is the tympanic membrane area coefficient, in m 2 ;k 5 is the Eustachian tube radius coefficient, in meters. k 1 , k 2 , k 3 , k 4 and k 5 Corrected after testing.

[0013] In one embodiment, when the Eustachian tube is closed, the ear pressure calculation module calculates the ear pressure according to the following formula:

[0014]

[0015] Where Po(s) is the air pressure in the middle ear cavity, in pa, and s is the complex variable of Laplace transform; Pi(s) is the air pressure in the external auditory canal, in pa, and s is the complex variable of Laplace transform; A is the area of ​​the tympanic membrane, in m 2 ;k 1 is the volume coefficient of the middle ear cavity, which is related to the initial volume of the middle ear cavity and is expressed in m 3 ;k 2 is the displacement coefficient of the tympanic membrane, in m / N (meter / Newton); k 3 is the coefficient of fluctuation of the volume of the tympanic membrane deformation, in m 2 ;n 0 is the number of moles of gas, in mol; V 0 is the initial volume of the middle ear cavity, in m 3 ;x 0 is the initial thickness of the tympanic membrane, in m.

[0016] Furthermore, the comfort level is calculated according to the following formula:

[0017] Q(h)=k|Po(h)-Pi(h)|,

[0018] Among them, Po(h) is the air pressure in the middle ear cavity at a height of h, in Pa (Pa); Pi(h) is the air pressure in the external auditory canal at a height of h, in Pa (Pa); i is the population (all, young, old); k is the human ear comfort coefficient (m 2 / N); Q(h) is the comfort level at height h.

[0019] The comfort adjustment unit further includes: a comfort target value control target module, which determines the comfort target value when receiving the comfort adjustment instruction; an actuation speed output module, which obtains the comfort target value from the comfort target value control target module and calculates the exhaust valve actuation speed according to the comfort target value. And the aircraft cabin pressure adjustment system also includes a comfort drive device, which drives the comfort exhaust valve at the exhaust valve actuation speed.

[0020] The present invention also proposes a method for adjusting aircraft cabin pressure, comprising the following steps: obtaining cabin pressure and cabin pressure change rate; calculating ear pressure based on the cabin pressure and cabin pressure change rate; calculating comfort level based on the cabin pressure and ear pressure; and comparing the comfort level with a predetermined comfort level; when the comfort level is greater than the predetermined comfort level, determining a comfort target value; calculating an exhaust valve actuation speed based on the comfort target value; and driving the exhaust valve at the exhaust valve actuation speed.

[0021] Additional features and advantages of the described aircraft cabin pressure regulation systems and methods will be set forth in the following detailed description, which includes the following detailed description and the accompanying drawing descriptions, and will be apparent to those skilled in the art from the following description or will be learned by those skilled in the art from practicing the embodiments described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] With reference to the above objects, the technical features of the present invention are clearly described in the following claims, and its advantages are apparent from the following detailed description with reference to the accompanying drawings, which show preferred embodiments of the present invention by way of example without limiting the scope of the inventive concept.

[0023] Figure 1 A schematic diagram of an aircraft cabin pressure regulation system according to an embodiment of the present invention is shown;

[0024] Figure 2 A schematic diagram showing a comfort adjustment unit according to an embodiment of the present invention; and

[0025] Figure 3 A flow chart of a method for adjusting aircraft cabin pressure according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0026] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments, but they are not intended to limit the present invention in any way.

[0027] The term "ear pressure" as used herein refers to the middle ear cavity air pressure, ie, the air pressure in the middle ear cavity.

[0028] The "association" between the comfort level and the ear pressure mentioned in this article means that the comfort level changes accordingly with the change of the ear pressure, that is, a mapping relationship can be formed. For example, the comfort level can be a linear function, a quadratic function, etc. of the ear pressure value.

[0029] Figure 1 An overview of an aircraft cabin pressure regulating system 1 according to an embodiment of the present invention is shown, and the aircraft cabin pressure regulating system 1 includes a sensor (not shown), a control device and an exhaust valve. The sensor is used to sense the cabin pressure and the cabin pressure change rate in the cabin, and the above two data can be sent to other avionics systems. The control device is configured to control the actuation of the exhaust valve to adjust the cabin pressure of the aircraft. Specifically, the control device includes an automatic controller 10 and a semi-automatic controller 20. The automatic controller 10 and the semi-automatic controller 20 are installed in the electronic equipment bay of the aircraft, and the exhaust valve 30 is installed in the cabin together with the safety valve 40 and the negative pressure relief valve 50, specifically in the front and rear triangular areas of the cabin. The exhaust valve 30 is usually installed one in each of the front and rear areas of the cockpit, so there are typically two exhaust valves 30 in the cockpit. Correspondingly, there are also two automatic controllers 10. Each automatic controller 10 has two automatic control channels, namely the first channel 11 and the second channel 12. Each exhaust valve 30 is controlled by the first channel 11 and the second channel 12 of an automatic controller 10 and the channel of the semi-automatic controller 20. When one channel is working, the other channel is used as a hot backup. The two channels are mutually exclusive and cannot be driven at the same time. The crew can also control the semi-automatic controller 20 through the control panel to actuate the exhaust valve 30. When the aircraft climbs and descends at a faster rate, the automatic controller 10 and the semi-automatic controller 20 can drive the exhaust valve 30 to move toward the closed position to avoid excessive changes in cabin pressure. The safety valve 40 is a safety device to prevent the cabin from being damaged by excessive pressure difference between the inside and outside of the cabin. The negative pressure relief valve 50 is a safety device that automatically opens when the negative pressure in the cabin exceeds the set value. The specific usage of the automatic controller 10, the semi-automatic controller 20, the exhaust valve 30, the safety valve 40 and the negative pressure relief valve 50 are known to those skilled in the art and will not be described in detail below.

[0030] The conventional components of the aircraft cabin pressure regulation system 1 are described above. The system uses these components to follow the existing comfort recommendation curve and automatically or manually regulate the pressure when the cabin pressure and the cabin pressure change rate exceed the specified threshold. However, for the pressure difference pressure change rate that does not exceed the specified threshold but is still large, the system cannot regulate the cabin pressure in time, thereby affecting the comfort of the crew and passengers.

[0031] In order to solve the above problems, the control device includes a comfort adjustment unit, and the exhaust valve includes at least one comfort exhaust valve. The comfort adjustment unit is configured to obtain the comfort level of people in the cabin based on the cabin pressure and the cabin pressure change rate, and adjust the comfort exhaust valve actuation by comparing the comfort level with a predetermined comfort level.

[0032] Specifically, refer to Figure 1 , at least one comfort exhaust valve 60 is provided in the cabin. In an embodiment of the present invention, one comfort exhaust valve 60 is provided, but in other embodiments, it is also possible to provide multiple comfort exhaust valves 60. In an embodiment of a single comfort exhaust valve 60, the automatic controller 10 is provided with a third channel 13, and the comfort exhaust valve 60 is controlled by the third channel 13 of the automatic controller 10 and the channel of the semi-automatic controller 20. The comfort exhaust valve 60 has higher precision than the conventional exhaust valve 30, that is, the cabin pressure can be adjusted within a more precise range. The aircraft cabin pressure adjustment system 1 of the present invention utilizes the comfort exhaust valve 60 with a high-precision adjustment function to make the aircraft cabin pressure control more comfortable, so as to enhance the comfort experience of civil aircraft passengers. In addition, the aircraft cabin pressure adjustment system 1 of the present invention can be embedded in any existing pressure adjustment system as an auxiliary comfort adjustment.

[0033] Reference Figure 2 In order to realize the pressure regulation function of the comfort exhaust valve 60, the aircraft cabin pressure regulation system includes a comfort regulation unit 100, which is configured to obtain the comfort of people in the cabin according to the cabin pressure and the cabin pressure change rate, and quantify the comfort into a comfort level, and then adjust the actuation of the comfort exhaust valve 60 by comparing the comfort level with a predetermined comfort level. For example, when the comfort level is greater than the predetermined comfort level, the comfort exhaust valve 60 is controlled to actuate toward the closed position to accurately regulate the cabin pressure, so that the people on board feel more comfortable.

[0034] In the embodiment of the present invention, in order to obtain a quantitative comfort level, the comfort adjustment unit 100 associates the comfort level with the ear pressure (middle ear cavity air pressure) of the person in the cabin. Specifically, the comfort adjustment unit 100 has an ear pressure calculation module 110, a comfort calculation module 120, a comfort logic determination module 130, a comfort target value control target module 140, and an actuation speed output module 150. These modules will be introduced below.

[0035] like Figure 2 As shown, the ear pressure calculation module 110 receives the cabin pressure and the cabin pressure change rate from the sensor, and calculates the ear pressure according to the cabin pressure and the cabin pressure change rate.

[0036] In one embodiment, when the Eustachian tube is open, the ear pressure calculation module calculates the ear pressure according to the following formula:

[0037]

[0038] Where M is the molar mass of the gas, in kg / mol (kilograms per mole); T is the absolute temperature of the gas, in K (Kelvin); R is the molar gas constant, in J / (mol·K); Po(t) is the air pressure in the middle ear cavity at time t, in Pa; Pi(t) is the air pressure in the external auditory canal at time t, in Pa; k 1 is the volume coefficient of the middle ear cavity, which is related to the initial volume of the middle ear cavity and is expressed in m 3 ;k 2 is the displacement coefficient of the tympanic membrane, in m / N (meter / Newton); k 3 is the coefficient of fluctuation of the volume of the tympanic membrane deformation, in m 2 ;k 4 is the tympanic membrane area coefficient, in m 2 ;k 5 is the Eustachian tube radius coefficient, in meters. k 1 , k 2 , k 3 , k 4 and k 5 In this formula, since the external auditory canal air pressure can be regarded as the cabin pressure, the value of the external auditory canal air pressure can be obtained by inputting the state of gas and the real-time cabin pressure value into the ear pressure calculation module 110 .

[0039] In one embodiment, when the Eustachian tube is closed, the ear pressure calculation module calculates the ear pressure according to the following formula:

[0040]

[0041] Where Po(s) is the air pressure in the middle ear cavity, in pa, and s is the complex variable of Laplace transform; Pi(s) is the air pressure in the external auditory canal, in pa, and s is the complex variable of Laplace transform; A is the area of ​​the tympanic membrane, in m 2 ;k 1 is the volume coefficient of the middle ear cavity, which is related to the initial volume of the middle ear cavity and is expressed in m 3 ;k 2 is the displacement coefficient of the tympanic membrane, in m / N (meter / Newton); k 3 is the coefficient of fluctuation of the volume of the tympanic membrane deformation, in m 2 ;n 0 is the number of moles of gas, in mol; V 0 is the initial volume of the middle ear cavity, in m 3 ;x 0is the initial thickness of the tympanic membrane, in m.

[0042] In actual situations, it is difficult for the ear pressure calculation module 110 to determine whether the occupant's Eustachian tube is open or closed, so a judgment method is needed so that the ear pressure calculation module 110 can use this to determine the selection of the above two calculation models. To this end, the pressure difference between the external auditory canal and the middle ear cavity is specified to be a certain threshold value or range, so that the ear pressure calculation module 110 can use this to select one of the two calculation models. Here, the Eustachian tube opening threshold is selected as 1.45 kpa (kilopascals), for example. If the pressure difference between the external auditory canal and the middle ear cavity is less than this value, formula (2) is selected (i.e., the Eustachian tube is regarded as closed), otherwise formula (1) is selected (i.e., the Eustachian tube is regarded as open).

[0043] After obtaining the calculated value of the ear pressure, the comfort calculation module 120 calculates the comfort level according to the cabin pressure and the ear pressure obtained from the ear pressure calculation module 110. Specifically, the comfort calculation module 120 calculates the comfort level according to the following formula:

[0044] Q(h)=k|Po(h)-Pi(h)| (3)

[0045] Where Po(h) is the middle ear cavity pressure at height h; Pi(h) is the external auditory canal pressure at height h; i is the population (all, young, old); k is the human ear comfort coefficient (m 2 / N); Q(h) is the comfort level at height h. The human ear comfort coefficient k is determined according to the predetermined comfort level. The comfort level is a dimensionless number. In the present invention, the predetermined comfort level is 4, but in other embodiments, the predetermined comfort level can be selected as other values, in which case the human ear comfort coefficient k needs to be adjusted accordingly through experiments. The comfort calculation module 120 transmits the obtained comfort level to the comfort logic determination module 130.

[0046] Then, the comfort logic determination module 130 compares the comfort level obtained by formula (3) with the predetermined comfort level. When the comfort level is greater than the predetermined comfort level, the comfort logic determination module 130 issues a comfort adjustment instruction. In an embodiment of the present invention, when the comfort level is greater than 4, the comfort logic determination module 130 issues a comfort adjustment instruction to the comfort target value control target module 140. When the comfort level is equal to or less than 4, the comfort logic determination module 130 does not transmit any instruction.

[0047] Subsequently, when the comfort target value control target module 140 receives the comfort adjustment instruction, the comfort target value control target module 140 determines the comfort target value, which can be determined in advance, for example, the comfort target value is constant at 3, or can be changed according to conditions such as the current altitude of the aircraft. The comfort target value control target module 140 assigns the comfort target value to the actuation speed output module 150 for the comfort exhaust valve 60.

[0048] Finally, the actuation speed output module 150 obtains the comfort target value from the comfort target value control target module, and calculates the exhaust valve actuation speed according to the comfort target value. The conversion from the comfort target value to the exhaust valve actuation speed can be achieved by a PID control algorithm.

[0049] In general, after the comfort adjustment unit 100 receives the signal (cabin pressure and cabin pressure change rate) from the pressure adjustment system, the comfort adjustment unit 100 calculates the ear pressure using the ear pressure calculation module 110, and then calculates the comfort level using the comfort calculation module 120. The comfort logic determination module 130 determines whether the comfort level exceeds the threshold. If it exceeds the threshold, the comfort control target value module assigns 140 a value lower than the threshold to the actuation speed output module 150, and the calculated actuation speed is used as the control target value.

[0050] Continue to refer to Figure 2 The high-precision comfort drive device 70 obtains the target value of the exhaust valve actuation speed from the comfort adjustment unit 100, specifically the actuation speed output module 150, and drives the comfort exhaust valve 60 at the exhaust valve actuation speed.

[0051] Figure 3 A flow chart of an aircraft cabin pressure adjustment method according to an embodiment of the present invention is shown, the method comprising the following steps: obtaining cabin pressure and cabin pressure change rate (step 201); calculating ear pressure according to the cabin pressure and cabin pressure change rate (step 202); calculating comfort level according to the cabin pressure and ear pressure (step 203); comparing the comfort level with a predetermined comfort level (step 204); when the comfort level is greater than the predetermined comfort level, determining a comfort target value (step 205); calculating an exhaust valve actuation speed according to the comfort target value (step 206); and driving the exhaust valve at the exhaust valve actuation speed (step 207).

[0052] The aircraft cabin pressure regulation system and method of the present invention have the following technical advantages:

[0053] 1. The main feature of the control method proposed in the present invention is that the ear pressure and comfort level are calculated by means of the cabin pressure and the cabin pressure change rate. This method has been verified through a large number of test parameters and has high accuracy and feasibility. In addition, current aircraft do not have a logical link for adjusting ear pressure comfort. This invention can solve the ear pressure problem of aircraft and greatly improve the competitiveness of civil aircraft.

[0054] 2. The high-precision comfort exhaust valve actuation speed is controlled by the comfort logic judgment module and the comfort control target value mechanism to drive the valve actuation, thereby improving the comfort experience of passengers. Whether it is the common cabin pressure control method that limits the pressure difference between the inside and outside of the cabin at each flight altitude, or the cabin pressure control method that corresponds the cabin altitude to the aircraft flight altitude, or other uncommon cabin pressure control methods, the cabin pressure comfort can be controlled by adding this system and method, which significantly improves the comfort of the crew and passengers.

[0055] 3. A cabin pressure comfort control system that implements the above control method. Cabin pressure discomfort is a common problem in current civil aircraft. There are no reports of accurate and feasible methods and control systems in the current public literature. The method of the present invention has been verified by a large number of experiments and can solve the ear pressure comfort problem well. The system has good embeddability and can be embedded in the existing pressure regulation system.

[0056] Although the structure of the present invention has been described above in conjunction with the preferred embodiments, it should be appreciated by those skilled in the art that the above examples are only for illustration and cannot be used as limitations of the present invention. Therefore, the present invention may be modified and varied, and these modifications and variations will fall within the scope defined by the appended claims of the present application.

Claims

1. An aircraft cabin pressure regulation system, comprising a sensor, a control device and an exhaust valve, wherein the control device is configured to control the actuation of the exhaust valve to regulate the cabin pressure of the aircraft, It is characterized in that The aircraft cabin pressure regulation system comprises a comfort regulation unit and at least one comfort exhaust valve, wherein the comfort regulation unit is configured to obtain a comfort level of a person in the cabin according to the cabin pressure and a cabin pressure change rate, and to regulate an actuation of the comfort exhaust valve by comparing the comfort level with a predetermined comfort level. The comfort adjustment unit includes an ear pressure calculation module, which receives the cabin pressure and the cabin pressure change rate from the sensor, and calculates the ear pressure of the person in the cabin according to the cabin pressure and the cabin pressure change rate, and The comfort level is associated with the ear pressure.

2. The aircraft cabin pressure regulation system according to claim 1, characterized in that: The comfort adjustment unit also includes: a comfort calculation module, wherein the comfort calculation module calculates the comfort level according to the cabin pressure and the ear pressure obtained from the ear pressure calculation module; and A comfort logic determination module is configured to compare the comfort level with a predetermined comfort level, wherein when the comfort level is greater than the predetermined comfort level, the comfort logic determination module issues a comfort adjustment instruction.

3. The aircraft cabin pressure regulation system according to claim 1, characterized in that: When the Eustachian tube is open, the ear pressure calculation module calculates the ear pressure according to the following formula: in, M——gas molar mass, kg / mol; T——absolute temperature of gas, K; R——molar gas constant, J / (mol·K); Po(t)——air pressure in the middle ear cavity at time t, Pa; Pi(t)——air pressure in the external auditory canal at time t, Pa; k1——middle ear cavity volume coefficient, related to the initial volume of the middle ear cavity, m 3 ; k2——tympanic membrane deformation displacement coefficient, m / N; k3——Tympanic membrane deformation volume fluctuation coefficient, m 2 ; k4——tympanic membrane area coefficient, m 2 ; k5——Eustachian tube radius coefficient, m.

4. The aircraft cabin pressure regulation system according to claim 1, characterized in that: When the Eustachian tube is closed, the ear pressure calculation module calculates the ear pressure according to the following formula: in, Po(s)——middle ear cavity pressure, Pa, where s is the complex variable of Laplace transform; Pi(s)——air pressure in the external auditory canal, Pa, where s is the complex variable of the Laplace transform; A——tympanic membrane area, m 2 ; k1——middle ear cavity volume coefficient, related to the initial volume of the middle ear cavity, m 3 ; k2——tympanic membrane deformation displacement coefficient, m / N; k3——Tympanic membrane deformation volume fluctuation coefficient, m 2 ; n0——gas mole number, mol; V0——initial volume of the middle ear cavity, m 3 ; x0——initial thickness of tympanic membrane, m.

5. The aircraft cabin pressure regulation system according to claim 3 or 4, characterized in that: The comfort level is calculated according to the following formula: Q(h)=k|Po(h)-Pi(h)|, in, Po(h)——the air pressure in the middle ear cavity at the height h, Pa; Pi(h)——air pressure in the external auditory canal at height h, Pa; k——Human ear comfort coefficient (m 2 / N); Q(h)——Comfort level at height h.

6. The aircraft cabin pressure regulation system according to claim 2, characterized in that: The comfort control unit further comprises: a comfort target value control target module, which determines a comfort target value when receiving the comfort adjustment instruction; and an actuation speed output module, wherein the actuation speed output module obtains the comfort target value from the comfort target value control target module and calculates the exhaust valve actuation speed according to the comfort target value, and Wherein, the aircraft cabin pressure regulation system further comprises a comfort drive device, and the comfort drive device drives the comfort exhaust valve at the exhaust valve actuation speed.

7. A method for adjusting aircraft cabin pressure, characterized in that: The following steps are involved: Get the cabin pressure and cabin pressure change rate; calculating ear pressure according to the cabin pressure and the cabin pressure change rate; calculating the comfort level according to the cabin pressure and the ear pressure; comparing the comfort level to a predetermined comfort level; When the comfort level is greater than the predetermined comfort level, determining a comfort target value; calculating the exhaust valve actuation speed according to the comfort target value; and The exhaust valve is driven at the exhaust valve actuation speed.

8. The aircraft cabin pressure regulating method according to claim 7, characterized in that: When the Eustachian tube is open, the ear pressure is calculated according to the following formula: in, M——gas molar mass, kg / mol; T——absolute temperature of gas, K; R——molar gas constant, J / (mol·K); Po(t)——air pressure in the middle ear cavity at time t, Pa; Pi(t)——air pressure in the external auditory canal at time t, Pa; k1——middle ear cavity volume coefficient, related to the initial volume of the middle ear cavity, m 3 ; k2——tympanic membrane deformation displacement coefficient, m / N; k3——Tympanic membrane deformation volume fluctuation coefficient, m 2 ; k4——tympanic membrane area coefficient, m 2 ; k5——Eustachian tube radius coefficient, m.

9. The aircraft cabin pressure regulating method according to claim 7, characterized in that: When the Eustachian tube is closed, the ear pressure is calculated according to the following formula: in, Po(s)——air pressure in the middle ear cavity, Pa, where s is the complex variable of Laplace transform; Pi(s)——air pressure in the external auditory canal, Pa, where s is the complex variable of Laplace transform; A——eardrum area, m 2 ; k1——middle ear cavity volume coefficient, related to the initial volume of the middle ear cavity, m 3 ; k2——tympanic membrane deformation displacement coefficient, m / N; k3——Tympanic membrane deformation volume fluctuation coefficient, m 2 ; n0——gas mole number, mol; V0——initial volume of the middle ear cavity, m 3 ; x0——initial thickness of tympanic membrane, m.

10. The aircraft cabin pressure regulating method according to claim 7, characterized in that: The stated comfort level is calculated according to the following formula: Q(h)=k|Po(h)-Pi(h)|, in, Po(h)——the air pressure in the middle ear cavity at the height h, Pa; Pi(h)——air pressure in the external auditory canal at height h, Pa; k——Human ear comfort coefficient (m 2 / N); Q(h)——Comfort level at height h.

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