An aircraft cabin pressure regulating system and method of regulating aircraft cabin pressure

Abstract

An aircraft cabin pressure regulation system and method are disclosed. The system includes a comfort adjustment unit and a comfort vent valve. The comfort adjustment unit is configured to obtain a comfort level associated with the ear pressure of a passenger in the cabin based on cabin pressure and cabin pressure change rate, and to adjust the actuation of the comfort vent valve by comparing the comfort level with a predetermined comfort level. The aircraft cabin pressure regulation method includes calculating the ear pressure based on cabin pressure and cabin pressure change rate, and then calculating a comfort level; comparing the comfort level with a predetermined comfort level to determine a comfort target value; calculating the vent valve actuation speed based on the comfort target value; and driving the vent valve at the vent valve actuation speed. The system and method of this invention use an ear pressure comfort assessment model to quantitatively evaluate the impact on passenger ear comfort during aircraft flight, exhibiting high accuracy and feasibility.

Description

Technical Field

[0001] This invention relates to the field of aircraft cabin pressure control, and more specifically to an aircraft cabin pressure regulation system and an aircraft cabin pressure regulation method. Background Technology

[0002] The cabin pressure of an aircraft changes regularly with its ascent and descent. Large, frequent, or abrupt fluctuations in cabin pressure can cause ear pain or brief dizziness, and in severe cases, middle ear damage. This is due to physiological changes in the ear caused by pressure fluctuations across the tympanic membrane. Specifically, the tympanic membrane separates the middle ear cavity (also called the tympanic cavity) from the external auditory canal, and the opposite side of the tympanic membrane connects to the nose and throat via the Eustachian tube. During pressure fluctuations, the gas in the middle ear cavity expands or contracts, creating a pressure difference between the middle ear cavity and the external auditory canal. This causes the tympanic membrane to bulge or be pushed inward, resulting in deflection of the tympanic membrane against the ossicles, causing discomfort and even pain. Without intervention, pressure equalization between the middle ear cavity and the external auditory canal is quite slow. Even with actions like swallowing or pinching the nose and blowing air to speed up the process, it can still cause considerable discomfort for those already experiencing ear pain.

[0003] To address this issue, cabin pressure regulation is necessary. This is achieved by installing exhaust valves in the cabin, which adjust the amount of air released from the cabin based on signals from the cabin pressure controller. Currently, aircraft pressure comfort design is primarily based on a comfort recommendation curve provided by SAE ARP1270. Under normal conditions, the cabin pressure change rate should not exceed 500 ft / min during ascent and 300 ft / min during descent, with a maximum limit of 3500 ft / min. Exceeding 3500 ft / min will activate the exhaust valves, causing them to close.

[0004] However, in certain special scenarios, such as rapid descent, rapid ascent, or automatic / manual switching, the cabin pressure change rate can reach between 2000 ft / min and 3000 ft / min, causing significant ear discomfort for the crew and passengers.

[0005] Within this range of change rates, there is currently no pressure balance or system or control command satisfied. Although attempts have been made to use Boyle's law to regulate cabin pressure, this method can only be used in the cabins of specific aircraft models, and its feasibility and accuracy for different populations remain to be verified due to the neglect of the complexity of the human ear.

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

[0007] To address the issue of cabin pressure not being consistently comfortable due to altitude changes, this invention proposes an aircraft cabin pressure regulation system. This system uses an experimentally validated ear pressure comfort assessment model to quantitatively evaluate the impact of aircraft pressure on passenger ear comfort during flight, demonstrating high accuracy and feasibility.

[0008] Specifically, this aircraft cabin pressure regulation system includes sensors, control equipment, and an exhaust valve. The control equipment is configured to control the actuation of the exhaust valve to regulate the cabin pressure. The aircraft cabin pressure regulation system includes a comfort adjustment unit and at least one comfort exhaust valve. The comfort adjustment unit is configured to obtain a comfort level of the occupant based on the cabin pressure and the rate of change of cabin pressure, and to adjust the actuation of the comfort exhaust valve by comparing the comfort level with a predetermined comfort level. The comfort level is correlated with the ear pressure of the occupant. This aircraft cabin pressure regulation system utilizes an exhaust valve with high-precision adjustment capabilities to make aircraft cabin pressure control more comfortable, thereby enhancing the comfort experience of civil aircraft passengers. Furthermore, this aircraft cabin pressure regulation system can be embedded in any existing pressure regulation system as an auxiliary comfort adjustment.

[0009] Specifically, the comfort adjustment unit includes an ear pressure calculation module that receives cabin pressure and cabin pressure change rate from sensors and calculates ear pressure based on the cabin pressure and cabin pressure change rate; a comfort calculation module that calculates a comfort level based on the cabin pressure and the ear pressure obtained from the ear pressure calculation module; and a comfort logic determination module that compares the comfort level with a predetermined comfort level. When the comfort level is greater than the predetermined comfort level, the comfort logic determination module issues a comfort adjustment command.

[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; T is the absolute temperature of the gas, in Kelvin; R is the molar gas constant, in J / (mol·K) (joules (mol·Kelvin)); Po(t) is the middle ear cavity pressure at time t, in Pa; Pi(t) is the external auditory canal pressure at time t, in Pa; k1 is the middle ear cavity volume coefficient, which is related to the initial volume of the middle ear cavity, in m³. 3 k2 is the tympanic membrane deformation displacement coefficient, with units of m / N (meters per Newton); k3 is the tympanic membrane deformation volume fluctuation coefficient, with units of m. 2 k4 is the tympanic membrane area coefficient, with units of m². 2 k5 is the eustachian tube radius coefficient, in meters (m). k1, k2, k3, k4, and k5 have been corrected through experiments.

[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 a complex variable of the Laplace transform; Pi(s) is the air pressure in the external auditory canal, in Pa, and s is a complex variable of the Laplace transform; A is the tympanic membrane area, in m². 2 k1 is the middle ear cavity volume coefficient, which is related to the initial volume of the middle ear cavity, and its unit is m. 3 k2 is the tympanic membrane deformation displacement coefficient, with units of m / N (meters per Newton); k3 is the tympanic membrane deformation volume fluctuation coefficient, with units of m. 2 n0 is the number of moles of gas, in mol; V0 is the initial volume of the middle ear cavity, in m³. 3 x0 is the initial thickness of the tympanic membrane, in meters (m).

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

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

[0018] Where Po(h) is the middle ear cavity air pressure at height h, in Pa (Pa); Pi(h) is the external auditory canal air pressure at height h, in Pa (Pa); i represents the population (all, youth, older); and k is the human ear comfort coefficient (m). 2 / N); Q(h) is the comfort level at altitude h.

[0019] The comfort adjustment unit further includes: a comfort target value control module, which determines a comfort target value upon receiving a comfort adjustment command; and an actuation speed output module, which obtains the comfort target value from the comfort target value control module and calculates the exhaust valve actuation speed based on the comfort target value. Furthermore, the aircraft cabin pressure regulation 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 an aircraft cabin pressure regulation method, comprising the following steps: acquiring cabin pressure and cabin pressure change rate; calculating ear pressure based on cabin pressure and cabin pressure change rate; calculating comfort level based on cabin pressure and ear pressure; comparing comfort level with predetermined comfort level; determining a comfort target value when comfort level is greater than predetermined comfort level; calculating exhaust valve actuation speed based on comfort target value; and driving exhaust valve at exhaust valve actuation speed.

[0021] Additional features and advantages of the aircraft cabin pressure regulation system and method described herein will be set forth in the detailed description below, and will be recognized by those skilled in the art either by the following description or by practice of the embodiments described herein, including the detailed description below and the accompanying drawings. Attached Figure Description

[0022] With reference to the above objectives, the technical features of the present invention are clearly described in the following claims, and its advantages will be apparent from the following detailed description with reference to the accompanying drawings, which illustrate preferred embodiments of the 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 of a comfort adjustment unit according to an embodiment of the present invention is shown; and

[0025] Figure 3 A flowchart of an aircraft cabin pressure regulation method according to an embodiment of the present invention is shown. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments, but this should not be construed as limiting the present invention in any way.

[0027] The term “ear pressure” used in this article refers to the air pressure in the middle ear cavity, that is, the air pressure inside the middle ear cavity.

[0028] The "correlation" between comfort level and ear pressure mentioned in this article means that the comfort level changes accordingly with changes in ear pressure, i.e., a mapping relationship can exist. For example, the comfort level can be a linear function, a quadratic function, or a function of ear pressure.

[0029] Figure 1 An overview of an aircraft cabin pressure regulation system 1 according to an embodiment of the present invention is shown. The aircraft cabin pressure regulation system 1 includes sensors (not shown), control equipment, and exhaust valves. The sensors are used to sense cabin pressure and cabin pressure change rate within the cabin, and can transmit both data to other avionics systems. The control equipment is configured to control the actuation of the exhaust valves to regulate the cabin pressure of the aircraft. Specifically, the control equipment 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 aircraft's electronics bay, and the exhaust valve 30, together with a safety valve 40 and a negative pressure relief valve 50, is installed within the cabin, specifically in the aft and rear triangular regions of the cabin. Exhaust valves 30 are typically installed one in the fore-and-aft area of ​​the cockpit, thus there are typically two exhaust valves 30 in the cockpit. Correspondingly, there are also two automatic controllers 10, each with two automatic control channels, namely a first channel 11 and a second channel 12. Each exhaust valve 30 is controlled by the first channel 11 and the second channel 12 of one automatic controller 10, as well as a channel of the semi-automatic controller 20. When one channel is active, the other channel serves as a hot backup. The two channels are mutually exclusive and cannot be activated simultaneously at the same time. The crew can also control the semi-automatic controller 20 to operate the exhaust valves 30 via the control panel. When the aircraft climbs and descends at a relatively high rate, the automatic controller 10 and the semi-automatic controller 20 can drive the exhaust valves 30 towards the closed position to prevent excessive cabin pressure changes. The safety valve 40 is a safety device to prevent excessive pressure difference between the inside and outside of the cabin from damaging the cabin. The negative pressure relief valve 50 is a safety device that automatically opens when the negative pressure in the cabin exceeds a 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 is known to those skilled in the art and will not be described in detail below.

[0030] The above describes the conventional components of the aircraft cabin pressure regulation system 1. The system utilizes these components to automatically or manually regulate cabin pressure when the cabin pressure and cabin pressure change rate exceed specified thresholds, following existing comfort recommendation curves. However, for differential pressure changes that are still large but do not exceed the specified thresholds, the system cannot regulate cabin pressure in a timely manner, thus affecting the comfort of the crew and passengers.

[0031] To address the aforementioned issues, 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 the occupants in the cabin based on cabin pressure and cabin pressure change rate, and to adjust the actuation of the comfort exhaust valve by comparing the comfort level with a predetermined comfort level.

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

[0033] Reference Figure 2 To achieve the pressure regulation function of the comfort exhaust valve 60, the aircraft cabin pressure regulation system includes a comfort regulation unit 100. This comfort regulation unit 100 is configured to obtain the comfort level of the occupants based on cabin pressure and cabin pressure change rate, quantify the comfort level 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 move towards the closed position to precisely regulate the cabin pressure, making the occupants of the aircraft feel more comfortable.

[0034] In embodiments of the present invention, to obtain a quantified comfort level, the comfort adjustment unit 100 correlates the comfort level with the ear pressure (middle ear air pressure) of a person inside the cabin. Specifically, the comfort adjustment unit 100 includes 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 described in detail below.

[0035] like Figure 2 As shown, the ear pressure calculation module 110 receives the cabin pressure and cabin pressure change rate from the sensor, and calculates the ear pressure based on the cabin pressure and 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; T is the absolute temperature of the gas, in Kelvin; R is the molar gas constant, in J / (mol·K) (joules (mol·Kelvin)); Po(t) is the middle ear cavity pressure at time t, in Pa; Pi(t) is the external auditory canal pressure at time t, in Pa; k1 is the middle ear cavity volume coefficient, which is related to the initial volume of the middle ear cavity, in m³. 3 k2 is the tympanic membrane deformation displacement coefficient, with units of m / N (meters per Newton); k3 is the tympanic membrane deformation volume fluctuation coefficient, with units of m. 2 k4 is the tympanic membrane area coefficient, with units of m². 2 k5 is the eustachian tube radius coefficient, in meters (m). k1, k2, k3, k4, and k5 have been corrected experimentally. In this formula, since the external auditory canal pressure can be considered as the cabin pressure, the external auditory canal pressure can be obtained by inputting the gas state 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 a complex variable of the Laplace transform; Pi(s) is the air pressure in the external auditory canal, in Pa, and s is a complex variable of the Laplace transform; A is the tympanic membrane area, in m². 2 k1 is the middle ear cavity volume coefficient, which is related to the initial volume of the middle ear cavity, and its unit is m. 3 k2 is the tympanic membrane deformation displacement coefficient, with units of m / N (meters per Newton); k3 is the tympanic membrane deformation volume fluctuation coefficient, with units of m. 2 n0 is the number of moles of gas, in mol; V0 is the initial volume of the middle ear cavity, in m³. 3 x0 is the initial thickness of the tympanic membrane, in meters (m).

[0042] In practice, the ear pressure calculation module 110 has difficulty determining whether the occupant's Eustachian tube is open or closed. Therefore, a judgment method is needed so that the ear pressure calculation module 110 can use this to determine the selection of the two calculation models mentioned above. To this end, the pressure difference between the external auditory canal and the middle ear cavity is defined as a certain threshold 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, for example, as 1.45 kPa. If the pressure difference between the external auditory canal and the middle ear cavity is less than this value, then formula (2) is selected (i.e., the Eustachian tube is considered closed), otherwise formula (1) is selected (i.e., the Eustachian tube is considered open).

[0043] After obtaining the calculated ear pressure value, the comfort calculation module 120 calculates the comfort level based on 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 air pressure at height h; Pi(h) is the external auditory canal air pressure at height h; i represents the population (all, young adults, older adults); and 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 based on a predetermined comfort level. The comfort level is a dimensionless number. In this 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 experimentation. 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 a predetermined comfort level. When the comfort level is greater than the predetermined comfort level, the comfort logic determination module 130 issues a comfort adjustment command. 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 command 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 command.

[0047] Subsequently, when the comfort target value control module 140 receives a comfort adjustment command, it determines a comfort target value. This target value can be predetermined; for example, it can be a constant value of 3, or it can vary based on conditions such as the current aircraft altitude. The comfort target value control 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 based on the comfort target value. The conversion from the comfort target value to the exhaust valve actuation speed can be achieved using 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 regulation system, the comfort adjustment unit 100 calculates the ear pressure using the ear pressure calculation module 110, then calculates the comfort level using the comfort calculation module 120, and then determines whether the comfort level exceeds the threshold using the comfort logic judgment module 130. If it exceeds the threshold, the comfort control target value module assigns a value lower than the threshold to the actuation speed output module 150 through the comfort control target value module 140, and uses the calculated actuation speed 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 flowchart of an aircraft cabin pressure regulation method according to an embodiment of the present invention is shown. The method includes the following steps: obtaining cabin pressure and cabin pressure change rate (step 201); calculating ear pressure based on cabin pressure and cabin pressure change rate (step 202); calculating comfort level based on cabin pressure and ear pressure (step 203); comparing comfort level with predetermined comfort level (step 204); determining a comfort target value when comfort level is greater than predetermined comfort level (step 205); calculating exhaust valve actuation speed based on comfort target value (step 206); and driving exhaust valve at 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 this invention is that it calculates ear pressure and comfort level by cabin pressure and cabin pressure change rate. This method has been verified by a large number of experiments and has high accuracy and feasibility. Moreover, current aircraft do not have a logical link for adjusting ear pressure comfort. This invention can solve the problem of ear pressure in aircraft and greatly improve the competitiveness of civil aircraft.

[0054] 2. A comfort logic judgment module and a comfort control target value mechanism are used to control the actuation speed of the high-precision comfort exhaust valve, thereby enhancing passenger comfort. Whether it's the common cabin pressure control method that limits the pressure difference between the inside and outside of the cabin at various flight altitudes, the cabin pressure control method that corresponds one-to-one with the aircraft's flight altitude, or other less common cabin pressure control methods, this system and method can be incorporated to control cabin pressure comfort, significantly improving the comfort of the crew and passengers.

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

[0056] While the structure of the present invention has been described above with reference to preferred embodiments, those skilled in the art should recognize that the above examples are merely illustrative and should not be construed as limiting the invention. Therefore, modifications and variations can be made to the present invention, all of which will fall within the scope defined by the appended claims.

Claims

1. An aircraft cabin pressure regulation system, the aircraft cabin pressure regulation system comprising sensors, control equipment, and an exhaust valve, the control equipment being configured to control the actuation of the exhaust valve to regulate the cabin pressure of the aircraft. Its features are, The aircraft cabin pressure regulation system includes a comfort adjustment unit and at least one comfort vent valve. The comfort adjustment unit is configured to obtain a comfort level of the occupant in the cabin based on the cabin pressure and the cabin pressure change rate, and to adjust the actuation of the comfort vent valve by comparing the comfort level with a predetermined comfort level. The comfort adjustment unit includes an ear pressure calculation module. This module receives cabin pressure and cabin pressure change rate from the sensors, and calculates the ear pressure of the person inside the cabin based on the cabin pressure and cabin pressure change rate. The comfort level is related to the ear pressure.

2. The aircraft cabin pressure regulation system as described in claim 1, characterized in that, The comfort adjustment unit also includes: A comfort calculation module, which calculates the comfort level based on the cabin pressure and the ear pressure obtained from the ear pressure calculation module; and A comfort logic determination module compares the comfort level with a predetermined comfort level. When the comfort level is greater than the predetermined comfort level, the comfort logic determination module issues a comfort adjustment command.

3. The aircraft cabin pressure regulation system as described in 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—Molar mass of gas, kg / mol; T—Absolute temperature of a gas, K; R—molar gas constant, J / (mol·K); P o (t)——The air pressure in the middle ear cavity at time t, Pa; P i (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 volume fluctuation coefficient, m 2 ; k4 — Tympanic membrane area coefficient, m 2 ; k5 — Eustachian tube radius coefficient, in meters. The external auditory canal pressure is considered as cabin pressure.

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

5. The aircraft cabin pressure regulation system as described in claim 1, characterized in that, The comfort adjustment unit also includes: A comfort target value control module, which determines a comfort target value when it receives the comfort adjustment command; and An actuation speed output module obtains the comfort target value from the comfort target value control target module, and calculates the exhaust valve actuation speed based on the comfort target value. The aircraft cabin pressure regulation system further includes a comfort drive device, which drives the comfort exhaust valve at the actuation speed of the exhaust valve.

6. A method for regulating aircraft cabin pressure, characterized in that, Includes the following steps: Obtain cabin pressure and cabin pressure change rate; Ear pressure is calculated based on the cabin pressure and the cabin pressure change rate. The comfort level is calculated based on the cabin pressure and the ear pressure; as well as Compare the comfort level with the predetermined comfort level; When the comfort level is greater than the predetermined comfort level, a comfort target value is determined; The exhaust valve actuation speed is calculated based on the aforementioned comfort target value; and The exhaust valve is driven at the actuation speed of the exhaust valve.

7. The aircraft cabin pressure regulation method as described in claim 6, characterized in that, When the Eustachian tube is open, the ear pressure is calculated using the following formula: in, M—Molar mass of gas, kg / mol; T—Absolute temperature of a gas, K; R—molar gas constant, J / (mol·K); P o (t)——The air pressure in the middle ear cavity at time t, Pa; P i (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 volume fluctuation coefficient, m 2 ; k4 — Tympanic membrane area coefficient, m 2 ; k5 — Eustachian tube radius coefficient, in meters. The external auditory canal pressure is considered as cabin pressure.

8. The aircraft cabin pressure regulation method as described in claim 7, characterized in that, The comfort level is calculated using the following formula: Q(h)=k|P o (h)-P i (h)|, in, P o (h)——The air pressure in the middle ear cavity at altitude h, in Pa; P i (h)——Air pressure in the external auditory canal at altitude h, Pa; k — Human ear comfort coefficient (m) 2 / N); Q(h) — Comfort level at altitude h.

Images