Safety valve and aircraft

Abstract

The utility model discloses a safety valve and an aircraft, and relates to the technical field related to aircrafts. According to the safety valve, a valve deck is slidably arranged in a shell along the central axis, the outer edge of the valve deck is in elastic sealing connection with the shell so that the shell can be divided into a first cavity and a second cavity which do not communicate with each other, and the first cavity and the second cavity are both used for communicating with the interior of a cabin of the aircraft; the pressure difference assembly comprises a pressure difference cavity and a blocking piece, the pressure difference cavity is communicated with the outside atmosphere, a through hole communicated with the pressure difference cavity is formed in the first cavity, and the blocking piece is movably arranged in the through hole to open or block the through hole; the flow guide disc is arranged in the second cavity and located on the inner side of the valve deck, and an actuating cavity communicated with the second cavity is defined by the flow guide disc and the valve deck. The driving mechanism comprises a driving assembly, an output piece and a flexible traction piece, the driving assembly is installed on the shell and connected with the output piece, the output piece is arranged in the first cavity, the first end of the flexible traction piece is connected with the output piece, and the second end of the flexible traction piece is connected with the valve deck.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft, and particularly to a safety valve and an aircraft. Background Art

[0002] The safety valve is the main device for the civil aircraft pressure regulating system to achieve the positive and negative pressure relief protection function of the aircraft cabin. Modern civil aircraft use the safety valve to connect the inside and outside of the cabin through pipelines to monitor the pressure inside and outside the cabin, and open when the pressure difference between the inside and outside of the cabin reaches a certain value, maintaining the positive and negative pressure difference of the aircraft cabin within a certain range, so as to achieve the protection of the personnel inside the cabin and the aircraft structure. The ground valve is the main device for the civil aircraft pressure regulating system to achieve ground pressure relief. This valve mainly opens when the aircraft lands, so that the residual pressure in the cabin can be reduced in time, and the cabin door can be opened in time, preventing catastrophic consequences caused by the inability to open the cabin door in extreme failure conditions such as emergency evacuation of the aircraft.

[0003] Currently, the safety valve and the ground valve are generally installed on the spherical frame at the same time, and the ground valve is only used on the ground with less usage scenarios. Installing two valves at the same time will increase the manufacturing cost of civil aircraft on the one hand, and increase the installation difficulty of civil aircraft on the other hand.

[0004] Therefore, it is urgent to design a new type of safety valve to solve the above technical problems. Utility Model Content

[0005] The present application provides a safety valve, which can not only maintain the positive and negative pressure difference of the aircraft cabin within a certain range, but also has the function of ground pressure relief, that is, the functions of the existing two valves are realized through one valve, thus saving the manufacturing cost of civil aircraft, and only one installation is required when using this safety valve, so it can also reduce the installation difficulty of civil aircraft, and thus can solve the problems of high manufacturing cost and high installation difficulty of existing civil aircraft.

[0006] To achieve the above object, on the one hand, the safety valve provided by the present application includes:

[0007] A housing, which is hollow inside and has a central axis;

[0008] A valve cover, which is slidably arranged in the housing along the central axis. The outer edge of the valve cover is elastically sealed with the housing to divide the housing into a non-communicating first chamber and a second chamber. An opening for communicating with the outside atmosphere of the aircraft is provided on the second chamber. The valve cover and the opening form a valve port fit. Both the first chamber and the second chamber are used for communicating with the inside of the aircraft cabin;

[0009] The differential pressure assembly includes a differential pressure chamber and a plugging member. The differential pressure chamber is in communication with the outside atmosphere. A through hole communicating with the differential pressure chamber is provided on the first chamber. The plugging member is movably arranged in the through hole to open or plug the through hole.

[0010] The flow guiding disc is arranged in the second chamber. The flow guiding disc is located inside the valve cover and encloses with it to form an actuating chamber communicating with the second chamber.

[0011] The driving mechanism includes a driving component, an output member and a flexible traction member. The driving component is installed on the housing and is in transmission connection with the output member. The output member is arranged in the first chamber. The flexible traction member has a first end and a second end. The first end is connected to the output member, and the second end is connected to the valve cover. The driving component can drive the output member to rotate, and through the circumferential winding or unwinding of the flexible traction member around the output member, the valve cover is driven to move along the central axis.

[0012] In some embodiments of the present application, the driving component includes a driving member arranged on the housing. The output member includes an output shaft. The output shaft is rotationally supported in the first chamber and is in transmission connection with the driving member. The axial direction of the output shaft is perpendicular to the central axis.

[0013] In some embodiments of the present application, an annular groove is provided on the outer periphery of the output shaft. The first end of the flexible traction member is connected in the annular groove.

[0014] In some embodiments of the present application, a hoisting portion is provided on one side surface of the valve cover located in the first chamber. The second end of the flexible traction member is connected to the hoisting portion.

[0015] In some embodiments of the present application, there are at least two flexible traction members, which are arranged at intervals along the axial direction of the output shaft. The first end of each flexible traction member is connected to the output shaft, and the second end of each flexible traction member is connected to the valve cover.

[0016] In some embodiments of the present application, the safety valve further includes:

[0017] An elastic reset member is arranged in the first chamber and can be deformed along the extending direction of the central axis.

[0018] A connecting frame is arranged in the first chamber. The two ends of the connecting frame in the extending direction of the central axis are respectively connected to the housing and the elastic reset member. The end of the elastic reset member facing away from the connecting frame is connected to the valve cover. An avoidance hole is provided on the connecting frame, and the output shaft passes through the avoidance hole.

[0019] In some embodiments of the present application, the safety valve further includes:

[0020] A guide member, disposed in the second cavity and arranged coaxially with the central axis;

[0021] Wherein, the valve cover and the flow guiding disc are both slidably sleeved on the outer periphery of the guide member.

[0022] In some embodiments of the present application, the differential pressure assembly further includes:

[0023] A diaphragm, disposed in the differential pressure cavity and communicating with the interior of the cockpit, the blocking member is connected to the diaphragm and is disposed opposite to the through hole;

[0024] Wherein, the diaphragm expands or contracts under the action of the differential pressure between the differential pressure cavity and the interior of the cockpit, so as to drive the blocking member to open or block the through hole.

[0025] In some embodiments of the present application, the first cavity is further provided with a gas flow channel for communicating with the interior of the cockpit, and the safety valve further includes:

[0026] A filter member, disposed in the gas flow channel to filter the gas flowing through the gas flow channel;

[0027] A pressure guiding flow channel, one end of which communicates with the differential pressure cavity and the other end is used for communicating with the outside atmosphere.

[0028] In the present application, a driving mechanism is provided in the safety valve. When the safety valve performs the positive and negative pressure relief protection function of the aircraft cockpit, the above driving mechanism does not act. When the safety valve performs the ground pressure relief function, the driving mechanism can drive the valve cover to move upward to open the opening, so that the interior of the cockpit is connected to the outside atmosphere, facilitating the timely reduction of the residual pressure inside the cockpit and enabling the cabin door to be opened in time. Thus, the safety valve can not only maintain the positive and negative pressure difference of the aircraft cockpit within a certain range, but also has the ground pressure relief function, that is, two functions are realized through one valve. On the one hand, the manufacturing cost of civil aircraft is saved, and on the other hand, the installation difficulty of civil aircraft can be reduced by installing one valve at a time.

[0029] On the other hand, the present application further provides an aircraft, including:

[0030] The safety valve according to any one of the above technical solutions;

[0031] A spherical frame, connected to the fuselage wall panel of the aircraft, and the safety valve is disposed on the spherical frame.

[0032] Since the safety valve in the aircraft of the present application has the same technical features as the safety valves described in any of the above technical solutions, the two can solve the same technical problems and achieve the same technical effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0034] Figure 1 is a schematic structural diagram of the safety valve in the embodiment of the present application;

[0035] Figure 2 is a schematic structural diagram of the safety valve in the positive pressure relief mode in the embodiment of the present application;

[0036] Figure 3 is a schematic structural diagram of the safety valve in the negative pressure relief mode in the embodiment of the present application

[0037] Figure 4 is a schematic structural diagram of the safety valve in the pressure relief mode in the embodiment of the present application.

[0038] The main reference numerals in the drawings of the specification of the present application are described as follows:

[0039] 1 - housing; 101 - upper housing; 102 - lower housing; 11 - first chamber; 111 - through hole; 12 - second chamber; 121 - opening;

[0040] 2 - valve cover; 21 - cover body; 22 - valve plate;

[0041] 3 - differential pressure assembly; 31 - differential pressure chamber; 32 - plugging member; 33 - diaphragm;

[0042] 4 - guide disk; 41 - actuation chamber;

[0043] 5 - drive mechanism; 51 - drive member; 52 - transmission assembly; 521 - output shaft; 5211 - annular groove; 522 - flexible traction member; 523 - gear assembly;

[0044] 6 - elastic reset member;

[0045] 7 - connecting frame; 71 - avoidance hole;

[0046] 8 - guiding member;

[0047] 9 - filtering member;

[0048] 10 - pressure guiding flow channel. Detailed implementation manners

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part rather than all of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0050] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0051] The terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0052] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection, a direct connection or an indirect connection through an intermediate medium, and it may be the internal communication of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0053] The present application provides a safety valve and an aircraft, which will be described in detail below. It should be noted that the description order of the following embodiments does not limit the preferred order of the embodiments of the present application. And in the following embodiments, each embodiment is described with emphasis. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0054] Refer to Figure 1The safety valve provided in the present application includes a housing 1, a valve cover 2, a pressure difference assembly 3, a guide plate 4 and a driving mechanism 5. The interior of the housing 1 is hollow to form a cavity structure for installing other components, and it has an imaginary central axis C. The valve cover 2 is slidably arranged in the housing 1 along the central axis C. The outer edge of the valve cover 2 is elastically sealed and connected to the housing 1 to separate the housing 1 into a first chamber 11 and a second chamber 12 that are not connected to each other. The second chamber 12 is provided with an opening 121 for communicating with the external atmosphere of the aircraft. The valve cover 2 and the opening 121 form a valve port. The first chamber 11 and the second chamber 12 are both used to communicate with the interior of the cabin of the aircraft. The pressure difference assembly 3 includes a pressure difference chamber 31 and a blocking member 32. The pressure difference chamber 31 is connected to the external atmosphere. The first chamber 11 is provided with a through hole 111 that is connected to the pressure difference chamber 31. The blocking member 32 is movably arranged in the through hole 111 to open or block the through hole 111. The guide plate 4 is arranged in the second cavity 12, and the guide plate 4 is located on the inner side of the valve cover 2, and encloses therewith to form an actuating cavity 41 connected with the second cavity 12. The driving mechanism 5 includes a driving assembly, an output member and a flexible traction member 522, wherein the driving assembly is installed on the housing 1 and is transmission-connected with the output member, the output member is arranged in the first cavity 11, the flexible traction member 522 has a first end and a second end, the first end is connected to the output member, and the second end is connected to the valve cover 2, the driving assembly can drive the output member to rotate, and the flexible traction member 522 is wound or unfolded around the circumference of the output member to drive the valve cover 2 to move along the central axis C.

[0055] The present application provides a driving mechanism 5 in the safety valve, wherein when the safety valve performs the positive and negative pressure relief protection function of the aircraft cabin, the driving mechanism 5 does not operate. When the safety valve performs the ground pressure relief function, the driving mechanism 5 provides a driving force through the driving assembly to drive the output member to rotate, so that the flexible traction member 522 can be wound or unfolded around the circumference of the output member. When the flexible traction member 522 is wound around the circumference of the output member, it can drive the valve cover 2 to move upward away from the opening 121, so that the interior of the cabin is connected to the outside atmosphere, so that the residual pressure inside the cabin can be reduced in time, and the cabin door can be opened in time. As a result, the safety valve can not only maintain the positive and negative pressure difference of the aircraft cabin within a certain range, but also has the ground pressure relief function, that is, two functions are realized through one valve, which saves the manufacturing cost of civil aircraft on the one hand, and reduces the installation difficulty of civil aircraft by installing one valve at a time on the other hand.

[0056] It should be noted that the aircraft cabin usually has a bulkhead, that is, the aircraft cabin environment is divided into the cabin interior and the outside atmosphere with the base line X of the bulkhead as the pressurization interface. For example, the area above the base line X is the cabin interior, and the area below the base line X is the outside atmosphere.

[0057] Below, combined with the attached Figures 1 to 4 , the three usage scenarios of the above safety valve are introduced in detail, among which:Figure 2 , Figure 3 and Figure 4 The direction indicated by the arrows in Figure 4 is the gas flow direction.

[0058] Case 1: As shown in Figure 2 , when the pressure difference between the inside of the aircraft cockpit and the outside atmosphere exceeds the positive pressure relief setting value, since the pressure difference chamber 31 is connected to the outside atmosphere, after the sealing member 32 opens the through hole 111, the first chamber 11 is connected to the pressure difference chamber 31. After the outside atmosphere enters the first chamber 11 through the pressure difference chamber 31, the pressure in the first chamber 11 decreases. And the actuating chamber 41 is connected to the inside of the cockpit, so the pressure in the actuating chamber 41 is greater than the pressure in the first chamber 11. Driven by the upward pressure difference force, the valve cover 2 moves away from the opening 121, so that the inside of the cockpit is connected to the outside atmosphere, and the pressure difference inside and outside the cockpit decreases, completing the positive pressure relief protection function.

[0059] Case 2: As shown in Figure 3 , when the aircraft makes an emergency descent, the pressure difference between the inside of the aircraft cockpit and the outside atmosphere (outside the cabin) exceeds the negative pressure relief setting value. Under the action of the negative pressure difference, the guide disk 4 is driven by the upward acting force to move the valve cover 2 upward away from the opening 121, so that the inside of the cockpit is connected to the outside atmosphere, and the pressure difference inside and outside the cockpit is controlled, completing the negative pressure relief protection function.

[0060] Case 3: As shown in Figure 4 , when the aircraft is landing, the driving mechanism 5 drives the valve cover 2 to move upward away from the opening 121, so that the inside of the cockpit is connected to the outside atmosphere, playing a role of ground pressure relief. After closing the cabin door before the aircraft takes off, the driving mechanism 5 drives the valve cover 2 to move downward to close the opening 121, and the safety valve is closed.

[0061] It can be understood that when the above safety valve is in the Figure 2 positive pressure relief mode shown in Figure 2 or in the Figure 4 ground pressure relief mode shown in Figure 4 , the gas flow directions of the two are the same. The difference between the two is that when the safety valve is in the positive pressure relief mode, it uses the pressure difference between the actuating chamber 41 and the first chamber 11 to drive the valve cover 2 to move upward away from the opening 121, so that the inside of the cockpit is connected to the outside atmosphere. When the safety valve is in the ground pressure relief mode, it drives the valve cover 2 to move upward away from the opening 121 through the driving mechanism 5, so that the inside of the cockpit is connected to the outside atmosphere.

[0062] Exemplarily, the above housing 1 includes an upper housing 101 and a lower housing 102, and the valve cover 2 is connected to the joint of the upper housing 101 and the lower housing 102. It can also be understood that the upper housing 101 and the valve cover 2 enclose the first chamber 11, and the lower housing 102 and the valve cover 2 enclose the second chamber 12. Among them, a through hole 111 is provided on the top wall of the upper housing 101, and an opening 121 is provided on the bottom wall of the lower housing 102. ​​​​​​

[0063] Based on the above embodiments, the driving assembly includes a driving member 51 disposed in the housing 1. The output member includes an output shaft 521. The output shaft 521 is rotatably supported in the first chamber 11 and is in transmission connection with the driving member 51. The axial direction of the output shaft 521 is perpendicular to the central axis C, ensuring that the valve cover 2 can move up and down smoothly. Exemplarily, the driving member 15 is a driving motor, and the transmission assembly 52 can be a gear module and / or a worm and gear mechanism.

[0064] In some embodiments, the driving assembly further includes a transmission assembly 52. The transmission assembly 52 is a gear assembly 523. The gear assembly 523 is in transmission connection with the driving member 51 and the output shaft 521. The driving member 51 can drive the output shaft 521 to rotate around its own axis through the gear assembly 523, so that the flexible traction member 522 winds or unfolds around the circumference of the output shaft 521, thereby facilitating the driving of the valve cover 2.

[0065] In other embodiments, the above transmission assembly 52 includes a reel and a flexible traction member. The above driving member 51 is a handle disposed outside the housing 1. By rotating the handle, the reel can rotate around its own axis, so that the flexible traction member winds or unfolds around the circumference of the reel, thereby realizing the driving of the valve cover 2, and this solution has a simple structure and low manufacturing cost.

[0066] Exemplarily, the above driving member 51 is a driving motor.

[0067] Continuing to refer to Figure 1 , an annular groove 5211 is provided on the outer periphery of the output shaft 521. The first end of the flexible traction member 522 is connected to the annular groove 5211. Thus, it can be ensured that the flexible traction member 522 can only wind in the annular groove 5211 during the winding process, ensuring that its traction on the valve cover 2 is more reliable. For example, the flexible traction member 522 is made of a flexible material, and it can be a nylon rope, a wire or a steel wire.

[0068] To facilitate the connection between the flexible traction member 522 and the valve cover 2, a lifting portion is provided on one side surface of the valve cover 2 located in the first chamber 11. The second end of the flexible traction member 522 is connected to the lifting portion.

[0069] It should be noted that the above valve cover 2 includes a cover body 21 and a valve plate 22. The valve plate 22 is arranged closer to the opening 121 relative to the cover body 21. The valve plate 22 forms a valve port fit with the opening 121. The valve plate 22 is arranged around the outer periphery of the cover body 21 and extends from the outer periphery of the cover body 21 towards the opening 121. Among them, the flexible traction member 522 is connected to the upper surface of the cover body 21. The flow guide disc 4 is arranged on the radial inner side of the cover body 21 or the valve plate 22. The flow guide disc 4 is connected to the joint of the cover body 21 and the valve plate 22 through an inner membrane. The joint of the cover body 21 and the valve plate 22 is connected to the joint of the upper housing 101 and the lower housing 102 through an outer membrane. The outer membrane and the inner membrane can be of a split structure or an integral structure.

[0070] In some embodiments of the present application, there are at least two flexible traction members 522, which are arranged at intervals along the axial direction of the output shaft 521. The first end of each flexible traction member 522 is connected to the output shaft 521, and the second end of each flexible traction member 522 is connected to the valve cover 2 (cover body 21), ensuring that the movement of the valve cover 2 is more stable. Among them, the multiple flexible traction members 522 are symmetrically arranged relative to the central axis C.

[0071] Continue to refer to Figures 1 to 4 , this safety valve further includes an elastic reset member 6 and a connecting frame 7. The elastic reset member 6 is arranged in the first chamber 11 and can deform along the extension direction of the central axis C. The connecting frame 7 is arranged in the first chamber 11. The two ends of the connecting frame 7 in the extension direction of the central axis C are respectively connected to the housing 1 and the elastic reset member 6. The end of the elastic reset member 6 facing away from the connecting frame 7 is connected to the valve cover 2 (cover body 21) to provide a downward moving reset force to the valve cover 2. An avoidance hole 71 is provided on the connecting frame 7, and the output shaft 521 passes through the avoidance hole 71. Thus, by fixing the elastic reset member 6 through the connecting frame 7, the influence on the positive and negative pressure relief protection function of the safety valve actuated by sensing the pressure difference inside and outside the sensing chamber can be avoided. At the same time, by opening the avoidance hole 71 in the connecting frame 7, it is convenient for the output shaft 521 to act through the avoidance hole 71, avoiding the generation of eccentric torque.

[0072] Exemplarily, the above connecting frame 7 is in a T shape. Its horizontal part is connected to the housing 1 (upper housing 101), and its vertical part is connected to the top of the elastic reset member 6. The elastic reset member 6 is a spring or a torsion spring.

[0073] In some embodiments of the present application, this safety valve further includes a guide member 8. The guide member 8 is arranged in the second chamber 12 and is coaxially arranged with the central axis C. Among them, the valve cover 2 (cover body 21 and valve plate 22), and the flow guide disc 4 are all slidably sleeved on the outer periphery of the guide member 8 to guide the movement of the valve cover 2 (cover body 21 and valve plate 22), and the flow guide disc 4, preventing the safety valve from being deflected or stuck during the positive pressure relief or negative pressure relief working process.

[0074] To achieve the adaptive adjustment of the plugging member 32, the pressure difference assembly 3 further includes a diaphragm 33. The diaphragm 33 is disposed in the pressure difference chamber 31 and communicates with the interior of the cockpit. The plugging member 32 is connected to the diaphragm 33 and is disposed opposite to the through hole 111. Wherein, the diaphragm 33 expands or contracts under the action of the pressure difference between the pressure difference chamber 31 (external atmosphere) and the interior of the cockpit, so as to drive the plugging member 32 to open or plug the through hole 111. That is, the operation of the plugging member 32 to open or plug the through hole 111 is controlled by the diaphragm 33, and the volume of the diaphragm 33 can be adaptively adjusted according to the pressure difference between the pressure difference chamber 31 (external atmosphere) and the interior of the cockpit. By way of example, the above-mentioned plugging member 32 is a thimble or a plug.

[0075] Wherein, the first chamber 11 is further provided with a gas flow channel for communicating with the interior of the cockpit. The safety valve further includes a filter element 9 and a pressure guiding flow channel 10. The filter element 9 is disposed in the gas flow channel to filter the gas flowing through the gas flow channel and prevent impurities from entering the interior of the housing 1. One end of the pressure guiding flow channel 10 communicates with the pressure difference chamber 31, and the other end is used for communicating with the external atmosphere to realize the communication between the pressure difference chamber 31 and the external atmosphere. By way of example, the filter element 9 is a multi-layer filter structure such as a HEPA filter, or an adsorptive filter material such as activated carbon.

[0076] In some embodiments of the present application, the driving member 51 in the above-mentioned safety valve is also electrically connected to the controller of the aircraft. The controller issues an opening instruction, and the driving member 51 drives the valve cover 2 to move upward through the transmission assembly 52 to overcome the acting force of the elastic reset member 6 and open the opening 121, which serves the purpose of ground pressure relief. When the cabin door is closed before the aircraft takes off and the pressure adjustment system starts pre-pressurization, the controller issues a closing instruction to drive the output shaft 521 of the driving member 51 to rotate in the reverse direction. At this time, the valve cover 2 moves downward under the action of the elastic reset member 6 (for example, in an embodiment including a flexible traction wire 522, the valve cover 2 will not be subjected to the traction force of the flexible traction wire 522) to plug the opening 121.

[0077] In addition, a position switch is built into the safety valve to monitor its opening and closing state and send the opening and closing state to the environmental control controller. The safety valve is a pneumatic-mechanical valve, which is driven by sensing the pressure inside and outside the cabin and is not affected by the environmental control controller.

[0078] In summary, the safety valve of the present application includes a driving member 51, an output shaft 521, a connecting frame 7, and a flexible traction wire 522. Thus, when the aircraft needs to release pressure on the ground, the controller issues an opening instruction to drive the output shaft 521 using the driving member 51. The rotation of the output shaft 521 drives the flexible traction wire 522, which upwardly overcomes the acting force of the elastic reset member 6 to open the safety valve, serving the purpose of ground pressure relief. At the same time, after the aircraft takes off, the controller issues a closing instruction to drive the output shaft 521 using the driving member 51. The reverse rotation of the output shaft 521 drives the flexible traction wire 522 to unwind, and under the reset force of the elastic reset member 6, the safety valve is closed. This safety valve is a pneumatic-mechanical valve, which is driven by sensing the pressure inside and outside the cabin and is not affected by the environmental control controller to avoid the simultaneous occurrence of common mode failures in the electric control exhaust valve and the pneumatic safety valve. In addition, the present application utilizes the characteristic of the one-way action of the flexible traction wire 522. When the pressure inside and outside the cockpit is overpressure, the safety valve opens under the pressure difference and is not affected by the downward force of the flexible traction wire 522. Therefore, it does not affect the original pneumatic positive and negative pressure relief functions of the safety valve. That is, the present application integrates the functions of the safety valve and the ground valve, avoiding the additional weight caused by separately equipping the ground valve and reducing the installation cost and operation cost.

[0079] On the other hand, the present application also provides an aircraft including the safety valve and the spherical frame described in any of the above technical solutions. The spherical frame is connected to the fuselage wall panel of the aircraft, and the safety valve is provided on the spherical frame.

[0080] Since the safety valve in the aircraft of the present application has the same technical features as the safety valve described in any of the above technical solutions, the two can solve the same technical problems and achieve the same technical effects.

[0081] In the description of this specification, specific features, structures, materials, or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0082] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claimed rights. In addition, specific examples are used in the specification to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application, and the content of this specification should not be construed as a limitation of the present application.

Claims

1. A safety valve, characterized in that: include: A housing (1) having a hollow interior and a central axis (C); A valve cover (2) is slidably disposed in the shell (1) along the central axis (C); the outer edge of the valve cover (2) is elastically sealed and connected to the shell (1) to separate the shell (1) into a first chamber (11) and a second chamber (12) which are not connected to each other; the second chamber (12) is provided with an opening (121) for communicating with the external atmosphere of the aircraft; the valve cover (2) and the opening (121) form a valve port; the first chamber (11) and the second chamber (12) are both used to communicate with the interior of the cabin of the aircraft; A pressure differential assembly (3) comprises a pressure differential chamber (31) and a blocking member (32), wherein the pressure differential chamber (31) is in communication with the outside atmosphere, a through hole (111) in communication with the pressure differential chamber (31) is provided on the first chamber (11), and the blocking member (32) is movably disposed in the through hole (111) to open or block the through hole (111); a guide plate (4) disposed in the second chamber (12); the guide plate (4) is located on the inner side of the valve cover (2) and is enclosed therewith to form an actuating chamber (41) communicating with the second chamber (12); A drive mechanism (5) comprises a drive assembly, an output member and a flexible traction member (522), wherein the drive assembly is in driving connection with the output member, the output member is arranged in the first cavity (11), the flexible traction member (522) has a first end and a second end, the first end is connected to the output member, and the second end is connected to the valve cover (2), and the drive assembly can drive the output member to rotate so that the flexible traction member (522) is wound around or unfolded around the circumference of the output member, and drives the valve cover (2) to move along the central axis (C).

2. The safety valve according to claim 1, characterized in that: The driving assembly comprises a driving member (51) arranged on the housing (1); the output member comprises an output shaft (521); the output shaft (521) is rotatably supported in the first cavity (11) and is drivingly connected to the driving member (51); the axial direction of the output shaft (521) is perpendicular to the central axis (C).

3. The safety valve according to claim 2, characterized in that: An annular groove (5211) is provided on the outer periphery of the output shaft (521), and the first end of the flexible traction member (522) is connected to the annular groove (5211).

4. The safety valve according to claim 2 or 3, characterized in that: A hanging portion is provided on a surface of one side of the valve cover (2) located in the first chamber (11), and the second end of the flexible traction member (522) is connected to the hanging portion.

5. The safety valve according to claim 2 or 3, characterized in that: The flexible traction members (522) include at least two and are spaced apart along the axial direction of the output shaft (521); the first end of each flexible traction member (522) is connected to the output shaft (521), and the second end of each flexible traction member (522) is connected to the valve cover (2).

6. The safety valve according to claim 2 or 3, characterized in that: Also includes: an elastic return element (6), which is disposed in the first cavity (11) and is capable of deforming along the extension direction of the central axis (C); A connecting frame (7) is arranged in the first cavity (11); the connecting frame (7) is respectively connected to the housing (1) and the elastic return member (6) at both ends in the extension direction of the central axis (C); the end of the elastic return member (6) facing away from the connecting frame (7) is connected to the valve cover (2); the connecting frame (7) is provided with an avoidance hole (71), and the output shaft (521) is inserted into the avoidance hole (71).

7. The safety valve according to claim 1, characterized in that: Also includes: a guide member (8) disposed in the second cavity (12) and coaxially arranged with the central axis (C); Wherein, the valve cover (2) and the guide plate (4) are both slidably mounted on the outer periphery of the guide member (8).

8. The safety valve according to claim 1, characterized in that: The pressure difference component (3) further comprises: A diaphragm (33) is disposed in the pressure difference chamber (31) and communicated with the interior of the cabin; the blocking member (32) is connected to the diaphragm (33) and is disposed opposite to the through hole (111); Wherein, the diaphragm (33) expands or contracts under the action of the pressure difference between the pressure difference chamber (31) and the interior of the cabin, so as to drive the blocking member (32) to open or block the through hole (111).

9. The safety valve according to claim 1, characterized in that: The first chamber (11) is also provided with a gas flow channel for communicating with the interior of the cabin, and the safety valve further comprises: A filter (9) is disposed in the gas flow channel to filter the gas flowing through the gas flow channel; A pressure-inducing flow channel (10) has one end connected to the pressure difference chamber (31) and the other end used to communicate with the external atmosphere.

10. An aircraft, characterized in that: include: The safety valve as claimed in any one of claims 1 to 9; The spherical frame is connected to the fuselage wall panel of the aircraft, and the safety valve is arranged on the spherical frame.

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