CN106081160B - Simulation test device and method for internal and external pressure difference of cabin of aircraft shell assembly - Google Patents
Simulation test device and method for internal and external pressure difference of cabin of aircraft shell assembly Download PDFInfo
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- CN106081160B CN106081160B CN201610595508.XA CN201610595508A CN106081160B CN 106081160 B CN106081160 B CN 106081160B CN 201610595508 A CN201610595508 A CN 201610595508A CN 106081160 B CN106081160 B CN 106081160B
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- 238000004088 simulation Methods 0.000 title claims abstract description 36
- 238000000034 method Methods 0.000 title claims abstract description 14
- 230000009467 reduction Effects 0.000 claims abstract description 24
- 230000008859 change Effects 0.000 claims description 19
- 101100023111 Schizosaccharomyces pombe (strain 972 / ATCC 24843) mfc1 gene Proteins 0.000 claims description 8
- 230000006837 decompression Effects 0.000 claims description 5
- 235000013399 edible fruits Nutrition 0.000 claims 1
- 230000008569 process Effects 0.000 abstract description 4
- 238000001514 detection method Methods 0.000 abstract description 2
- 238000002474 experimental method Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
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Abstract
The invention relates to the field of aviation equipment detection, in particular to an internal and external pressure difference simulation test device and method for a cabin of an aircraft shell assembly. The simulation system comprises an aircraft shell assembly, an in-cabin simulation cavity, an out-cabin simulation cavity, an air exhaust device and an air inlet device, wherein the in-cabin simulation cavity and the out-cabin simulation cavity are respectively positioned at two sides of the aircraft shell assembly and are completely isolated by the aircraft shell assembly, the air exhaust device is respectively connected with the in-cabin simulation cavity and the out-cabin simulation cavity, and the air inlet device is respectively connected with the in-cabin simulation cavity and the out-cabin simulation cavity. The accurate simulation of the difference between the internal pressure and the external pressure of the shell of the airplane is realized; the accurate control of the voltage reduction and the voltage increase rates is realized by utilizing a dynamic balance method; the whole test process is automatically controlled without manual watching.
Description
Technical field
The present invention relates to air equipment detection field more particularly to a kind of simulation examinations of aircraft housing unit cockpit inside and outside differential pressure
Experiment device and method.
Background technology
With military and civil aircraft process industry development, aircraft component especially aircraft is being taken off, flown, landed
The requirement of the space-environment facility of the inside and outside housing unit with pressure difference of process middle casing is higher and higher.Pressure difference tries
It tests, height is tested, decompression test is that aircraft component especially aircraft housing parts bear to examine with component out of my cabin in cabin
Pilot project, it is main examine aircraft component whether be resistant to hypobaric, whether can under hypobaric normal work
Make, whether be resistant to air pressure and quickly change, prevents aircraft component from taking off, flying, failing in descent.
Pressure test, height experiment, the decompression test of current aircraft component are mainly completed with low pressure test chamber, but low
Pressure box can only be in entire aircraft component merging low pressure test chamber, and aircraft housing unit cannot produce during the test
Raw pressure difference, is unable to the external and internal pressure that real simulation aircraft is subject in flight course middle casing component.Currently, domestic a kind of not yet
The device of aircraft housing unit inside and outside differential pressure can accurately be simulated.
Invention content
Technical problem to be solved by the invention is to provide a kind of aircraft housing unit cockpit inside and outside differential pressure simulation test dresses
It sets and method, accurately to simulate inside and outside true pressure of the aircraft suffered by flight course aircraft shell, check flight shell exists
Environmental suitability under true differential pressure action.
In order to solve the above technical problems, the technical solution adopted in the present invention is：A kind of aircraft housing unit cockpit is provided
Inside and outside differential pressure simulation test device, it is special to be：Including simulating chamber in aircraft housing unit, cabin, simulating chamber, pumping dress out of my cabin
It sets and inlet duct, simulation chamber and simulates the both sides that chamber is located at aircraft housing unit out of my cabin in the cabin, and by aircraft shell
Body component is completely isolated, the air extractor respectively in cabin simulate chamber and out of my cabin simulate chamber connect, inlet duct respectively with cabin
Interior simulation chamber is connected with simulation chamber out of my cabin.
The air extractor includes vacuum pump and two electric control valves D1, D2, and the vacuum pump passes through electric control valve
D1 is connect with simulation chamber in cabin, and vacuum pump is connect by electric control valve D2 with simulation chamber out of my cabin.
The inlet duct includes two electric control valves D3, D4 and two mass flowmenters MFC1, MFC2, motorized adjustment
Valve D3 and mass flowmenter MFC1 respectively with simulate chamber in cabin and connect, electric control valve D4 and mass flowmenter MFC2 respectively with cabin
Outer simulation chamber connection.
Further include respectively with simulate chamber in cabin and simulate chamber two pressure transmitters G1, G2 connecting out of my cabin.
Further include control system, the control system respectively with vacuum pump, electric control valve D1, D2, D3, D4, quality stream
Gauge MFC1, MFC2 and pressure transmitter G1, G2 connection.
Based on a kind of above-mentioned method of aircraft housing unit cockpit inside and outside differential pressure simulation test device, special character exists
In：Include the following steps：
1), opening control, pressure transmitter G1 and G2 start to acquire the pressure simulated chamber in cabin and simulate chamber out of my cabin
Value；
2) it is P1 that simulation cavity pressure desired value in cabin, is arranged in the controls, and it is P2 to simulate cavity pressure desired value out of my cabin,
Rate of pressure reduction is set as V；
3), after control system starts vacuum pump, electric control valve D1 and D2 increases angle by 0, is simulated in cabin
Chamber and out of my cabin simulation chamber start to be depressured；
4) chamber and the out of my cabin pressure value of simulation chamber, are simulated in pressure transmitter G1 and G2 continuous collectings cabin, passes through and controls system
System operation calculates the rate of pressure change in cycle T, if rate of pressure change is more than V, corresponding D1 or D2 apertures subtract
Small, if rate of pressure change is less than V, corresponding D1 or D2 apertures increase, and are protected by the adjusting control rate of pressure reduction of aperture
It holds in V；
5), when pressure is down to P1 in cabin, mass flowmenter MFC1 is opened, and chamber is simulated into cabin and is filled with air, control system
System uses pid algorithm, and when pressure is less than P1 in cabin, inflation rate is more than rate of pressure reduction, and pressure rises to P1, when pressure is big in cabin
When P1, inflation rate is less than rate of pressure reduction, and pressure is down to P1, Pressure behaviour can be kept to maintain P1 in this way；
6), the pressure of simulation chamber continues to be depressured to P2 with rate of pressure reduction V out of my cabin, when the pressure for simulating chamber out of my cabin is down to P2
When, mass flowmenter MFC2 is opened, and air is filled with into cabin, and control system uses pid algorithm, when pressure is less than P2 in cabin,
Inflation rate is more than rate of pressure reduction, and pressure rises to P2, and when pressure is more than P2 in cabin, inflation rate is less than rate of pressure reduction, pressure
It is down to P2, Pressure behaviour can be kept to maintain P2 in this way；
7), after pressure is kept, control system controls D1, D2, MFC1 and MFC2 and closes, and controls D3 and D4 and opens,
Pressure value in G1 and G2 continuous collectings cabin and out of my cabin, the rate of pressure change in cycle T is calculated by control system operation,
If rate of pressure change is more than V, corresponding D3 or D4 apertures reduce, if rate of pressure change is less than V, corresponding D3
Or D4 apertures increase, and V is maintained at by the adjusting control rate of pressure reduction of aperture；
8), after simulating chamber in cabin and the pressure value of simulation chamber rises to atmospheric pressure out of my cabin, control system controls D3 and D4 and closes
It closes.
Present invention has the advantages that：
1, the accurate simulation of aircraft shell inside and outside differential pressure is realized；2, decompression and liter are realized using the method for dynamic equilibrium
Pressure rate is precisely controlled；3, entire experiment process automatically controls, without artificial on duty.
Description of the drawings
Fig. 1 is the functional block diagram of specific embodiment.
Specific embodiment
As shown in Figure 1, needing to be down to 70KPa with pressure in cabin, pressure needs to be down to 37.6KPa out of my cabin, and rate of pressure reduction is
For 10KP/min, specific method is：
1), opening control, interior and pressure out of my cabin the G1 and G2 pressure transmitters of survey room start to acquire in cabin and cabin
Outer pressure value；
2) it is 70KPa that pressure target value in cabin, is arranged in the controls, and pressure target value is 37.6KPa, decompression out of my cabin
Rate is set as 10KP/min；
3) vacuum pump P1 enabling signals, are provided in the controls, and electric control valve D1 and D2 is by 0 after vacuum pump startup
Start to increase angle, starts to be depressured with seal chamber out of my cabin in cabin；
4) it, in G1 and G2 continuous collectings cabin and pressure value out of my cabin, is calculated in period 5s by control system operation
Rate of pressure change, if rate of pressure change is more than 10KP/min, corresponding D1 or D2 apertures reduce, if pressure change
Rate is less than 10KP/min, then corresponding D1 or D2 apertures increase, and 10KP/ is maintained at by the adjusting control rate of pressure reduction of aperture
min；
5), when pressure is down to 70KPa in cabin, mass flowmenter MFC1 is opened, and air is filled with into cabin, control system is adopted
With pid algorithm, when pressure is less than 70KPa in cabin, inflation rate is more than rate of pressure reduction, and pressure rises to 70KPa, when pressure in cabin
Inflation rate is less than rate of pressure reduction when more than 70KPa, and pressure is down to 70KPa, Pressure behaviour can be kept to maintain in this way
70KPa；
6), pressure continues to be depressured to 37.6KPa with the rate of pressure reduction of 10KP/min out of my cabin, and when out of my cabin, pressure is down to
When 37.6KPa, mass flowmenter MFC2 is opened, and air is filled with into cabin, control system uses pid algorithm, when pressure is small in cabin
Inflation rate is more than rate of pressure reduction when 37.6KPa, and pressure rises to 37.6KPa, the inflation speed when pressure is more than 37.6KPa in cabin
Rate is less than rate of pressure reduction, and pressure is down to 37.6KPa, Pressure behaviour can be kept to maintain 37.6KPa in this way；
7) after, Pressure behaviour being kept to balance 1 hour, control system control D1 and D2 is completely closed, and control D3 and D4 is electronic
It is opened with regulating valve, pressure value in G1 and G2 continuous collectings cabin and out of my cabin is calculated by control system operation in period 5s
Rate of pressure change, if rate of pressure change is more than 10KP/min, corresponding D3 or D4 apertures reduce, if pressure becomes
Change rate and be less than 10KP/min, then corresponding D3 or D4 apertures increase, and are maintained at by the adjusting control rate of pressure reduction of aperture
10KP/min；
8), after pressure value in cabin, out of my cabin rises to atmospheric pressure, control system controls D3 and D4 and closes.
According to GJB150《Military hardware laboratory environment test method》Requirement to low-atmospheric pressure test, pressure control error
It is ± 5%, in the range of any time point of the pressure in 1 hour that pressure is kept is controlled in 70KPa ± 3.5KPa in cabin, cabin
In the range of any time point of the external pressure in 1 hour that pressure is kept is controlled in 37.6KPa ± 1.88KPa, that is, think gas
Pass the test, the requirement of buck rate reference ± 5% is pressed to think to lift when in the range of 10KPa/min ± 0.5KPa
Press rate qualified.
Claims (1)
1. a kind of aircraft housing unit cockpit inside and outside differential pressure simulation experiment method, it is characterised in that：Include the following steps：
1), opening control, pressure transmitter G1 and G2 start to acquire the pressure value simulated chamber in cabin and simulate chamber out of my cabin；
2) it is P1 that simulation cavity pressure desired value in cabin, is arranged in the controls, and it is P2, decompression to simulate cavity pressure desired value out of my cabin
Rate is set as V；
3), after control system starts vacuum pump, electric control valve D1 and D2 increases angle by 0, simulated in cabin chamber with
Simulation chamber starts to be depressured out of my cabin；
4) chamber and the out of my cabin pressure value of simulation chamber, are simulated in pressure transmitter G1 and G2 continuous collectings cabin, is transported by control system
The rate of pressure change calculated in calculating cycle T, if rate of pressure change is more than V, corresponding D1 or D2 apertures reduce, such as
Fruit rate of pressure change is less than V, then corresponding D1 or D2 apertures increase, and V is maintained at by the adjusting control rate of pressure reduction of aperture；
5) when pressure is down to P1 in cabin, mass flowmenter MFC1 is opened, and chamber is simulated into cabin and is filled with air, control system uses
Pid algorithm, when pressure is less than P1 in cabin, inflation rate is more than rate of pressure reduction, and pressure rises to P1, when pressure is more than P1 in cabin
When, inflation rate is less than rate of pressure reduction, and pressure is down to P1, Pressure behaviour can be kept to maintain P1 in this way；
6) pressure of simulation chamber continues to be depressured to P2 with rate of pressure reduction V out of my cabin, when the pressure for simulating chamber out of my cabin is down to P2, quality
Flowmeter MFC2 is opened, and air is filled with into cabin, and control system uses pid algorithm, when pressure is less than P2 in cabin, inflation rate
More than rate of pressure reduction, pressure rises to P2, and when pressure is more than P2 in cabin, inflation rate is less than rate of pressure reduction, and pressure is down to P2, this
Sample can keep Pressure behaviour to maintain P2；
7) after pressure is kept, control system controls D1, D2, MFC1 and MFC2 and closes, and controls D3 and D4 and opens, G1 and G2
Pressure value in continuous collecting cabin and out of my cabin, the rate of pressure change in cycle T is calculated by control system operation, if pressure
Power rate of change is more than V, then corresponding D3 or D4 apertures reduce, if rate of pressure change is less than V, corresponding D3 or D4 are opened
Degree increases, and V is maintained at by the adjusting control rate of pressure reduction of aperture；
8) after simulating chamber in cabin and the pressure value of simulation chamber rises to atmospheric pressure out of my cabin, control system controls D3 and D4 and closes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610595508.XA CN106081160B (en) | 2016-07-26 | 2016-07-26 | Simulation test device and method for internal and external pressure difference of cabin of aircraft shell assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610595508.XA CN106081160B (en) | 2016-07-26 | 2016-07-26 | Simulation test device and method for internal and external pressure difference of cabin of aircraft shell assembly |
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| Publication Number | Publication Date |
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| CN106081160A CN106081160A (en) | 2016-11-09 |
| CN106081160B true CN106081160B (en) | 2018-08-03 |
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| CN201610595508.XA Active CN106081160B (en) | 2016-07-26 | 2016-07-26 | Simulation test device and method for internal and external pressure difference of cabin of aircraft shell assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2021036477A1 (en) * | 2019-08-29 | 2021-03-04 | 南京星合精密智能制造研究院有限公司 | Ground test bench for aircraft oxygen system |
| CN114148544B (en) * | 2021-12-03 | 2024-02-13 | 中国飞行试验研究院 | Gravity center adjusting device and method for airtight-non-airtight cabin of airplane |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102935896A (en) * | 2011-08-15 | 2013-02-20 | 中国航空工业集团公司西安飞机设计研究所 | Method for adjusting and controlling cabin pressure |
| CN103577706A (en) * | 2013-11-13 | 2014-02-12 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining control parameter of digital controller of cabin pressure control system |
| CN103662086A (en) * | 2013-11-29 | 2014-03-26 | 浙江省计量科学研究院 | Airplane porthole component performance test system |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060252360A1 (en) * | 2005-04-14 | 2006-11-09 | Mitchneck James A | Aircraft cabin pressurization control apparatus |
| BRPI0722277A2 (en) * | 2007-11-29 | 2014-04-22 | Airbus Operation GmbH | APPARATUS AND METHOD FOR PRESSURING AN AIRCRAFT CABIN STRUCTURE AND MEASURING THE LEAKAGE AMOUNT OF THE AIRCRAFT CABIN STRUCTURE |
| DE102009043323A1 (en) * | 2009-09-28 | 2011-03-31 | Airbus Operations Gmbh | Control system for cabin pressure of an aircraft and method for controlling the cabin pressure of an aircraft |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102935896A (en) * | 2011-08-15 | 2013-02-20 | 中国航空工业集团公司西安飞机设计研究所 | Method for adjusting and controlling cabin pressure |
| CN103577706A (en) * | 2013-11-13 | 2014-02-12 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining control parameter of digital controller of cabin pressure control system |
| CN103662086A (en) * | 2013-11-29 | 2014-03-26 | 浙江省计量科学研究院 | Airplane porthole component performance test system |
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