CN114360357A - Aircraft cabin pressurization control experiment method and device - Google Patents
Aircraft cabin pressurization control experiment method and device Download PDFInfo
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Abstract
The invention provides an aircraft cabin pressurization control experimental method and device, which are applied to a first microcontroller and specifically comprise the following steps: acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller; controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller; and sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller. The invention can fill the blank of the teaching experimental device of the airplane supercharging system, carry out normal operation and function demonstration on the airplane supercharging system and master the composition and the principle of the airplane supercharging system. In addition, in the aircraft cabin pressurization control experiment teaching system, the control of the cabin pressurization system is realized through the design of different pressurization control algorithms.
Description
Technical Field
The invention relates to the technical field of airplane experiment teaching, in particular to an experiment method and device for airplane cabin pressurization control.
Background
The pressurization control system of the airplane cabin generally comprises a cabin pressure control assembly, a digital cabin pressure controller, an overflow valve, an exhaust valve outside the airplane and the like. The basic task is to ensure that the pressure of the cockpit and the pressure change rate thereof meet the physiological requirements of the human body within a preset flight altitude range and ensure the safety of the airplane structure. The research on aeronautics has shown that when the atmospheric pressure decreases with the increase of the flying height, the main difficulty it brings to the flight is the loss of pressure, which may even cause an explosion and cause serious harm to the human body due to the low pressure and the speed of pressure change being too great. Consequently, the cabin must be pressurized to avoid decompression reactions for the passengers and to ensure the structural safety of the passenger aircraft.
Due to the limitation of the specificity and practical conditions of the industry, students and students are unlikely to practice and operate on real airplanes in the process of learning the cabin pressurization system of the airplane, and research on physical simulation systems, such as a cabin pressurization oxygen supply system based on a motor-driven compressor and a cabin pressurization oxygen supply system based on an engine transmission casing-driven supercharger, is carried out. The two sets of cabin pressurization oxygen supply systems are composed of two parts, wherein the first part is connected with an engine by an electric control valve for air entraining, and mixed gas is separated into oxygen and nitrogen by the electric control valve, a voltage stabilizer and a hollow fiber membrane separator and is conveyed to the second part; in the second part, nitrogen is sent to the tank line of the aircraft, and oxygen is pressurized by a supercharger, condensed by a cooler and sent to the cabin of the aircraft by the opening and closing of an electric control valve. The difference lies in that the first set of supercharging system is a motor-driven compressor for supercharging separated gas, the second set of supercharging system is a supercharger directly mounted on the transmission casing of the engine, and supercharging operation is directly driven by the engine.
For experiment teaching, the two cabin pressurization oxygen supply systems belong to the field of scientific research equipment, the experiment teaching function is very limited, the equipment is built by pure hardware, the size is large, the price is high, the maintenance difficulty is large, the operation is complex, the range of people is also very limited, and the universal applicability is not realized. At present, relevant reports about experimental teaching devices of airplane supercharging systems are not seen in China.
Disclosure of Invention
In view of the above, the invention aims to provide an aircraft cabin pressurization control experimental method and device, so as to fill the blank of an aircraft pressurization system teaching experimental device, perform normal operation and function demonstration on an aircraft pressurization system, and grasp the composition and principle of the aircraft pressurization system. In addition, in the aircraft cabin pressurization control experiment teaching system, the control of the cabin pressurization system is realized by designing different pressurization control algorithms, and the comprehensive design capability and engineering practice capability of students such as algorithms, programming and the like are also greatly improved.
In a first aspect, the invention provides an experimental method for pressurization control of an aircraft cabin, which is applied to a first microcontroller and specifically comprises the following steps:
acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller;
controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
and sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
Preferably, the initial cabin parameter setting comprises cabin volume, cabin air supply quantity, cabin air leakage quantity and valve area, and the initial pressurization parameter comprises mode selection, speed selection, flight altitude, landing altitude, throttle lever angle, air-ground logic, manual operation electric door state and flight profile.
Preferably, the internal pressurization algorithm is any one of fuzzy control, PID control, sliding mode control, neural network control, interconnection and passive control of damping.
In a second aspect, the invention provides an experimental method for pressurization control of an aircraft cabin, which is applied to a second microcontroller and specifically comprises the following steps:
acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a first command is sent to transmit the cabin real-time pressure to the first microcontroller.
Preferably, the step of obtaining the cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameter and the pressurization initial parameter comprises:
the initial cabin parameter setting comprises cabin volume, cabin air supply quantity, cabin air leakage quantity and valve area, and the initial pressurization parameter comprises mode selection, rate selection, flight altitude, landing altitude, throttle lever angle, open-ground logic, manual operation electric door state and flight section;
and acquiring the running state of the airplane based on the open ground logic to generate a cabin pressure system curve, and acquiring the real-time cabin pressure according to the cabin pressure system curve based on the opening degree of the exhaust valve, the flying height, the initial cabin parameter and the initial pressurization parameter.
Preferably, the step of obtaining the aircraft operation state based on the air space logic comprises:
judging the signal state of the air-ground electric door;
if the air-ground electric door transmits a ground signal, the airplane is in a ground and landing stage;
if the air-ground electric door transmits an air signal, judging the sensitive electric door state of the undercarriage;
if the landing gear sensitive electric door state transmits a ground signal, the aircraft is in a ground preset pressurization stage;
if the landing gear sensitive electric door state transmits a null signal, the aircraft is in the stages of climbing, cruising and descending.
The step of obtaining the real-time cabin pressure based on the opening degree of the exhaust valve, the flying height, the initial cabin parameter and the initial pressurization parameter comprises the following steps of:
preferably, the cabin real-time pressure satisfies the following equation:
in the formula, GgFor air supply to the cabin, GpIs the displacement, GLThe air leakage is measured;
Pccabin air pressure (Pa);
Vccabin air volume (m)3)；
R-molar gas constant (atmospheric R ═ 8.31Pa · m)3/K·mol)；
Tc-cabin air temperature (K).
In a third aspect, the present invention provides an aircraft cabin pressurization control experimental apparatus, applied to a first microcontroller, including:
a first obtaining module: the system is used for acquiring initial parameters of the cabin and initial pressurization parameters, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller;
a first control module: the system is used for controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
a first sending module: and the second microcontroller is used for sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
In a fourth aspect, the present invention provides an aircraft cabin pressurization control experimental apparatus, applied to a second microcontroller, including:
a second obtaining module: the device is used for acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
a second control module: the system is used for acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a second sending module: for sending a first command to transmit the cabin real-time pressure to the first microcontroller.
The embodiment of the invention has the following beneficial effects: the invention provides an aircraft cabin pressurization control experimental method and device, which are applied to a first microcontroller and specifically comprise the following steps: acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller; controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller; and sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller. The invention can fill the blank of the teaching experimental device of the airplane supercharging system, carry out normal operation and function demonstration on the airplane supercharging system and master the composition and the principle of the airplane supercharging system. In addition, in the aircraft cabin pressurization control experiment teaching system, the control of the cabin pressurization system is realized through the design of different pressurization control algorithms.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a block diagram of an experimental method for pressurization control of an aircraft cabin according to an embodiment of the present invention;
FIG. 2 is a flow chart of an experimental method for pressurization control of an aircraft cabin according to an embodiment of the present invention;
FIG. 3 is a flow chart of another experimental method for pressurization control of an aircraft cabin according to an embodiment of the present invention;
FIG. 4 is a logic flow diagram of an air-ground control experiment method for pressurization control of an aircraft cabin according to an embodiment of the present invention;
fig. 5 is a flowchart of an internal pressurization algorithm of an aircraft cabin pressurization control experiment method according to an embodiment of the present invention.
Fig. 6 is a flowchart of another internal pressurization algorithm of an experimental method for pressurization control of an aircraft cabin according to an embodiment of the present invention.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
At present, in the process of learning an airplane cabin pressurization system, trainees are unlikely to carry out practical training and operation on a real airplane, and study on a physical simulation system is realized, the physical simulation system is built by pure hardware, so that the physical simulation system is large in size, high in price, high in maintenance difficulty, complex in operation, quite limited in popular range and not universal in applicability. In addition, in the aircraft cabin pressurization control experiment teaching system, the control of the cabin pressurization system is realized by designing different pressurization control algorithms, and the comprehensive design capability and engineering practice capability of students such as algorithms, programming and the like are also greatly improved.
For the convenience of understanding the embodiment, a detailed description will be given to an experimental method for pressurization control of an aircraft cabin disclosed in the embodiment of the present invention.
Example one
The embodiment of the invention provides an experiment method for controlling pressurization of an aircraft cabin, which is applied to a first microcontroller and specifically comprises the following steps:
with reference to fig. 2, the initial parameters of the cabin and the initial parameters of pressurization are obtained, and the real-time pressure of the cabin transmitted by the second microcontroller is obtained in response to the first instruction;
controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
and sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
Preferably, the initial cabin parameter setting comprises cabin volume, cabin air supply quantity, cabin air leakage quantity and valve area, and the initial pressurization parameter comprises mode selection, speed selection, flight altitude, landing altitude, throttle lever angle, air-ground logic, manual operation electric door state and flight profile.
Preferably, the internal pressurization algorithm is any one of fuzzy control, PID control, sliding mode control, neural network control, interconnection and passive control of damping.
It should be noted that an experimenter can use any one control algorithm by himself and input the control algorithm into the first microcontroller;
further, the first microcontroller is an STM32 single chip microcomputer; an ARM chip, an FPGA and the like can be selected according to the situation;
further, in conjunction with fig. 6, taking the PID control algorithm as an example, the general form is:
in the formula: kPIs a proportionality coefficient; t isIIs an integration time constant; t isDIs the differential time constant.
Discretizing the PID expression to obtain a discretized PID expression:
in the formula: k is a sampling serial number, and k is 0,1,2, … …; u (k) is the computer output value at the k-th sampling time; e (k) is the input offset value at the k-th sampling time; e (k-1) is the deviation of the input at the sampling instant of the (k-1) th time. Obtaining an expression of u (k-1) according to a recursion principle:
further derivation, we get:
Δu(k)＝Ae(k)-Be(k-1)+Ce(k-2)
in the formula: a ═ KP(1+T/TI+TD/T)；B＝KP(1+2TD/T)；C＝KPKD/T。
The influence of different PID parameters on the pressurization system of the aircraft cabin is observed through a fixed proportion coefficient P, an integral coefficient I and a differential coefficient D, so that the exhaust valve is changed according to an expected rule, and different algorithms are applied to the same pressurization control system.
The corresponding may be performed using a fuzzy control algorithm, as shown in particular in figure 5,
correspondingly, as shown in fig. 3, a first embodiment of the present invention further provides an aircraft cabin pressurization control experimental method, which is applied to a second microcontroller, and specifically includes the following steps:
acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a first command is sent to transmit the cabin real-time pressure to the first microcontroller.
According to the cabin gas equation:
in the formula: pcCabin air pressure (Pa); vcCabin air volume (m)3)；
R-molar gas constant (atmospheric R ═ 8.31Pa · m)3/K·mol)；
m-atmospheric molar mass (kg/mol));
Tccabin air temperature (K)
Differentiating the gaseous equation, when assuming that the cabin absolute temperature is constant, one can obtain:
when the air supply amount or the air discharge amount changes suddenly, the change of the cabin air weight is as follows:
in the formula: ggFor air supply to the cabin, GpIs the displacement, GLThe air leakage is measured;
the two formulas can be obtained:
establishing a mathematical model of the cabin pressure system according to the above formula, when Gg＝Gp+GLWhen the temperature of the water is higher than the set temperature,
namely the cabin pressure is kept stable and unchanged; when G isg≠Gp+GLWhen the pressure in the cabin is stabilized, the opening of the exhaust valve is adjusted to change the exhaust amount, so that the pressure in the cabin is stabilized again according to a specified rule.
Preferably, the step of obtaining the cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameter and the pressurization initial parameter comprises:
the initial cabin parameter setting comprises cabin volume, cabin air supply quantity, cabin air leakage quantity and valve area, and the initial pressurization parameter comprises mode selection, rate selection, flight altitude, landing altitude, throttle lever angle, open-ground logic, manual operation electric door state and flight section;
and acquiring the running state of the airplane based on the open ground logic to generate a cabin pressure system curve, and acquiring the real-time cabin pressure according to the cabin pressure system curve based on the opening degree of the exhaust valve, the flying height, the initial cabin parameter and the initial pressurization parameter.
Preferably, as shown in fig. 4, the step of obtaining the aircraft operating state based on the air space logic includes:
judging the signal state of the air-ground electric door;
if the air-ground electric door transmits a ground signal, the airplane is in a ground and landing stage;
if the air-ground electric door transmits an air signal, judging the sensitive electric door state of the undercarriage;
if the landing gear sensitive electric door state transmits a ground signal, the aircraft is in a ground preset pressurization stage;
if the landing gear sensitive electric door state transmits a null signal, the aircraft is in the stages of climbing, cruising and descending.
Example two:
the second embodiment of the invention provides an aircraft cabin pressurization control experimental device, which is applied to a first microcontroller and comprises:
a first obtaining module: the system is used for acquiring initial parameters of the cabin and initial pressurization parameters, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller;
a first control module: the system is used for controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
a first sending module: and the second microcontroller is used for sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
Example three:
the third embodiment of the invention provides an aircraft cabin pressurization control experimental device, which is applied to a second microcontroller and comprises:
a second obtaining module: the device is used for acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
a second control module: the system is used for acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a second sending module: for sending a first command to transmit the cabin real-time pressure to the first microcontroller.
The invention has the following beneficial effects: the system can not only perform normal operation and function demonstration on the aircraft cabin pressurization system, and is beneficial to students to master the composition and principle of the aircraft pressurization system, but also can be used for algorithm programming on a cabin pressurization controller and a control object, and in different flight phases of the aircraft, the students can control the aircraft cabin pressurization system by using different control algorithms, so that the students can understand and master the performance difference among the different algorithms. Meanwhile, the system of the invention also reserves an external interface of the algorithm program for secondary development and use of students.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (9)
1. An experimental method for pressurization control of an aircraft cabin is applied to a first microcontroller, and is characterized by specifically comprising the following steps of:
acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller;
controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
and sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
2. The method of claim 1, wherein the cabin initialization parameter settings include cabin volume, cabin air supply volume, cabin air leakage volume, and valve area, and the pressurization initialization parameter settings include mode selection, rate selection, flight altitude, landing altitude, throttle lever angle, air-to-ground logic, manually operated electric door status, and flight profile.
3. The method of claim 1, wherein the internal boosting algorithm is any one of fuzzy control, PID control, sliding mode control, neural network control, interconnection, and passive control of damping.
4. An experimental method for pressurization control of an aircraft cabin is applied to a second microcontroller, and is characterized by comprising the following steps:
acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a first command is sent to transmit the cabin real-time pressure to the first microcontroller.
5. The method of claim 4, wherein the step of deriving cabin real-time pressure based on the exhaust valve opening, the altitude, the cabin initial parameter, and the pressurization initial parameter comprises:
the initial cabin parameter setting comprises cabin volume, cabin air supply quantity, cabin air leakage quantity and valve area, and the initial pressurization parameter comprises mode selection, rate selection, flight altitude, landing altitude, throttle lever angle, open-ground logic, manual operation electric door state and flight section;
and acquiring the running state of the airplane based on the open ground logic to generate a cabin pressure system curve, and acquiring the real-time cabin pressure according to the cabin pressure system curve based on the opening degree of the exhaust valve, the flying height, the initial cabin parameter and the initial pressurization parameter.
6. The method of claim 5, wherein the step of obtaining an aircraft operating state based on the air ground logic comprises:
judging the signal state of the air-ground electric door;
if the air-ground electric door transmits a ground signal, the airplane is in a ground and landing stage;
if the air-ground electric door transmits an air signal, judging the sensitive electric door state of the undercarriage;
if the landing gear sensitive electric door state transmits a ground signal, the aircraft is in a ground preset pressurization stage;
if the landing gear sensitive electric door state transmits a null signal, the aircraft is in the stages of climbing, cruising and descending.
7. The method of claim 4, wherein the step of deriving cabin real-time pressure based on the exhaust valve opening, the altitude, the cabin initial parameter, and the pressurization initial parameter comprises:
the cabin real-time pressure satisfies the following equation:
in the formula, GgFor air supply to the cabin, GpIs the displacement, GLThe air leakage is measured;
Pccabin air pressure (Pa);
Vc-cabin air volume (m 3);
r — molar gas constant (atmospheric R ═ 8.31Pa · m3/K · mol);
Tc-cabin air temperature (K).
8. An aircraft cabin pressurization control experimental device is applied to a first microcontroller, and is characterized by comprising:
a first obtaining module: the system is used for acquiring initial parameters of the cabin and initial pressurization parameters, and responding to a first instruction to acquire real-time pressure of the cabin transmitted by the second microcontroller;
a first control module: the system is used for controlling the opening degree of the exhaust valve by adopting an internal pressurization algorithm based on the cabin real-time pressure, the cabin initial parameter and the pressurization initial parameter transmitted by the second microcontroller;
a first sending module: and the second microcontroller is used for sending a second instruction to transmit the opening degree and the flying height of the exhaust valve to the second microcontroller.
9. An aircraft cabin pressurization control experimental device is applied to a second microcontroller, and is characterized by comprising:
a second obtaining module: the device is used for acquiring initial parameters of the cabin and initial parameters of pressurization, and responding to a second instruction to acquire the opening degree of the exhaust valve and the flying height;
a second control module: the system is used for acquiring cabin real-time pressure based on the opening degree of the exhaust valve, the flying height, the cabin initial parameters and the pressurization initial parameters;
a second sending module: for sending a first command to transmit the cabin real-time pressure to the first microcontroller.
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| CN117302521B (en) * | 2023-11-28 | 2024-03-01 | 北京蓝天航空科技股份有限公司 | Pressure control method and device for civil aviation aircraft cabin, electronic equipment and storage medium |
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