DE10026951B4 - Pressure compensation valve to prevent structure breakdowns - Google Patents

Abstract

Pressure compensation valve for preventing structural breakdowns in the region of a pressure wall (1) of a pressurized aircraft fuselage (2), with an inverse difference air pressure (Δp) between a fuselage interior (3), which is acted upon by an internal air pressure (p _i ) and a fuselage outer region (4), on which an atmospheric ambient pressure (p _a ) loads, the risk of breakdown-induced structural damage of the pressure wall (1) and the surrounding structure by transverse extraction of the pressure wall (1) is met, wherein the pressure wall (1) at least one through hole (16), within which the pressure compensation valve (5) is positioned, is excluded, and the passage opening (16) at a relative to the atmospheric ambient pressure (p _a ) existing cabin air pressure through the pressure compensation valve (5) is gas-tightly sealed, otherwise at a relative to the atmospheric ambient pressure (p _a ) existing defined cabin enluftunterdruck the opening cross-section of the passage opening (16) through the pressure compensation valve (5) is released permeable to air flow, as a result of which a defined air pressure equalization, which is below a critical air pressure for a pressure-wall breakdown, will take place, and wherein the pressure compensating valve (5) from a valve disk ( 6), a holder ...

Description

The The invention relates to a pressure compensating valve for prevention of structure punches in the area of a pressure wall of a pressurized aircraft fuselage according to the preamble of claim 1. With her, the safety of the aircraft by reliable Prevention of pressure wall breakdowns due to a negative (inverse) acting pressure difference between the pressurized hull interior area (cabin and cargo area) and the one loaded by an atmospheric pressure Hull exterior endangering the aircraft (fuselage) structure, elevated.

In In an aircraft, aircraft cabins are designed as passenger and cargo compartments. For the aircraft pressure walls, the forced draft Separate cabin areas from those aircraft areas that are under atmospheric For safety reasons, it must be permanently demonstrated that at one (possibly negative (inverse) differential air pressure between the fuselage and outer hull area (Cabin area and aircraft outside area) catastrophic structural damage, which does not guarantee a safe continuation and termination of the flight, remain excluded. This requirement is determined by calculation, construction, Sizing and attempt met. This will be the expert about it know that in particular in the field of spherically shaped pressure walls at a breakthrough of the pressure wall extremely high forces due to transverse extraction in Wall and surrounding structure will emerge.

alternative Pressure wall construction methods, which are based on monolithic or profile stiffened Pressure wall versions Can relate in a commercial aircraft, different weights and show different strike through behavior. It is therefore in the prior art conceivable and likely that because of a "good-natured Breakdown behavior "one Construction comes to use, compared to a construction with Critical breakdown behavior corresponding weight and cost disadvantages will exhibit.

Besides that is the experts know that you have airliners with so-called Equipped with decompression panels between pressurized cabin parts are arranged to deal with them in case of emergency any operations of Counterbalance differential air pressure by air pressure equalization. Another solution to Compensation of unwanted pressure differences between pressurized cabin parts and the ambient atmosphere set the negative pressure compensating valves installed in the cabin wall (so-called "negative relieve valves ") However, it is conceivable that, for example, at the fraction of a Airplane cabin window (not to mention the "rapid decompression "effect) those at the aircraft fuselage outside flowing past Air through the jet pump effect the cabin air (and also the through the hull "relieve valves "inflowing air) continuously sucks and thus because of the gas-tight separation of Pressure cabin and not pressurized Fuselage rear part generates a pressurized cabin wall negative pressure.

A Solution, with the the existing risk of breakdowns on a pressure wall and the correlated breakdown-induced structural damage of this Pressure wall and (also) the aircraft environment structure is dismantled, but that is kept at least in uncritical limits, which in particular in extremely lightly built pressure walls, which are spherically curved, occur is, therefore, remains hidden from the expert.

Furthermore, from the document: DE 678 457 A a generic arrangement for preventing structural breakdown in the region of a wall in an aircraft fuselage known. There, an air pressure compensating shut-off device is disclosed, which is positioned within a passage opening. The passage opening is closed gas-tight at a relative to the atmospheric pressure ambient air pressure of the shut-off device. In the case of a defined cabin air negative pressure existing in relation to the atmospheric ambient pressure, the opening cross section of the passage opening is released by the shut-off device permeable to air flow, as a result of which a defined equalization of air pressure will take place so that the air pressure difference lies below a critical value for a pressure wall breakdown.

In addition to the publication: DE 678 457 A are further pressure compensation devices for an aircraft, which are provided to compensate for air pressure, from the publications: US 2,905,071 A and DE 690 04 913 T2 known.

The solutions of those cited references relate either to double-walled fuselage structures or to an actively controlled pressure and temperature control or to decompression panels between separate cabin parts having the same outlet pressure. None of the documents discloses a passive, purely atmospheric controlled valve with automatic reset specifically to prevent structural breakdowns of spherically curved pressure walls in a single-shell design by inverse differential pressure. In contrast, the art is also the installation of pressure relief valves in the fuselage skin known, although this installation site from the point of view of a rapid decompression and thereby possibly resulting damage to the pressure wall and its surrounding structure should not be optimal, because just the fuselage at high speed past fuselage outer air following the jet pump principle, a sufficiently fast inflow of this outside air for fast pressure equalization between the cabin and the fuselage outer area could hinder.

With a publication: US 2,641,985 A In the prior art, another arrangement for preventing structural breakdown in the area of a pressure wall from a pressurized aircraft fuselage is added. This arrangement has a shut-off device, which is designed as a reversibly and elastically working valve-like component, which is equipped with parts of an adjustable valve. The component is at cabin air negative pressure the opening cross section of a through hole differently depending on the strength of the acting on the passage opening ambient air pressure freely, which is why it is capable of its design to adapt air pressure variable during a current air pressure equalization the different air pressure situations that correlate with the altitude. The component can also be set to a defined cabin negative pressure value; otherwise after the air pressure equalization all elastic elements of the component are relieved of pressure, whereby it effectively closes the opening cross section of the through hole after returning to its original position.

These Considerations will apply as long as you exclusively use the Hull outer contour as a pressure wall, and a the conclusion of a pressurized cabin forming spherical curved Pressure wall of an airplane, which is used as a pressure bulkhead inside the fuselage is formed and forms the conclusion of the pressurized cabin, outside further considerations. Information on an arrangement and attachment of a valve at that considered spherical curved Aiming pressure wall which is recessed within one of the pressure wall Through opening are positioned by the aforementioned prior art printed not given. A professional who has these hidden Information on the occasion will take you deeper into these relationships will be in his reflections involve a pressure bulkhead inside a fuselage however completely other structural loads than a hull exterior wall subject to; and the location of a considered shut-off device is of essential importance in precisely this pressure wall, than that for the pressure equalization required air volume with external pressure anyway already on the plane - and not only from the with high longitudinally oriented Speed on the fuselage passing airflow (contrary to the air / water jet pump effect) must be sucked and sucked, as in the previously known Installations is required. Those already mentioned (from Fuselage outer walls deviating) structural load of a spherically curved pressure wall in the fuselage interior also becomes other multi-dimensional deformations to lead, which turns into unwanted Way in the form of compulsive forces can affect the valve or the valve body parts, if No further precautions are taken for a substantial amount structural decoupling and thus also for a perfect sealing behavior will cause pressure deformations.

Whether these considerations in the arrangement of a pressure relief valve (so-called "pressure relief valve") according to the document: US 2,399,326 A a consideration, remains for the time being left open; but with this document, the art is presented a further arrangement with a pressure compensation valve for an aircraft, where the pressure compensation valve a Druckspant (so-called "bulkhead") is installed, the arrangement is added from the 1 can take. This pressure compensation valve is disposed within a defined pressure section of a pressure wall which is designed as a spherically curved pressure wall and forms the end of a pressurized cabin for an aircraft in the interior of a pressurized aircraft fuselage.

Of the Valve mechanism of that pressure compensation valve is designed such that with the latter a negative (inverse) differential air pressure or a positive differential air pressure between the fuselage interior and the fuselage outer area (Cabin area and aircraft outside area) or vice versa, which can be balanced on the Druckspantbereich works in different air pressure situations. It will be printed mentioned, that a pressurization or pressure overload the aircraft cabin is considered as a function of a mechanism that controls the air pressure and / or the handover and / or transmission of air of the printed cabin area. The function of the Valve is called self-regulation and during given pressure fluctuations specified as ready for operation.

The specified pressure compensation valve, the valve mechanism thus opens the valve under an excessive negative pressure inwards, just to the cabin interior, and under excess positive pressure outward, just to the outer fuselage area, includes in addition to spring elements with a main spring and a so-called calibration spring, the functions of the Implement valve mechanism, a housing which forms an annular disc to which an additional flange is formed. This Flange is seated against a surrounding seal, the randseitlich an opening, which is excluded from the spherically curved pressure wall of Druckspants. The positioning of the valve is gehäuserandseitlich a housing side region centrally and symmetrically done in that pressure wall opening, wherein the opening cross section of this pressure wall opening is released or closed by the function of the valve mechanism according to the pressure load. Despite the fact that the structure of the proposed pressure compensation valve is perceived as complicated, which has a more complex structure by the implementation of a pressure equalization in conditions different acting differential air pressure, it is doubtful that with this pressure compensating valve due to an expected decreasing reliability a trouble-free valve operation can be ensured. Since the mentioned (differing from the fuselage outer walls) structural load of a spherically curved pressure wall in the fuselage interior can also lead to other multi-dimensional deformations, the latter may undesirably in the form of constraining forces on the valve body and (not particularly mentioned) valve plate of the pressure compensation valve. Any precautions can not be taken from the presented pressure compensation valve.

As a result, the object of the invention is to provide a solution for a pressure compensation valve, to prevent structure breakdowns in the pressure wall area of a Airliner is installed, with a breakdown-induced structural damage the pressure wall and also one of the environmental structure by transverse extraction the pressure wall is excluded. The pressure compensation valve, the within a passage opening, the pressure wall is excluded, is due to of its design be, while a held air pressure equalization the different Air pressure situations that correlate with the altitude of the aircraft, variable air pressure and between the valve parts a extensive structural decoupling and thus a flawless Implement sealing behavior when pressure deformations occur. there is a less expensive, safe and cost-effective solution for a pressure compensation valve for Air pressure compensation in case of occurring inverse differential air pressure thought with the existing risk of pressure-wall breakthroughs and the associated sequelae degraded, at least is kept in uncritical limits.

These The object is achieved by the features indicated in claim 1. In the further claims are appropriate training and embodiments of these features.

The Invention is in one embodiment with the attached Drawings closer explained.

It demonstrate

1 an aircraft fuselage with a clearly emphasized spherically curved pressure wall;

2 an arrangement for preventing structural breakdown in the pressure wall after the 1 ;

3 the top view of the arrangement according to the 2 ,

Now in the 1 the detail of a fuselage 2 shown with extended tailback. In addition, the observer in this figure becomes a spherically curved pressure wall 1 below a fuselage-mounted rudder, which is clearly highlighted. This pressure wall 1 is an integral part of the fuselage structure, in which, relative to this fuselage section, critical pressure wall breakthroughs are expected due to negative (inverse) differential air pressure Δp occurring between the fuselage interior 3 and the outer hull area 4 is therefore particularly at risk. The direction of penetration of the (possibly incoming) inverse differential air pressure Δp is shown pictorially, referring to a situation when inside the pressurized fuselage 2 a cabin air negative pressure prevails relates. Assuming that inside the hull tube an internal air pressure p _i exists and outside the fuselage 2 an atmospheric outside air pressure p _{a is} present, which rests on the fuselage structure, then it becomes clear that when a cabin air negative pressure occurs, ie if the internal air pressure p _{i is} smaller than the outside air pressure p _a , an inverse differential air pressure Δp [at Δp = p _i - p _a ; P _a > p _i ] between the interior of the fuselage 3 subdivided into several cabin and / or hold zones, and the fuselage outer area 4 exists, that acts on the hull structure and thus on existing pressure-critical pressure wall areas. This risk should be met prophylactically within the pressure-critical pressure wall areas with suitable measures to avoid the risk of breakdown-induced structural damage to the spherically curved pressure wall 1 and the environmental structure by transverse extraction of the pressure wall 1 limit or limit to pressures below the critical pressure for a pressure wall breakthrough.

A solution for reducing or eliminating the risk of breakdown-induced structural damage in the area of a spherically curved th pressure wall 1 will be in the 2 shown. There is (generally considered) an arrangement for preventing structural breakdowns in the region of a pressure wall 1 from a pressurized fuselage 2 represented with the inverse-acting differential air pressure Ap (according to the previously described manner) the risk of breakdown-induced structural damage of the spherically curved pressure wall 1 and the environmental structure by transverse extraction of this pressure wall 1 is encountered. For this it is necessary that the mentioned pressure wall 1 at least with a passage opening 16 is provided, within the one (so-called) air pressure compensating shut-off device 5 is positioned.

This shut-off device 5 is designed so that said passage opening 16 at a relative to the atmospheric atmospheric pressure p _a existing cabin air pressure (if p _i > p _a ) of (explained later) valve-like elements (the shut-off device 5 ) is kept gas-tight. Otherwise, these valve-like elements at a defined relative to the atmospheric pressure p _a existing cabin air negative pressure (if p _i <p _a ) the opening cross-section of the through hole 16 permeable to air flow, as a result of which a defined air pressure equalization, which is below a critical air pressure for a pressure wall breakdown, will take place.

Generally understandable, it will suffice the shut-off device 5 as a reversibly and elastically working valve-like component to perform at the cabin air negative pressure (if p _i <p _a ) the opening cross-section of the through hole 16 depending on the thickness of the on the through hole 16 acting ambient air pressure p _a releases differently. Due to its design, the component has the ability to variably adjust air pressure during a current and inverse air pressure equalization to the different air pressure situations that correlate with the altitude. Otherwise, all elastic elements of the component are relieved of pressure after the air pressure equalization has taken place, as a result of which the component returns to its starting position the opening cross section of the passage opening 16 gastight closes.

With a look at the 2 Therefore, it will be this arrangement for preventing structural breakdown in the spherical curved pressure wall after 1 with a shut-off device 5 equipped with a valve or with a component equipped with parts of an adjustable valve. In this case, the valve or the component is adjustable to a defined cabin negative pressure value. It will also be considered to use a designed as a check valve valve that meets the pre-claimed claims.

Furthermore, it will be assumed that the passage opening 16 executed with a contoured hole. It will also be important to implement the practical use of the valve or the valve parts of the component with metallic or non-metallic materials or with a combination of metallic and non-metallic materials.

On the one hand to detect all impact-critical pressure-wall areas that are possibly particularly vulnerable by occurring inverse cabin pressure (wall) differences, and on the other hand to guarantee a sufficiently large overall cross section for pressure equalization per unit time, it is useful provided that the spherically curved pressure wall 1 several through holes 16 are excluded, within which each of the individual valve or the valve-like component is arranged.

Coming back to the 2 is referred to in the following section on the practical implementation closer. Thereafter, there is the (previously generally specified) shut-off device 5 from a valve plate 6 , a rib-reinforced bracket 7 on which a lower spring bearing 10 is positioned, one on the valve plate vertically standing and placed in the center of the frame fixed spring bolt 8th , one the spring bolt 8th surrounding valve spring 9 (Compression spring), which against the lower spring bearing 10 (a lower spring-bearing shell) and against an upper spring bearing 11 (an upper spring-bearing shell), which is near the free end of the bolt on the spring bolt 8th (with a lock nut which can be adjusted by screwing on the bolt 15 ) is fixed by the spring-bearing lock.

Better from the 3 - is the structure of the holder 7 recognize, according to which the latter of an annular support edge reinforcement 17 (A planar circular ring section), at the several [transversely to the ring center (center of the circle) of the circular ring section and in the vertical direction] from her lifting ribs 18 are fixed. Ribs 18 are on the horizontally mounted lower spring bearing 10 that of the (horizontally arranged) support edge reinforcement 17 spaced apart, externally circumferentially attached.

Next is from the 2 to see that the spring bolt 8th is guided in each case by a hole-like recess (by a bolt hole guide), the center of the lower and the upper spring bearing 10 . 11 (respectively the respective spring-bearing shell) is located. In addition, vorgese be that the bolt-guided valve spring 9 (Compression spring) either with a defined bias against the lower and against the upper spring bearing 10 . 11 presses, at least this is preferably used as a compression spring valve spring 9 (A tension spring with suitable attachment would also be conceivable) relaxed and firm on the two spring bearings 10 . 11 sit up, with the top spring bearing 11 (as mentioned) near the free end of the bolt on the spring bolt 8th is fixed.

As already indicated, you can the lower and the upper spring bearing 10 . 11 realize with curved bearing shell, in which case the bowl curvature of the two spring bearings 10 . 11 are directed towards each other. In this case, the two spring-bearing shells bowl center is a hole-like recess (hole guide) except, through which the spring bolt 8th is guided.

It is further discussed that the bracket edge reinforcement 17 above the hole contoured passage opening 16 and the valve plate 6 below the passage opening 16 is arranged. During the situation of existing cabin air pressure (if p _i > p _a ) are the valve disk edge reinforcement 12 and the bracket edge reinforcement 17 the passage opening 16 Nearby edge region of the exemplary pressure wall 1 arranged resting. In this case, the bearing surfaces of these edge reinforcements 12 . 17 corresponding sealing elements 13 (Sealing rings) - usefully on the to the passage opening 16 directed bearing surface fixed - lined, the (in this situation - if p _i > p _a ) against the edge region of the pressure wall 1 become gas impermeable.

To improve the interchangeability of the spring bolt 8th (Maintenance case) or the remaining elements of the arrangement or to improve the mobility of the arrangement is on the valve disk 6 caged a joint 14 arranged at which the spring bolt ( 8th ) is attached. This design is also used in the 2 considered.

As mentioned - is the upper spring bearing 11 bolt end by a locking nut 15 locked. This locking nut 15 is in an external thread that is near the free bolt end of the spring bolt 8th is applied, schraubbeweglich (adjustable thread-changeable) stored. On the one hand is characterized by the (against the upper spring bearing 11 bolted) locking nut 15 on the pushable spring travel of the valve spring 9 On the other hand, this is the maximum executable stroke s [Abhebeweg] one of the pressure wall 1 vertically lifted valve disc 6 with cocked valve spring 9 (when cabin vacuum prevails) predefined, thereby increasing the air flow release of the hole cross section of the through hole 16 depending on the stroke set s (regulate the perspective).

In the practical version of the valve plate 6 as a plate and the bracket edge reinforcement 17 designed as a planar circular ring, wherein at least the two edge reinforcements 12 . 17 of the valve disk 6 and the holder 7 with a variable contouring, the contour of the pressure wall 1 (So the position of the pressure-wall-bearing surface) is adjusted.

Also the valve plate 6 is designed as a flat plate with a circular diameter, the valve disc edge reinforcing surface 12 the passage opening ( 16 ). At this surface area (as mentioned), a seal is fixed, which at a prevailing cabin air pressure (if p _i > p _a ) against the nearby hole area of the through hole 16 gas impermeable, and otherwise at a prevailing cabin air negative pressure (if p _i <p _a ) through the released passageway 16 passing compressed air stream as a result of the held air pressure equalization is not hindered.

Also on the to the passage opening 16 facing surface of the support edge reinforcement 17 is (as mentioned) a seal fixed at a prevailing cabin air pressure (if p _i > p _a ) against the nearby hole portion of the through hole 16 gas impermeable, and otherwise at a prevailing cabin air negative pressure (if p _i <p _a ) through the released passageway 16 passing compressed air stream as a result of the held air pressure equalization is not hindered.

With the further remarks Be more on the embodiment related supplementary Explanations given the understanding of the before explained Exemplary arrangement conducive are.

The valve designed as a shut-off device 5 becomes (due to the general desire for weight reduction in aircraft superficial) in a lightweight pressure wall 1 Installed. The valve is in normal operation - in addition to its generated by elastic elements contact pressure to the pressure wall sealing surface - by the set cabin pressure (in the fuselage interior) relative to the atmospheric pressure p _a (outside the aircraft environment) loaded on the cab side and thus sets the desired gas pressure tightness. In the case of a - whatever - resulting drop in the cabin pressure (internal air pressure p _i ), the valve is in accordance with its adjustable set pressure by the atmospheric pressure lifted from its sealing surface and thus gives a defined cross section for the air flow in the cabin (the cabin or cargo space) free. Thus, a pressure compensation is provided, which ensures at least for a pressure-wall breakdown uncritical pressure differences.

The arrangement for preventing structure breakdown in the region of a pressure wall 1 can in the simplest version, for example, from a circular plate (but also any other contouring) exist, the cabin side against a corresponding sealing surface around a correspondingly contoured hole in the hole area correspondingly reinforced pressure wall 1 seals. Number, size, location and fixation of the location of the in a pressure wall 1 or in several pressure walls 1 each installed valve and the contact pressure of the valve disc 6 designated valve plate in the absence or negative (inverse) differential pressure Ap (for example, by using springs or other elastic elements) are largely constructive freely selectable. The (or the) in a pressure wall 1 Installed valves) can (can) be dimensioned and adjusted so that the structure of an inverse differential pressure Ap can be controlled and limited to uncritical pressure values, whereby a pressure wall breakdown with all its structural risks (with high probability) would be excluded.

In this way, both a breakdown-induced structural damage of the pressure wall 1 itself as well as one of the environmental structure by transverse extraction of the pressure wall 1 be ruled out, which also extensive freedom of design for the pressure-wall design is given to their weight optimization. The resulting from the pressure wall breakdown, dimensioning load cases for the pressure wall 1 and / or the surrounding cabin structure and system components may be precluded using the pressure-wall puncture prevention assembly. Furthermore, it must be ensured (in the context mentioned above) that the cabin side intended or converted cladding and / or installations before or in the near area of the pressure wall 1 be designed so that they do not obstruct the required pressure equalization (of the inveren differential air pressure .DELTA.p) in an inadmissible manner.

With This arrangement is therefore the safety of an aircraft (airliner) through reliable Prevention of pressure wall breakdowns due to inverse cabin pressure differences over the atmospheric Ambient pressure and its potentially catastrophic structural Consequences for Pressure wall and environmental structure - as well as the possibly affected Systems - increased.

The solution allows weight reduction in new designs in the event that a pressure wall punch for pressure wall 1 and environment structure represents a dimensioning load case. The presented pressure compensation valve can be retrofitted without great effort and ensures easy repair. Even when retrofitting into existing pressure-wall designs - if no weight optimization achievable - so nevertheless increased security can be created.

Further offers the presented solution - due the use of the pressure-wall valve opening for inspection purposes - better Control options of Environment structure. With it the costs for (so far elaborate) breakdown tests and devices at the structure festival reduced. Therefore, less expensive, safer and cheaper Punching tests implementable.

1

pressure wall

2

fuselage

3

Hull indoors (divided into several cabin and / or cargo area zones)

4

Hull exterior

5

Shut-off

6

valve disc

7

bracket

8th

Plungers

9

valve spring

10

lower spring camp

11

upper spring camp

12

Valve disc-edge reinforcement

13

sealing element

14

joint

15

Locking nut; adjusting

16

Through opening

17

Bracket edge reinforcement, circular

18

ribs

s

Stroke (Abhebeweg the first valve plate 6 )

p _a

atmospheric ambient air pressure (outside the fuselage 2 )

p _i

Indoor air pressure (inside the fuselage interior 3 )

Ap

Differential air pressure, inverse action; if Δp = p _i -p _a and p _a > p _i (cabin air negative pressure)

Ap

Differential air pressure, non-inverse, when Δp = p _i - p _a and p _a <p _i (cabin air pressure)

Claims (9)

Pressure compensation valve for preventing structure breakdown in the area of a pressure wall ( 1 ) from a pressurized aircraft fuselage ( 2 ), with which at an inverse-acting differential air pressure (Δp) between a fuselage inner region ( 3 ), which is acted upon by an internal air pressure (p _i ), and ei outer fuselage area ( 4 ), on which an atmospheric ambient pressure (p _a ) rests, the risk of breakdown-induced structural damage of the pressure wall ( 1 ) as well as the environmental structure by transverse extraction of the pressure wall ( 1 ), the pressure wall ( 1 ) at least one passage opening ( 16 ), within which the pressure compensation valve ( 5 ), is excluded, and the passage opening ( 16 ) at a relative to the atmospheric atmospheric pressure (p _a ) existing cabin air pressure by the pressure compensation valve ( 5 ) is closed gas-tight, otherwise at a relative to the atmospheric pressure (p _a ) existing defined cabin air negative pressure of the opening cross-section of the passage opening ( 16 ) through the pressure compensation valve ( 5 ) is released permeable to air flow, as a result of which a defined air pressure equalization, which is below a critical air pressure for a pressure wall breakdown, will take place, and wherein the pressure compensation valve ( 5 ) from a valve disk ( 6 ), a holder ( 7 ), which is a lower spring bearing ( 10 ) is associated with a vertically standing and disk centered spring bolt ( 8th ), one of the spring bolts ( 8th ) surrounding valve spring ( 9 ), which against the lower spring bearing ( 10 ) and against an upper spring bearing ( 11 ), which is close to the free end of the bolt on the spring bolt ( 8th ), is constructed, characterized in that on the valve plate ( 6 ) centered on a joint ( 14 ) is arranged, on which the spring bolt ( 8th ) is attached. Pressure compensation valve according to claim 1, characterized in that the holder ( 7 ) from an annular support edge reinforcement ( 17 ), which comprises a plurality of ribs ( 18 ) are mounted on the horizontally mounted lower spring bearing ( 10 ), the support edge reinforcement ( 17 ) is spaced apart, are secured externally circumferentially. Pressure compensating valve according to claim 2, characterized in that the spring bolt ( 8th ) through a hole-like recess located centrally in the lower and the upper spring bearing ( 10 . 11 ) is guided, also the bolt-guided valve spring ( 9 ) against the lower and against the upper spring bearing ( 10 . 11 ), wherein the upper spring bearing ( 11 ) near the free bolt end on the spring bolt ( 8th ) is fixed. Pressure compensating valve according to claim 2, characterized in that the lower and the upper spring bearing ( 10 . 11 ) is realized with arched bearing shell, wherein the bowl curvature of the two spring bearings ( 10 . 11 ) are directed towards each other, while both spring bearings ( 10 . 11 ) cup-shaped recess is recessed the hole-like recess through which the spring bolt ( 8th ) is guided. Pressure compensation valve according to claim 2, characterized in that the support edge reinforcement ( 17 ) above the hole contoured passage opening ( 16 ) and the valve plate ( 6 ) below the passage opening ( 16 ) and during the situation of existing cabin air overpressure the valve disk edge reinforcement ( 12 ) and the support edge reinforcement ( 17 ) of the passage opening ( 16 ) near the edge region of the pressure wall ( 1 ) are arranged resting, wherein the bearing surfaces of these edge reinforcements ( 12 . 17 ) corresponding sealing elements ( 13 ) are supported, which against the edge region of the pressure wall ( 1 ). Pressure compensating valve according to claim 1, characterized in that the upper spring bearing ( 11 ) Bolzenendseitig by a locking nut ( 15 ) is locked on an external thread, which is close to the free bolt end of the spring bolt ( 8th ), is mounted schraubbeweglich, with the one on the depressible spring travel of the spring ( 9 ) is exercised and on the other hand the maximum executable stroke of the pressure wall ( 1 ) vertically lifted valve disc ( 6 ) with tensioned valve spring ( 9 ), whereby the air flow release of the hole cross section of the passage opening ( 16 ) depending on the stroke. Pressure compensation valve according to claim 5, characterized in that the valve disc ( 6 ) a plate and the support edge reinforcement ( 17 ) is a planar circular ring, wherein at least contours of the edge reinforcements ( 12 . 17 ) of the valve disk ( 6 ) and the bracket ( 7 ) to the contour of the pressure wall ( 1 ) is adjusted. Pressure compensation valve according to claim 7, characterized in that the valve disc ( 6 ) is a flat plate with a circular diameter, at the valve disk edge reinforcing surface ( 12 ), the passage opening ( 16 ), a seal is attached, which at a prevailing Kabinenluftüberdruck against the nearby hole area of the passage opening ( 16 ) and otherwise at a prevailing cabin air negative pressure through the released passage opening ( 16 ) passing compressed air stream as a result of the held air pressure equalization is not hindered. Pressure compensating valve according to claim 7, characterized in that on the to the passage opening ( 16 ) facing surface of the support edge reinforcement ( 17 ) a seal is attached, which at a prevailing cabin air pressure against the nearby hole area of the passage opening ( 16 ) and otherwise at a prevailing cabin air vacuum through the released passage opening ( 16 ) passing compressed air stream as a result of the held air pressure equalization is not hindered.