EP0000312B1 - Einrichtung für Atmungsunterstützung und für Beschirmung gegen Beschleunigungseffekte in Kriegsflugzeugen - Google Patents

Einrichtung für Atmungsunterstützung und für Beschirmung gegen Beschleunigungseffekte in Kriegsflugzeugen Download PDF

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Publication number
EP0000312B1
EP0000312B1 EP19780400042 EP78400042A EP0000312B1 EP 0000312 B1 EP0000312 B1 EP 0000312B1 EP 19780400042 EP19780400042 EP 19780400042 EP 78400042 A EP78400042 A EP 78400042A EP 0000312 B1 EP0000312 B1 EP 0000312B1
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EP
European Patent Office
Prior art keywords
pressure
regulator
pockets
acceleration
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19780400042
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English (en)
French (fr)
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EP0000312A1 (de
Inventor
Raymond Beaussant
Jacques Claude
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Safran Aerosystems SAS
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Intertechnique SA
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Filing date
Publication date
Application filed by Intertechnique SA filed Critical Intertechnique SA
Publication of EP0000312A1 publication Critical patent/EP0000312A1/de
Application granted granted Critical
Publication of EP0000312B1 publication Critical patent/EP0000312B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D10/00—Flight suits
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D16/00—Control of fluid pressure
    • G05D16/04—Control of fluid pressure without auxiliary power
    • G05D16/06—Control of fluid pressure without auxiliary power the sensing element being a flexible membrane, yielding to pressure, e.g. diaphragm, bellows, capsule
    • G05D16/063—Control of fluid pressure without auxiliary power the sensing element being a flexible membrane, yielding to pressure, e.g. diaphragm, bellows, capsule the sensing element being a membrane
    • G05D16/0644—Control of fluid pressure without auxiliary power the sensing element being a flexible membrane, yielding to pressure, e.g. diaphragm, bellows, capsule the sensing element being a membrane the membrane acting directly on the obturator
    • G05D16/0655—Control of fluid pressure without auxiliary power the sensing element being a flexible membrane, yielding to pressure, e.g. diaphragm, bellows, capsule the sensing element being a membrane the membrane acting directly on the obturator using one spring-loaded membrane
    • G05D16/0658—Control of fluid pressure without auxiliary power the sensing element being a flexible membrane, yielding to pressure, e.g. diaphragm, bellows, capsule the sensing element being a membrane the membrane acting directly on the obturator using one spring-loaded membrane characterised by the form of the obturator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/0753—Control by change of position or inertia of system

Definitions

  • the present invention relates to installations intended to supply the respiratory mixture to the members of a combat aircraft crew and to protect them against the effects of acceleration, of the type comprising a respiratory mixture regulator, an anti-g regulator controlling the gas pressure in the pockets of pants for protection against acceleration, the detection member of which consists of a counterweight movable in the direction of acceleration to which the wearer of the pants is sensitive and establishing, in said pockets, a pressure increasing function of the acceleration, and means for establishing in said pockets a pressure increasing function of the altitude.
  • the present invention aims to provide an installation in which the drawbacks of earlier systems are eliminated, at least to a large extent, and 1 ⁇ i individual equipment driver is simplified.
  • the invention provides an installation of the above type in which said means provide altitude information to the anti-g regulator which is designed to establish in said pockets that of pressures, which correspond to the information provided by the flyweight and the other to the information provided by said means, which is the highest.
  • Such an installation comprises a single pressure regulator in the pockets.
  • this single regulator receives information representative of one or the other of two different parameters (altitude or acceleration).
  • the selection of the parameter takes place automatically, advantageously using a shuttle valve.
  • this shuttle does not fulfill the same function as in US Ane It selects the regulator control pressure the picnic among the pressures corresponding to one altitude information, the other information acceleration. It intervenes to control inflation as well as deflation of the pockets. This type of cooperation makes it possible to achieve a much simpler installation than that of the prior art.
  • the means providing altitude information can be constituted by an altimetric capsule associated with a valve; they can also be constituted by a pressure tap on the respiratory oxygen regulator that the installation also includes.
  • the invention further aims to provide an installation comprising a flyweight for detecting improved accelerations and which can be produced in miniaturized form.
  • the counterweight is constituted by a mass suspended by a membrane arranged perpendicular to the axis of the accelerations to be detected, membrane arranged in a plane passing approximately through the center of gravity of the mass.
  • the regulator controlling the gas pressure in the pants pockets is provided with means making it possible to pre-inflate, under limited pressure, the pants pockets as soon as the flight controls are placed in a position which will cause the aircraft to accelerate.
  • the response time is thus considerably reduced and the crew members benefit from protection as soon as they undergo acceleration, which is not the case at present.
  • This arrangement is particularly easy to implement in the case of airplanes which include a system of electric transmission control, often called "fly by wire". Indeed, the signal supplied to the regulator can be directly derived from the command.
  • a correction circuit using for example an amplifier, a timer, possibly a proportional-integral-derivative circuit, can be used to adapt the control to the particular type of aircraft concerned.
  • the protective clothing can be reduced to anti-g pants, the pockets of which are also inflatable to provide the necessary pressurization at high altitude, and to a pressurized jacket, without a binding. pneumatic is necessary between pants and jacket.
  • Figure 1 shows in an extremely schematic and simplified way the part of an installation which is intended to control the pressure in the pants pockets of the protective clothing against accelerations.
  • the installation is supplied by a pipe 10 for supplying pressurized gas.
  • This gas will for example be oxygen from an on-board liquid oxygen converter, or air, under a pressure of a few bars (5 bars for example).
  • the pants pockets are connected to the installation by a flexible pipe 11.
  • the installation shown in Figure 1 (where the scale is not respected) comprises a number of organs which are conventional and will therefore only be briefly described.
  • organs include a main valve 12 constituted by a fixed seat and a membrane. In the rest position, the membrane is applied to the seat and separates the lines 10 and 11.
  • a control chamber 13 delimited by the rear of the membrane and the box in which it is placed, is subjected to pressure reigning in line 10, the membrane is applied to its seat and closes the passage in the seat.
  • pilot valve 15 The pressure prevailing in the chamber 13, connected to the pipe 10 by a calibrated orifice 14, is controlled by a pilot valve 15.
  • This pilot valve comprises a sensitive regulation membrane 16 controlling a closure element 17 which cooperates with a seat fixed to put the chamber 13 in communication with the pipe 11.
  • the pressure prevailing at the rear of the sensitive membrane 16 is in turn determined by control and safety valves.
  • a valve 19 allows the air contained in the pockets to escape the atmosphere, in the direction indicated by the arrow F ', when the pressure applied to the rear of the membrane 16 decreases.
  • the control valve as a function of the acceleration is actuated by a flyweight improved compared to those previously known.
  • This feeder has a mass 20 of a few tens of grams contained in a chamber 21 formed in a fixed housing and connected to the atmosphere.
  • the mass 20 is carried by a membrane 22, the periphery of which is fixed to the housing.
  • This membrane is arranged transversely to the direction A of the accelerations to be detected. Its internal part is fixed permanently to the periphery of the mass 20, so that, at rest, the plane of the membrane passes approximately through the center of gravity of the mass 20.
  • a face 23 provided with a flat seal and intended to be applied sealingly against a fixed seat 24 which delimits a calibrated hole of small diameter.
  • a return spring 25 spreads the bearing face of the seat 24.
  • the face 23 comes to apply on the seat 24 and closes the calibrated orifice as shown in the figure 2. It should be noted in passing that the housing limits the movements of the mass 20 from the seat 24 to a length which is very slightly greater than the lift required.
  • the membrane may be made of molded silicone and be fixed to the mass either by overmolding or by fitting.
  • the orifice delimited by the seat will generally have a very small diameter, from 2 to 3 mm for example. We see that the entire housing can be miniaturized, especially if we constitute the seat 24 by a sapphire which can be pierced with a hole of very small diameter.
  • the stiffness of the spring may be such that the mass 20 only applies to the seat 24 from an acceleration of approximately 2 g.
  • the pressure behind the membrane 16 of the pilot valve is also modifiable according to the altitude.
  • the installation comprises a sealed altimetric capsule 26, subjected to the pressure prevailing in the cabin, one end of which is carried by a fixed housing and the other end of which carries a closure element 27 provided with a extender 28.
  • the shutter member 27 releases an opening in the housing.
  • the capsule 26 expands and the member 27 tends to separate the interior of the housing from a relay chamber 29.
  • the passage in the seat 24 communicates with the rear of the diaphragm 16 of the pilot valve only via this relay chamber.
  • the relay chamber 29 contains a double valve 30 which an elastic return blade 31 maintains at rest in a position where it separates the relay chamber from the capsule housing and, on the other hand, connects the relay chamber 29 to the passage in the seat 24 ( Figure 1).
  • the extension pusher 28 pushes the double valve 30 and separates the relay chamber 29 from the passage formed in the seat 24.
  • the operating surface on the shutter 27 of the pressure prevailing in the relay chamber 29 is chosen so that the pressure in this chamber is established at a value which is a function of the pressure in the cabin, therefore of the altitude.
  • the installation also includes a calibrated leak orifice 32 connecting the line 10 to the relay chamber and to the rear of the membrane 16.
  • the gas flow admitted by the valve 12 is not sent directly into the pockets of the protective pants.
  • This gas is used as driving fluid in an ejector 34 supplied with air coming from the cabin via a non-return valve 35.
  • the primary flow is considerably lower than the flow to be supplied to the pants, which makes it possible to miniaturize the installation and in particular its moving parts.
  • the consumption of gas from line 10 is considerably reduced, which is particularly important in the case where this gas consists of oxygen which also supplies the respiratory device: the ratio of the flow rates of entrained air and entrainment gas can be from 8 to 1.
  • the flow peaks are considerably reduced and become compatible with the possibilities of liquid oxygen converters.
  • FIG. 1 in dashes, means for pre-inflating the pockets of the protective pants even before the weight is subjected to acceleration.
  • These means comprise a solenoid valve 36 and an electrical control circuit 37.
  • This provision is particularly convenient to implement if the airplane is provided with a control system with electric transmission of orders. In this case, in fact, it suffices to take the electrical signal from the transmission and to process it.
  • the processing mode used will depend on the one hand, on the aerodynamic and control characteristics of the aircraft, on the other hand, on situation parameters, such as for example the speed, the altitude, etc.
  • the electrical circuit will in general essentially comprise a timer which, on reception of a signal indicating that the steering position will cause acceleration in direction A, will apply to the solenoid valve 36 an opening signal for a duration predetermined, corresponding to the establishment of an appropriate pressure (typically 3 seconds).
  • FIG. 3 shows the variation in the volume V of these pockets as a function of the pressure Ap with respect to the atmosphere.
  • Pre-inflation can be carried out, as shown in Figure 1, using a timer system which indirectly limits the pressure reached. It is also possible to use a calibrated valve associated with the solenoid valve 36, closing the supply as soon as the pressure reaches the value indicated by point 39, which can for example correspond to a pressure of the order of two-thirds of the pressure definitive.
  • the electric control will be provided to intervene only if the steering locks indicate an acceleration greater than the threshold normally provided for conventional anti-g valves, of the order of 2 g in general.
  • FIG. 1 is susceptible of numerous variants.
  • the one shown in Figure 4 (where only the elements belonging to a circuit different from that of FIG. 1 have been shown. do not have a double-acting valve.
  • Point 38 to which the safety valve 18, the rear chamber of the pilot valve 15, the return valve 19 and the throttled orifice 32 are connected, is connected directly to the seat 24.
  • the chamber 21 is not connected to the atmosphere, but to the chamber occupied by the capsule 26. This latter chamber is in turn connected to the atmosphere.
  • FIG. 4 a conventional pre-flight verification assembly, with which the device of FIG. 1 can also be fitted.
  • This verification device is placed between the outlet 39. of the chamber occupied by the altimetric capsule 26 and the 'atmosphere. In the case of Figure 1, it would be placed between the chamber 21 and the atmosphere. It includes a push button 40 pushed by a spring in a position where it lets the outlet 39 communicate with the atmosphere. By pressing this button, the operator separates the outlet 39 from the atmosphere, the pressure increases behind the membrane 16 of the pilot valve and the pockets of the protective pants inflate to a pressure level fixed by the check valve 41.
  • the device comprises a first calibrated orifice 43 connecting the normal supply line 10 to the passage formed in the seat 24 of the counterweight and a second calibrated orifice 44 connecting the emergency line 42 to the passage connecting the chamber occupied by the capsule 26 and the double valve 30.
  • the latter is not provided with a return spring.
  • the main valve 12 is supplied from the normal pipe 10.
  • the normal pipe 10 is generally supplied by a liquid oxygen converter 46 carried by the aircraft.
  • the emergency line 42 is provided with a compressed gas cylinder 47, provided with a pressure reducer 48, carried by the seat.
  • a non-return valve 49 allows the converter 46 to also supply the emergency line 42, except in the event of ejection.
  • the converter 46 feeds the pants pockets (anti-g function). It also supplies the pilot's mask or helmet and the jacket pockets (respiratory functions and pressurization).
  • the pants pockets are already inflated; the anti-function. g can no longer be filled, the seat 24 of the counterweight 20 losing its power; the valve 49 closes, isolating the pipe 42 which continues to supply the compartment of the capsule 26. This will, as the descent by parachute, reduce the pressure in the pockets of the pants by reducing the pressure which reigns behind the valve 19.
  • the altimeter capsule 26 can be replaced by a pressure tap from the demand regulator which supplies breathing gas to the wearer of the pants.
  • the intake can be made on the high pressure stage of the regulator, with intermediate pressure reduction. It can also be done on exit from use.
  • the double valve 30 avoids any action of the counterweight 20 on the pressure of the respiratory mixture.
  • the regulator is for example of the type described in patent FR 74 34826, published under the number 2 288 346.
  • the control of the pressure in the pockets of the pants has hitherto been mainly described to fulfill the functions of anti-g protection and pressurization.
  • the breathing mixture regulator of the installation is advantageously designed to cooperate with the anti-g regulator for protection against acceleration.
  • FIG. 6 shows the jacket 50 and the pants 51 which constitute the pilot's protective clothing, moreover provided with a pressurization helmet 52.
  • the anti-g regulator 53 for example of the type illustrated in FIG. 5, is powered by the converter 46 or by another source, such as the compressor of a turbojet engine (as shown in dashes).
  • the respiratory mixture regulator 54 is normally supplied by the converter 46 and back-up by the bottle 47. It supplies the jacket 50 and the helmet 52.
  • a dashed line separates the organs carried by the seat from those carried by the structure of the aircraft, for greater clarity.
  • the respiratory regulator 54 is advantageously designed to create an overpressure in the event of acceleration. For this, one can either add a weight to the regulator 54, or send it a signal from the regulator 53. In the second case, it will suffice to take the pressure between the seat 24 and the double valve 30 (FIG. 1) or else at the outlet of the regulator 54 and bring it to the regulator 53 via a pressure divider 55, as shown diagrammatically in FIG. 6. In the first case, the arrangement shown diagrammatically in FIG. 7 can be adopted. compartment located behind the request membrane 56 is conventionally connected by a calibrated leak 57 to the oxygen supply and, by a passage controlled by an altimetric capsule 58, to the atmosphere of the cabin.
  • a flyweight 59 is interposed, designed to give an overpressure as a function of the acceleration significantly less increasing than that controlled by the flyweight 20. Because the overpressures controlled by the flyweight 59 will always remain weak, there is little inconvenience in adding the orders of the counterweight and the capsule. However, a mixture of orders by double valve assembly comparable to that of FIGS. 1 and 5 is possible.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Respiratory Apparatuses And Protective Means (AREA)

Claims (10)

1. Einrichtung zur Bereitstellung einer Atemmischung für die Besatzungsmitglieder eines Kampfflugzeuges und deren Schutz gegen Beschleunigungseffekte mit einem Regler der Atemmischung, einem Anti-g-Regler, der den Druck des Gases in den Taschen der Schutzhosen gegen die Beschleunigungen betätigt, dessen Wahmehmungsorgan aus einem Reguliergewicht besteht, das entsprechend der Richtung der Beschleunigung verlagerbar ist, welcher der Träger der Hose unterworfen ist, und das in den Hosentaschen einen Druck aufbaut, abhängig von der Zunahme der Beschleunigung, und Mitteln zur Erzeugung eines Druckes in diesen Taschen, abhängig von der Zunahme an Höhe, dadurch gekennzeichnet, daß die genannten Mittel dem Anti-g-Regler eine Höheninformation liefern, der derart gestaltet ist, um in den Hosentaschen (51) denjenigen der Drücke, der der höhere ist, zu erzeugen, wobei der eine der Informationen entspricht, die von dem Reguliergewicht (20) geliefert wird und der andere der Information entspricht, die von den Mitteln (26) geliefert wird.
2. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, daß diejenigen Mittel, die zur Lieferung von Höheninformationen zum Anti-g-Regler bestimmt sind, von einer Höhenkapsel (26), die mit einer Ventilkammer (27) verbunden ist, oder durch einen Druckanschluß auf dem Regler der Atmungsmischung gebildet sind.
3. Einrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das Reguliergewicht (20) von einer Masse gebildet wird, welche mit einer Membran (22) aufgehängt ist, die senkrecht zu der Achse der zu erfassenden Beschleunigungen und in einer Ebene angeordnet ist, die näherungsweise durch den Schwerpunkt der Masse angeordnet ist, welche eine Oberfläche aufweist, die senkrecht zur Richtung der zu erfassenden Beschleunigung steht und durch das Schwerezentrum der Masse führt und bestimmt ist, um sich an einen festen Sitz (24) unter der Einwirkung der Beschleunigung gegen die Kraft von elastischen Rückstellmitteln (25) anzulegen.
4. Einrichtung nach einem der vorangehenden Ansprüche, gespeist mit unter Druck stehendem Sauerstoff, dadurch gekennzeichnet, daß der Anti-g-Regler eine VenturiDüse (34) zur Verdünnung des Anteiles an Sauerstoff durch die Luft aus der Kabine aufweist.
5. Einrichtung nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß sie einen Regler der Atmungsmischung, der mit einem System (55 oder 59), welches diese Mischung in Reaktion auf eine Beschleunigung auf Überdruck bringt, ausgestattet ist, aufweist.
6. Einrichtung nach Anspruch 5, dadurch gekennzeichnet, daß der Überdruck entweder durch ein zusatzliches Reguliergewicht (59), welches vorgesehen ist, um bei gleichgültig welcher Beschleunigung einen Überdruck zu bewirken, welcher niedriger ist, als derjenige, welcher das Reguliergewicht des Anti-g-Reglers steuert, oder durch einen Befehl, der vom Anti-g-Regler unter Zwischenschaltung eines Druckteilers (55) herrührt, gesteuert wird.
7. Einrichtung nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß sie wenigstens eine doppelt wirkende Klappe (30) zur Mischung der Befehle, die von den unterschiedlichen Regulierungsorganen stammen, wie das Organ (20) zur Wahrnehmung der Beschleunigungen und das höhenempfindliche Element (26, 27) aufweist, um den Druck in den Taschen der Schutzhose (51) in Entgegnung auf diejenigen Befehle, die dem höheren Druck entsprechen, zu bestimmen.
8. Einrichtung nach einem der Ansprüche 1, 2 oder 3, dadurch gekennzeichnet, daß der Anti-g-Regler ein Hauptventil (12), welches zwischen einer Zuführung von unter Druck stehendem Gas und den Taschen zwischengeschaltet ist, aufweist, dessen bewegliches Organ von einer Membran gebildet ist, die einem Druck unterworfen ist, welcher durch eine Steuerklappe (15) reguliert wird, die von dem Druck gesteuert wird, welcher in einer Kammer herrscht, die durch einen Druckanschluß vom Regler der Atmungsmischung an und durch den Ausgang einer Klappe gespeist wird, die durch das Reguliergewicht gesteuert wird und eine automatische doppelt wirkende Klappe (30) enthält, welche die Speisekammer von dem weniger hohen Druck trennt.
9. Einrichtung nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß der Anti-g-Regier noch ein Wahrnehmungsorgan aufweist, welches gebildet ist von einem Reguliergewicht (20), von Mitteln (36, 37), die es unter einem begrenzten Druck erlauben, die Hosentaschen aufgrund eines elektrischen Befehles voraufzublasen, der von Flugkommandos herrührt, wenn diese in eine Position gebracht werden, die eine Beschleunigung bewirken.
10. Einrichtung nach einem der vorangehenden Ansprüche mit einer Versorgungsquelle normalerweise von Sauerstoff, so wie ein Umwandler für flüssigen Sauerstoff (46), und mit einer Hilfsquelle (47), die mit dem Schleudersitz der Besatzungsmitglieder verbunden ist, gekennzeichnet durch Mittel (49) zur Untersagung der Zuführsteuerung der Hosentaschen durch das Reguliergewicht des Anti-g-Reglers im Falle des Ausschusses.
EP19780400042 1977-07-01 1978-06-29 Einrichtung für Atmungsunterstützung und für Beschirmung gegen Beschleunigungseffekte in Kriegsflugzeugen Expired EP0000312B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR7720345 1977-07-01
FR7720345A FR2395890A1 (fr) 1977-07-01 1977-07-01 Installation respiratoire et de protection contre l'acceleration pour avions de combat

Publications (2)

Publication Number Publication Date
EP0000312A1 EP0000312A1 (de) 1979-01-10
EP0000312B1 true EP0000312B1 (de) 1982-07-14

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EP19780400042 Expired EP0000312B1 (de) 1977-07-01 1978-06-29 Einrichtung für Atmungsunterstützung und für Beschirmung gegen Beschleunigungseffekte in Kriegsflugzeugen

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Country Link
US (1) US4230097A (de)
EP (1) EP0000312B1 (de)
DE (1) DE2861948D1 (de)
FR (1) FR2395890A1 (de)

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FR2395890B1 (de) 1983-07-29
EP0000312A1 (de) 1979-01-10
FR2395890A1 (fr) 1979-01-26
DE2861948D1 (en) 1982-09-02
US4230097A (en) 1980-10-28

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