JPH03117831A - Air conditioner for airplane - Google Patents
Air conditioner for airplaneInfo
- Publication number
- JPH03117831A JPH03117831A JP25560689A JP25560689A JPH03117831A JP H03117831 A JPH03117831 A JP H03117831A JP 25560689 A JP25560689 A JP 25560689A JP 25560689 A JP25560689 A JP 25560689A JP H03117831 A JPH03117831 A JP H03117831A
- Authority
- JP
- Japan
- Prior art keywords
- air
- flow rate
- fresh air
- pressurized chamber
- pressure
- 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.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 22
- 238000001816 cooling Methods 0.000 claims abstract description 4
- 238000010438 heat treatment Methods 0.000 claims abstract description 4
- 238000001514 detection method Methods 0.000 claims description 9
- 230000007423 decrease Effects 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 abstract description 6
- 238000007599 discharging Methods 0.000 abstract 1
- 238000000034 method Methods 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- 238000004378 air conditioning Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- LYKJEJVAXSGWAJ-UHFFFAOYSA-N compactone Natural products CC1(C)CCCC2(C)C1CC(=O)C3(O)CC(C)(CCC23)C=C LYKJEJVAXSGWAJ-UHFFFAOYSA-N 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000010902 straw Substances 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Landscapes
- Central Air Conditioning (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野コ
本発明は、キャビンやコクピット等の与圧室を′ｊ圧し
、調温し、換気するために利用される航空機用空気調（
１１装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to an aircraft air conditioner used to pressurize, control temperature, and ventilate pressurized rooms such as cabins and cockpits.
11 devices.
［従来の技術］
従来の航空機用空気調和装置は、第２図に示すように、
機外から与圧室１０１に凋温された新鮮空気を供給する
給気系路ｇ、と、導入される新鮮空気と略同量の汚れた
空気を前記ｌｊ圧室１０１から機外に導出する排気系路
Ω２とから構成されている。給気系路ｇ１には調温のた
めに加減圧機構１０２が組み込まれており、圧力制御弁
１０３を介して略一定の割合でエンジン１０４から抽気
を得ると、これを全て前記加減圧機構１０２に通して凋
温し、それを新鮮空気として前記与圧室１０１に導入す
るようにしている。一方、排気系路Ω２では、取り込ん
だ抽気量に見合う量の与圧室空気を圧力制御弁１０５を
介して機外に排気するようにしており、その際に前記圧
力制御弁１０５を調整することで与圧室１０１の圧力を
適正な値に保持し得るようにしている。[Prior Art] As shown in FIG. 2, a conventional aircraft air conditioner has the following features:
an air supply system line g that supplies cooled fresh air from outside the machine to the pressurized chamber 101; and an air supply line g that leads out of the machine from the lj pressure chamber 101 approximately the same amount of dirty air as the introduced fresh air; It consists of an exhaust system path Ω2. A pressure regulating mechanism 102 is incorporated in the air supply system g1 for temperature control, and when air is extracted from the engine 104 at a substantially constant rate via a pressure control valve 103, all of this is transferred to the pressure regulating mechanism 102. The air is cooled down by passing through the air, and then introduced into the pressurized chamber 101 as fresh air. On the other hand, in the exhaust system path Ω2, an amount of pressurized chamber air corresponding to the amount of extracted air is exhausted to the outside of the machine via a pressure control valve 105, and at this time, the pressure control valve 105 is adjusted. The pressure in the pressurized chamber 101 can be maintained at an appropriate value.
［発明が解決しようとする課題］
ところで、与圧室１０１に新鮮空気を導入する本来の目
的は、搭乗者に必要なｏ２を供給し、また、機体からの
空気の漏れにょる与圧レベルの低下を防ぐべく相当量の
空気を補うことにある。したがって、これらの点よりす
れば、必要とされる新鮮空気はさほど大量には至らない
筈である。しかしながら、上述した如〈従来の手法は与
圧室空気を石わば左から右に吹き抜ける状態で換気して
いるため、調温した新鮮空気と、温度変化を来たした与
圧室空気とを常に大量に代謝させなければ、与圧室１０
１を適温に維持することは難しい。このため、この構成
を採用するとエンジン抽気量が異常に多くなり、エンジ
ン推力が低下する問題を生じる。また、かかる構成では
、高温高圧のエンジン抽気を大量に調温するために、加
減圧機構１０２に掛かる負担も必要以りに増大する。[Problems to be Solved by the Invention] By the way, the original purpose of introducing fresh air into the pressurized chamber 101 is to supply the necessary O2 to the passengers, and also to reduce the pressurization level due to air leakage from the aircraft. The purpose is to supplement a considerable amount of air to prevent the drop. Therefore, considering these points, the amount of fresh air required should not be that large. However, as mentioned above, in the conventional method, the pressurized room air is ventilated by blowing through from left to right, so the temperature-controlled fresh air and the pressurized room air whose temperature has changed are Unless it is constantly metabolized in large quantities, pressurized chamber 10
1 is difficult to maintain at an appropriate temperature. Therefore, if this configuration is adopted, the amount of engine bleed air becomes abnormally large, resulting in a problem that the engine thrust decreases. Further, in such a configuration, in order to control the temperature of a large amount of high-temperature, high-pressure engine bleed air, the load placed on the pressure reduction mechanism 102 increases more than necessary.
本発明は、このような課題に着目してなされたものであ
って、空気調和に必要なエンジン抽気量を必要最少限に
抑える手段を講じることにより、エンジンの推力低下を
抑止し、同時に加減圧機構をコンパクトなもので賄うこ
とができるようにした航空機用空気調和装置を提供する
ことを目的としている。The present invention has been made with a focus on such problems, and by taking measures to suppress the amount of engine bleed air required for air conditioning to the minimum necessary amount, it is possible to suppress a decrease in engine thrust and at the same time increase or decrease pressure. It is an object of the present invention to provide an air conditioner for an aircraft whose mechanism can be provided with a compact one.
［課題を解決するための手段］
本発明は、かかる目的を達成するために、次のような構
成を採用したものである。[Means for Solving the Problems] In order to achieve the above object, the present invention employs the following configuration.
すなわち、本発明の航空機用空気調和装置は、す、圧室
の空気を加減圧機構を介して循環させ冷暖房を行う循環
系路と、エンジン抽気を新鮮空気として前記与圧室に直
接又は間接に導入する給気系路と、導入される新鮮空気
と略同量の汚れた空気を前記与圧室から機外に導出する
排気系路とを具備してなるものであって、前記給気系路
に、内部を流通する新鮮空気の流量を増減させる制御弁
と、内部を流通する新鮮空気の流量を測定するための検
出手段と、この検出手段を通じて得られる測定値がｒ・
め設定した目標値に保持されるように前記制御弁を制御
する制御手段とからなる流量制御機構を設けたことを特
徴とする。That is, the aircraft air conditioner of the present invention includes: a circulation system path for circulating air in a pressure chamber via a pressurization/depressurization mechanism for cooling and heating; The air supply system includes an air supply system path for introducing air into the air supply system, and an exhaust system path for leading out of the machine from the pressurized chamber approximately the same amount of dirty air as the fresh air introduced, the air supply system A control valve for increasing/decreasing the flow rate of fresh air circulating inside, a detecting means for measuring the flow rate of fresh air circulating inside, and a measured value obtained through this detecting means r.
The present invention is characterized in that a flow control mechanism comprising a control means for controlling the control valve so that the control valve is maintained at a set target value is provided.
し作用」
このような構成を通じて、循環系路では与圧室空気を循
環させながら加減圧することによって該与圧室を適温に
維持するようにし、給気系路では流量制御機構で流量を
目標値にコントロールしながら新鮮空気を与圧室に導入
するようにし、排気系路ではそれに見合う量の汚れた空
気を前記与圧室の圧力を適正に維持しつつ機外に排気す
るようにする。Through this configuration, the pressurized chamber air is circulated and pressurized in the circulation system to maintain the pressurized chamber at an appropriate temperature, and in the air supply system, the flow rate is controlled by the flow rate control mechanism. Fresh air is introduced into the pressurized chamber while controlling the pressure, and an exhaust system exhausts a corresponding amount of dirty air to the outside of the machine while maintaining the pressure in the pressurized chamber at an appropriate level.
しかして、このように与圧室を、代謝しながら調温する
のではなく、循環という形でその空気の大半を残したま
ま調温するようにすると、給気系路では専ら搭乗者のた
めに必要な０□摂取量を基準として、或いは機体の漏れ
面積を基準として新鮮空気の流量目標値を必要最少限度
において設定することができる。このため、エンジンの
抽気負荷軽減をａ効に果たし得るものとなる。また、こ
の構成によると、循環系路では温度変化を来たした与圧
室空気に対して冷暖房すればよく、高温高圧のエンジン
抽気を大量に冷却する場合に比べれば、加減圧機構に掛
かる負担は遥かに軽減されたものとすることができる。However, if the temperature of the pressurized room is controlled while leaving most of the air in the form of circulation, rather than adjusting the temperature while it is being metabolized, the air supply system will be used exclusively for the passengers. The target flow rate of fresh air can be set at the minimum necessary limit based on the 0□ intake required for this purpose or based on the leakage area of the airframe. Therefore, the bleed air load on the engine can be reduced effectively. In addition, according to this configuration, in the circulation system, it is only necessary to cool or heat the pressurized room air that has undergone a temperature change, and compared to the case where a large amount of high-temperature, high-pressure engine bleed air is cooled, the burden on the pressurization and depressurization mechanism is reduced. can be much reduced.
［実施例コ 以下、本発明の一実施例を第１図を参照して説明する。[Example code] An embodiment of the present invention will be described below with reference to FIG.
この実施例の航空機用空気調和装置は、与圧室（キャビ
ンやコクピット等）１の空気を循環させ冷暖房を行う循
環系路り、と、エンジン３がら抽気したブリードエアを
新鮮空気として前記与圧室１に直接導入する給気系路Ｌ
２と、導入された新鮮空気と略同量の汚れた空気を前記
与圧室１がら機外に導出する排気系路Ｌ３とから構成さ
れている。The aircraft air conditioner of this embodiment includes a circulation system path that circulates air in a pressurized room (cabin, cockpit, etc.) 1 for cooling and heating, and a circulation system that circulates air in a pressurized room (cabin, cockpit, etc.) 1, and uses bleed air extracted from an engine 3 as fresh air. Air supply line L directly introduced into room 1
2, and an exhaust system L3 which leads out of the pressurized chamber 1 approximately the same amount of dirty air as the introduced fresh air.
循環系路Ｌ１には、電動コンプレッサ２１と、シャフト
２２に単軸結合されてなるラジアルコンプレッサ２３並
びにラジアルタービン２４とからなる加減圧機構２が配
設しである。また、前記電動コンプレッサ２１と前記ラ
ジアルコンプレッサ２３との間、および該ラジアルコン
プレッサ２３と前記ラジアルタービン２４との間に、そ
れぞれラムエアとの熱交換により循環中の与圧室空気を
冷却し得る熱交換器２５．２６を配置している。A pressure regulating mechanism 2 consisting of an electric compressor 21, a radial compressor 23 uniaxially connected to a shaft 22, and a radial turbine 24 is disposed in the circulation path L1. Further, heat exchange is performed between the electric compressor 21 and the radial compressor 23 and between the radial compressor 23 and the radial turbine 24, which can cool the circulating pressurized room air by heat exchange with ram air. The vessels 25 and 26 are arranged.
これにより、与圧室１で昇温した空気が電動コンプレッ
サ２１によって循環系路Ｌ１内に圧縮状態で取り込まれ
ると、先ず熱交換器２５でラムエアとの熱交換により冷
却され、次にラジアルコンプレッサ２３で昇圧された後
に再び熱交換器２６でラムエアとの熱交換により冷却さ
れ、最後にラジアルタービン２４で断熱膨張することに
より自冷して与圧室１に送り返されることになる。この
際、ラジアルタービン２４に与えられる膨張仕事はシャ
フト２２を介してラジアルコンプレッサ２３に入力され
、圧縮動力として利用される。As a result, when the air whose temperature has increased in the pressurized chamber 1 is taken into the circulation path L1 in a compressed state by the electric compressor 21, it is first cooled by heat exchange with ram air in the heat exchanger 25, and then is cooled by the radial compressor 23. After being pressurized, it is cooled again by heat exchange with ram air in the heat exchanger 26, and finally is self-cooled by adiabatic expansion in the radial turbine 24 and sent back to the pressurized chamber 1. At this time, the expansion work given to the radial turbine 24 is input to the radial compressor 23 via the shaft 22 and used as compression power.
一方、給気系路Ｌ２には、内部を流通する新鮮空気の流
量を増減させる圧力制御弁（機能的には流量制御弁）４
１と、内部を流通する新鮮空気の流量を測定するための
検出手段４２と、この検出手段４２を通じて得られる／
１Ｉｌｊ定値が予め設定した目標値に保持されるように
前記圧力制御弁４１を制御するコントローラ（制御手段
）４３とからなる流量制御機構４を設けている。検出手
段４２は、ベンチュリ管４２ａと、このベンチュリ管４
２ａのに流に配設された圧力センサ４２ｂ及び温度セン
サ４２ｃと、該ベンチュリ管４２ａの下流に配設された
圧力センサ４２ｄとからなり、各センサ４２ｂ、４２ｃ
、４２ｄからの検出信号Ｐ１、Ｔ２、Ｐ２をそれぞれ前
記コントローラ４３に内蔵された演算子４３ａに入力す
るようにしている。On the other hand, the air supply system path L2 has a pressure control valve (functionally, a flow rate control valve) 4 that increases or decreases the flow rate of fresh air flowing therethrough.
1, a detection means 42 for measuring the flow rate of fresh air circulating inside, and / obtained through this detection means 42.
A flow rate control mechanism 4 is provided, which includes a controller (control means) 43 that controls the pressure control valve 41 so that the constant value of 1Ilj is maintained at a preset target value. The detection means 42 includes a venturi tube 42a and a venturi tube 42a.
It consists of a pressure sensor 42b and a temperature sensor 42c disposed downstream of the venturi tube 42a, and a pressure sensor 42d disposed downstream of the venturi tube 42a.
, 42d are input to an operator 43a built in the controller 43, respectively.
この演算子４３ａには、各検出値Ｐ１、Ｔ１、Ｐ２と、
ベンチュリ管４２ａのストロ−径Ｓとから、ベルヌーイ
の定理に基づいた一般式
％式％）
により、給気系路Ｌ２内を流通する新鮮空気の流量ωを
求めるための回路が組み込まれている。そして、その測
定値ωを電圧信号（又は電流信号）として次段に配置さ
れた演算子４３ｂに人力するようにしている。This operator 43a includes each detected value P1, T1, P2,
A circuit is incorporated for determining the flow rate ω of fresh air flowing through the air supply system path L2 from the straw diameter S of the Venturi pipe 42a using the general formula % formula based on Bernoulli's theorem. Then, the measured value ω is manually inputted as a voltage signal (or current signal) to an operator 43b arranged at the next stage.
一方、演算子４３ｂには、予め新鮮空気の流量目標値ω
８がデータマツプとして格納されており、前記演算子４
３ａから入力される測定値ωをそのデータマツプＩ―の
目標値ω８と比較して、ωくω８の場合には前記圧力制
御弁４１に対して０ＰＥＮ信号を出力し、ω〉ω８の場
合には該圧力制御弁４１に対してＣＬＯ８Ｅ信号を出力
し得るように構成されている。この際の目標値ω８とは
、例えば、必要な０２を摂取できるための目標値ω１８
と、必要な与圧状態を維持できるための目標値ω２８と
の２種類を準備し、そのうちの大きい方が自動的に選択
されるようなものであることが望ましい。ω１８は与圧
室１の乗員乗客数等から割り出される性質のものであり
、ω２＊は、与圧室１の圧力をＰ３ （この値はＰめ
飛行高度に対して設定されている）、その温度をＴ３、
機体の漏れ面積をＡ１係数をＢとした場合に、
ω２ ” ＝Ａ−Ｂ−Ｐ） ／ （Ｔ３ ） １′”な
る一般式から割り出される性質のものである。On the other hand, the operator 43b has a fresh air flow rate target value ω set in advance.
8 is stored as a data map, and the operator 4
The measured value ω input from 3a is compared with the target value ω8 of the data map I-, and if ω is less than ω8, a 0PEN signal is output to the pressure control valve 41, and if ω>ω8, the 0PEN signal is output. It is configured to be able to output a CLO8E signal to the pressure control valve 41. The target value ω8 at this time is, for example, the target value ω18 for ingesting the necessary 02.
It is desirable to prepare two types, ie, and a target value ω28 for maintaining the necessary pressurized state, and the larger one of them is automatically selected. ω18 is determined from the number of passengers and crew members in pressurized chamber 1, and ω2* is the pressure in pressurized chamber 1, P3 (this value is set for P flight altitude), The temperature is T3,
The leakage area of the fuselage is determined from the general formula ω2''=A-B-P)/(T3)1''', where A1 is the coefficient of B.
なお、ω２″の計算のために、図示装置では与圧室１に
センサ１１を設け、このセンサ１１から検出信号Ｔ３を
取り出して前記演算子４３ａに人力するようにしている
（演算子４３ｂに人力するようにしてもよい）。In order to calculate ω2'', in the illustrated device, a sensor 11 is provided in the pressurized chamber 1, and a detection signal T3 is extracted from this sensor 11 and manually inputted to the operator 43a (operator 43b is manually inputted). ).
さらに、排気系路Ｌ３には、アウトフローバルブ５１と
、このアウトフローバルブ５１の下流に配設した圧力セ
ンサ５２と、前記与圧室１に設置した圧力センサ１２と
、両正カセンサ１２．５２からの検出信号Ｐ３、Ｐ４を
入力し、これらの検出値に基づいて前記アウトフローバ
ルブ５１に制御信号を出力する演算子５３とから構成さ
れるキャビンプレッシャコントローラ５を設けている。Furthermore, the exhaust system L3 includes an outflow valve 51, a pressure sensor 52 disposed downstream of the outflow valve 51, a pressure sensor 12 disposed in the pressurized chamber 1, and both positive force sensors 12.52. A cabin pressure controller 5 is provided, which includes an operator 53 which inputs detection signals P3 and P4 from the engine and outputs a control signal to the outflow valve 51 based on these detection values.
すなわち、演算子５３には
Ｐ ＝Ｐ ３Ｐ ａ
に従って圧力差Ｐを求めるための回路が組み込まれてお
り、また、測定値Ｐに対してこれを補正すべき目標値Ｐ
８が予め設定されている。そして、該演算子５３から、
Ｐ＞Ｐ”の場合にアウトフロバルブ５１に対して０ＰＥ
Ｎ信号を出力し、ＰくＰゞの場合に該アウトフローバル
ブ５１に対してＣＬＯ８Ｅ信すを出力し得るようになっ
ている。That is, the operator 53 has a built-in circuit for determining the pressure difference P according to P = P 3P a , and also calculates the target value P to which the measured value P should be corrected.
8 is preset. Then, from the operator 53,
0PE for outflow valve 51 when P>P”
It outputs an N signal, and in the case of P and P, it can output a CLO8E signal to the outflow valve 51.
目標値Ｐ”は、主として客室環境の快適性の観点から、
与圧室１を機外よりも若干高い圧力に維持しておくよう
に設定される。The target value P'' is determined mainly from the viewpoint of comfort of the cabin environment.
The pressure in the pressurized chamber 1 is maintained at a pressure slightly higher than that outside the aircraft.
このような構成を通じて、循環系路Ｌ１では与圧室１の
空気を循環させながら加減圧機構２による冷暖房を行な
うことで該与圧室１を適温に維持し、給気系路Ｌ２では
流量制御機構４で流量をコントロールしながら最適に流
量制御された新鮮空気を与圧室１に導入し、排気系路Ｌ
３では前記与圧室１の圧力を適正に維持しつつ汚れた空
気を該与圧室１から一機外に排気するという作用が営ま
れることになる。Through this configuration, the pressurized chamber 1 is maintained at an appropriate temperature by circulating the air in the pressurized chamber 1 while being heated and cooled by the pressurization mechanism 2 in the circulation system path L1, and the air supply system L2 maintains the pressurized chamber 1 at an appropriate temperature. While the flow rate is controlled by the mechanism 4, fresh air whose flow rate is optimally controlled is introduced into the pressurized chamber 1, and the exhaust system L
3, the function is to exhaust dirty air from the pressurized chamber 1 to the outside of the machine while maintaining the pressure in the pressurized chamber 1 appropriately.
しかして、この装置によると、従来に比べて遥かに少な
いエンジン抽気量で、与圧室１の調温、０２の供給、与
圧の維持を全て賄い得ることになる。このため、エンジ
ン３の抽気負荷を確実に軽減して適正な推力を確保する
ことができる。しかも、この構成によると、加減圧機構
２はある程度の調温機能を備えたものであればよく、従
来はど苛酷な使用を強いられることがないので、コンパ
クト化を図ることも容易となる。According to this device, the temperature control of the pressurized chamber 1, the supply of 02, and the maintenance of pressurization can all be accomplished with a much smaller amount of engine bleed air than in the past. Therefore, the bleed load on the engine 3 can be reliably reduced and appropriate thrust can be ensured. Moreover, according to this configuration, the pressurizing/decreasing mechanism 2 only needs to have a certain degree of temperature control function, and is not forced to use harshly as in the past, making it easy to make it compact.
以上、本発明の一実施例について説明したが、各部の構
成は図示例に限定されず、本発明の趣旨を逸脱しない範
囲で種々変形が可能である。例えば、給気系路Ｌ２をＩ
−）圧室１に直接接続する代わりに、図中想像線に示す
ラインＬ４を通じて間接的に該Ｉｉ−圧室１に接続する
ようにしてもよい。特に、図示のように循環系路３の電
動コンプレッサ２１下流に新鮮空気を導入するようにし
た場合には、！−記実施例で述べた作用効果に加えて、
該電動コンプレッサ２１の負担を軽減することによる小
型化の効果も同時に期することが可能となる。Although one embodiment of the present invention has been described above, the configuration of each part is not limited to the illustrated example, and various modifications can be made without departing from the spirit of the present invention. For example, if the air supply system path L2 is
-) Instead of being directly connected to the pressure chamber 1, it may be indirectly connected to the Ii-pressure chamber 1 through a line L4 shown as an imaginary line in the figure. Especially when fresh air is introduced downstream of the electric compressor 21 in the circulation path 3 as shown in the figure! - In addition to the effects described in the examples above,
By reducing the burden on the electric compressor 21, it is also possible to achieve the effect of downsizing.
また、演算子の代わりに汎用マイクロコンピュータを用
いるようにしてもよい。この場合は、等価な機能が発揮
されるようなプログラムを書き込むだけでよく、ハード
設計を省いて製作を簡略化するメリットが得られる。Furthermore, a general-purpose microcomputer may be used instead of the operator. In this case, all you need to do is write a program that provides equivalent functionality, which has the advantage of omitting hardware design and simplifying production.
［発明の効果］
本発明の航空機用空気調和装置は、以上のような構成で
あるから、空気調和に必要なエンジン抽気量を低減し、
その結果、エンジン推力の低下を白゛効に抑止すること
が可能になる。また、加減圧機構に掛かる負担も軽減さ
れるため、系のコンパクト化も容易に図り得るものとな
る。[Effects of the Invention] Since the aircraft air conditioner of the present invention has the above configuration, the amount of engine bleed air required for air conditioning is reduced,
As a result, it becomes possible to effectively suppress a decrease in engine thrust. Furthermore, since the load placed on the pressure adjustment mechanism is reduced, the system can be made more compact.
第１図は本発明の一実施例を示す構成概念図である。第
２図は従来例を示す第１図相当の構成概念図である。
１・・・与圧室（キャビン）２・・・加減圧機構４・・
・流量制御機構 ４１・・・圧力制御弁４２・・・検
出手段
４３・・・制御手段（コントローラ）
Ｌｌ・・・循環系路 Ｌ２・・・給気系路Ｌ３・
・・排気系路FIG. 1 is a conceptual diagram showing an embodiment of the present invention. FIG. 2 is a conceptual diagram corresponding to FIG. 1 showing a conventional example. 1... Pressurized room (cabin) 2... Pressurization/depressurization mechanism 4...
・Flow rate control mechanism 41...Pressure control valve 42...Detection means 43...Control means (controller) Ll...Circulation system path L2...Air supply system path L3・
・Exhaust system path
Claims (1)
う循環系路と、エンジン抽気を新鮮空気として前記与圧
室に直接又は間接に導入する給気系路と、導入される新
鮮空気と略同量の汚れた空気を前記与圧室から機外に導
出する排気系路とを具備してなるものであって、前記給
気系路に、内部を流通する新鮮空気の流量を増減させる
制御弁と、内部を流通する新鮮空気の流量を測定するた
めの検出手段と、この検出手段を通じて得られる測定値
が予め設定した目標値に保持されるように前記制御弁を
制御する制御手段とからなる流量制御機構を設けたこと
を特徴とする航空機用空気調和装置。A circulation system path that circulates air in the pressurized chamber via a pressurization/depressurization mechanism for cooling and heating, an air supply system path that directly or indirectly introduces engine bleed air as fresh air into the pressurized chamber, and fresh air to be introduced. and an exhaust system path that leads approximately the same amount of dirty air from the pressurized chamber to the outside of the machine, and the air supply system path is configured to increase or decrease the flow rate of fresh air circulating inside the air supply system. a control valve for controlling the control valve, a detection means for measuring the flow rate of fresh air flowing therethrough, and a control means for controlling the control valve so that the measured value obtained through the detection means is maintained at a preset target value. An air conditioner for an aircraft, characterized by being provided with a flow rate control mechanism consisting of.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25560689A JPH03117831A (en) | 1989-09-30 | 1989-09-30 | Air conditioner for airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25560689A JPH03117831A (en) | 1989-09-30 | 1989-09-30 | Air conditioner for airplane |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03117831A true JPH03117831A (en) | 1991-05-20 |
Family
ID=17281070
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25560689A Pending JPH03117831A (en) | 1989-09-30 | 1989-09-30 | Air conditioner for airplane |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03117831A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08335792A (en) * | 1995-06-08 | 1996-12-17 | Blue Medical Sci:Kk | Motor protective device |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62120296A (en) * | 1985-11-19 | 1987-06-01 | 富士重工業株式会社 | Air conditioner in aircraft |
| JPS6441743A (en) * | 1987-07-20 | 1989-02-14 | Boeing Co | Ventilation controller and method of pressed closed space |
-
1989
- 1989-09-30 JP JP25560689A patent/JPH03117831A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62120296A (en) * | 1985-11-19 | 1987-06-01 | 富士重工業株式会社 | Air conditioner in aircraft |
| JPS6441743A (en) * | 1987-07-20 | 1989-02-14 | Boeing Co | Ventilation controller and method of pressed closed space |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08335792A (en) * | 1995-06-08 | 1996-12-17 | Blue Medical Sci:Kk | Motor protective device |
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