RU2581893C1 - Method for adjusting air pressure in hermetically sealed aircraft cabin and device therefor - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: group of inventions relates to adjustment of air pressure in hermetically sealed cabin of aircraft and a system which realises said method. Air pressure in hermetically sealed aircraft cabin is controlled by measuring absolute and excess pressure of air in aircraft cabin and values of mismatch between preset and measured values of relative to atmospheric pressure outside aircraft, measuring rate of change of absolute pressure of air in cabin, an angle of deviation of aircraft control lever, flight altitude is determined and design vertical speed aircraft flight to achieve design altitude through certain time upon deviation of lever, required air pressure value is calculated in cabin and required pressure change rate, advanced air pressure control is carried out in case of pressure variation exceeding permissible value. Pressure regulator comprises a flow part, two working elements in form of a gate, two drive systems with two electric motors each, device of feedback by position of working member with two channels, a unit of pressure sensors with two sensitive elements, resolver, units of control of serviceability, standby channel, two multiplex channel controller, two intellectual channel, control unit, electronic switch, connected in a certain manner.

EFFECT: maintaining pressure in hermetically sealed cabin within allowable limits.

2 cl, 3 dwg

Description

The invention relates to the field of automatic regulation and can be used in the air conditioning system of an aircraft (LA).

It is known that in order to maintain the living conditions necessary for the crew to work during flights at high altitudes, the necessary absolute and excess pressure, as well as the rate of change of air pressure over time, are artificially supported in a pressurized cabin (CC). The required air pressure in the GC is maintained by regulating it according to a certain program that establishes the relationship between the air pressure in the cabin and the flight altitude, [Dyachenko Yu.V., Sparin V.A., Chichindaev A.V. Aircraft life support systems: Textbook. A manual for university students / Ed. Yu.V. Dyachenko. - Novosibirsk: Publishing House of NSTU, 2003, p. 238].

, где ΔP_к - перепад давления между кабиной и атмосферой;

- минимально допустимое абсолютное давление воздуха в кабине. Скорость изменения давления воздуха в кабине не должна превышать допустимой скорости (

). Избыточное давление воздуха в кабине не должно быть больше максимально допустимого (

), отрицательный перепад давления воздуха между кабиной и атмосферой не должен быть больше допустимого значения (

)

, [Ю.С. Илюшин, В.В. Олизаров. Системы обеспечения жизнедеятельности и спасения экипажей летательных аппаратов. - Издание ВВИА им. проф. Н.Е. Жуковского, 1972, стр. 36-39]. Из совокупности маневренных характеристик ЛА наибольшее влияние на скорость изменения давления воздуха в ГК оказывает вертикальная скорость (V_у), [Ю.С. Илюшин, В.В. Олизаров. Системы обеспечения жизнедеятельности и спасения экипажей летательных аппаратов. - Издание ВВИА им. проф. Н.Е. Жуковского, 1972, стр. 128].In the Civil Code, the rate of pressure change depends on the operating mode of the pressure regulator, the degree of tightness of the cabin or the amount of air leakage from it, and the rate of change of the air flow supplied to the cabin [Bykov LT, Egorov MS, Tarasov PV High-altitude aircraft equipment, State Publishing House of the Defense Industry, Moscow, 1958, p. 42]. Restrictions on the permissible limits of pressure changes are determined by the conditions for ensuring the maximum performance of crew members, their safety in terms of physiological and hygienic factors and the strength of the cabin structure. The absolute air pressure in the cab must not be less than the minimum allowable pressure

where ΔP _k is the pressure drop between the cabin and the atmosphere;

- minimum permissible absolute air pressure in the cab. The rate of change of air pressure in the cabin must not exceed the permissible speed (

) Excessive air pressure in the cab should not exceed the maximum allowable (

), the negative air pressure difference between the cabin and the atmosphere should not exceed the permissible value (

)

, [Yu.S. Ilyushin, V.V. Olizarov. Life support and crew rescue systems. - Edition of the VVIA them. prof. NOT. Zhukovsky, 1972, pp. 36-39]. Of the aggregate maneuvering characteristics of the aircraft, the vertical speed (V _у ) has the greatest influence on the rate of change of air pressure in the aircraft [Yu. Ilyushin, V.V. Olizarov. Life support and crew rescue systems. - Edition of the VVIA them. prof. NOT. Zhukovsky, 1972, p. 128].

Known methods of regulating air pressure in the main aircraft LA, which consist in maintaining the pressure in the main aircraft within the required limits due to pressurization of atmospheric air from an aircraft engine compressor and discharge of excess air into the atmosphere [Yu.S. Ilyushin, V.V. Olizarov. Life support and crew rescue systems. - Edition of the VVIA them. prof. NOT. Zhukovsky, 1972, p. 130, RU 2231483, IPC B64D 13/04].

Known devices for regulating air pressure in an airtight cabin LA [SU 1003035, IPC G05D 16/20, RU 2216485, IPC B64D 13/00, G05D 16/00].

A disadvantage of the known methods and devices is the lack of effectiveness in regulating the air pressure in the aircraft LA (the possibility of the values of the rate of change of pressure and absolute pressure exceeding acceptable values with sharp changes in flight altitude and vertical speeds).

The closest known method of regulating air pressure is the method according to the invention "Method and system for regulating air pressure on an aircraft" [RU 2231483, IPC B64D 13/04, B64D 47/00], including measuring the absolute and excess air pressures in an airtight cabin of an aircraft apparatus, determining the values of the mismatch between the set and measured values of the absolute pressure and excess air pressure in the pressurized cabin relative to atmospheric pressure outside the aircraft and speed Menenius absolute air pressure in the cabin, the formation of the manipulated variable for controlling the pressure and air pressure control in said cab.

Closest to the claimed of known devices is the "Pressure control device in the pressurized cabin of the aircraft" [RU 2216485, IPC B64D 13/00, G05D 16/00], containing a flow part, a working body in the form of a damper controlled by a drive system with an electric motor, a device feedback on the position of the working body, the block of pressure sensors with sensitive elements, the arbiter associated with the drive system and the health monitoring nodes, a backup channel connected to both sensitive elements of the sensor block is pressed ia, with a health monitoring unit and an arbiter, two controllers of a multiplex information exchange channel, two intelligent channels connected to each other through a service information exchange channel, each intelligent channel being connected to a working body through a feedback device according to the position of the working body, with both sensitive elements of the pressure sensor block, with a health monitoring unit, with an arbiter and with the help of the controller of the multiplex channel for information exchange through the multiplex channel info exchange communication with upper-level on-board systems, and the drive system is additionally equipped with a second electric motor, and the feedback device for the position of the working body consists of two feedback channels connected at the input to the working body and connected to the intelligent channel at the output.

The main objective of the data of the method and device is also to maintain the pressure in the HA within the required limits. Pressure control is carried out with the help of: a feed regulator, forcing a certain amount of fresh air into the main group from the compressor of the aircraft engine; a pressure regulator that controls the air pressure by transferring excess air into the environment through an air bypass valve.

Throughout the entire flight time, in order to ensure the required pressure in the GC and maintain the rate of change of pressure in it, the pressure is regulated according to a given law. With the current trend of increasing the maneuverability of modern and promising aircraft, the range of altitudes and speeds used is increasing. The known method and device are not able under these conditions to fully compensate for the pressure drop when performing maneuvers at maximum vertical speeds in a wide range of heights, which is due to the technical solutions laid down during their implementation. The automatic feed regulators used on the aircraft are carried out with a proportional characteristic. That is, the feed regulator consists of a measuring element and a regulatory body, which are interconnected by an intermediate transmission device. As regulating bodies, throttle valves, control valves and spool devices are used. In such regulators, a change in the position of the regulatory body is proportional to a change in the controlled parameter [Bykov L.T., Egorov M.S., Tarasov P.V. High-altitude aircraft equipment, State Publishing House of the Defense Industry, Moscow, 1958, p. 219].

Pressure regulators must have certain static characteristics and have dynamic properties. The process of regulating the pressure in the cabin must be dynamically stable, and in transitional conditions, the rate of change of pressure in the cabin should not exceed a certain value specified in accordance with physiological norms [Bykov LT, Egorov MS, Tarasov PV High-altitude aircraft equipment, State Publishing House of the Defense Industry, Moscow, 1958, p. 251].

With a sharp change in flight altitude with a large vertical speed, the regulators used cannot timely respond to these changes and fully provide the necessary amount of air in the main aircraft. The consequence of this may be a decrease in flight safety during the operation of maneuverable aircraft to the limit.

The objective of the invention is to improve the accuracy of regulation of air pressure in an airtight cabin of an aircraft.

To solve the problem in a known method of regulating air pressure on an aircraft, which consists in measuring the absolute and excess air pressure in the pressurized cabin of the aircraft, determining the values of the mismatch of the set and measured values of the absolute pressure and excess air pressure in the pressurized cabin relative to atmospheric pressure outside the aircraft and the rate of change of the absolute air pressure in this cabin, the formation of the control In order to regulate the pressure and regulate the air pressure in the aforementioned cabin, the angle of deviation of the aircraft control lever is additionally measured, the flight height of the aircraft is calculated after time τ after the aircraft control lever is deflected, and the estimated vertical flight speed of the aircraft to achieve the calculated height, the required value is calculated air pressure in the pressurized cabin at the estimated flight altitude of the aircraft and the required rate of change ION to achieve it, comparing the calculated rate of change of pressure with maximum allowable, and if the calculated rate of pressure change more than the maximum allowable, adjustment is carried out ahead of air pressure in the hermetic cab to the calculated values.

To solve the problem in a known device for implementing a method of regulating air pressure in a flying vehicle’s main body, containing a flow part, a working element in the form of a damper controlled by a drive system with an electric motor, a feedback device for the position of the working body, a block of pressure sensors with sensitive elements, an arbiter associated with the drive system and the health monitoring nodes, characterized in that a backup channel is introduced, connected to both sensor elements of the sensor unit pressure, with a health monitoring unit and with an arbiter, two controllers of a multiplex information exchange channel, two intelligent channels connected to each other through a service information exchange channel, each intellectual channel being connected to a working body through a feedback device according to the position of the working body, with with both sensitive elements of the pressure sensor block, with a health monitoring unit, with an arbiter and with the help of the controller of the multiplex channel of information exchange through the multiplex to information exchange analisys - with upper-level on-board systems, as well as the drive system is additionally equipped with a second electric motor, and the feedback device for the position of the working body consists of two feedback channels connected at the input to the working body, and connected to the intelligent channel at the output, according to the invention additionally introduced a control unit, the first input of which serves to receive information about the flight parameters, the second and third input of which serve to receive information about the ab saline and gauge pressure in the Civil Code, respectively, an electronic switch, the first and second inputs of which are connected to the first output of the control unit, the third and fourth inputs are connected to the corresponding outputs of the arbiter, and the fifth input is connected to the third output of the control unit and is the control input of the electronic switch, the first and the second outputs of the electronic switch are connected respectively to the inputs of the first and second electric motors, an electronic key, the first and second inputs of which are connected to the second output of the block control, the third input is connected to the fourth output of the control unit and is the control input of the electronic key, the second working element in the form of a damper controlled by the second drive system with two electric motors, the first and second outputs of the electronic key are connected respectively to the inputs of the first and second electric motors.

In the study of other well-known technical solutions in the art, the specified set of features that distinguish the invention from the prototype was not identified.

In FIG. 1 shows a structural diagram of a device for implementing the inventive method, FIG. 2 - the functioning algorithm of the control unit 1, in FIG. 3 is a timing chart explaining the selection of a simulation time interval.

In FIG. 1 adopted the following notation:

1 - control unit;

2 - electronic key;

3 - electronic switch;

4 - 1st drive system;

4.1 - 1st electric motor;

4.2 - 2nd electric motor;

5 - 2nd drive system;

5.1 - 1st electric motor;

5.2 - 2nd electric motor;

6 - arbitrator;

7-9 - health monitoring nodes;

10 - pressurized cabin;

11 - a working body in the form of a shutter;

12 - flow part;

13 - working body in the form of a shutter;

14 - feedback device;

15, 19 - feedback channels;

16, 23 - intelligent channels;

17, 25 - controllers of the multiplex channel of information exchange;

18 - multiplexed information exchange channel;

20 - service channel of information exchange;

21 - top-level systems;

22 - block pressure sensors;

24, 26 - sensitive elements;

27 - backup channel.

In FIG. 2 adopted the following notation:

block 1.1 - the beginning of the program;

block 1.2 - the organization of the cycle, the completion of which occurs under the condition "Flight completed";

block 1.3 - selection of the simulation interval;

block 1.4 - input of flight parameters and pressurized cabin;

block 1.5 - the calculation of changes in altitude and vertical flight speed by the deviation of the aircraft control stick (RUS) for a given time T _Nism. ;

block 1.6 - calculation of changes in atmospheric pressure P _N for T _Nism ;

.block 1.7 - the calculation of the required pressure in the GC P _k , at the calculated height H and the necessary rate of change of pressure in the GC

.

block 1.8 - the formation of a correction signal to create the necessary pressure;

block 1.9 - comparison of the calculated rate of change of pressure in the gas condensate and admissible according to the imposed restrictions; further control is selected based on the results of the comparison;

block 1.10 - calculation of the mismatch of the current pressure in the GC and the calculated;

block 1.11 - the calculation of the required amount of air to create the required pressure in the GC;

block 1.12 - the formation of a control signal for electric drives;

block 1.13 - calculation of the required cross section of the intake and exhaust valves;

block 1.14 - the end of the program.

A device that explains the essence of the proposed method of regulating air pressure in the aircraft LA (Fig. 1), contains a flow part 12, a first working body in the form of a shutter 11, controlled by the first drive system 4 with two electric motors 4.1, 4.2, a feedback device 14 according to the working position body 11, the block of pressure sensors 22 with sensitive elements 24, 26 with the corresponding inputs of the air supply, the arbiter 6 associated with the nodes of the health monitoring 7, 8, 9, a backup channel 27 connected to both sensitive elements 24, 26 of the sensor block 22, with a health monitoring node 9 and with arbiter 6, two controllers of a multiplex information exchange channel 17, 25, two intelligent channels 16, 23 connected to each other through a service channel of information exchange 20, with each intelligent channel 16, 23 connected to by the working body 11 through the feedback device 14 according to the position of the working body 11, with both sensitive elements 24, 26 of the pressure sensor block 22, with the health monitoring unit 8, 7, with the arbiter 6 and using the controller of the multiplex channel of information exchange 17, 25 through the multiplex channel of information exchange 19 - with on-board systems of the upper level 21 with corresponding inputs for receiving information about outboard atmospheric pressure, a feedback device 14 according to the position of the working body 11, consisting of two feedback channels 15, 19 connected via the input with the working body 11, and the output connected to the intelligent channel 16, 23, the control unit 1, the first input of which serves to receive information about the flight parameters, the second and third input of which are used for information about the absolute and overpressure in the main group, respectively, the electronic switch 3, the first and second inputs of which are connected to the first output of the control unit 1, the third and fourth inputs are connected to the corresponding outputs of the arbiter 6, and the fifth input is connected to the third output of the control unit 1 and is the control input of the electronic switch 3, the first and second outputs of the electronic switch 3 are connected respectively to the inputs of the first 4.1 and second 4.2 electric motors, electronic key 2, the first and second inputs of which are single with the second output of the control unit 1, the third input is connected to the fourth output of the control unit 1 and is the control input of the electronic key 2, the second working element in the form of a shutter 13, controlled by the second drive system 5 with two electric motors 5.1, 5.2, the first and second the outputs of the electronic key 2 are connected respectively to the inputs of the first 5.1 and second 5.2 electric motors.

A device that implements the proposed method works as follows.

The principle of controlling pressure in the main aircraft is based on monitoring flight parameters, calculating for a predetermined time interval, depending on changes in the RUS, values of altitude and vertical flight speed changes, based on the obtained calculation values of the necessary pressure in the main aircraft and its rate of change, and when it deviates from the maximum permissible value - pre-emptive change in pressure in the Civil Code by the time interval for calculating the flight altitude due to the effect on the damper of the air supply regulator and on the damper of the pressure regulator to perform Ia desired pressure variation law in the HA.

At the first input of control unit 1 (which is an on-board digital computer (BCM) that performs computational and control functions) from the air signal system (SHS) and the handle position sensor (DPR), information about flight parameters is supplied: H (current flight altitude) , V _ol (instrument speed), X _in (increment of the longitudinal deviation of the RUS relative to the balancing position), P _atm. (atmospheric pressure at current altitude), P _Kizb . (gauge overpressure), P _Cubs. (absolute pressure in the hydraulic circuit), information on the position of the flaps of the feed regulator (RP) and pressure regulator (RD). In the control unit 1, at predetermined time intervals, the change in altitude and vertical flight speed is calculated, which will occur after a certain time after the aircraft control stick is rejected. Using the calculated values, an algorithm is implemented for estimating the permissible limits of pressure change in the main aircraft for a predetermined time interval depending on the flight parameters. This is done as follows.

Information about the flight and GC parameters is supplied to control unit 1 with an interval of 0.25 s, the value of which is determined by the human response to the perception of information, [RU Control systems and on-board digital computer complexes of aircraft / Edited by N.M. Lysenko. - M.: Publishing. VVIA them. prof. NOT. Zhukovsky, 1990, p. 24].

для моментов времени t_k определяются в блоке управления 1 по приращению отклонения РУС (ΔX_в) путем численного решения уравнения, описывающего зависимость отклонения Δφ_z(t_k) от отклонения РУС для продольного канала системы дистанционного управления (СДУ).The deviation of the stabilizer (elevator, the deviation of which leads to a change in height) Δφ _z (t _k ) and the speed of deviation of the stabilizer

for time instants t _{k are} determined in control unit 1 by the increment of the RUS deviation (ΔX _in ) by numerically solving an equation that describes the dependence of the deviation Δφ _z (t _k ) on the RUS deviation for the longitudinal channel of the remote control system (SDU).

In accordance with the functioning algorithm of the control unit 1, FIG. 2 for deviation (RUS), using data on flight parameters and GC parameters (block 1.4 in Fig. 2), in control unit 1 in accordance with the equations of the spatial position of the aircraft:

через T_Низм. (фиг. 3) - время максимальной вертикальной скорости изменения высоты H^выч. (блок 1.5 на фиг. 2):[Krasovsky A.A., Vavilov Yu.A., Suchkov A.I. Aircraft Automatic Control Systems / Edited by A. Krasovsky. - M.: Publishing. VVIA them. prof. NOT. Zhukovsky, 1986, p. 36], assuming a linearized longitudinal long-period motion of the aircraft, the values of the altitude change H ^calc. and vertical flight speed

through T _Nism . (Figure 3.) - Time maximum vertical speed changes the height H ^calc. (block 1.5 in Fig. 2):

выбирается на основании частоты дискретных измерений входного (управляющего) сигнала Δφ_z(t_k), где

, f_onp - частота опроса отклонения РУС в продольном направлении, выбираемый по времени запаздывания реакции самолета после отклонения стабилизатора, равного четверти периода продольного движения, фиг. 3 [Системы управления и бортовые цифровые вычислительные комплексы летательных аппаратов / Под редакцией Н.М. Лысенко. - М.: Изд. ВВИА им. проф. Н.Е. Жуковского, 1990, стр. 208].Solution Interval

is selected based on the frequency of discrete measurements of the input (control) signal Δφ _z (t _k ), where

, f _onp is the frequency of the interrogation of the deviation of the RUS in the longitudinal direction, selected by the delay time of the reaction of the aircraft after the deviation of the stabilizer, equal to a quarter of the period of longitudinal movement, FIG. 3 [Control systems and on-board digital computer systems of aircraft / Edited by N.M. Lysenko. - M.: Publishing. VVIA them. prof. NOT. Zhukovsky, 1990, p. 208].

Further, in accordance with the mathematical model of the change in atmospheric pressure from a change in height dP _H = -ρg _m dH (block 1.6 of Fig. 2), P _{N is} calculated from the obtained height values for the established interval T _{N meas.} based on the dependence P _H = f (N), [GOST 4401-73 “Standard atmosphere. Parameters ”(SA-73), atmospheric static equation, see Aircraft Instruments and Navigation Systems. / Edited by Babich O.A. - M.: Publishing. VVIA them. prof. NOT. Zhukovsky, 1981, p. 112].

и скорости изменения давления

воздуха в кабинеAccording to the calculated values of altitude and vertical flight speed based on physiological and hygienic requirements for the Civil Code [Bykov L.T., Egorov M.S., Tarasov P.V. High-altitude aircraft equipment, State Publishing House of the Defense Industry, Moscow, 1958, pp. 41-42], using a mathematical model of pressure change

and pressure change rates

cabin air

where A and B are constant coefficients;

для вычисленной высоты за время Т_{Н изм.} и

для его создания (блок 1.7 фиг. 2).calculates the required value

for the calculated height during the time T _{N rev.} and

to create it (block 1.7 of Fig. 2).

Thus, during the entire flight in the control unit 1, every 250 ms, the flight parameters are monitored in order to make a decision on the variant of regulation (effect on various actuating devices) of the air pressure in the aircraft. Such a decision is made as follows.

регулирование подачи воздуха через впускной клапан не требуется, так как количество воздуха, подаваемое в ГК, полностью удовлетворяет условию создания требуемого давления. Регулирование давления согласно заданному закону полностью осуществляет регулятор давления. При этом электронный ключ 2 по сигналу с 4-го выхода блока управления 1 находится в закрытом состоянии, и управление заслонками регулятора подачи не производится. Подача воздуха в ГК осуществляется постоянно, в зависимости от режима полета. По сигналу с 3-го выхода блока управления 1 выходы арбитра подключены электронным коммутатором 3 к соответствующим входам управления электроприводами 4.1, 4.2 и регулирование давления в ГК производится посредством изменения положения заслонки выпускного клапана 11 и, следовательно, объема выпускаемого в атмосферу воздуха аналогично, как это осуществляется в прототипе следующим образом.The calculated rate of pressure change in the cabin is compared and permissible depending on the maneuver performed (block 1.9 of Fig. 2). Provided

regulation of air supply through the inlet valve is not required, since the amount of air supplied to the main assembly completely satisfies the condition for creating the required pressure. Pressure regulation according to the given law is completely carried out by the pressure regulator. In this case, the electronic key 2 by the signal from the 4th output of the control unit 1 is in the closed state, and the shutters of the feed regulator are not controlled. Air supply to the main aircraft is carried out constantly, depending on the flight mode. According to the signal from the 3rd output of the control unit 1, the outputs of the arbitrator are connected by the electronic switch 3 to the corresponding inputs of the control of electric drives 4.1, 4.2 and the pressure in the main circuit is controlled by changing the position of the valve of the exhaust valve 11 and, therefore, the volume of air discharged into the atmosphere in the same way carried out in the prototype as follows.

, соответственно, равного разности абсолютных давлений в ГК и в отсеке сброса. Сигналы об уровнях

и P_к транслируются параллельно в резервный канал (РК) 27 и в два дублирующих интеллектуальных канала (ИК) 16, 23.Air with a pressure level in the air discharge compartment P _n and air with a pressure level in the air conditioner P _k enter the sensing element 26 for measuring excess pressure in the cabin. The air pressure level in GK P is also supplied _to a sensor 24 to measure the absolute pressure in the HA. The air pressure in communicating with the atmosphere venting compartment is slightly different from the outboard atmospheric pressure P _n. The block of pressure sensors 22 converts the pressure levels P _n and P _k into an electric information signal about the pressure level in the pressure vessel P _k and into an electric information signal about the level of excess pressure of the HA

, respectively, equal to the difference in absolute pressures in the main group and in the discharge compartment. Level Signals

and P _{k are} transmitted in parallel to the backup channel (RC) 27 and two duplicate intelligent channels (IR) 16, 23.

в ГК, получаемых от блока датчиков давления 22, информации о величине проходного сечения F проточной части 12, получаемой от соответствующего канала устройства обратной связи по положению рабочего органа 14 и информации о величине забортного атмосферного давления P_н, получаемой каждым из ПК 16, 23 из бортовых систем верхнего уровня 21 по мультиплексному каналу информационного обмена (МКИО) 18 с помощью соответствующего контроллера МКИО 17 или 25, каждый из ИК 16, 23 независимо друг от друга вычисляет текущий расход G через проточную часть 12.Based on information about the current values of the absolute pressure P _k and overpressure

in the GC, received from the block of pressure sensors 22, information on the value of the flow cross section F of the flow part 12, received from the corresponding channel of the feedback device according to the position of the working body 14 and information on the value of the outboard atmospheric pressure P _n received by each of the PCs 16, 23 from on-board systems of the upper level 21 through the multiplexed channel of information exchange (MKIO) 18 using the corresponding controller MKIO 17 or 25, each of IR 16, 23 independently calculates the current flow rate G through the flow part 12.

Both IRs independently from each other using two successively measured values for the time interval Δt of the absolute pressure in the GC P _{to (i-1)} and P _{to (i)} and the calculated value of the flow from the GC G _pac, calculate the current flow rate of air supplied to the GC G _under . According to the information on the value of the outboard atmospheric pressure P _n IK 16, 23 received from the upper level systems 21, the required absolute pressure in the pressure vessel P _{Ktreb is calculated.} , and according to the values of P _Ktreb. , P _n and G _under calculate the required value of the flow section of the flow passage 12 and assess the absence of exceeding the maximum speed of pressure in the GC, after which IK 16, 23 issue commands to control simultaneously both electric drives 4.1, 4.2 of the drive system 4 in accordance with the adopted law of pressure regulation . RK 27 on signals from the block of pressure sensors 22 also issues commands to control the drive system 4. The arbiter 6, according to information about the health of IR 16, 23 and RK 27, obtained using the corresponding health monitoring nodes 7, 8 and 9, selects one leading at the moment channel and converts its control commands into control signals of electric drives 4.1, 4.2.

, например, при выполнении маневров высшего пилотажа с резким набором высоты с большой вертикальной скоростью, блок управления 1 принимает решение на упреждающее регулирование давления воздуха в ГК путем управления заслонкой регулятора давления и управлением заслонкой регулятора подачи. При этом с 3-го и 4-го выходов блока управления 1 поступают управляющие сигналы, соответственно, на 5-й (управляющий) вход электронного коммутатора 3 (переключающий управление сбросом воздуха в атмосферу с арбитра на блок управления 1) и на 3-й (управляющий) вход электронного ключа 2 на подключение канала управления заслонками регулятора подачи и регулятора давления.If during flight (for example, at time t _k , Fig. 3), conditions arise when the calculated rate of pressure change in the cabin for a predetermined time interval exceeds the permissible

, for example, when performing aerobatics maneuvers with a sharp climb with a high vertical speed, the control unit 1 makes a decision to proactively control the air pressure in the main control unit by controlling the pressure regulator flap and controlling the feed regulator flap. At the same time, control signals are received from the 3rd and 4th outputs of control unit 1, respectively, to the 5th (control) input of electronic switch 3 (switching control of air discharge into the atmosphere from the arbiter to control unit 1) and to the 3rd (control) input of the electronic key 2 for connecting the control channel to the shutters of the flow regulator and pressure regulator.

To ensure the process of regulating the pressure in the control unit 1 in accordance with the algorithm implemented by him (Fig. 2), the necessary pressure ΔP _k in the GC is calculated, which must be created by the time T _{N meas.} (Fig. 3), as the difference between the current pressure in the gas and calculated, according to the implemented mathematical model (3), (block 1.10 of Fig. 2).

Next, the control unit 1 calculates the required amount of air G, to ensure the creation of ΔP _k as a function

,

,

[Bykov L.T., Egorov M.S., Tarasov P.V. High-altitude aircraft equipment, State Publishing House of the Defense Industry, Moscow, 1958, p. 203],

where P ₁ is the air pressure in front of the flow regulator, T ₁ is the temperature in front of the flow regulator, T _to is the air temperature in the main group (block 1.11 of Fig. 2).

The temperature T _k for GK is a parameter whose value relative change for the device is small and constant averaged adopted. Based on this

.

.

The calculated value of G _{P by} the control unit 1 determines the required amount of air (i.e., the cross section of the valves) to create the required pressure with imposed restrictions on the rate of change of air pressure (block 1.13 of Fig. 2). The flow area of the feed regulator F _{P is} calculated as a function of

,

,

[Ilyushin Yu.S., Olizarov VV Life support and crew rescue systems. Edition of VVIA them. prof. NOT. Zhukovsky, 1972, p. 152-154].

In accordance with the result, the control unit 1 gives a command to the electric actuators 4 and 5, to set the required positions of the working bodies of the intake and exhaust valves (block 1.12 of Fig. 2).

The inputs 2 and 3 of the control unit 1 receives signals from the outputs of the sensitive elements 24, 26, respectively, about the values of P _Kizb . (gauge overpressure) and P _Cubs. (absolute pressure in the Civil Code). Comparing the pressure obtained from the sensitive elements with the calculated one, the value of the mismatch of the set pressure with the current pressure is determined (block 1.8 of Fig. 2). When calculating ΔP _k (block 1.10 of Fig. 2), the value of the mismatch (block 1.8 of Fig. 2) is taken into account to reduce the error that appears when creating the required pressure in the gas cylinder.

Thus, the inventive method and device due to periodic monitoring of flight parameters, determining for a predetermined time interval the values of changes in altitude and vertical speed of flight, and in accordance with the obtained values, the necessary pressure in the GC and the rate of change allows it to proactively change the pressure in the GC for a specified time interval due to the effect on the damper of the air supply regulator and on the damper of the pressure regulator in order to fulfill the required law of pressure change in the main circuit and ysit precision control of air pressure in the hermetically sealed cabin of the aircraft.

Claims (2)

1. A method of controlling air pressure in an airtight cabin of an aircraft, based on measuring the absolute and excess air pressures in an airtight cabin of an aircraft, determining the values of the mismatch between a given and measured values of absolute pressure and excess air pressure in an airtight cabin relative to atmospheric pressure outside the aircraft and speed changes in the absolute air pressure in this cabin, the formation of a control action for regulation yes the occurrence and regulation of air pressure in said cabin, characterized in that they additionally measure the angle of deviation of the aircraft control lever, calculate the flight height of the aircraft through time τ after the control lever is deflected, and the estimated vertical flight speed of the aircraft to achieve the calculated height, calculate the required air pressure in the pressurized cabin at the estimated flight altitude of the aircraft and the required rate of change To achieve this, compare the calculated rate of change of pressure with the maximum permissible and, if the estimated rate of change of pressure is greater than the maximum permissible, proactively control the air pressure in the pressurized cabin to the calculated value. 2. A device for regulating air pressure in an airtight cabin of an aircraft, containing a flow part, a first working body in the form of a shutter, controlled by a first drive system with two electric motors, a feedback device for the position of the working body, a block of pressure sensors with sensitive elements with corresponding air supply inputs , the arbiter associated with the health monitoring nodes, a backup channel connected to both sensitive elements of the pressure sensor block, with the monitoring node and with an arbiter, two controllers of a multiplex channel for information exchange, two intelligent channels connected to each other through a service channel of information exchange, each intelligent channel connected to a working body through a feedback device for the position of the working body, with both sensitive elements of the pressure sensor block , with a health monitoring unit, with an arbiter and with the help of a controller of a multiplex information exchange channel through a multiplex information exchange channel - from the board top-level systems with corresponding inputs for receiving information about outboard atmospheric pressure, a feedback device for the position of the working body, consisting of two feedback channels connected at the input to the working body, and at the output connected to an intelligent channel, characterized in that a control unit is introduced, the first input of which serves to receive information about the flight parameters, the second and third input of which serve to receive information about the absolute and excess occurrence in a pressurized cabin, respectively, an electronic switch, the first and second inputs of which are connected to the first output of the control unit, the third and fourth inputs are connected to the corresponding outputs of the arbiter, and the fifth input is connected to the third output of the control unit and is the control input of the electronic switch, the first and second the outputs of the electronic switch are connected respectively to the inputs of the first and second electric motors, an electronic key, the first and second inputs of which are connected to the second output of the control unit phenomena, the third input is connected to the fourth output of the control unit and is the control input of the electronic key, the second working element in the form of a damper controlled by the second drive system with two electric motors, the first and second outputs of the electronic key are connected respectively to the inputs of the first and second electric motors.

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