Aircraft cabin pressurization system

• US 4,553,474 A
• Filed: 11/25/1981
• Issued: 11/19/1985
• Est. Priority Date: 11/25/1981
• Status: Expired due to Term

• Current Assignee: The Garrett Corporation
• Original Assignee: The Garrett Corporation
• Inventors: Wong, Paul P., Lippold, John B., Burgess, Glenn A.
• Primary Examiner(s): Joyce, Harold
• Application Number:
  US06/325,089
• Time in Patent Office: 1,455 Days
• Field of Search: 98/1.5
• US Class Current: 454/74
• CPC Class Codes: B64D 13/04 Automatic control of pressure

Abstract

This invention controls the air pressure in an aircraft cabin in response to a selected landing field altitude and to a selected maximum permissible cabin pressure rate.

Claims

1. A system for controlling cabin pressurization in an aircraft cabin, comprising:

first means for providing a cabin altitude signal indicative of the air pressure in said aircraft cabin;

second means for providing a cabin altitude rate change signal indicative of the actual rate of change of air pressure in said aircraft cabin;

third means for providing an aircraft altitude signal indicative of the ambient air pressure on the exterior of the aircraft, and hence the altitude of the aircraft;

autoschedule means for calculating a commanded rate of change of air pressure in said aircraft cabin in response to aircraft altitude;

means for controlling the air pressure in said aircraft cabin in response to said cabin altitude signal and said commanded rate of change; and

clamp control means for maintaining a constant pressure situation in said aircraft cabin, said constant pressure situation being initiated when the change of said aircraft altitude signal over a preset time period is less than a first predetermined value, said constant pressure situation being maintained until said aircraft altitude signal changes by a second predetermined value from the value of said aircraft altitude signal at the time said constant pressure situation was initiated.

2. A system as defined in claim 1, wherein said first means comprises:

a pressure transducer located in said aircraft cabin.

3. A system as defined in claim 1, wherein said cabin altitude rate change signal provided by said second means is proportional to the rate of change of said cabin altitude signal.

4. A system as defined in claim 1, wherein said third means comprises:

a pressure transducer located on the exterior of the aircraft.

5. A system as defined in claim 1, wherein said autoschedule means comprises:

computing means;

means connected to said computing means for inputting said cabin altitude signal, said cabin altitude rate change signal, and said aircraft altitude signal, said computing means being programmed to compute said commanded rate of change of air pressure in said aircraft cabin to maintain a predetermined scheduled relationship between air pressure in said aircraft cabin and ambient air pressure; and

means for supplying output signals from said computing means to said maintaing means.

6. A system as defined in claim 5, further comprising:

air data receiver means for receiving and storing signals indicative of flight data, said air data receiving means outputting a receiver full signal after storing flight data signals; and

an OR date connected to said air data receiver, said OR gate being responsive to the receiver full signal to supply an interrupt signal to said computing means for interrupting operation thereof to cause said computing means to read air data signals stored in said air data receiver.

7. A system as defined in claim 5 wherein said means for supplying output signals from said computing means comprises:

a digital-to-analog converter connected to an output of said computing means;

a sample-and-hold circuit connected to an output of said digital-to-analog converter; and

address decoder means connected to an output of said computing means for selectively applying a trigger signal to said sample-and-hold circuit to cause said sample-to-hold circuit to sample-and-hold the output of said digital-to-analog converter whenever the output thereof is a commanded rate of change of air pressure signal.

8. A system as defined in claim 7, further comprising:

rate amplifier means for amplifying said cabin altitude rate change signal;

a first summing circuit having a first input connected to said means for amplifying said cabin altitude rate change signal and;

a second input of said first summing circuit which is connected to said sample-and-hold circuit, said first summing circuit producing an output which is a function of the difference between the actual and commanded rates of change of air pressure within said aircraft cabin.

9. A system as defined in claim 5, wherein said predetermined scheduled relationship is designed for an aircraft type based on the lowest cabin altitude rate compatible with the maximum design aircraft climb rate while the aircraft is climbing to maximum altitude.

10. A system as defined in claim 5, wherein said controlling means comprises:

means for producing a pressure rate error signal which is a function of the difference between the actual and commanded rates of change of air pressure in said aircraft cabin; and

means responsive to said pressure rate error signal for regulating flow of air through said aircraft cabin to maintain the air pressure within said aircraft cabin and said actual rate of change of air pressure to predetermined values.

11. A system as defined in claim 10 wherein said means responsive to said pressure rate error signal for regulating flow of air through said aircraft cabin comprises:

an outflow valve;

an actuator motor connected to said outflow valve;

means for supplying electrical energy to said actuator motor; and

means for controlling application of electrical energy to said actuator motor to control the position of said outflow valve.

12. A system as defined in claim 11 further comprising:

tachometer means for providing a signal indicative of the speed of said actuator motor;

a first summing circuit for producing an output which is a function of the difference between the actual and commanded rates of change of air pressure within said aircraft cabin; and

a second summing circuit having a first input connected to said first summing circuit and a second input connected to said tachometer means for receiving the actuator motor speed signal therefrom, said second summing circuit producing a speed error output signal proportional to the difference of the rate error signal and the actuator motor speed signal.

13. A system as defined in claim 11 wherein said means for supplying electrical power to said actuator motor includes:

a source of electrical power;

a relay connected between said source of electrical power and said actuator motor; and

logic circuitry controlled by said computing means for switching said relay between an energized position and a deenergized position for selectively applying electrical power to said actuator motor.

14. A system as defined in claim 12 wherein said means for controlling application of electrical energy to said actuator motor comprises:

an error amplifier connected to the output of said second summing circuit to produce a motor drive signal;

a first threshold circuit connected to said error amplifier, said first threshold circuit producing an output signal for driving said outflow valve open whevever the motor drive signal exceeds a predetermined value; and

a second threshold circuit connected to said error amplifier, said second threshold circuit producing an output signal for driving said outflow valve closed whenever the motor drive signal is less than a predetermined value.

15. A system according to claim 14 further including:

a first AND gate having a first input connected to the output of said first threshold circuit and a second input connected to said computing means to receive an enabling signal therefrom; and

a second AND gate having a first input connected to said second threshold circuit and a second input connected to said computing means to receive an enabling signal therefrom.

16. A system as defined in claim 1, wherein the value of pressure maintained constant in said aircraft cabin is set to the value of pressure in said aircraft cabin at the time said constant pressure situation is initiated.

17. A system as defined in claim 1, wherein said commanded rate of change of air pressure in said aircraft cabin is set at zero at the time said constant pressure situation is initiated.

18. A system as defined in claim 17, wherein at such time as said constant pressure situation ceases to be maintained due to deviation in aircraft altitude by said second predetermined value, commanded rate of change of air pressure in said aircraft cabin returns to the value set by said autoschedule means.

19. A system as defined in claim 1, further comprising:

means for entering the altitude of the landing field, said autoschedule means calculating said commanded rate of change on descent with the pressure associated with said landing field altitude as a target for said autoschedule means.

20. A system as defined in claim 19, wherein said autoschedule means begins a descent mode when said aircraft descends at a third predetermined value.

21. A system as defined in claim 20, wherein said third predetermined value is 1000 feet per minute.

22. A system as defined in claim 1, wherein said second predetermined value is ±

500 feet.

23. A system as defined in claim 1, wherein said first predetermined value is 500 feet in a two minute period.

24. A system as defined in claim 1, further comprising:

means for limiting the differential between said cabin altitude signal and said aircraft altitude signal, said limiting means overriding said autoschedule means to prevent excessive pressure differential between said aircraft cabin and the ambient air outside said aircraft.

25. A system as defined in claim 1, further comprising:

means for setting maximum pressure rate changes manually;

means for comparing maximum pressure rate changes entered manually by said setting means with the commanded rate of change calculated by said autoschedule to determine the smaller rate change; and

means for substituting a maximum pressure rate change for said commanded rate of change if said maximum pressure rate change is smaller.

26. A method for controlling air pressure in an aircraft cabin, comprising:

sensing air pressure in said aircraft cabin;

generating a signal indicative of the actual rate of change of air pressure in said aircraft cabin;

measuring ambient pressure on the exterior of the aircraft to provide an indication of the altitude of said aircraft;

calculating a commanded rate of change of air pressure in said aircraft cabin in response to aircraft altitude;

controlling the air pressure in said aircraft cabin in response to said cabin altitude signal and said commanded rate of change;

initiating a constant pressure situation in said aircraft cabin when aircraft altitude varies by less than a first predetermined values over a preset time period; and

maintaining air pressure in said aircraft cabin constant during said constant pressure situation by clamping said air pressure in said aircraft cabin to a constant value.

27. A method as defined in claim 26, wherein said constant value is the air pressure in said aircraft cabin at the time said constant pressure is initiated.

28. A method as defined in claim 26, additionally comprising:

ending said constant pressure when the altitude of said aricraft changes by a second predetermined value from the value of said aircraft altitude at the time said constant pressure is initiated.

29. A method as defined in claim 26, additionally comprising:

entering the altitude of the landing field before takeoff;

comparing the altitude of said aircraft with altitude of said landing field; and

bypassing said calculating step if said comparing step indicates landing field altitude is higher than the altitude of said aircraft, and commanding air pressure in said aircraft cabin to decrease at a constant rate until air pressure in said aircraft cabin is approximately the same as air pressure at said landing field.