Fluid handling – Systems – Sequentially progressive opening or closing of plural valves
Reexamination Certificate
1999-12-06
2001-08-14
Buiz, Michael Powell (Department: 3753)
Fluid handling
Systems
Sequentially progressive opening or closing of plural valves
C137S601080, C137S601150, C244S118500, C251S279000
Reexamination Certificate
active
06273136
ABSTRACT:
The present invention relates to a multistage valve, more particularly a cabin air exhaust valve in an aircraft, the invention also relating to a method for cabin pressurization in an aircraft.
Multistage valves, more particularly cabin air exhaust valves in a cabin pressurization system of an aircraft, pressurize the cabin in a defined range vital to the safety of the persons on board and offering them maximum comfort. These multistage valves provide occupants with the partial pressure of the oxygen corresponding to the flight altitude. Actuating the multistage valves enables the cabin exhaust air mass flow to be regulated and
It is known to make use of two separate valves for cabin pressurization, these valves being controlled so that one of the valves opens at a higher differential pressure, i.e. in high-altitude flight, whilst the second valve remains closed, it not being until low differential pressures exist, i.e. in low-altitude flight or on the ground, that the second valve also opens. Although this valve arrangement permits sufficiently good regulation of the cabin exhaust air mass flow the valving is complicated in configuration and is accordingly relatively cost-intensive in production. In addition to this the two valves need to be actuated via independent drive mechanisms.
A further known valve for cabin pressurization in an aircraft comprises a valve having a single flap which depending on the differential pressure existing between the cabin and the outer environment is opened correspondingly wide. Although such an arrangement simplies design, other drawbacks are involved in such valving. It is usually the case that the exhaust air mass flow of the valve achieves an additionally effective boost in thrust. Such a boost in thrust can only be achieved with difficulty in a single-flap valve since the air mass flow cannot exhaust sufficiently channellized and oriented.
On the basis of cited prior art the present invention is based on the object of sophisticating a multistage valve, more particularly a cabin air exhaust valve in an aircraft such that the drawbacks as cited in prior art are obviated.
More particularly it is intended to provide a multistage valve which is simple and cost-effective in manufacture and with which an effective boost in thrust is possible by the exhaust air mass flow.
In accordance with a further aspect of the present invention a method is provided, permitting simple and effective means of cabin pressurization in an aircraft.
The object is achieved in accordance with the invention by a multistage valve, more particularly cabin air exhaust valve in an aircraft, comprising a smaller first valve stage and a larger second valve stage and a drive mechanism, the first valve stage and the second valve stage being connected to the drive mechanism such that the first valve stage is actuated separately from the second valve stage.
The multistage valve in accordance with the invention comprises two valve stages actuated via a single drive mechanism. Configuring and regulating the multistage valve in accordance with the invention results in an enormous increase in the economy of air-conditioning the cabin of the aircraft. This is particularly of importance since the air supply on board an aircraft, more particularly an airplane, is the largest secondary energy consumer. Furthermore, by separately actuating the smaller first valve stage and the larger second valve stage the air mass flow is able to exhaust from the multistage valve such that a high effective boost in thrust is achieved during flight. For this purpose, in high-altitude flight, i.e. when a high differential pressure predominates between the cabin interior and the outer environment, only the smaller first valve stage is opened from which the air mass flow is able to exhaust oriented and channellized. In low-altitude flight, i.e. when a low differential pressure predominates between the cabin interior and the outer environment, the second larger valve stage is opened so that a sufficiently large aperture is available for exhaust of the air mass flow.
Advantageously the first valve stage and/or the second valve stage are configured plate-shaped.
In one advantageous aspect of the invention the first valve stage and the second valve stage are arranged in a valve port. In this way only a single valve port is needed in the fuselage of the aircraft which furthermore reduces the expense of production and assembly.
In accordance with one preferred embodiment of the invention the first valve stage is arranged within the second valve stage.
In such an aspect of the multistage valve both valve stages may be pivoted to advantage about a single spindle which reduces the design expense of the multistage valve. Furthermore, it is possible in such an arrangement of the two valve stages that they are oriented within a single plane in both the fully open and fully closed setting of the multistage valve to thus ensure an oriented exhaust air mass flow with which in addition an effective boost in thrust is achieved for low actuating forces.
Advantageously the first valve stage may be configured rectangular and/or the second valve stage may comprise a round base geometry. The round base geometry of the second valve stage permits simple and cost-effective production and in addition makes it possible to simply adapt the multistage valve in the valve port of the aircraft fuselage whilst achieving an advantageous sealing effect.
The contour of the smaller first valve stage as well as the inner shape of the larger second valve stage are configured aerodynamically condusive, more particularly a maximum boost in thrust being achieved for a minimum torque requirement.
In accordance with another embodiment of the present invention the first valve stage and the second valve stage are arranged in sequence.
Here again, both valve stages are arranged within a single valve port in the fuselage of the aircraft thus ensuring cost-effective production and assembly of the multistage valve. Furthermore, it is achieved by the arrangement of the valve stages in accordance with the invention that the two valve stages are oriented in a single plane in the fully closed condition of the multistage valve, whilst the two valve stages are oriented parallel to each other in the fully open setting of the multistage valve. By a corresponding arrangement of the valve stages a maximum boost in thrust is achievable. It is furthermore possible to select the fulcrums of the valve stages individually, thus requiring only minimum actuating forces to open and close the multistage valve.
Advantageously the first valve stage and/or the second valve stage is configured rectangular.
In yet another advantageous aspect of the invention the drive mechanism is configured as a linkage mechanism comprising at least two links each rotatably connected to the other.
Linkage mechanisms are characterized by their links moving in parallel planes due to their rotative connection. The advantages of linkage mechanisms as compared to other mechanisms are due to the links being simple and thus cost-effective to produce, the relative points of contact in the pivots as well as the resulting high loading capacity of the linkage mechanism. In addition, a broad pallet of many and varied applications exists for linkage mechanisms, especially due to their wealth of various structures, shapes and movement possibilites. This is the reason why linkage mechanisms can be adapted to practically any requirements as to application and space availability by suitably selecting the number of links and their geometric configuration.
Advantageously the at least two links are connected to each other via pivots.
In one advantageous aspect the drive mechanism comprises four links.
Configuring the drive mechanism with four links achieves more particularly a uniform rotary movement of the drive unit being converted into a non-uniform rotary movement of individual valve stages, resulting in differing opening angles of the individual valve stages. Despite the non-uniform rotary movements of the ind
Rumplik Daniel
Steinert Martin
Buiz Michael Powell
Harter Secrest & Emery
Krishnamurthy Ramesh
Nord-Micro Elektronik Feinmechanik
Salai Esq. Stephen B.
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