CA1332804C - Clack valve and flap valve with a controlled valve as well as aircraft with controlled valve of this type - Google Patents
Clack valve and flap valve with a controlled valve as well as aircraft with controlled valve of this typeInfo
- Publication number
- CA1332804C CA1332804C CA000596893A CA596893A CA1332804C CA 1332804 C CA1332804 C CA 1332804C CA 000596893 A CA000596893 A CA 000596893A CA 596893 A CA596893 A CA 596893A CA 1332804 C CA1332804 C CA 1332804C
- Authority
- CA
- Canada
- Prior art keywords
- valve
- clack
- pressure
- controlled
- aircraft
- 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 - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
- B64D13/02—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being pressurised
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
- B64D13/02—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being pressurised
- B64D13/04—Automatic control of pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
- F16K17/02—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side
- F16K17/04—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded
- F16K17/0446—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with an obturating member having at least a component of their opening and closing motion not perpendicular to the closing faces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
- F16K17/02—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side
- F16K17/168—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side combined with manually-controlled valves, e.g. a valve combined with a safety valve
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C2001/009—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like comprising decompression panels or valves for pressure equalisation in fuselages or floors
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
-
- 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
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
- Y10T137/7898—Pivoted valves
-
- 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
- Y10T137/8593—Systems
- Y10T137/87265—Dividing into parallel flow paths with recombining
- Y10T137/87298—Having digital flow controller
-
- 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
- Y10T137/8593—Systems
- Y10T137/87265—Dividing into parallel flow paths with recombining
- Y10T137/87378—Second valve assembly carried by first valve head
- Y10T137/87394—Carried valve is direct response valve [e.g., check valve, etc.]
Abstract
A controlled valve with clack valve and a clack valve including a controlled valve, as well as an aircraft with a controlled valve of this type, are disclosed. The disclosed controlled valve has a clack valve on its surface. The controlled valve is used for the "fine" regulation of pressure or flow rate. The clack valve enables safety balancing of pressure. The incorporation of the clack valve in the controlled valve or of the controlled valve in the clack valve makes it possible to have only one opening in the partition surface and, thus, to reduce the weight and cost while increasing security. The disclosed device can be applied to any device for the regulation of pressure and/or flow rate between a chamber and the exterior or between two chambers having a safety balancing device. The disclosure can be applied notably in aeronautical construction, the construction of petroleum refineries, of fluid distribution devices and of chemical reactors.
Description
g_3 CLACK VALVE AND FLAP VALVE WITH A CONTROLLED VALVE AS
WELL AS AIRCRAFT WITH CONTROLLED VALVE OF THIS TYPE
BACKGROUND OF THE INVENTION
1. Field of the Invention The invention relates chiefly to a controlled valve (defined herein as a valve that operates under a control applied to it) with a clack valve (defined herein as a valve that opens and shuts automatically under pressure applied to it) and a clack valve including a controlled valve as well as an aircraft having a controlled valve of this type.
WELL AS AIRCRAFT WITH CONTROLLED VALVE OF THIS TYPE
BACKGROUND OF THE INVENTION
1. Field of the Invention The invention relates chiefly to a controlled valve (defined herein as a valve that operates under a control applied to it) with a clack valve (defined herein as a valve that opens and shuts automatically under pressure applied to it) and a clack valve including a controlled valve as well as an aircraft having a controlled valve of this type.
2. Description of the Prior Art Firstly, there are prior art controlled valves which make it possible, on command or actuation, to let through a desired flow rate of a fluid between, for example, two chambers within which different pressures prevail. The prior art type controlled valves enable the regulation of flow rates or pressures. To enable stable regulation, the controlled valves are designed to work in a determined range of flow rates. Thus, it is not possible, on command, for example if there is trouble, to balance the pressures by fast and complete opening of the controlled valve.
Furthermore, the prior art type controlled valves act only upon external actuation. Thus, the malfunctioning of the external actuating device makes the controlled valve 2~
1 3~2804 completely ineffective.
Secondly, there are prior art clack valves, designed to open if the pressure difference between their two faces goes beyond a pre-determined threshold.Clack valves can be used to make reliable, autonomous safety systems. The instantaneous opening of the clack valve enables fast balancing of pressures on either side of said clack valve.
However, it is not possible to control the flow passing through an open clack valve.
Now, it turns out that the fact of having a clack valve or a controlled valve on a partition wall between, for example, two chambers or between a chamber and the exterior, raises major problems. Firstly, there should be the space needed for the controlled valve and the clack valve. This is not always the case, notably if the controlled valves and clack valves have to be placed, for example, on a piping system that connects tubes of chemical reactors or the points of, for example, a petroleum distillation tower.
Secondly, the fact of making an opening, needed for the controlled valve and the clack valve to pass through, embrittles the wall. This embrittlement could be partially compensated for by a structure which is, for example, metallic, positioned around the controlled valve and the clack valve. However, this metallic structure is costly and 1 3 ~28~4 heavy. The additional weight has particularly serious implications in the context of aircraft manufacturing.
SUMMARY OF THE INVENTION
The invention present consists of a controlled valve having a clack valve on its surface, or of a clack valve having a controlled valve on its surface. Thus it is possible to combine all the advantages of the controlled valve and the clack valve. For, in no case will two chambers be simultaneously connected by a controlled valve and an open clack valve. An open clack valve would, in this case, prevent any regulation of the flow rate by the controlled valve. Furthermore, the device according to the present invention enables the number of holes, that have to be made in the wall supporting it, to be limited to only one. Thus, the embrittlement of the wall is mi ni mi zed and the weight is reduced by the elimination of a structure surrounding the opening while, at the same time, reducing the cost of manufacture. Furthermore, in cases where the available surface is limited, the device according to the present invention enables the making of a single opening which is bigger, instead of two openings, one designed for the controlled valve and the other for the clack valve.
Thus, with the device according to the present invention, it is possible to make controlled valves and clack valves that have greater exchan~e surfaces and, thereby, to 1 3 j2804 improve the working and the safety of the device.
The invention concerns a pressure balancing device as described in claims 1 to 6. The invention also concerns an aircraft as described in claims 7 to 10.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention shall be better understood from the following description and the appended figures, given as non-restricted examples, of which:
- figure 1 shows a side view of a first exemplary embodiment of the device according to the present invention;
- figure 2 shows a top view of a first exemplary embodiment of the device according to the present invention;
- figure 3 shows a side view of an alternative embodiment of the device of figures 1 and 2;-- figure 4 shows a top view of a second exemplary embodiment of the device according to the present invention;
- figure 5 shows a view in perspective of an aircraft according to the present invention.
In figures 1 to 5, the same references are used to designate the same elements.
DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 shows a first exemplary embodiment of a controlled valve 1, according to the present invention, comprising a clack valve 2. The controlled valve shown in figure 1 is a tilting valve for example. The withdrawal, towards the top of figure 1, of the flap 4 of the controlled valve leaves a space, of varying size, between the flap 4, on the one hand, and the partition 3 and the internal flared-out partition 14. The flow rate of the fluid going through the controlled valve 1 depends on the difference in pressure between the two faces of te controlled valve 1 and the surface released by the controlled valve.
In an autonomous way, the clack valve 2 can be opened if the difference in pressure on both its faces is greater than a threshold. In a first version of the device according to the present invention, the clack valve stays open after the pressure on its two faces is balanced.
Advantageously, the clack valve 2 has pull-back means enabling it to be closed after the pressure difference between its two faces has become smaller than the threshold for opening. The clack valve 2 is, for example, brought back to the position closed by two springs. In the exemplary embodiment shown in figure 1, the clack valve 2 pivots on a shaft 7. It must be noted that the partition 3, the flap of the controlled valve 4 and the clack valve 2 form a continuous surface without any roughness.
-1 3 3,~8~4 Embodiments of this type may be advantageous, for example, in aviation. They can be installed without appreciably increasing the aerodynamic drag of the aircraft. However, allowance must be made for reinforcements of the aircraft skin, subsequent to the making of the hole designed to let through the controlled valve 1, comprising the clack valve It may prove to be important to be able to hermetically isolate the two faces of the partition 3, independently of the pressure conditions prevailing therein. For example, a device to close the clack valve 2 enables the controlled valve 1, according to the present invention, to be placed beneath the waterline of an aircraft. Thus, in the event of splash-down, the pilot will be able to lock the clack valve 2 to prevent the aircraft from sinking. In the exemplary embodiment of figure 1, the device according to the present invention has means to re-shut the clack valve 2 from an open position 2' and means to keep it closed definitively. In the exemplary embodiment of figure 1, the device has a motor 6, which is advantageously electrical. This motor 6 drives an actuator on command. The actuator 5 has, for example, a rack and gears. On the rack, there is a puck 9. Upon command, the motor 6 makes the rack comprising the puck 9 go forward.
The puck 9 presses the flap 2' and makes it close.
1 3 ~2804 Advantageously, the actuator 5 is a prior art type of irreversible actuator. An irreversible actuator is a mechanical assembly which, if it is not actuated, for example by the motor 6, retains its position. Thus, the puck 9 blocks the partition 2 of the clack valve. However, inasmuch as it is sought to provide maximum security, the rack is extended by a rod 8 (marked 8' in open position) which is capable, in the closed position, of taking position in a bolt 11. Advantageously, a holding part 10 (marked 10' in the open position) is connected to the rod 8. This holding part 10 rests internally on the partition of the clack valve 2.
In the embodiment shown in figure 1, the rod 8 pivots on the shaft 7 to enable efficient, normal functioning of the clack valve 2.
The clack valve 2', the rod 8' and the holding part 10' are shown in the open position with dotted lines in figure 1.
Figure 2 shows the controlled valve 1 seen from the top. In the example shown in figure 2, the clack valve is locked in the closed position, the rod 8 being engaged in the bolt 12. In the exemplary embodiment of figure 2, the clack valve is kept closed by two springs 13, placed symmetrically with respect to the axis. The springs 13 are placed symmetrically to enable the puck 9 and the rod 8 to occupy the central position. Clearly, other arrangements do not go beyond the scope of the present invention. The motor may be replaced by an electromagnet. The control of the motor 6, providing for the closing and the locking of the clack valve 2, is provided either directly, for example from the dashboard of the aircraft, or by means of a computer 130 as shown in the figure. Advantageously, the same computer was used to control the motor 60, which provides for the opening and closing of the valve 1. In one exemplary embodiment, the computer 130 receives pieces of information, for example on the pressure prevailing within the aircraft, from sensors 131 and, for example, information on the external pressure through a bus 132. The information on the external pressure comes, for example, from another flight computer.
Figure 3 shows an exemplary embodiment of the device according to the present invention. In the example of figure 3, the opening of the flap is got by pivoting on the shaft 17.The pivoting is obtained by two electrical motors and a reduction gear 20. The electrical supply for the control signals is given to the motor 60 as well as to the motor 6 of the clack valve 2 through one or two connectors 19. The flap is connected to the shaft 17 by two struts 16.
The shaft 17 is connected to the support, for example the aircraft, by two lateral struts 18.
1 3 ~2804 The struts 16 are fixed to the flap 1.
The struts 18 are fixed to the frame 21 of the controlled valve.
Figure 4 shows an alternative embodiment of the device according to the present invention. In the case of figure 4, the controlled valve 1 has two clack valves 2. The use of two clack valves makes it possible to set two pressure difference thresholds for the opening of the clack valves.
This threshold difference is possible through the use of two springs 13 having different force values, and by providing the clack valve 2 with different areas. In an alternative embodiment, there are two clack valves 2, each capable of opening in a different direction.
Other alternatives do not go beyond the scope of the present invention. For example, a controlled valve can be made on the surface of a clack valve. This approach will be adapted notably when the area of the clack valves should be greater than that of the controlled valve.
Figure 5 shows an aircraft 200 according to the present invention. The aircraft 200 has a pressurized chamber 201, two wings 25, for example four engines 26, a vertical rudder 23, two tail assemblies 24 and a cockpit 27.
The pressurized chamber 201 is demarcated by the external structure 21 of the aircraft, called the skin, and by a rear partition 22. The rear partition 22 is relatively fragile to reduce the mass of the aircraft. This pressurized chamber should have two safety valves 300, 310 responsible for limiting, under overpressure and depression, the pressure difference between the pressurized chamber and the exterior, and thus responsible for preventing any deformation in the structure of the aircraft.
This pressure difference may arise, under overpressure, from a regulation malfunction and, under depression, from a rapid change in altitude (urgent descent) for example.
It is sometimes necessary to add a further element to the two safety valves if these are not enough to ensure all the safety systems (for reasons of bulk, namely of space required to house the valves). In this case, a depression clack valve is added. This depression clack valve can be used to cover cases of malfunctioning in a safety valve and to provide the normal conditions of safety with the two safety valves.
The aircraft 200 further has a regulation valve 28 and a ventilation valve 29. The regulation valve is designed to perform what are called "flight sequences" namely, it is designed to regulate the internal pressure so as to ensure the comfort of the passengers. The ventilation valve 29 1 3~2804 enables complete balancing of the pressures when the aircraft is at a stop. It must be noted that modern aircraft such as, for example, aircraft of the AIRBUS A300, A310, A320, A330 and A340 series, have large volumes and have the possibility of manoeuvring with rapid changes in altitude. Thus, it is imperative to be able to balance pressure very quickly to prevent the structure of the aircraft from being damaged by an excessive difference in pressure. Thus, it is necessary to introduce a clack valve which, in the event of a fast descent of the aircraft, would enable the external air to enter within, to achieve a balance such as this. Now, as stated earlier, the fact that a clack valve is positioned and that holes are made in the skin of the aircraft presents major drawbacks. Furthermore, owing to the performance characteristics and volume of the aircraft, the safety valves 30 and 31 could prove to be inadequate in the event of trouble. Thus, it is advantageous to use the controlled valves of figures 1 to 4, to make the regulation valve and/or the ventilation valve.
Advantageously, it is the ventilation valve, which is normally not active in flight, that contains the clack valve 2 of figures 1 to 4.
Advantageously, the controlled valves 28 and 29 are placed in the underside of the aircraft, beneath the 1 332~04 waterline. Thus, the maintenance, which can be done from the bottom, is facilitated and, moreover, the flow of air-conditioning air is facilitated, the inlet of this air being located in the upper part of the aircraft. Thus, it is essential, in order to ensure the safety of the aircraft in the case of splash-down, to enable the blocking of the clack valve 2. The blocking is obtained by the operation of the "ditching" change-over switch on the control panel of the aircraft.
The making of butterfly valves or valves with two thrust recovery flaps does not go beyond the scope of the present invention.
The device according to the present invention can be applied to any device for regulating pressure and/or flow rate between a chamber and the exterior or between two chambers including a safety balancing device.
The invention can be applied notably to aeronautical construction, to the construction of petroleum refineries and to devices for the distribution of fluids and to chemical reactors.
Furthermore, the prior art type controlled valves act only upon external actuation. Thus, the malfunctioning of the external actuating device makes the controlled valve 2~
1 3~2804 completely ineffective.
Secondly, there are prior art clack valves, designed to open if the pressure difference between their two faces goes beyond a pre-determined threshold.Clack valves can be used to make reliable, autonomous safety systems. The instantaneous opening of the clack valve enables fast balancing of pressures on either side of said clack valve.
However, it is not possible to control the flow passing through an open clack valve.
Now, it turns out that the fact of having a clack valve or a controlled valve on a partition wall between, for example, two chambers or between a chamber and the exterior, raises major problems. Firstly, there should be the space needed for the controlled valve and the clack valve. This is not always the case, notably if the controlled valves and clack valves have to be placed, for example, on a piping system that connects tubes of chemical reactors or the points of, for example, a petroleum distillation tower.
Secondly, the fact of making an opening, needed for the controlled valve and the clack valve to pass through, embrittles the wall. This embrittlement could be partially compensated for by a structure which is, for example, metallic, positioned around the controlled valve and the clack valve. However, this metallic structure is costly and 1 3 ~28~4 heavy. The additional weight has particularly serious implications in the context of aircraft manufacturing.
SUMMARY OF THE INVENTION
The invention present consists of a controlled valve having a clack valve on its surface, or of a clack valve having a controlled valve on its surface. Thus it is possible to combine all the advantages of the controlled valve and the clack valve. For, in no case will two chambers be simultaneously connected by a controlled valve and an open clack valve. An open clack valve would, in this case, prevent any regulation of the flow rate by the controlled valve. Furthermore, the device according to the present invention enables the number of holes, that have to be made in the wall supporting it, to be limited to only one. Thus, the embrittlement of the wall is mi ni mi zed and the weight is reduced by the elimination of a structure surrounding the opening while, at the same time, reducing the cost of manufacture. Furthermore, in cases where the available surface is limited, the device according to the present invention enables the making of a single opening which is bigger, instead of two openings, one designed for the controlled valve and the other for the clack valve.
Thus, with the device according to the present invention, it is possible to make controlled valves and clack valves that have greater exchan~e surfaces and, thereby, to 1 3 j2804 improve the working and the safety of the device.
The invention concerns a pressure balancing device as described in claims 1 to 6. The invention also concerns an aircraft as described in claims 7 to 10.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention shall be better understood from the following description and the appended figures, given as non-restricted examples, of which:
- figure 1 shows a side view of a first exemplary embodiment of the device according to the present invention;
- figure 2 shows a top view of a first exemplary embodiment of the device according to the present invention;
- figure 3 shows a side view of an alternative embodiment of the device of figures 1 and 2;-- figure 4 shows a top view of a second exemplary embodiment of the device according to the present invention;
- figure 5 shows a view in perspective of an aircraft according to the present invention.
In figures 1 to 5, the same references are used to designate the same elements.
DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 shows a first exemplary embodiment of a controlled valve 1, according to the present invention, comprising a clack valve 2. The controlled valve shown in figure 1 is a tilting valve for example. The withdrawal, towards the top of figure 1, of the flap 4 of the controlled valve leaves a space, of varying size, between the flap 4, on the one hand, and the partition 3 and the internal flared-out partition 14. The flow rate of the fluid going through the controlled valve 1 depends on the difference in pressure between the two faces of te controlled valve 1 and the surface released by the controlled valve.
In an autonomous way, the clack valve 2 can be opened if the difference in pressure on both its faces is greater than a threshold. In a first version of the device according to the present invention, the clack valve stays open after the pressure on its two faces is balanced.
Advantageously, the clack valve 2 has pull-back means enabling it to be closed after the pressure difference between its two faces has become smaller than the threshold for opening. The clack valve 2 is, for example, brought back to the position closed by two springs. In the exemplary embodiment shown in figure 1, the clack valve 2 pivots on a shaft 7. It must be noted that the partition 3, the flap of the controlled valve 4 and the clack valve 2 form a continuous surface without any roughness.
-1 3 3,~8~4 Embodiments of this type may be advantageous, for example, in aviation. They can be installed without appreciably increasing the aerodynamic drag of the aircraft. However, allowance must be made for reinforcements of the aircraft skin, subsequent to the making of the hole designed to let through the controlled valve 1, comprising the clack valve It may prove to be important to be able to hermetically isolate the two faces of the partition 3, independently of the pressure conditions prevailing therein. For example, a device to close the clack valve 2 enables the controlled valve 1, according to the present invention, to be placed beneath the waterline of an aircraft. Thus, in the event of splash-down, the pilot will be able to lock the clack valve 2 to prevent the aircraft from sinking. In the exemplary embodiment of figure 1, the device according to the present invention has means to re-shut the clack valve 2 from an open position 2' and means to keep it closed definitively. In the exemplary embodiment of figure 1, the device has a motor 6, which is advantageously electrical. This motor 6 drives an actuator on command. The actuator 5 has, for example, a rack and gears. On the rack, there is a puck 9. Upon command, the motor 6 makes the rack comprising the puck 9 go forward.
The puck 9 presses the flap 2' and makes it close.
1 3 ~2804 Advantageously, the actuator 5 is a prior art type of irreversible actuator. An irreversible actuator is a mechanical assembly which, if it is not actuated, for example by the motor 6, retains its position. Thus, the puck 9 blocks the partition 2 of the clack valve. However, inasmuch as it is sought to provide maximum security, the rack is extended by a rod 8 (marked 8' in open position) which is capable, in the closed position, of taking position in a bolt 11. Advantageously, a holding part 10 (marked 10' in the open position) is connected to the rod 8. This holding part 10 rests internally on the partition of the clack valve 2.
In the embodiment shown in figure 1, the rod 8 pivots on the shaft 7 to enable efficient, normal functioning of the clack valve 2.
The clack valve 2', the rod 8' and the holding part 10' are shown in the open position with dotted lines in figure 1.
Figure 2 shows the controlled valve 1 seen from the top. In the example shown in figure 2, the clack valve is locked in the closed position, the rod 8 being engaged in the bolt 12. In the exemplary embodiment of figure 2, the clack valve is kept closed by two springs 13, placed symmetrically with respect to the axis. The springs 13 are placed symmetrically to enable the puck 9 and the rod 8 to occupy the central position. Clearly, other arrangements do not go beyond the scope of the present invention. The motor may be replaced by an electromagnet. The control of the motor 6, providing for the closing and the locking of the clack valve 2, is provided either directly, for example from the dashboard of the aircraft, or by means of a computer 130 as shown in the figure. Advantageously, the same computer was used to control the motor 60, which provides for the opening and closing of the valve 1. In one exemplary embodiment, the computer 130 receives pieces of information, for example on the pressure prevailing within the aircraft, from sensors 131 and, for example, information on the external pressure through a bus 132. The information on the external pressure comes, for example, from another flight computer.
Figure 3 shows an exemplary embodiment of the device according to the present invention. In the example of figure 3, the opening of the flap is got by pivoting on the shaft 17.The pivoting is obtained by two electrical motors and a reduction gear 20. The electrical supply for the control signals is given to the motor 60 as well as to the motor 6 of the clack valve 2 through one or two connectors 19. The flap is connected to the shaft 17 by two struts 16.
The shaft 17 is connected to the support, for example the aircraft, by two lateral struts 18.
1 3 ~2804 The struts 16 are fixed to the flap 1.
The struts 18 are fixed to the frame 21 of the controlled valve.
Figure 4 shows an alternative embodiment of the device according to the present invention. In the case of figure 4, the controlled valve 1 has two clack valves 2. The use of two clack valves makes it possible to set two pressure difference thresholds for the opening of the clack valves.
This threshold difference is possible through the use of two springs 13 having different force values, and by providing the clack valve 2 with different areas. In an alternative embodiment, there are two clack valves 2, each capable of opening in a different direction.
Other alternatives do not go beyond the scope of the present invention. For example, a controlled valve can be made on the surface of a clack valve. This approach will be adapted notably when the area of the clack valves should be greater than that of the controlled valve.
Figure 5 shows an aircraft 200 according to the present invention. The aircraft 200 has a pressurized chamber 201, two wings 25, for example four engines 26, a vertical rudder 23, two tail assemblies 24 and a cockpit 27.
The pressurized chamber 201 is demarcated by the external structure 21 of the aircraft, called the skin, and by a rear partition 22. The rear partition 22 is relatively fragile to reduce the mass of the aircraft. This pressurized chamber should have two safety valves 300, 310 responsible for limiting, under overpressure and depression, the pressure difference between the pressurized chamber and the exterior, and thus responsible for preventing any deformation in the structure of the aircraft.
This pressure difference may arise, under overpressure, from a regulation malfunction and, under depression, from a rapid change in altitude (urgent descent) for example.
It is sometimes necessary to add a further element to the two safety valves if these are not enough to ensure all the safety systems (for reasons of bulk, namely of space required to house the valves). In this case, a depression clack valve is added. This depression clack valve can be used to cover cases of malfunctioning in a safety valve and to provide the normal conditions of safety with the two safety valves.
The aircraft 200 further has a regulation valve 28 and a ventilation valve 29. The regulation valve is designed to perform what are called "flight sequences" namely, it is designed to regulate the internal pressure so as to ensure the comfort of the passengers. The ventilation valve 29 1 3~2804 enables complete balancing of the pressures when the aircraft is at a stop. It must be noted that modern aircraft such as, for example, aircraft of the AIRBUS A300, A310, A320, A330 and A340 series, have large volumes and have the possibility of manoeuvring with rapid changes in altitude. Thus, it is imperative to be able to balance pressure very quickly to prevent the structure of the aircraft from being damaged by an excessive difference in pressure. Thus, it is necessary to introduce a clack valve which, in the event of a fast descent of the aircraft, would enable the external air to enter within, to achieve a balance such as this. Now, as stated earlier, the fact that a clack valve is positioned and that holes are made in the skin of the aircraft presents major drawbacks. Furthermore, owing to the performance characteristics and volume of the aircraft, the safety valves 30 and 31 could prove to be inadequate in the event of trouble. Thus, it is advantageous to use the controlled valves of figures 1 to 4, to make the regulation valve and/or the ventilation valve.
Advantageously, it is the ventilation valve, which is normally not active in flight, that contains the clack valve 2 of figures 1 to 4.
Advantageously, the controlled valves 28 and 29 are placed in the underside of the aircraft, beneath the 1 332~04 waterline. Thus, the maintenance, which can be done from the bottom, is facilitated and, moreover, the flow of air-conditioning air is facilitated, the inlet of this air being located in the upper part of the aircraft. Thus, it is essential, in order to ensure the safety of the aircraft in the case of splash-down, to enable the blocking of the clack valve 2. The blocking is obtained by the operation of the "ditching" change-over switch on the control panel of the aircraft.
The making of butterfly valves or valves with two thrust recovery flaps does not go beyond the scope of the present invention.
The device according to the present invention can be applied to any device for regulating pressure and/or flow rate between a chamber and the exterior or between two chambers including a safety balancing device.
The invention can be applied notably to aeronautical construction, to the construction of petroleum refineries and to devices for the distribution of fluids and to chemical reactors.
Claims (9)
1. A device to limit difference in pressure, comprising a controlled valve that enables, on command, the regulation of the flow rate of fluid, there being placed, on the surface of the controlled valve, at least one clack valve providing for the balancing of pressure if the difference in pressure on the two faces of the clack valve exceeds a threshold.
2. A pressure-balancing device comprising a clack valve ensuring the balancing of pressure if the difference in pressure on the two faces of the clack valve exceeds a threshold, there being placed, on the surface of the clack valve, a controlled valve enabling, on command, the regulation of the flow rate of a fluid.
3. A device according to claim 1, comprising at least two clack valves.
4. A device according to claim 3, wherein each clack valve comprises pull-back means enabling the closing of the clack valve when the opening criterion is not met, said opening criterion being different for each clack valve.
5. A device according to claim 3, comprising at least one clack valve designed to open in a first direction if the pressure prevailing on the first face of the control valve is greater than the pressure prevailing on the second face of the valve, and at least one clack valve designed to open in a second direction if the pressure prevailing on the second face of the control valve is greater than the pressure prevailing on the first face of the controlled valve.
6. A device according to claim 1, comprising a computer designed to control the working of the clack valve.
7. An aircraft comprising a pressurized chamber with a device according to claim 1.
8. An aircraft according to claim 7, comprising a regulation valve with a device according to claim 1.
9. An aircraft according to claim 7, comprising a ventilation valve with a device according to claim 1.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8805067 | 1988-04-18 | ||
| FR8805067A FR2630182B1 (en) | 1988-04-18 | 1988-04-18 | VALVE WITH A VALVE AND A VALVE COMPRISING A VALVE AS WELL AS AN AIRCRAFT COMPRISING SUCH A VALVE |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1332804C true CA1332804C (en) | 1994-11-01 |
Family
ID=9365379
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000596893A Expired - Lifetime CA1332804C (en) | 1988-04-18 | 1989-04-17 | Clack valve and flap valve with a controlled valve as well as aircraft with controlled valve of this type |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US5046686A (en) |
| EP (1) | EP0342069B1 (en) |
| JP (1) | JPH0224296A (en) |
| CA (1) | CA1332804C (en) |
| DE (1) | DE68917365T2 (en) |
| FR (1) | FR2630182B1 (en) |
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| US5150669A (en) * | 1989-11-06 | 1992-09-29 | General Motors Corporation | Pressure relief means for integrated induction system |
| GB9112928D0 (en) * | 1991-06-15 | 1991-08-14 | British Aerospace | Venting a space to relieve pressure generated by an explosion |
| DE19628395C2 (en) * | 1996-07-13 | 1998-06-04 | Daimler Benz Aerospace Airbus | System for controlling the exhaust air volume flows of an aircraft |
| DE10031714C2 (en) * | 2000-06-29 | 2002-10-10 | Aircabin Gmbh | Decompression unit for explosive air pressure compensation |
| DE10145687B4 (en) * | 2001-09-15 | 2006-06-01 | Airbus Deutschland Gmbh | Arrangement for preventing the build-up of an inverse-acting differential air pressure in an aircraft |
| IL145462A (en) * | 2001-09-16 | 2006-07-05 | Eyal Artsiely | Door opener |
| CA2462788C (en) * | 2001-10-04 | 2010-12-21 | Hartwell Corporation | Pressure sensing dead bolt |
| US6866226B2 (en) | 2001-10-04 | 2005-03-15 | Hartwell Corporation | Pressure responsive blowout latch |
| US6866227B2 (en) | 2001-10-04 | 2005-03-15 | Hartwell Corporation | Pressure responsive blowout latch with reservoir |
| US6737988B2 (en) | 2002-02-21 | 2004-05-18 | Honeywell International, Inc. | Instrumentation and control circuit having multiple, dissimilar sources for supplying warnings, indications, and controls and an integrated cabin pressure control system valve incorporating the same |
| US6945278B2 (en) * | 2003-04-30 | 2005-09-20 | Honeywell International, Inc. | Fully integrated aircraft cabin pressure control system valve |
| US6962324B2 (en) * | 2003-04-30 | 2005-11-08 | Honeywell International, Inc. | Cabin pressure outflow control valve having non-linear flow control characteristics |
| DE10361644B4 (en) * | 2003-12-30 | 2008-08-07 | Airbus Deutschland Gmbh | Air deflector of an aircraft with regulation of the compressive forces acting on it, and ram air system with such a spoiler |
| US7600713B2 (en) * | 2005-03-04 | 2009-10-13 | Honeywell International Inc. | Pre-hung inlet door system |
| US7264017B2 (en) * | 2005-05-12 | 2007-09-04 | Honeywell International, Inc. | Dual-actuator aircraft environmental control system valve |
| ATE478800T1 (en) * | 2006-03-17 | 2010-09-15 | Honeywell Int Inc | ENTRY DOOR |
| GB0625670D0 (en) * | 2006-12-21 | 2007-01-31 | Airbus Uk Ltd | Overpressure protector |
| US20080197236A1 (en) * | 2007-02-15 | 2008-08-21 | Honeywell International Inc. | Lightweight composite material and metal thrust recovery flapper valve |
| US8734211B2 (en) * | 2007-09-26 | 2014-05-27 | The Boeing Company | Aircraft pressure management system |
| DE102007061433B4 (en) * | 2007-12-20 | 2012-10-25 | Airbus Operations Gmbh | Improved decompression device with adjustable trigger pressure |
| DE102008002205A1 (en) | 2008-06-04 | 2009-12-17 | Airbus Deutschland Gmbh | Air intake valve for an aircraft and method of manufacturing an air intake valve |
| US8240331B2 (en) * | 2008-10-16 | 2012-08-14 | Honeywell International Inc. | Negative pressure relief valve assembly |
| US20100240291A1 (en) * | 2009-03-23 | 2010-09-23 | Honeywell International Inc. | Outflow valve position indication |
| US9475584B2 (en) * | 2011-09-02 | 2016-10-25 | Honeywell International Inc. | Cabin pressure control system thrust recovery outflow valve and method that enable ram air recovery |
| US9573690B2 (en) | 2011-09-06 | 2017-02-21 | Honeywell International Inc. | Thrust recovery outflow valve with a single bi-fold door and method of controlling aircraft cabin pressure |
| US9440744B2 (en) * | 2013-10-17 | 2016-09-13 | The Boeing Company | Decompression panel assembly and method of equalizing air pressure differential |
| US9233747B2 (en) | 2013-10-25 | 2016-01-12 | The Boeing Company | Decompression panel for use in an aircraft assembly |
| US9566759B2 (en) | 2013-10-25 | 2017-02-14 | The Boeing Company | Decompression panel for use in an aircraft assembly |
| US10071795B2 (en) | 2013-10-25 | 2018-09-11 | The Boeing Company | Clamp device for use with a decompression panel in an aircraft assembly |
| US9499251B2 (en) | 2013-10-25 | 2016-11-22 | The Boeing Company | Decompression panel for use in an aircraft |
| USD817851S1 (en) | 2014-03-28 | 2018-05-15 | The Boeing Company | Decompression panel |
| CN105731078B (en) * | 2014-12-11 | 2019-03-01 | 浙江创新生物有限公司 | Butterfly valve, the sterile powder transfer device being made of multiple butterfly valves and its application method |
| US9783306B2 (en) | 2015-10-13 | 2017-10-10 | Honeywell International Inc. | Bi-fold thrust recovery outflow valve with a ram air flap |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3123867A (en) * | 1964-03-10 | combs | ||
| GB191504352A (en) * | 1915-03-19 | 1916-02-10 | Cole Marchent & Morley Ltd | Improvements in or connected with Valves capable of Acting as Combined Drain and/or Relief and/or Exhaust Valves. |
| US1872412A (en) * | 1930-12-15 | 1932-08-16 | Cole Don | Choke valve for carburetor |
| US2363117A (en) * | 1942-01-09 | 1944-11-21 | Pan American Refining Corp | Electrically responsive pressure release means |
| GB951048A (en) * | 1963-01-15 | 1964-03-04 | Temperature Ltd | Improvements in or relating to fluid pressure relief valves |
| US3425333A (en) * | 1967-09-05 | 1969-02-04 | Millard A Wachter | Pressure control valve for aircraft |
| US3544045A (en) * | 1969-01-10 | 1970-12-01 | Garrett Corp | Thrust recovery outflow control valve |
| US3945395A (en) * | 1974-07-11 | 1976-03-23 | Parker-Hannifin Corporation | Vent and relief valve |
| US4029290A (en) * | 1975-05-21 | 1977-06-14 | Anchor/Darling Valve Company | In service exercisable tilt disc check valve |
| US3993096A (en) * | 1975-07-15 | 1976-11-23 | K.S.H. Canada Ltd. | Damper construction |
| USRE32554E (en) * | 1975-12-17 | 1987-12-08 | Mcdonnell Douglas Corporation | Vent structure |
| US4033247A (en) * | 1975-12-17 | 1977-07-05 | Mcdonnell Douglas Corporation | Vent structure |
| US4432514A (en) * | 1976-09-23 | 1984-02-21 | The Boeing Company | Decompression equalization relief valve |
| US4249567A (en) * | 1979-10-02 | 1981-02-10 | Transamerica Delaval Inc. | Check-valve construction |
| JPS63159145A (en) * | 1986-12-24 | 1988-07-02 | Kubota Ltd | Structure of operation unit of transmission for running |
-
1988
- 1988-04-18 FR FR8805067A patent/FR2630182B1/en not_active Expired - Lifetime
-
1989
- 1989-04-11 DE DE68917365T patent/DE68917365T2/en not_active Expired - Lifetime
- 1989-04-11 EP EP89400985A patent/EP0342069B1/en not_active Expired - Lifetime
- 1989-04-14 US US07/338,173 patent/US5046686A/en not_active Expired - Lifetime
- 1989-04-17 CA CA000596893A patent/CA1332804C/en not_active Expired - Lifetime
- 1989-04-18 JP JP1098622A patent/JPH0224296A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE68917365D1 (en) | 1994-09-15 |
| EP0342069A1 (en) | 1989-11-15 |
| US5046686A (en) | 1991-09-10 |
| FR2630182B1 (en) | 1990-09-07 |
| DE68917365T2 (en) | 1994-12-01 |
| JPH0224296A (en) | 1990-01-26 |
| EP0342069B1 (en) | 1994-08-10 |
| FR2630182A1 (en) | 1989-10-20 |
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| MKEX | Expiry |