Flap valve for an aircraft.

The invention relates primarily to a control valve aircraft depression.

On the one hand, discloses valves that allow custom, to pass a desired flow rate of a fluid between two such forums in which there are different pressures. known type valves allow to make regulation of flow or pressure. To enable stable control valves are designed to operate in a field of given flow rate. Thus, it is not possible to order such incident, obtaining, by a rapid and complete opening of the valve pressure equalization. In addition, the known type valves only act on external control. Thus, the failure of the external control device renders completely ineffective the valve.

On the other hand, there are known valves designed to open if the pressure difference on both sides exceeds a predetermined threshold. The valves allow to perform reliable and autonomous safety devices. Instant opening of the valve allows quick balancing of the pressures on either side of said valve. By cons, we can not control the flow through an open valve.

However, it turns out that the fact of having on a wall, eg separating two enclosures or an enclosure from the outside, a valve and a valve poses significant problems. First, we must have the necessary space to the valve and the valve. This is not always the case especially if the valves and check valves should be arranged for example on a pipe connecting tubes of chemical reactors or points of a distillation column, for example oil.

On the other hand, the fact of making a necessary opening to the passage of the valve and the valve weakens the wall. This weakening may be partially offset by a metal such structure in place around the valve and valve. But this metal structure is expensive and cumbersome. The extra weight is particularly serious in the case of aircraft achievements.

The invention consists of a valve having the features of claim 1. Thus, it is possible to combine all the advantages of the valve and the valve. Indeed, in any case two speakers will be simultaneously connected by a valve and a valve open. An open valve in such a case would prevent any regulation of flow through the valve. Furthermore, the device according to the present invention allows to carry out only one hole in the wall which supports it. Thus, it minimizes the weakening of the wall is reduced weight by removal of a structure surrounding the opening while reducing the manufacturing cost. In addition, in cases where the available surface is limited the device according to the present invention allows a single larger opening, instead of two openings, one designed for the valve and the other valve. Thus, with the device according to the present invention it is possible to realize valves and valves having larger exchange surfaces and thus to improve the functioning and the safety of the device.

The invention will be better understood from the following description and the appended figures given as non-limiting examples include:<ul><li>Figure 1 is a side view of a first embodiment of the device according to the present invention;</li><li>Figure 2 is a top view of a first embodiment of the device according to the present invention;</li><li>Figure 3 is a top view of a second embodiment of the device according to the present invention;</li><li>Figure 4 is a perspective view of an aircraft according to the present invention.</li></ul>

In Figures 1-4 the same reference numerals for designating the same elements have been used.

In Figure 1, there is shown a first embodiment of a valve 1 according to the present invention comprising a valve 2. The valve illustrated in Figure 1 is a tilting valve, such as withdrawal upwards of Figure 1 4 of the valve flap leaves a space between the flap 4 on one hand and the wall 3 and inner wall 14 flared greater or less. The fluid flow through the valve 1 depends on the pressure difference between both sides of the valve 1 and the exposed surface through the valve.

Independently, the valve 2 may open if the pressure difference on both sides is greater than a threshold. In a first version of the device according to the invention the valve remains open after the pressure balance on both sides.

Advantageously, the valve 2 comprises return means ensuring its closure after the pressure difference between its two faces or fallen below the opening threshold. The valve 2 is for example brought to the closed position by two springs. In the example shown in Figure 1 the valve 2 rotates around an axis 7. It is noted that the wall 3, the flap valve 4, and the valve 2 form a continuous surface without any unevenness. Such embodiments can be advantageous for example in aviation. They allow not to increase significantly the aerodynamics dragged the plane. However, we must consider the reinforcement of the skin of the aircraft following the completion of the hole for passing the valve 1 with the valve 2.

It may be important to hermetically seal the two faces of the wall 3 independently of the pressure conditions prevailing therein. For example, a closure device of the valve 2 allows to have the valve 1 according to the present invention under the waterline of an aircraft. Thus a ditching it will be possible the pilot to lock the valve 2 to prevent the aircraft from sinking. In the embodiment of Figure 1 the device according to the present invention comprises means for closing the valve 2 from an open position 2 'and means for holding the closed permanently. In the embodiment of Figure 1, the device comprises a motor 6, preferably electric, animating, on command an actuator 5. The actuator 5 comprises for example a rack and gears. On the rack is disposed a pressure roller 9. On command, the motor 6 moves the rack 9 with the roller 9. The roller 9 presses on the flap 2 'and ensure its closure. Advantageously, the actuator 5 is an irreversible actuator of known type. Called irreversible actuator a mechanical assembly which, if it is not animated, for example by the motor 6, maintains its position. Thus, the roller 9 blocks the wall 2 of the valve. However, insofar as we want to ensure maximum security the rack 9 is extended by a rod 8 (referenced 8 'in the open position) which can in the closed position to take place in a latch 11. Advantageously, the rod 8 is connected a holding part 10 (referenced 10 'in the open position) pressing the inside of the wall of the valve 2.

In the embodiment illustrated in Figure 1, the rod 8 is pivoted about the axis 7 for the smooth normal operation of the valve 2.

The valve 2 ', the shaft 8' and the holding member 10 'are shown in the open position with dotted lines in Figure 1.

In Figure 2, one can see the valve 1 seen from above. In the example illustrated in Figure 2 the valve is locked in the closed position, the rod 8 being engaged in the latch 12. In the embodiment of Figure 2, the valve is kept closed by two springs 13 placed symmetrically relative to the axis. The springs 13 are placed symmetrically to allow the pinch roller 12 and the rod 8 to occupy the central position. It is understood that other provisions do not go beyond the scope of this invention. The motor may be replaced by an electromagnet. Controlling the motor 6 for closing and locking the valve 2 is provided either directly from, for example of the aircraft instrument panel, or via a computer 130 as illustrated in FIG. Advantageously, the same computer is used for controlling the motor 60 which effects opening and closing of the valve 1. In one embodiment the computer 130 receives information for example on the pressure inside the aircraft from sensors 131 and such information on the external pressure by a bus 132. the information on the external pressure comes such another flight computer.

In Figure 3, there is shown a device of the alternative embodiment according to the present invention. In the case of Figure 3, the valve 1 comprises two valves 2. The use of two valves used to set two pressure differential thresholds for the opening of valves. This threshold difference is possible by the use of two springs 13 having different strengths or by giving different surfaces of the valve 2. In an alternative embodiment, there are two valves 2 capable of opening each in a different direction .

Other variants are not beyond the scope of this invention. For example, it is possible to provide a valve on the surface of a valve. This solution is suitable in particular when the surface of the valves will be higher than that of the valve.

In Figure 4, one can see an aircraft 200 according to the present invention. The aircraft 200 includes a pressure vessel 201, two wings 25, for example four motors 26, vertical rudder 23, two gybes 24 and a cockpit 27.

The pressurized chamber 201 is bounded by the outer structure 21 of the aircraft called skin and a rear wall 22. The rear wall 22 is relatively fragile to reduce the weight of the aircraft. This pressurized chamber should have two safety valves loaded to limit overpressure and depression in the pressure difference between the pressure vessel and outside and thus prevent deformation of the aircraft structure.

This pressure difference may originate in a pressure regulation failure and depression of a rapid change of altitude (emergency descent) for example.

It is sometimes necessary to add an extra element to the two safety valves if it is not sufficient to assure the safety devices (for reasons of space, space to house the valves). It then adds a valve depression that can cover the event of failures of a valve and ensure both valves with the normal security conditions.

The aircraft 200 further comprises a control valve 28 and a ventilation valve 29. The control valve is provided to perform this so-called "flight sequences" that is to say to control the pressure internal to ensure passenger comfort. The vent valve 29 allows full pressure equalization when the plane stop. It should be noted that modern aircraft such as the plane of the series Airbus A300, A310, A320, A330 and A340 contain large volumes and have opportunities to maneuver with quick change altitude. Thus it is imperative to make rapid pressure compensations to prevent damage to the aircraft structure by excessive pressure difference. Thus, it is necessary to introduce a valve which in the case of a rapid descent of the aircraft allow outside air to come inside, to achieve such a balance. However, as was previously reported placing a valve and a hole in the skin of the aircraft has serious drawbacks. On the other hand, because of the volume and performance of the aircraft, 30 and 31 safety valves may be insufficient in case of incident. Thus, it is advantageous to use the valves of Figures 1 through 3 to carry out the control valve and / or the ventilation valve.

Advantageously, this is the ventilation valve that normally during the flight is not active which contains the valve 2 of Figures 1 to 3.

Advantageously, it has valves 28 and 29, on the belly of the plane, below the waterline. This facilitates maintenance can be done from the bottom and on the other hand it facilitates the flow of air conditioning which admission is located in the upper part of the aircraft. Thus it is essential to ensure the safety of the aircraft when landing to allow the blocking of the valve 2. The locking of the valve is obtained, for example by the device shown in Figures 1 and 2. The locking is obtained by operation of the switch marked "ditching" the table of aircraft control.

Achieving valves "butterfly" valves or two thrust recovery flaps comprising a valve does not go beyond the ambit of the present invention.

The device according to the present invention applies to any pressure regulating device and / or flow between a chamber and outdoors or between two chambers comprising a safety balancing device.