WO2018069895A1 - Procédé de commande de l'alimentation en gaz respiratoire - Google Patents

Procédé de commande de l'alimentation en gaz respiratoire Download PDF

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Publication number
WO2018069895A1
WO2018069895A1 PCT/IB2017/056382 IB2017056382W WO2018069895A1 WO 2018069895 A1 WO2018069895 A1 WO 2018069895A1 IB 2017056382 W IB2017056382 W IB 2017056382W WO 2018069895 A1 WO2018069895 A1 WO 2018069895A1
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WO
WIPO (PCT)
Prior art keywords
mass flow
valve
pressure
altitude
flow
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.)
Ceased
Application number
PCT/IB2017/056382
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English (en)
Inventor
Heiko Marz
Thomas Sauerbaum
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BE Aerospace Systems GmbH
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BE Aerospace Systems GmbH
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Filing date
Publication date
Priority claimed from US15/294,144 external-priority patent/US10709910B2/en
Application filed by BE Aerospace Systems GmbH filed Critical BE Aerospace Systems GmbH
Priority to EP17797746.9A priority Critical patent/EP3525890B1/fr
Publication of WO2018069895A1 publication Critical patent/WO2018069895A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62B—DEVICES, APPARATUS OR METHODS FOR LIFE-SAVING
    • A62B7/00—Respiratory apparatus
    • A62B7/14—Respiratory apparatus for high-altitude aircraft

Definitions

  • the present disclosure relates to a method for controlling the breathing gas supply to one or more breathing masks of an emergency oxygen supply device, as well as to a device for the emergency supply of oxygen for carrying out this method.
  • a pressurized cabin in which a cabin pressure ensuring the oxygen supply to the passengers amid an adequate supply of fresh air is envisaged with today's common jet aircraft which have a cruising altitude of 10,000 m and more.
  • Emergency oxygen supply systems with which the passengers can also be supplied with an adequate quantity of oxygen when a case of decompression arises, thus a drop in the cabin pressure, are provided in order to be able to ensure the supply of oxygen to the passengers given such an unexpected sudden pressure drop at such an altitude.
  • Such systems typically include either pressurized oxygen containers or chemical oxygen generators which lead the breathing gas or oxygen via a conduit system to the breathing masks envisaged for the supply of the passengers, in an adequate quantity.
  • the emergency oxygen system is to be designed such that an adequate oxygen supply to the passengers is ensured at the maximal flight altitude to be expected.
  • the oxygen requirement reduces with a falling altitude, since the oxygen share in the surrounding air increases.
  • a method for controlling a breathing gas supply to a number of breathing masks in a passenger aircraft includes determining, by processing circuitry, a desired mass flow, a maximal error, and a minimal error; causing, by the processing circuitry, actuation of at least one valve to an open position; and controlling, by the processing circuitry, mass flow of the breathing gas supply to the number of breathing masks.
  • the controlling includes a) monitoring an actual mass flow of breathing gas supply to the number of breathing masks through measurements obtained from a mass flow metering apparatus, b) determining the actual mass flow exceeds the desired mass flow by at least the maximal error, c) responsive to determining the actual mass flow exceeds the desired mass flow, causing actuation of the at least one valve to a closed position, d) continuing monitoring the actual mass flow, e) determining the desired mass flow exceeds the actual mass flow by at least the minimal error, f) responsive to determining the desired mass flow exceeds the actual mass flow, causing actuation of the at least one valve to an open position, and repeating steps(a) through (f).
  • the at least one valve is a magnetic valve.
  • the actuation of the at least one valve includes supplying a triggering voltage to the at least one valve.
  • controlling the mass flow of the breathing gas supply to the number of breathing masks further includes monitoring at least one of a cabin pressure and an altitude of the passenger aircraft; and updating, based upon a change in at least one of the cabin pressure and the altitude, one or more of the minimal error, the maximal error, and the desired mass flow.
  • the minimal error is between 10% and 50% of the desired mass flow and the maximal error is between 10% and 100% of the desired mass flow.
  • the mass flow metering apparatus includes a nozzle and a pressure sensor.
  • the measurements obtained from the mass flow metering apparatus comprise signals produced by the pressure sensor.
  • the mass flow metering apparatus comprises a number of meter runs arranged downstream of the valve.
  • Each meter run may include a nozzle, and a pressure transducer.
  • controlling the mass flow of the breathing gas supply to the number of breathing masks further comprises controlling a respective switch of at least one meter run of the number of meter runs based on at least one of a cabin pressure, an altitude of the passenger aircraft, and the desired mass flow.
  • the controlling the respective switch comprises enabling at least two meter runs of the number of meter runs in parallel.
  • a system for controlling an emergency oxygen supply in a passenger aircraft includes a valve disposed between an oxygen source and a number of breathing masks; a means for measuring mass flow disposed between the valve and the number of breathing masks; and processing circuitry.
  • the processing circuitry is configured to determine a desired mass flow, monitor over time an actual mass flow based upon measurements supplied by the means for measuring mass flow, and control opening and closing of the valve, during monitoring, as a function of the desired mass flow and the actual mass flow.
  • the oxygen source is an oxygen storage device, breathing gas storage device, or an oxygen generator.
  • the system further includes a pressure sensor and the desired mass flow is determined based on a signal from the pressure sensor.
  • the controlling the opening and closing of the valve as a function of the desired mass flow and the actual mass flow includes determining a minimal error value and a maximal error value; causing actuation of the valve to a closed position when a difference between the actual flow and the desired flow exceeds the maximal error value; and causing actuation of the valve to an open position when a difference between the desired flow and the actual flow exceeds the minimal error value.
  • the means for measuring mass flow comprises a means for producing a supersonic flow and a pressure sensor.
  • the pressure sensor includes a pressure transducer.
  • the means for measuring mass flow comprises a number of meter runs arranged downstream of the valve.
  • Each meter run includes a means for producing a supersonic flow and a pressure sensor.
  • the processing circuitry is further configured to actuate at least one switch to enable and disable at least one meter run of the number of meter runs.
  • the processing circuitry is further configured to determine, prior to actuating the at least one switch, at least one of a change in cabin pressure and a change in altitude. The position of the at least one switch is selected based upon the at least one of the change in cabin pressure and the change in altitude.
  • FIG. 1 is a circuit diagram of a device for the emergency oxygen supply in an aircraft
  • FIG. 2 is a schematic that shows a curve of the desired mass flow in dependence on the cabin pressure
  • FIG. 3 shows three diagrams which correspond with regard to the temporal course; and specifically
  • FIG. 3 A the summed actual mass flow
  • FIG. 3B the desired mass flow over time
  • FIG. 3C the switching impulses for switching over the valve, over time
  • FIG. 4A, 4B show the detail A of FIGS. 3A and 3B, in an enlarged representation
  • FIG. 5 is a flowchart illustrating a method to control breathing gas supply according to an example
  • FIG. 6A, 6B show circuit diagrams of a system for measuring the flow of oxygen according to one example.
  • FIG. 7 is a schematic that shows a c-curve of a breathing mask according to one example.
  • an emergency supply of oxygen is provided to crew and passengers of an aircraft, from compressed oxygen storage containers, or as a result of a chemical reaction between two or more reagents.
  • the aircraft When the aircraft reaches 10,000 feet the passengers can safely breathe atmospheric air and the emergency supply of oxygen may be stopped. Many land masses extend above 10,000 feet and thus, the aircraft may not descend to 10,000 feet, an alternative yet safe flight profile is possible in which upon decompression the aircraft descends to a safe holding altitude, which would be above, 10,000 feet, and preferably around 25,000 feet, while the passengers and crew are supplied with oxygen enriched gas.
  • an emergency oxygen supply device is provided according to one example.
  • a pressure-leading conduit 1 for oxygen which is fed by an oxygen stored device, a compressed gas bottle, or an oxygen producer is connected via a valve 2 (e.g., magnetic latching valve such as a bistable magnet on/off valve) to a group of breathing masks 3, of which here two are shown by way of example.
  • the valve 2 is configured to block or release a conduit connection.
  • the valve provides energy savings since only one switching impulse is produced for switching over the valve. In particular, no further energy is to be supplied, particularly in the opened position, as is otherwise the case with simple magnet valves.
  • the valve may include a permanent magnet and a coil.
  • the latching valve is stable in either shifted state due to the permanent magnet.
  • the valve 2 may stay in either state indefinitely without drawing power.
  • a negative pulse e.g., to the coil
  • the valve changes from an open to a closed position.
  • the valve is energized with a positive pulse
  • the valve changes from a closed position to an open position.
  • the valve 2 is connected to breathing masks 3 via the conduit.
  • the breathing masks 3 are passenger oxygen masks common in civilian air travel as would be understood by one of ordinary skill in the art.
  • the breathing masks 3, for example, may be provided with a breathing bag 4 arranged upstream as would be understood by one of ordinary skill in the art.
  • the breathing bag 4 represents a buffer for the oxygen supply.
  • the breathing mask 4 is provided with an auxiliary air valve.
  • the number of the breathing masks is preferably two to six breathing masks connected to the pressure-leading conduit.
  • a flow mass meter 5 is provided in the conduit to the breathing masks 3, at the exit side of the valve 2.
  • the flow mass meter 5, for example, can include a mass flow sensor, a volume sensor, or in another suitable manner as would be understood by one of ordinary skill in the art.
  • the flow mass meter 5, for example, is configured to detect or estimate the actual mass flow of oxygen to the breathing masks 3.
  • the actual mass flow measurement is effected continuously or in sufficiently short intervals, for example between one millisecond to 100 ms.
  • a control and regulation unit 7 which controls the magnet valve 2 as a function of both cabin pressure and flow mass to the breathing masks 3.
  • a signal or measurement from the flow mass meter 5, for example, may be supplied to the control and regulation unit 7.
  • the control and regulation unit 7 may adjust setpoints (e.g., desired mass flow, minimal and maximal error values) for maximized mass flow. Thus, a minimum oxygen flow is provided even in a failure case.
  • a pressure sensor 6 which detects the cabin pressure within the aircraft.
  • the pressure sensor 6 may be remotely located, such as within a central control system.
  • the pressure sensor 6 may be connected to one or more control and regulation units.
  • a pressure sensor provided in a main cabin control unit may supply a cabin pressure measurement to the control and regulation unit 7.
  • the pressure sensor 6 may be one of the pressure sensors available in the aircraft, its value being available upon connection to the aircraft communications bus.
  • a dedicated pressure sensor 6 is provided with the control and regulation unit 7.
  • each control and regulation unit 7 may be provided with its own pressure sensor.
  • control and regulation unit 7 may obtain a cabin pressure measurement from a central control system, for example via a central communications bus of the aircraft.
  • an altimeter signal or measurement is supplied to the control and regulation unit 7, for example, via an altimeter 25.
  • the altimeter measurement for example, may be provided by the central aircraft control via the central communications bus.
  • the altimeter signal or measurement may identify a current elevation of travel of the aircraft.
  • the units described herein may be implemented as either software and/or hardware modules and may be stored in any type of computer-readable medium or other computer storage device.
  • each of the units described herein may be implemented in circuitry that is programmable (e.g. microprocessor-based circuits) or dedicated circuits such as application specific integrated circuits (ASICS) or field programmable gate arrays (FPGAS).
  • a central processing unit (CPU) could execute software to perform the functions attributable to each of the units described herein.
  • the CPU may execute software instructions written in a programing language such as Java, C, or assembly.
  • One or more software instructions in the modules may be embedded in firmware, such as an erasable programmable read-only memory (EPROM).
  • the control and regulation unit 7 is formed by a microprocessor.
  • the first computation unit 8 determines a desired mass flow based on the cabin pressure.
  • the desired mass flow is the flow associated with the cabin pressure, in order to supply the connected breathing masks 3 or the persons connected thereto, with the required quantity of oxygen.
  • the desired mass flow in some examples, may be determined using values stored in a tabular form, in a curve, or an algorithm.
  • the first computation unit may apply the cabin pressure determined via the pressure sensor 6 to a look-up table to determine the desired mass flow. Since the cabin pressure represents the flight altitude and the oxygen of the surrounding air which results from the flight altitude, in some embodiments, an altimeter reading may be used in addition to or in lieu of the cabin pressure measurement.
  • the first computation unit 8 may receive an altimeter reading for determining the desired mass flow.
  • the second computation unit 9 determines the desired values (set points) and error values for closed-loop control, as a function of the desired mass flow determined by the first computation unit 8. The mass flow over time is summed in the third computation unit 10 as a function the signal detected by the flow mass meter 5, and the current or actual error value to the desired mass flow is determined.
  • the second computation unit 9 receives input from the altimeter 25 for tracking cruising altitude over time to more accurately determine set points and error values.
  • the cabin pressure may be fed to the second computation unit 9 from the pressure sensor 6 for use in estimating cruising altitude over time.
  • the second computation unit 9 may determine the desired values based on values received from the altimeter 25.
  • a maximal and minimal error value are set, in some embodiments, in the third computation unit 10.
  • the third computation unit 10 may send a signal to actuate the valve 2. That is, the valve 2 receives a switching impulse for change-over when either the maximal or minimal error value is reached. Determination of maximal and minimal error values is described in greater detail below in relation to FIGS. 3A-C and FIGS. 4A and 4B.
  • control and regulation unit 7 is connected to one valve 2.
  • the number of valves in an aircraft for example, is in part a function of the number of breathing masks that may be connected to the valve 2 while maintaining adequate pressure for oxygen delivery to the breathing masks 3.
  • the number of masks supplied by each valve for example, is a function of the maximum oxygen flow of the valve 2. For example, in a large aircraft (e.g., 300 passengers) and assuming three masks are connected to each valve, then a total of one hundred control and regulation units may be used. In other embodiments, fewer control and regulation units may be used, with each control and regulation unit controlling a number of valves presented in parallel, each valve supplying oxygen to a particular bank of breathing masks.
  • control and regulation unit 7 may control two or more magnet valves by individually calculating and outputting the desired values to the two or more valves.
  • An example oxygen flow of a breathing mask is by c-curve 700 of FIG. 7.
  • Curve 700 shows the flow as a function of the cabin altitude.
  • Curve 700 may be stored in the second computation unit 9.
  • the flow of oxygen per minute is a function of the mask performance.
  • the maximum flow rate may be 3.1 L/min at an altitude of 40,000 feet.
  • the flow rate decreases with the altitude.
  • the flow rate at the holding altitude may be lL/min.
  • FIG. 2 is a schematic that shows the desired mass flow as a function of the cabin pressure, which is to say in dependence on the flight altitude or the surrounding pressure.
  • Curve 11 may be stored in the first computation unit 8.
  • a likewise pressure-dependent maximal error is shown by curve 12 and is represented with respect to curve 11.
  • a minimal error is shown by curve 13 and is represented below the curve 11.
  • the curves 12 and 13, as FIG. 2 clearly shows, in their course follow the curve 11 which represents the desired mass flow in dependence on the cabin pressure, but are shifted by a certain amount to the top (curve 12) or to the bottom (curve 13), thus mark the error band or tolerance band around the curve 11.
  • curves 12 and 13 are stored in the computation unit 10.
  • FIGS. 3A-C and FIG. 4 A and B The control of the valve 2 is represented in FIGS. 3A-C and FIG. 4 A and B.
  • a maximal error value 14 is derived from the curve 12 and a minimal error value 15 is derived from the curve 13, in FIGS. 3A and 4A respectively.
  • Curve 16 in FIGS. 3B and 4B represents the desired mass flow.
  • the maximal error value is preferably set between 10% and 100% above the desired mass flow. The greater the maximal error, the lower is the number of switching cycles.
  • the minimal error value preferably lies between 10% and 50% below the desired mass flow. The switching frequency of the valve drops with an increasing minimal error value.
  • the error values are selected such that with regard to the temporal average, the actual mass flow corresponds at least to the desired mass flow or is preferably slightly greater, in order to ensure an adequate oxygen supply to the passengers under all circumstances.
  • the error values are selected such that after the first cycle, the actual mass flow corresponds to the desired mass flow or is larger than the desired mass flow.
  • the valve 2 is activated to open firstly at the point in time tO. By way of this, oxygen flows through the conduit 1 and the opened valve 2 to the breathing masks 3. The quantity of the oxygen flowing through is detected via the flow mass sensor 5, and the error value resulting with respect to the desired mass flow is temporally summed in the third computation unit 10. The summing is represented in FIGS. 3 A and 4A.
  • FIG. 3B shows the desired values at two altitudes.
  • a first desired value (setpoint) 16a is associated with a first altitude.
  • a second desired value 16b is associated with a second altitude lower than the first altitude.
  • the first desired value 16a represents a higher flow than the second desired value 16b.
  • FIG. 3B shows, on one hand the switching procedures per se are comparatively low, since the valve 2 is merely switched over on reaching a maximum or minimum error, but no high-frequency activation of the valve is necessary, as is common with pulse width modulation.
  • the activation is moreover significantly better adapted to the actual oxygen requirement, since the method is not limited to a frequency and a sampling degree, as is necessary with pulse width modulation.
  • flows 23, 24 of FIG. 3B show example mass flow at a higher input pressure, therefore the oxygen flow is higher.
  • the upper error value 14 is reached faster and the valve is switched off faster as shown by switching pulses 21 and 22.
  • the previously described closed-loop control method sums the errors of the control variable for the control of the valve 2.
  • the error value is summed into a desired value (setpoint) which is determined in a pressure-dependent manner in the first computation unit 8 of FIG. 1 by way of predefined values. If the error sum reaches the upper error value 14 given an opened valve 2, then the valve 2 is reversed. Only when the error sum reaches the lower defined error value 15 (FIG. 3 A) is the valve again switched over and thus opened.
  • FIG. 3C diagrams both positive and negative voltage impulses actuating the valve 2 to accomplish the flow profile of FIG. 3B.
  • FIG. 5 is a flowchart illustrating a method 500 to control breathing gas supply when a decompression arises according to an example.
  • the method 500 may be performed by the control and regulation unit 7 described in relation to FIG. 1.
  • the method 500 in a particular example, may be used to effect the flow profile illustrated in FIG. 3B.
  • the method 500 begins with determining the desired mass flow to initiate oxygen flow (502).
  • the desired mass flow may be based on the cabin pressure.
  • a predefined value may be used.
  • the predefined value may be the desired mass flow associated with an altitude of 35,000 feet.
  • the predefined value may also be determined based on the typical cruising altitude of the aircraft (e.g., based on the flight route) or the aircraft type (e.g., maximum flying altitude of the aircraft).
  • an altimeter reading may be used to estimate cabin pressure based upon a current cruising altitude.
  • the desired mass flow in one example, is set by the first computation unit 8 of FIG. 1.
  • a first maximal error (e.g., 50% above the desired mass flow) and a first minimal error (e.g., 10 % below the desired mass flow) may be set (504).
  • the first maximal error and the second maximal error may be determined based on the desired mass flow.
  • the second computation unit 9 of FIG. 1, for example, may set the first maximal error and the first minimal error.
  • a valve disposed between an oxygen source and a number of oxygen masks is actuated to an open position to begin oxygen flow to the oxygen masks (506).
  • the valve for example, may be a magnetic valve actuated through a voltage impulse.
  • the trigger mechanism causing the valve to actuate to the open position for example, may be effected by the third computational unit 10 of FIG. 1.
  • a difference between an actual mass flow measurement and the desired mass flow is determined (508). The determination may be effected by the third computation unit 10 of FIG. 1.
  • the actual mass flow measurement is an average of a series of mass flow measurements taken over time, for example to avoid making decisions based upon anomalous or inaccurate measurements. Further, in some embodiments, one or more inaccurate readings (e.g., outside a reasonable or reliable range of measurements) may be discarded in determining the actual mass flow measurement.
  • the difference between the actual mass flow and the desired mass flow may be compared to the maximal error to determine whether the reading is within tolerance.
  • the valve is actuated to a closed position to stop oxygen flow to the oxygen masks (512).
  • the trigger mechanism causing the valve to actuate to the closed position may be effected by the third computational unit 10 of FIG. 1.
  • a difference between an actual mass flow measurement and the desired mass flow is determined (514). The determination, for example, may be effected by the third computation unit 10 of FIG. 1.
  • the determination may be effected by the first computation unit 8 of FIG. 1 based on measurement received from the pressure sensor 6 of FIG. 1. Alternatively, the determination may be effected based on the flight altitude. The flight altitude may be determined by the altimeter 25 of FIG. 1. Then, a lookup table may be referenced to determine a cabin pressure associated with the flight altitude.
  • the method 500 may end. For example, at a cruising altitude of 10,000 feet, oxygen levels within the cabin may be adequate without supply of oxygen through the breathing masks.
  • the determination may be effected by the second computation unit 9 based on received altitude measurements.
  • the altitude measurement for example, may be provided by the altimeter 25 of FIG. 1.
  • a new desired mass flow is determined (524).
  • the new desired mass flow may be effected by the first computation unit 8 of FIG. 1.
  • a look-up table may be referenced to determine the desired mass flow based on a change in the flight altitude.
  • the minimal error and maximal error are updated based upon the updated desired mass flow (524).
  • the updated maximal error and the updated minimal error may be determined based on the new desired mass flow.
  • the second computation unit 9 of FIG. 1, for example, may set the updated maximal error and the updated minimal error.
  • the method 500 based upon the minimal error being reached (516), whether or not the cabin pressure has changed (520), as long as the cruising altitude has not yet reached a safe altitude (522), the method 500 returns to actuating the valve to an open position (506) and monitoring the mass flow (508, 510). The mass flow will be monitored, in the circumstance that the cabin pressure and/or altitude changed, based upon the updated desired mass flow (524).
  • the method 500 may be performed in a different order.
  • the cruising altitude may be monitored for a safe altitude (522) on an ongoing and/or periodic basis not connected with whether or not the cabin pressure has changed and/or the valve has actuated to the closed position.
  • the desired mass flow may be updated (524) prior to actuating the valve to the closed position (512), based upon, for example, a change in cabin pressure and/or cruising altitude.
  • the first maximal and minimal error values may be determined (504) before determining the desired mass flow (502).
  • the first maximal and minimal error values may be determined (504) independently from the desired mass flow (502) and the cabin pressure.
  • the first maximal and minimal error values may be predefined values.
  • the maximal and minimal error values may not be updated upon the updated desired mass flow (524).
  • more or fewer steps may be included in the method 500.
  • a predefined holding altitude e.g., 25,000 feet
  • the desired mass flow is set to the mass flow associated with the predefined holding altitude. For example, a 6,000 feet/minute rapid descent may be assumed and the predetermined period may be set to 5 minutes.
  • the methods and systems according to the present disclosure is thus not to modulate the sampling degree of the rectangular impulse, thus the width of the impulse, at a constant frequency, as with the state of the art, but to firstly activate the valve in an opening manner until the error between the actual mass flow and the pressure-dependently set desired mass flow and which is summed over time exceeds a previously fixed maximum error value. That is, to hold the valve open for so long until more oxygen has been supplied to the breathing mask or breathing masks, than this would be necessary in a manner dependent on cabin pressure.
  • the methods and systems may be based on volume values (detected by volumetric flow detection). For example, an actual volume flow and a desired volume flow.
  • valve downstream of the valve 2 (FIG. 1) and to dimension the valve downstream (e.g., nozzle, orifice) in a manner such that a supersonic flow, i.e. overcritical flow, with which the flow quantity is essentially proportional to the pressure prevailing at the nozzle, sets in with the expected operating range.
  • a pressure sensor is advantageously arranged between the on/off valve and the nozzle.
  • the actual mass flow is determined as a function of the temporal course of the pressure.
  • the pressure in front of the nozzle is essentially proportional to the mass flow, i.e. the mass stream through the nozzle, so that the mass flow to the passenger oxygen masks can be determined by way of the pressure.
  • the pressure metering run may include a pressure transducer 600 and an orifice 602.
  • the pressure metering run is positioned at the exit side of the valve 2.
  • the performance of the orifice meter system is a function of the precision of the orifice (or nozzle) and the accuracy of the pressure transducer. At low flow rates, the errors in the pressure transducer measurement can lead to a large error in the actual flow rates. For this reason, in some embodiments, two or more pressure metering runs are provided.
  • the multiple pressure metering runs are operated in parallel.
  • all pressure metering runs are operated and the flow rates are summed to yield a total flow measurement.
  • individual pressure metering runs may be disabled, resulting in increased flow rates through the remaining pressure metering runs.
  • Each pressure metering run may be controlled using a switch 604.
  • multiple pressure metering runs are operated in serial.
  • the system may switch to using a second (higher flow rate) pressure metering run.
  • the operational range of flow rate for each pressure metering run may be a function of the size of the nozzle.
  • the control and regulation unit 7 may activate/deactivate the pressure metering runs as a function of the altitude.
  • the orifices 602a, 602b, 602c in some embodiments, have equal diameter. In other embodiments, each of the orifices may be of different diameter. In one embodiment, the diameter of the first orifice 26a may be associated with a mass flow associated with a first altitude range and the second orifice 26b may be associated with a mass flow associated with a second altitude range. Thus, the control and regulation may activate switch 604a or 604b based on the current altitude.
  • the orifice may be a simple orifice to constrain the oxygen enriched gas to flow, or may include a variable orifice the cross section of which may be varied according to operating conditions, by for example, the control and regulation unit 7.
  • two or more differential pressure transducers may be used in parallel for each orifice.
  • Each of the two or more differential pressure transducers may be configured for a different flow rate (i.e., one for low flow, another for high flow).
  • the method described herein can reduce the switching frequency of the on/off valve in comparison to known methods.
  • valves with lower switching reliability can be employed, or with the same switching reliability ensures an increased safety from failure.

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  • Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • General Health & Medical Sciences (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Respiratory Apparatuses And Protective Means (AREA)

Abstract

La présente invention concerne, selon un mode de réalisation préféré, des procédés et des systèmes de commande de l'alimentation en gaz respiratoire d'un conduit d'alimentation de conduite de pression à un ou plusieurs masques respiratoires d'un dispositif d'alimentation d'urgence en oxygène dans un aéronef de transport de passagers comprenant une soupape marche/arrêt disposée entre le conduit d'alimentation et le ou les masques respiratoires. La soupape peut être bloquée ou libérée en vue de commander une alimentation en air sur la base d'une surveillance d'un débit massique vers les masques respiratoires. La soupape, par exemple, est actionnée et mise en position ouverte jusqu'à ce que l'erreur entre le débit massique réel et un débit massique souhaité dépasse une valeur d'erreur maximale, après quoi la soupape est actionnée et mise en position fermée jusqu'à ce que l'erreur entre le débit massique réel et le débit massique souhaité dépasse une valeur d'erreur minimale, après quoi la soupape est actionnée et mise en position ouverte et le cycle de surveillance de débit massique est répété.
PCT/IB2017/056382 2016-10-14 2017-10-13 Procédé de commande de l'alimentation en gaz respiratoire Ceased WO2018069895A1 (fr)

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EP17797746.9A EP3525890B1 (fr) 2016-10-14 2017-10-13 Procédé de commande de l'alimentation en gaz respiratoire

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US15/294,144 2016-10-14
US15/294,144 US10709910B2 (en) 2014-04-09 2016-10-14 Method for the control of the breathing gas supply

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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EP2004294B1 (fr) 2006-04-13 2010-07-21 Intertechnique Circuit d'alimentation en gaz respiratoire destine a un avion transportant des passagers
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