CN114488771A - Emergency oil drainage comprehensive control system - Google Patents

Emergency oil drainage comprehensive control system Download PDF

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Publication number
CN114488771A
CN114488771A CN202210101122.4A CN202210101122A CN114488771A CN 114488771 A CN114488771 A CN 114488771A CN 202210101122 A CN202210101122 A CN 202210101122A CN 114488771 A CN114488771 A CN 114488771A
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China
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fuel
oil
assembly
cut
emergency
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CN114488771B (en
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葛锐
江凯威
张霄宇
张瑞琪
朱德轩
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Commercial Aircraft Corp of China Ltd
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Commercial Aircraft Corp of China Ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B9/00—Safety arrangements
    • G05B9/02—Safety arrangements electric
    • G05B9/03—Safety arrangements electric with multiple-channel loop, i.e. redundant control systems

Abstract

Providing an emergency oil discharge comprehensive control system, wherein a first cut-off component comprises a first motor and a first cut-off valve and is used for cutting off emergency oil discharge and independently actuated by the first motor; the second cutting-off component comprises a second motor and a second cutting-off valve and is also used for cutting off emergency oil drainage and is independently actuated by the second motor. The independent emergency oil discharge control system comprises a first oil level sensor assembly and an emergency control module, wherein the control module is configured to switch on a first cut-off assembly to cut off emergency oil discharge after receiving signal control of the first oil level sensor assembly; the fuel oil measuring and managing system comprises a managing module, a second fuel level sensor assembly and a fuel quantity sensor assembly, wherein the managing module is configured to control the second cut-off assembly to be opened to cut off emergency oil drainage after receiving a signal transmitted by the fuel quantity sensor assembly; the opening of the first and second shut-off assemblies is controlled simultaneously upon receipt of a signal transmitted by the second fuel level sender assembly. The system can effectively prevent the aircraft from excessive oil drainage.

Description

Emergency oil drainage comprehensive control system
Technical Field
The invention relates to the field of aviation onboard systems, in particular to the field of aerial aircraft oil drainage control.
Background
The emergency oil drainage system is arranged to ensure that rapid air oil drainage can be realized under the air emergency condition, and the airplane can be ensured to have enough safety level for return landing even under the extreme conditions that the airplane breaks down and the like when taking off. However, the oil discharge amount needs to be closely monitored, and subsequent flight is affected if the oil is excessively discharged.
At present, two oil discharge control methods are available for mainstream machine types, one is a manual/automatic suspension air emergency oil discharge control system, and the other method is only for a machine type specially provided with an emergency oil discharge pump for emergency oil discharge. Both of the above-mentioned conventional methods have disadvantages:
(1) both the fuel oil quantity measuring and managing system and the fuel oil quantity measuring and managing system are not separated from the fuel oil measuring and managing system, the fuel oil quantity or the low oil level signal provided by the fuel oil measuring and managing system is used, the single-link control mode belongs to, the fuel oil measuring and managing system is excessively depended on, and safe, reliable and effective emergency oil drainage can not be realized under the condition that the fuel oil measuring system fails;
(2) the emergency oil drain cut-off valve mostly adopts a single motor actuator cut-off valve, so that common mode failure of the valve is easily caused;
(3) the above-mentioned need requires a Level A system to develop a guarantee Level (DAL), and the cost of developing the system is relatively high;
(4) the emergency oil discharge pump and related accessory equipment such as installation and power supply control of the emergency oil discharge pump are additionally added by controlling the installation height of the emergency oil discharge pump, the weight of the airplane is increased, a certain height is required to be selected for installation of the emergency oil discharge pump, the difficulty of airplane arrangement is increased, and the difficulty of airplane design matching is increased.
Disclosure of Invention
The invention aims to provide an emergency oil drainage comprehensive control system which can effectively avoid excessive oil drainage and ensure flight safety.
The emergency oil discharge comprehensive control system for achieving the purpose comprises a first cutting assembly, a second cutting assembly, an independent emergency oil discharge control system and a fuel oil measurement management system.
The first cut-off assembly comprises a first motor and a first cut-off valve, and the first cut-off valve is used for cutting off emergency oil drainage and is independently actuated by the first motor; the second cutting-off component comprises a second motor and a second cutting-off valve, and the second cutting-off valve is also used for cutting off emergency oil drainage and is independently actuated by the second motor; the independent emergency oil discharge control system comprises a first oil level sensor assembly and an emergency control module, wherein the emergency control module is configured to start the first cut-off assembly after receiving the signal control of the first oil level sensor assembly so as to cut off emergency oil discharge; the fuel oil measurement management system comprises a fuel oil measurement management module, a second oil level sensor assembly and an oil quantity sensor assembly, wherein the fuel oil measurement management module is configured to control the opening of the second cut-off assembly after receiving a signal transmitted by the oil quantity sensor assembly so as to realize the cutting off of emergency oil drainage, and simultaneously control the opening of the first cut-off assembly and the second cut-off assembly after receiving the signal transmitted by the second oil level sensor assembly.
In one or more embodiments, the first and second fuel level sender assemblies, the first and second shut-off assemblies, and the first and second shut-off assemblies are all of dissimilar design.
In one or more embodiments, the first fuel level sensor assembly is configured to issue a first signal when a fuel level in the fuel tank is below a first threshold, the second fuel level sensor assembly is configured to issue a second signal when the fuel level in the fuel tank is below a second threshold, the first threshold being greater than the second threshold, the fuel level sensor assembly is configured to issue a third signal when the fuel level in the fuel tank is below a third threshold, the third threshold corresponding to a fuel level in the fuel tank that is greater than the first threshold and the second threshold.
In one or more embodiments, the emergency control module includes a first control unit and a first switch assembly, the first control unit being configured to open the first switch assembly upon receiving a signal transmitted by the first oil level sensor assembly to cause the first motor to control the first shut-off valve to be shut off and, in turn, open the first shut-off valve to shut off the emergency drain.
In one or more embodiments, the fuel measurement management module includes a second control unit configured to open the second switch assembly to cause the second motor to control the shutoff of the second shutoff valve upon receiving a signal transmitted from the fuel amount sensor assembly, and to open the second switch assembly to cause the first motor and the second motor to control the first shutoff valve and the second shutoff valve to simultaneously shut off the first shutoff valve and the second shutoff valve, respectively, upon receiving a signal transmitted from the second fuel level sensor assembly.
In one or more embodiments, the fuel measurement management module includes a second control unit configured to open the second switch assembly upon receiving a signal transmitted from the fuel level sensor assembly to cause the second motor to energize and control the second cut-off valve to be cut off, and to open the second switch assembly upon receiving a signal transmitted from the second fuel level sensor assembly to cause the second motor to control the second cut-off valve to be cut off, and to exchange data to the emergency control module upon receiving a signal transmitted from the second fuel level sensor assembly to drive the first motor to effect the cutting off of the first cut-off valve by the emergency control module.
In one or more embodiments, in a first mode of the system, the independent emergency drain control system independently senses the fuel level in the fuel tank via the first fuel level sensor assembly after failure of the fuel measurement management system, and instructs the first cut-off assembly to open via the emergency control module to cut off emergency drain when the first threshold value is lower.
In one or more embodiments, in the second mode of the system, after the independent emergency fuel discharge control system fails, the fuel measurement management system senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly, and when the fuel quantity is lower than the third threshold value, the fuel measurement management module instructs a second cut-off assembly to be opened to cut off fuel discharge;
when the second cut-off component cannot accept the instruction of the fuel measurement management module, the fuel level in the fuel tank is sensed through the second fuel level sensor component, the second cut-off component is instructed to cut off through the fuel measurement management module when the fuel level is lower than a second threshold value, and the first cut-off component is cut off simultaneously through the fuel measurement management module.
In one or more embodiments, in a third mode of the system, the system detects a quantity of fuel in the fuel tank via the fuel level sensor assembly upon failure of the second fuel level sensor assembly, and instructs a second shut-off assembly to shut off emergency drain via the fuel measurement management module below the third threshold;
when the second cut-off component can not receive the instruction of the fuel measurement management module, the system measures the fuel level in the fuel tank through the first fuel level sensor component, and when the fuel level is lower than the first threshold value, the emergency control module instructs the first cut-off component to cut off emergency oil discharge.
In one or more embodiments, in a fourth mode of the system, the system detects a level of oil in the tank via the first oil level sensor assembly after failure of the oil level sensor assembly, and instructs a first cut-off assembly to cut off emergency drain via the emergency control module when the level of oil in the tank is below the first threshold,
when the first cut-off component cannot receive the transmission instruction of the emergency control module, the system senses the oil level in the oil tank through the second oil level sensor component, instructs the first cut-off component to cut off through the fuel measurement management module when the oil level is lower than the second threshold value, and simultaneously cuts off the second cut-off component through the fuel measurement management module.
In one or more embodiments, in a fifth mode of the system, after both the fuel level sensor assembly and the first fuel level sensor assembly fail, the system senses the fuel level in the fuel tank via the second fuel level sensor assembly, and commands the first shut-off assembly to shut off via the fuel gauging management module when the fuel level falls below the second threshold, and also enables simultaneous shut-off of the second shut-off assembly via the fuel gauging management module.
In one or more embodiments, in a sixth mode of the system, the system senses the level of fuel in the tank via the fuel level sensor assembly after both the second fuel level sensor assembly and the first fuel level sensor assembly fail, and commands a second shut-off assembly via the fuel gauge management module to shut off emergency drain when the level falls below the third threshold.
In one or more embodiments, in a seventh mode of the system, the system senses the amount of fuel in the fuel tank via the fuel level sensor assembly when the second fuel level sensor assembly, the first fuel level sensor assembly, and the fuel level sensor assembly are all normal, and instructs a second shut-off assembly via the fuel measurement management module to open to shut-off fuel drainage when the second fuel level sensor assembly, the first fuel level sensor assembly, and the fuel level sensor assembly are below the third threshold;
when the second cut-off component can not receive the instruction of the fuel measurement management module, the system independently senses the fuel level in the fuel tank through the first fuel level sensor component, and when the fuel level is lower than the first threshold value, the emergency control module instructs the first cut-off component to be started.
In one or more embodiments, the emergency oil discharge integrated control system further comprises a front-end self-test processing unit, wherein a self-test program is built in the front-end self-test processing unit, and the program is used for detecting the oil quantity in the oil tank before oil discharge.
In one or more embodiments, in the first self-test procedure of the front self-test processing unit, the system senses the oil level in the oil tank through the first oil level sensor assembly, and controls the first cut-off assembly to be in a locked cut-off state through the emergency control module when the oil level is lower than a fourth threshold value.
In one or more embodiments, in the second self-test procedure of the pre-self-test processing unit, the system senses the oil level in the oil tank through the second oil level sensor assembly, and controls the first cut-off assembly to be in a locked cut-off state through the fuel measurement management module when the oil level is lower than a fourth threshold value.
In one or more embodiments, the fuel measurement management module is further configured to control the opening of the first cut-off assembly after receiving the signal transmitted by the fuel quantity sensor assembly, and in a third self-checking procedure of the front self-checking processing unit, the system senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly and controls the first cut-off assembly to be in a locked cut-off state through the fuel measurement management module when the fuel quantity is lower than the fuel quantity corresponding to a fourth threshold value.
In one or more embodiments, in a fourth self-test procedure of the front-end self-test processing unit, the system senses the oil level in the oil tank through the second oil level sensor assembly, and controls the first cut-off assembly to be in a locked cut-off state through data exchange between the fuel measurement management module and the emergency control module when a fourth threshold value is lower.
In one or more embodiments, in a fifth self-test procedure of the front self-test processing unit, the system senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly, and controls the first cut-off assembly to be in a locked cut-off state through data exchange between the fuel measurement management module and the emergency control module when the fuel quantity is lower than the fuel quantity corresponding to a fourth threshold value.
In one or more embodiments, the system is capable of controlling the shutting off of a plurality of emergency drain passages on each fuel tank of the aircraft.
According to the emergency oil discharge comprehensive control system, the two fuel oil measurement management systems and the independent emergency oil discharge control system which are relatively independent are arranged, a double-link control structure is formed, dependence on oil level measurement data and/or oil quantity measurement data in the fuel oil measurement management systems is not needed, the oil level in an oil tank is measured independently by the independent first oil level sensor assembly, the safety problem caused by the fact that a main flow machine type depends on the fuel oil measurement management systems and a single-link control mode is solved, the first cut-off assembly and the second cut-off assembly run independently, the cut-off valves are controlled independently by the independent motors, the monitoring of the lowest amount of emergency oil discharge is achieved through double redundancies, the emergency oil discharge control with high integrity and high reliability under the condition that the fuel oil measurement systems break down is achieved, and the common-mode failure is avoided.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings, in which:
FIG. 1 is a schematic diagram of one embodiment of the control logic of an emergency defueling integrated control system.
FIG. 2 is a schematic diagram of another embodiment of the control logic of the emergency integrated drain control system.
Fig. 3 is a schematic diagram of a pipeline architecture of the emergency oil discharge integrated control system.
FIG. 4 is a simplified diagram of one embodiment of an emergency defueling integrated control system.
Fig. 5 is a flow chart of an emergency oil drain integrated control method.
Fig. 6 is a flow chart of a self-checking program of the emergency oil discharge integrated control system.
Description of symbol mark
15 oil supply line
16 emergency oil drain
17 emergent oil drain pipeline
100 fuel measurement management system
102 second fuel level sender assembly
103 oil sensor assembly
105 second control unit
111 remote data concentrator
112 aircraft avionics network
113 cockpit display screen
114 cockpit top control panel
160 fuel measurement management module
200 independent emergency oil discharge control system
201 first fuel level sender assembly
205 first control unit
260 emergency control module
310 first switch assembly
320 second switch assembly
400 second severing assembly
402 second electric machine
450 second cut-off valve
500 first cutting assembly
501 first electric machine
550 first cut-off valve
Detailed Description
The present invention is further described in the following description with reference to specific embodiments and the accompanying drawings, wherein the details are set forth in order to provide a thorough understanding of the present invention, but it is apparent that the present invention can be embodied in many other forms different from those described herein, and it will be readily appreciated by those skilled in the art that the present invention can be implemented in many different forms without departing from the spirit and scope of the invention. It is noted that these and other figures which follow are merely exemplary and not drawn to scale and should not be considered as limiting the scope of the invention as it is actually claimed.
At present, the design requirements of the civil aircraft emergency oil discharge system mainly come from two aspects: climb gradient requirements and maximum landing weight requirements.
According to the climb gradient requirement, the aircraft must meet the climb gradient requirements of regulatory requirements 25.119 and 25.121(d) at the maximum takeoff weight minus the 15 minute engine fuel load weight per airworthiness regulatory requirement of CCAR 25.1001. Otherwise, an emergency oil drain system must be set up and the oil drain completed within 15 minutes. The total flight time at this point was 30 minutes, including 15 minutes of oil drain time and 15 minutes of typical return flight time, to reduce the aircraft weight below that which would meet the climb gradient requirements of 25.119 and 25.121 (d).
According to the maximum landing weight requirement, even if the aircraft can meet the climbing gradient requirements of 25.119 and 25.121(d), if the requirement of the maximum landing weight cannot be met, such as the limits of wheel speed, braking energy, distance to brake and the like which are not guaranteed to exceed the qualified approval, the aircraft is required to have an emergency oil discharge function, and the oil discharge time is not required to be limited within 15 minutes.
The oil drain time for a typical aircraft is 60 minutes. At present, in main-stream-type emergency oil drainage system architectures of B787, A330 and A350 double-engine wide-body airplanes and the like, a wing oil supply pump and a central wing override pump are generally used for emergency oil drainage, a cut-off valve is adopted to realize isolation with an oil filling system and an oil supply system, and part of oil filling pipelines are shared as emergency oil drainage pipelines. In addition, if some aircraft types have requirements on oil discharge rate or oil discharge time and the capacity of a single wing oil supply pump or a central wing override pump is insufficient, a special emergency oil discharge pump is additionally added for emergency oil discharge, for example, a B777 double-engine wide-body aircraft.
At present, two methods for controlling oil drainage of mainstream machines are available.
One is to adopt a manual/automatic suspension air emergency oil discharge control system, such as B777, B787, A330 and A350 double-engine wide-body aircraft. When the emergency oil discharge is carried out, firstly, the emergency oil discharge amount is selected, the default is the fuel oil amount corresponding to the maximum landing weight, then the emergency oil discharge is started, and the emergency oil discharge is automatically stopped when the residual fuel oil amount reaches the target oil amount; if the automatic cut-off is not normally triggered, the emergency oil drain function can be manually stopped.
The other method is only used for the model which is specially provided with the emergency oil discharge pump for emergency oil discharge, such as a B777 double-engine wide-body airplane. In order to ensure that the oil is not excessively discharged safely, when a certain preset safe minimum oil quantity is reached, a low oil level signal is generated, the inlet of the emergency oil discharge pump exposes the oil surface of the fuel oil, and the emergency oil discharge function is stopped.
The above methods all have disadvantages. In order to prevent excessive oil drainage, a manual oil drainage cut-off function is arranged, but the function completely depends on the processing level and the processing capacity of the flight unit, the unit is required to pay attention and handle in real time during emergency oil drainage, however, when the emergency oil drainage is generally required to be started, abnormal emergency situations occur to the airplane, the energy of the flight unit is very precious, and potential safety hazards are easily caused by human reasons such as unit leakage.
In order to prevent excessive oil drainage, a special emergency oil drainage pump configuration is added to the emergency oil drainage system, but the additional addition of the emergency oil drainage pump and relevant auxiliary equipment for installation, power supply control and the like thereof totals at least about 15kg, so that the emergency oil drainage system is not the design direction of a mainstream machine type. And the emergency oil discharge pump is installed at a certain height, the difficulty of airplane arrangement is increased, the design difficulty of the airplane is contradicted with the design standard that the oil storage capacity of the outer wing needs to be ensured to be large enough and the residual safe fuel oil quantity after emergency oil discharge can be met during airplane design, the matching difficulty of airplane design is increased, and the possibility that emergency oil discharge cannot be carried out due to single failure exists, for example, the emergency oil discharge pump of a single-side wing fails, and the emergency oil discharge of the side wing cannot be carried out.
In order to solve the defects, the emergency oil drainage comprehensive control system is provided, the system realizes the comprehensive control of emergency oil drainage by means of two relatively independent control links, and can deal with various emergency failure conditions, so that the safety and the comprehensiveness of control are improved.
As shown in fig. 1 and 2, the integrated emergency fuel discharge control system includes a fuel measurement management system 100, a stand-alone emergency fuel discharge control system 200, a first cut-off assembly 500, and a second cut-off assembly 400.
The first cut-off assembly 500 includes a first motor 501 and a first cut-off valve 550, the first cut-off valve 550 being used to cut off emergency drain on the emergency drain line 17. Specifically, as shown in fig. 2, the emergency oil drain 16 is used to realize oil drain on the emergency oil drain line 17, and the first cut-off valve 550 is used to cut off the emergency oil drain line to prevent the fuel oil in the oil supply line 15 from being drained from the emergency oil drain 16. The first shut-off valve 550 is independently actuated by the first motor 501.
The second cut-off assembly 400 includes a second motor 402 and a second cut-off valve 450, the second cut-off valve 450 also being used to cut off emergency drain and being independently actuated by the second motor 402.
That is, the first cut-off assembly 500 and the second cut-off assembly 400 operate independently to form a dual backup cut-off valve set, so that the problems of common mode failure and single point failure existing in a main stream type single motor driven single valve or a dual motor driven single valve are solved, and the safety of control is guaranteed.
The cut-off valve can select a gate valve, the movement direction of the gate is vertical to the fluid direction, and the cut-off valve is driven by a motor to be fully opened and closed. And structures such as a ball valve, a sleeve valve, a butterfly valve and the like can be selected to cut off an oil way in the flow passage.
Those skilled in the art will appreciate that valve bodies capable of achieving a shut-off action are applicable to the present disclosure.
In one embodiment, both the first severing assembly 500 and the second severing assembly 400 are fail-safe designs. Under the valve failure design, the valve will automatically cut off when the power is off, thereby keeping the oil discharge way in a cut-off state when the valve body breaks down.
Preferably, the valve bodies all have a switch state signal feedback function, so that the state can be fed back to the independent emergency oil drainage control system 200 and the fuel oil measurement management system 100 in time.
The self-contained emergency drain control system 200 includes a first oil level sender assembly 201 and an emergency control module 260, the emergency control module 260 being configured to initiate the opening of the first shut-off assembly 500 upon receiving a signal from the first oil level sender assembly 201 to effect the shutting-off of the emergency drain.
The fuel measurement management system 100 comprises a fuel measurement management module 160, a second fuel level sensor assembly 102 and a fuel quantity sensor assembly 103, wherein the fuel measurement management module 160 is configured to control the second cut-off assembly 400 to be opened after receiving a signal transmitted by the fuel quantity sensor assembly 103, and simultaneously control the first cut-off assembly 500 and the second cut-off assembly 400 to be opened after receiving a signal transmitted by the second fuel level sensor assembly 102, so as to cut off emergency oil discharge.
The fuel level sensor assembly 103 obtains fuel level data by measuring characteristics such as density, volume, mass, etc., and the fuel level sensor obtains fuel level data by measuring a liquid level in the fuel tank.
In one embodiment, to further enhance the independence of the independent emergency drain control system 200 from the fuel measurement management system 100, the first and second fuel level sensor assemblies 201, 102 are configured to sense different levels of fuel with different physical characteristics; the physical characteristics of the first severing assembly 500 and the second severing assembly 400 for effecting severing differ. That is, the first and second fuel level sender assemblies 201, 102, and the first and second shut-off assemblies 500, 400 are all designed using non-similar redundancy principles.
The concept of non-similar redundancy (non-similar redundancy) is described on page 383 of the Chinese aviation encyclopedia published by the aviation industry publisher in 2000, and refers to a component or a system formed by components with similar or related functional characteristics but different physical characteristics, wherein the physical characteristics comprise parameters such as physical structures, physical principles and the like. Therefore, the physical characteristics of the first oil level sensor assembly 201 and the second oil level sensor assembly 102 for detecting oil levels are set to be different, that is, a non-similar redundancy design principle is adopted, for example, the two oil level sensor assemblies both for measuring oil levels adopt different principles such as different design architectures, different physical parameters, different measurement references and the like, so that the probability of common-state failure can be reduced, and the reliability of hardware can be improved. The mechanical principles used by the first severing assembly 500 and the second severing assembly 400 to effect severing also are designed using non-similar redundancy principles to achieve independence from one another.
For example, in one embodiment, the first oil level sensor assembly 201 is used to measure an oil level via a first physical parameter, and the second oil level sensor assembly 102 is used to measure an oil level via a second physical parameter, the first physical parameter used to measure an oil level being different from the second physical parameter; or the second fuel level sender assembly 102 and the first fuel level sender assembly 201 employ different measuring physical junctions of the same physical parameter. Therefore, the independent emergency drain control system 200 no longer relies on the fuel level data obtained by the fuel gauging management system 100.
For example, one of them adopts a capacitance type oil level sensor, and utilizes the linear change of capacitance formed by filling liquid medium between a positive probe and a negative probe along with the liquid level, and converts the variation of the capacitance, namely the variation of the liquid level into a standard electric signal for output, so as to obtain liquid level data through the capacitance change; the other one adopts a floating ball type sensor, changes the liquid level position into an electric signal by utilizing the buoyancy of the liquid to the magnetic floating ball and the magnetic attraction of the dry spring of the floating ball liquid level meter, and realizes the acquisition of liquid level data.
The second fuel level sender assembly 102 and the first fuel level sender assembly 201 include, but are not limited to, fuel level sender devices that choose to use the two principles described above, and other types of fuel level sender devices, such as magnetic float fuel level sender devices, magnetic telescopic fuel level sender devices, etc., can be used with the present disclosure, but should be guaranteed to use different physical characteristics to achieve independence from each other.
From the above, by adopting the different types of the second oil level sensor assembly 102 and the first oil level sensor assembly 201, the accuracy of identifying the oil level is ensured, and when one of the oil level sensors fails, the other oil level sensor still can collect oil level data as a standby oil level, so that a completely independent double-link control system is further realized, common-mode faults caused by a single-link logic model are avoided, and safe and reliable control corresponding to an emergency oil discharge system is realized.
In one embodiment, the first fuel level sender assembly 201 issues a first signal when the level of fuel in the tank is below a first threshold, and the second fuel level sender assembly 102 issues a second signal when the level of fuel in the tank is below a second threshold, the first threshold being greater than or equal to the second threshold.
The oil quantity sensor assembly 103 sends out a third signal when the oil quantity in the oil tank is lower than a third threshold value, and the oil level of the oil tank corresponding to the third threshold value is larger than or equal to the first threshold value and the second threshold value.
For example, when the amount of fuel in the fuel tank is Akg, the fuel amount sensor assembly 103 senses and sends out a signal; when the amount of oil in the tank further drops to Bkg, the first level sensor assembly 201 is able to sense the corresponding level and signal it; as the volume of fuel in the tank continues to drop further to Ckg, the second fuel level sender assembly 102 is able to sense and signal a corresponding level, where A ≧ B ≧ C.
When A, B and C, multiple detection of the oil quantity can be realized by setting the priority triggering sequence of the sensors.
With continued reference to fig. 1 and 2, in one embodiment, the emergency control module 260 includes a first control unit 205 and a first switch assembly 310, the first control unit 205 being configured to open the first switch assembly 310 upon receiving a signal transmitted by the first oil level sender assembly 201 to cause the first motor 501 to control the shut-off of the first shut-off valve 550 to shut off the emergency drain.
For example, the first switch assembly 310 may select an electrical circuit including a relay. The first control unit 205 controls the input amount to the first switch assembly 310, and adjusts the output mode of the first switch assembly 310 to normally close the contacts, thereby supplying power to the first motor 501, and further facilitating the opening of the first cut-off valve 550 to cut off the oil path. As another example, the first motor 501 may also effect the switching off of the first switching-off valve 550 by switching off the power.
In one embodiment, the fuel measurement management module 160 includes a second control unit 105 and a second switch assembly 320, the second control unit 105 configured to: after receiving the signal transmitted from the oil quantity sensor assembly 103, the second switch assembly 320 is opened to enable the second motor 402 to control the second stop valve 450 to be cut off; the second switch assembly 320 is actuated upon receiving a signal from the second fuel level sender assembly 102 to cause the first and second motors 501, 402 to simultaneously shut off the first and second shut-off valves 550, 450.
In another embodiment, the fuel measurement management module 160 includes a second control unit 105 and a second switch assembly 320, the second control unit 105 being configured to activate the second switch assembly 320 upon receiving a signal transmitted from the fuel level sensor assembly 103 to energize the second motor 402 to control the shutoff of the second shutoff valve 450, to activate the second switch assembly 320 upon receiving a signal transmitted from the second fuel level sensor assembly 102 to cause the first motor 501 to control the shutoff of the second shutoff valve 450, and to exchange data to the emergency control module 260 while receiving a signal transmitted from the second fuel level sensor assembly 102 to shut off the first shutoff valve 550 via the emergency control module 260.
That is, the fuel measurement management module 160 accepts two signals from the second fuel level sender assembly 102 and the fuel level sender assembly 103, but the processing paths for the two signals are different.
Specific implementations are understood in conjunction with fig. 1 and 2, with the solid lines representing the process paths affected by the second fuel level sensor assembly 102, the dashed lines representing the process paths affected by the fuel level sensor assembly 103, and the dashed lines representing the process paths affected by the first fuel level sensor assembly 201.
After the second fuel level sender assembly 102 transmits a signal to the second control unit 105, the first and second shut-off assemblies 500 and 400 can be directly opened by the second control unit 105 controlling the second switch assembly 320 as shown in fig. 1, or the second control unit 105 can receive the signal and transmit the signal to the emergency control module 260 through the aircraft avionics network 112 as shown in fig. 2, so that the first shut-off assembly 500 is controlled by the emergency control module 260 and the second shut-off assembly 400 is controlled by the fuel measurement management module 160, thereby simultaneously controlling the first and second shut-off assemblies 500 and 400.
In the example shown in fig. 1, the second switch assembly 320 may optionally include a relay having multiple contacts to accomplish the above-described operation. The relay may be selected from relays such as electromagnetic relays, electronic relays, inductive relays, or any control module capable of performing a control switch function. The simultaneous control of the first motor 501 and the second motor 402 shown in fig. 1 is achieved by adjusting the output form of the second switch assembly 320 by adjusting the time, frequency, etc. of input quantities such as voltage, current, etc. to the second switch assembly 320, and by providing a plurality of contacts, implementing the switching of a plurality of circuits.
Preferably, the first switching assembly 310 and the second switching assembly 320 employ a non-similar redundancy principle to ensure the independence of opening the first and second disconnection assemblies 500 and 400 to avoid common mode failure.
Generally, as the fuel level sensor assembly 103, the first fuel level sensor assembly 201 and the second fuel level sensor assembly 102 signal, the amount of fuel in the tank decreases in sequence. That is, the amount of oil measured by the oil level sensor assembly 103, the first oil level sensor assembly 201 and the second oil level sensor assembly 102 decreases in sequence for the amount of oil in the same tank.
Therefore, there is a greater risk that the level of fuel in the tank will be low when the second fuel level sender assembly 102 is activated, and therefore, as a last line of defense, the second shut-off valve 450 and the first shut-off valve 550 will be controlled to be shut off simultaneously after the second fuel level sender assembly 102 has issued a low fuel level signal, and two valve operations will be operated to ensure that the discharge of fuel will be stopped.
With continued reference to fig. 3, the system is capable of controlling the shutoff of a plurality of emergency drain passages on each fuel tank of an aircraft. As the left and right sides of fig. 3 represent the oil tanks of the left and right wings of the airplane, the two independent emergency oil drainage control systems 200 are respectively connected with the oil tanks of the left and right wings of the airplane, so as to control the emergency oil drainage channels.
The fuel level sensor assembly 103 and the second fuel level sensor assembly 102 located within the fuel tank each communicate data to a remote data concentrator 111, the remote data concentrator 111 being used to effect the collection and relay of each data.
After the first fuel level sender assembly 201 has independently measured the fuel level, a first signal is transmitted to the first control unit 205 in the event that the first threshold value is exceeded; the second fuel level sensor assembly 102 issues a second signal and transmits it to the second control unit 105 when the fuel level in the tank is below a second threshold; and the fuel quantity sensor assembly 103 sends out a third signal when the fuel quantity in the fuel tank is lower than a third threshold value and transmits the third signal to the second control unit 105, so that double-link transmission of data in the fuel tank is realized.
In addition, the second control unit 105 and the first control unit 205 are also connected with the aircraft avionic network 112, and the aircraft avionic network 112 is used for realizing communication exchange of network data of each component. The cockpit display 113 is used to present various data to the driver. The driver also effects emergency drain operation via a push button switch on the cockpit top control panel 114.
It is easy to understand that emergent oil drain integrated control system is applicable to each emergent oil drain passageway on the aircraft, can realize the overall control to emergent oil drain framework, guarantees to realize each oil drain passageway safety, reliable and effectual emergent oil drain under the fuel measurement system condition of breaking down.
The system is further described below in connection with various embodiments.
In a first mode of the system, after failure of the fuel measurement management system 100, the independent emergency drain control system 200 independently senses the fuel level in the tank via the first fuel level sensor assembly 201 and instructs the first cut-off assembly 500 to open to cut off emergency drain via the emergency control module 260 when the first threshold value is exceeded.
That is, when the independent emergency drain control system 200 is normal and both the second fuel level sensor assembly 102 and the fuel level sensor assembly 103 of the fuel measurement management system 100 fail, the fuel level in the fuel tank is sensed only by the first fuel level sensor assembly 201. When the first oil level sensor assembly 201 senses the oil level value, a signal is sent to the first control unit 205, and the first control unit 205 receives the signal and controls the first cut-off assembly 500 to be opened, so that further oil discharge is prevented by cutting off the first cut-off valve 550.
In a second mode of the system, after the independent emergency fuel discharge control system 200 fails, the fuel measurement management system 100 senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly 103, and instructs the second cut-off assembly 400 to be turned on through the fuel measurement management module 160 to cut off the fuel discharge when the fuel quantity is lower than a third threshold value; when the second cut-off assembly 400 cannot receive the instruction of the fuel measurement management module 160, the fuel level in the fuel tank is sensed through the second fuel level sensor assembly 102, and when the fuel level is lower than a second threshold value, the fuel measurement management module 160 instructs the second cut-off assembly 400 to cut off the oil circuit, and the simultaneous cutting off of the first cut-off assembly 500 is realized through the control of the fuel measurement management module 160.
That is, when the independent emergency fuel discharge control system 200 fails and the various links of the fuel measurement management system 100 are normal, the second fuel level sensor assembly 102 and the fuel level sensor assembly 103 are normal. Since the fuel amount sensor assembly 103 senses the fuel amount in the fuel tank first, the fuel amount sensor assembly 103 transmits a signal to the second control unit 105, and the second control unit 105 senses the fuel amount signal and then controls the second cutoff assembly 400 to open, so that the second cutoff valve 450 is in a closed state to prevent fuel drainage.
After the second shut-off valve 450 is successfully closed, the tank stops draining and the second fuel level sender assembly 201 is not triggered.
If the second shut-off assembly 400 cannot receive the instruction from the fuel measurement management module 160 due to a fault or a line fault of the second motor 402, the second shut-off valve 450 cannot be blocked. If the second motor 402 fails, the second fuel level sensor assembly 102 senses a low fuel level in the tank and transmits a signal to the second control unit 105, and the second control unit 105 controls the first shut-off assembly 500 to be opened, so that only the first shut-off valve 550 is closed to prevent oil drainage.
If the blocking of the second cut-off valve 450 cannot be realized due to other reasons such as a line fault, for example, the second cut-off assembly 400 cannot receive an instruction from the fuel measurement management module 160, the fuel measurement management module 160 can directly instruct the second control assembly 400 to realize the cutting, and the fuel measurement management module 160 can also realize the simultaneous cutting of the first cut-off assembly 500, and the implementation manner may be the example shown in fig. 1 or the example shown in fig. 2, and is not described again here.
In a third mode of the system, after failure of the second fuel level sensor assembly 102, the system detects the amount of fuel in the fuel tank via the fuel level sensor assembly 103 and instructs the second cut-off assembly 400 to cut off the emergency drain via the fuel measurement management module 160 when a third threshold value is exceeded; the system measures the level of fuel in the tank via the first fuel level sender assembly 201 when the second shut-off assembly 400 is not commanded by the fuel measurement management module 160, and commands the first shut-off assembly 500 to shut off emergency drain via the emergency control module 260 when the first threshold is below.
That is, the second fuel level sensor assembly 102 in the fuel measurement management system 100 fails, while the fuel level sensor assembly 103 is normal. The oil level sensor assembly 103 now signals prior to the first oil level sensor assembly 201. When the oil quantity sensor assembly 103 senses an oil quantity value and then sends a signal to the second control unit 105, the second control unit 105 receives the signal and then controls the second cut-off assembly 400 to be opened, and further oil drainage is prevented by cutting off the second cut-off valve 450.
After the second shut-off valve 450 is successfully closed, the tank stops draining and the first level sender assembly 201 is not triggered.
However, when the second motor 402 of the second shut-off assembly 400 fails to work due to a fault or a transmission line fault, and the second shut-off assembly 400 cannot receive an instruction from the fuel measurement management module 160, the second shut-off valve 450 cannot be blocked, the low fuel level in the fuel tank is continuously sensed by the first fuel level sensor assembly 201, and a signal is transmitted to the first control unit 205, and the first control unit 205 controls the first shut-off assembly 500 to be opened, so that the first shut-off valve 550 is in a closed state, and the oil drainage is prevented.
In a fourth mode of the system, after the oil quantity sensor assembly 103 fails, the system detects the oil level in the oil tank through the first oil level sensor assembly 201, instructs the first cut-off assembly 500 to cut off the emergency oil drain passage through the emergency control module 260 when the oil level in the oil tank is lower than a first threshold value, senses the oil level in the oil tank through the second oil level sensor assembly 102 when the first cut-off assembly 500 cannot receive a transmission instruction of the emergency control module 260, instructs the second cut-off assembly 400 to cut off the oil passage through the fuel measurement management module 160 when the oil level in the oil tank is lower than a second threshold value, and controls to realize simultaneous cutting off of the first cut-off assembly 500 through the fuel measurement management module 160.
That is, the fuel level sensor assembly 103 in the fuel gauging management system 100 fails, while the second fuel level sensor assembly 102 is normal. The oil level is now sensed by the first oil level sender assembly 201 prior to the second oil level sender assembly 102. When the first oil level sensor assembly 201 senses the oil level value, a signal is sent to the first control unit 205, and the first control unit 205 receives the signal and controls the first cut-off assembly 500 to open, so that further oil discharge is prevented by cutting off the first cut-off valve 550.
After the first shut-off valve 550 is successfully closed, the tank stops draining and the second level sensor assembly 102 is not triggered.
However, in the event of other faults, such as a line break, the first shut-off assembly 500 cannot receive the command from the emergency control module 260, and the first shut-off valve 550 cannot be blocked. The system continues to sense a low level of fuel in the tank via the second fuel level sender assembly 102 and transmits a signal to the second control unit 105. The oil measurement management module 160 simultaneously achieves simultaneous shutoff of the first shut-off valve 550 and the second shut-off valve 400 by way of example shown in fig. 1 or 2, and prevention of oil drainage will not be described here.
In a fifth mode of the system, after the fuel level sensor assembly 103 and the first fuel level sensor assembly 201 both fail, the system senses the fuel level in the tank through the second fuel level sensor assembly 102, and when the fuel level is below a second threshold, instructs the second cut-off assembly 400 to cut off the fuel line through the fuel measurement management module 160, and enables simultaneous cutting off of the first cut-off assembly 500 through the fuel measurement management module 160.
That is, when the independent emergency fuel discharge control system 200 fails and the fuel level sensor unit 103 of the fuel measurement management system 100 fails, but the second fuel level sensor unit 102 is normal, the amount of fuel in the fuel tank is sensed only by the second fuel level sensor unit 102.
When the second fuel level sender assembly 102 senses a fuel level value, it signals the second control unit 105 to effect simultaneous shut-off of the second shut-off assembly 400 and the first shut-off assembly 500 to prevent further fuel drainage.
In a sixth mode of the system, after both the second level sender assembly 102 and the first level sender assembly 201 fail, the system senses the level of fuel in the tank via the fuel level sender assembly 103 and instructs the second shut-off assembly 400 to shut off the emergency drain via the fuel gauge management module 160 when a third threshold is exceeded.
That is, when the independent emergency fuel discharge control system 200 fails and the second fuel level sensor unit 102 of the fuel gauge management system 100 fails, the fuel amount sensor unit 103 senses only the amount of fuel in the fuel tank when the fuel amount sensor unit 103 is normal.
When the oil quantity sensor assembly 103 senses that the oil quantity value is lower than the third threshold value, a signal is sent to the second control unit 105, and the second control unit 105 receives the signal and then controls the second cut-off assembly 400 to be opened, so that further oil drainage is prevented by cutting off the second cut-off valve 450.
In a seventh mode of the system, when the second fuel level sender assembly 102, the first fuel level sender assembly 201 and the fuel level sender assembly 103 are all normal, the system senses the amount of fuel in the fuel tank via the fuel level sender assembly 103 and instructs the second cut-off assembly 400 to cut off the emergency drain via the fuel measurement management module 160 when a third threshold value is exceeded; the system independently senses the fuel level in the tank via the first fuel level sender assembly 201 when the second shut-off assembly 400 is not commanded by the fuel gauge management module 160, and commands the first shut-off assembly 500 to shut off the emergency drain via the emergency control module 260 when the first threshold is below a first threshold.
That is, when the fuel measurement management system 100 and the independent emergency drain control system 200 are both normal, the first fuel level sender assembly 201, the second fuel level sender assembly 102, and the fuel quantity sender assembly 103 are all normal. Since the fuel amount sensor module 103 senses the amount of fuel in the fuel tank first, the fuel amount sensor module 103 transmits a signal to the second control unit 105, and the second control unit 105 senses the fuel amount signal and then controls the second cutoff module 400 to open, so that the second cutoff valve 450 is in a cutoff state, and the fuel drainage is prevented.
After successful closure of the second shut-off valve 450, the tank ceases to drain and the first and second level sender assemblies 101, 202 are not triggered.
However, if the second shut-off valve 450 is not blocked due to a failure, the first level sensor assembly 201 senses the level of the oil in the tank, transmits a signal to the first control unit 205 when the level of the oil is lower than the first threshold value, and the first control unit 205 controls the first shut-off assembly 500 to be opened, so that the first shut-off valve 550 is in a shut-off state, and oil discharge is prevented.
In one embodiment, the emergency oil discharge integrated control system further comprises a front self-checking processing unit, and a self-checking program is built in the front self-checking processing unit and used for detecting the oil quantity in the oil tank before oil discharge. When the front self-checking program detects that enough oil can be discharged, the emergency oil discharge comprehensive control system is normally used; however, when the amount of oil detected in the pre-self-check procedure is not enough to perform normal oil drainage, the first cut-off assembly 500 needs to be set to a locked cut-off state, so that the oil drainage channel is always cut off, and oil drainage is avoided.
Five self-checking programs are listed below, and any one of the programs used in actual operation can realize the preposed self-checking process. The selection of the five self-test programs can be preset in the processing unit by the flight crew.
In one embodiment, as shown in conjunction with fig. 1 and 5, in a first self-test procedure, the system senses the level of oil in the tank via the first oil level sensor assembly 201 and controls the first shut-off assembly 500 to the locked shut-off state via the emergency control module 260 when the level is below a fourth threshold.
And the fourth threshold value is greater than or equal to the oil level of the oil tank corresponding to the third threshold value.
In one embodiment, and as further illustrated in conjunction with fig. 1 and 5, in a second self-test procedure, the system senses the level of fuel in the tank via the second fuel level sender assembly 102 and controls the first shutoff assembly 500 to a locked shutoff state via the fuel measurement management module 160 when a fourth threshold is undershot.
In one embodiment, the fuel measurement management module 160 is further configured to control the opening of the first cut-off assembly 500 after receiving the signal from the fuel level sensor assembly 103, and in the third self-test procedure, the system senses the fuel level in the fuel tank through the fuel level sensor assembly 103 and controls the first cut-off assembly 500 to be in the locked cut-off state through the fuel measurement management module 160 when the fuel level is lower than the fuel level corresponding to the fourth threshold.
In this third self-test procedure, after the fuel sensor assembly 103 transmits a signal to the fuel measurement management module 160, the fuel measurement management module 160 can control the first and second shut-off assemblies 500 and 400 simultaneously. But the logical sequence is only applied at the third self-test program.
In one embodiment, as shown in conjunction with fig. 2 and 5, during a fourth self-test procedure, the system senses the fuel level in the fuel tank via the second fuel level sensor assembly 102, and controls the first cut-off assembly 500 to be in the locked cut-off state via the emergency control module 260 via data exchange between the fuel measurement management module 160 and the emergency control module 260 when a fourth threshold value is exceeded.
In one embodiment, and with continued reference to fig. 2 and 5, in a fifth self-test procedure, the system senses the fuel level in the fuel tank through the fuel level sensor assembly 103, and controls the first shut-off assembly 500 to be in the locked shut-off state through the emergency control module 260 by exchanging data between the fuel measurement management module 160 and the emergency control module 260 when the fuel level is lower than the fuel level corresponding to the fourth threshold.
Through the introduction of the plurality of embodiments, it can be known that the emergency oil discharge comprehensive control system can deal with various emergency situations, so that the control of an oil discharge framework is comprehensively realized.
An embodiment of the integrated control method for emergency oil drainage of the airplane is shown in fig. 5.
First, step S601 is performed to perform self-check and pre-positioning on the first cutting assembly 500 and the second cutting assembly 400.
The specific self-checking process is shown in fig. 6. After the self-check is started in step 700, the aircraft is initially powered on in step 701.
Continuing to step 702, performing open and close self-check on the first cut-off component 500 to ensure the functional integrity of the first cut-off component 500; step 703 is performed, and a functional judgment is performed on the first cutting-off component 500 to check whether the opening and closing of the first cutting-off component is normal; after the first shut-off assembly 500 functions properly, step 704 is performed to shut off the first shut-off assembly 500, such that the oil drain is shut off by the first shut-off assembly 500.
Continuing with step 705, performing a self-test on the second disconnect assembly 400 for opening and closing to ensure the functional integrity of the second disconnect assembly 400; step 706, performing a functional judgment on the second cut-off component 400, and checking whether the opening and closing of the second cut-off component are normal; after the second shut off assembly 400 functions normally, step 707 is performed to shut off the second shut off assembly 400 to place the oil drain in a double shut off state.
It is understood that the order of detection of the second severing assembly 400 and the first severing assembly 500 may also be permuted.
Continuing with step 708, the first fuel level sensor assembly 201, the second fuel level sensor assembly 102, or the fuel level sensor assembly 103 determines a fuel level or a fuel level of the fuel tank according to the above description of the self-test procedure, and then proceeding to step 709, where it is determined whether the fuel level is lower than a baseline fuel level set by the emergency fuel-discharge safety margin, where the baseline fuel level corresponds to the fourth threshold.
Therefore, the oil quantity corresponding to the fourth threshold is larger than the third threshold, and the numerical value of the baseline oil quantity is an independent numerical value set in the self-checking process, so that whether the oil quantity of an airplane fuel tank is lower than an emergency oil-discharging safety allowance value or not during takeoff is detected.
If the oil quantity of the aircraft oil tank during takeoff is lower than the emergency oil drainage safety margin value, which indicates that the oil quantity in the aircraft oil tank is too low, oil should be drained carefully, so that the step 710 is performed, the first cut-off component 500 is set to be in a locking cut-off state, that is, the first cut-off component 500 is ensured to cut off an oil drainage channel all the time, and further oil quantity reduction is avoided; further implementing step 711, after the first cut-off assembly 500 is in the locked cut-off state, the emergency oil drain integrated control method described in the present disclosure will no longer be applicable to the first cut-off assembly 500, and the first cut-off assembly 500 subsequently does not support emergency oil drain.
If the oil quantity of the airplane oil tank is larger than the emergency oil drainage safety margin value during takeoff, the oil quantity in the airplane oil tank is large, and oil drainage is possible to realize. Then, in step 712, the first shut-off assembly 500 is opened, i.e., the first shut-off assembly 500 is kept clear of the oil drain. It should be noted that, based on step 707, the second cutting assembly 400 is in a cutting state at this time. That is, after step 712, the second severing assembly 400 is in the severed state and the first severing assembly 500 is in the unsevered state.
The process can simplify the subsequent oil drain link, the first cutting assembly 500 and the second cutting assembly 400 do not need to be opened simultaneously during the subsequent oil drain, only the second cutting assembly 400 needs to be opened, and the operation process and the steps are simplified.
After completing step 713 and step 711, completing step 714 ends the self-test and emergency drain cut-off pre-staging process and ends the self-test pre-staging operation.
Returning to the judging step 703 and the judging step 706, if the first disconnecting component 500 and the second disconnecting component 400 do not pass the self-checking process but find that the first disconnecting component 500 and the second disconnecting component 400 have a fault, then performing a step 722, reporting an Onboard Maintenance System (OMS) and a Crew warning System (credit Alerting System, CAS), and helping Crew to quickly locate a faulty component; then, step 723 is carried out, wherein the first cut-off valve 550 and the second cut-off valve 450 are both in a failure cut-off closed state, and the safety failure design of the valves is realized; then, in step 724, the staff performs troubleshooting or dispatches the troubleshooting according to the Master Minimum Equipment List (MMEL) approved by the civil aviation central office, and then, in step 725, the process is ended.
Returning to fig. 5, after the self-check and the pre-positioning are completed, the procedure proceeds to step 602, where emergency oil drain pre-positioning preparation is performed.
When emergency oil drainage is needed, like the existing type emergency oil drainage control system, pilot operation of emergency oil drainage is realized by a driver operating a button switch on the control panel 114 on the top of the cockpit, and if the target fuel quantity of the maximum landing weight can be automatically selected, other target fuel quantities can be manually set. At this time, the fuel measurement management system 100 participates in the control, and determines whether suppression is required according to various conditions such as the target fuel amount, for example, whether the aircraft is on the ground or not is judged. And under the condition of meeting the conditions, emergency oil drainage pre-position preparation is realized, and oil drainage is prepared.
Continuing to step 603, emergency drain is initiated. As described in step 712-714, the first shut-off assembly 500 is now in the open state, and the oil drain process can be performed by simply opening the second shut-off assembly 400.
Continuing with step 604, after the oil drain process has proceeded for a period of time, when emergency oil drain needs to be shut off, various emergency situations may arise. The oil can be discharged according to different logic situations described in the first to seventh embodiments, and details are not repeated herein.
The aircraft emergency oil discharge comprehensive control method adopts two independent control links, and the sources of the acquired oil tank information are different, so that the problem that the existing architecture design is not separated from the dependence of a fuel oil measurement management system is solved.
Meanwhile, the fuel measurement management system 100 and the independent emergency oil discharge control system 200 adopt two sets of cutting-off assemblies, each cutting-off valve is controlled by an independent motor, and the independent functions of the cutting-off assemblies are not influenced mutually, so that the problems of single-point failure and common-mode failure are avoided. The method is automatically realized in the whole process, does not need to depend on manual operation of flight crew, and saves the energy of the flight crew.
In addition, the failure of the current mainstream type emergency oil drain control system is generally listed as a category I CAT failure grade and belongs to a higher category A grade, so that higher requirements are put forward on a system development guarantee grade DAL, and the development cost of the system is relatively higher. The method decomposes the A-level function into two B-level functions, and avoids excessive oil drainage through two B-level systems respectively, so that the development guarantee level DAL of the system can be reduced, and the development cost of the system can be reduced; and can also prevent the oil waste that leads to excessive oil drainage, improve economic nature.
It should be noted that in the foregoing description of embodiments of the present application, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the embodiments. This method of disclosure, however, is not intended to require more features than are expressly recited in the claims. Indeed, the embodiments may be characterized as having less than all of the features of a single embodiment disclosed above.
Although the present invention has been disclosed in terms of the preferred embodiment, it is not intended to limit the invention, and variations and modifications may be made by one skilled in the art without departing from the spirit and scope of the invention. Therefore, any modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention are within the scope of the present invention defined by the claims.

Claims (20)

1. Emergent oil drain integrated control system, its characterized in that, this system includes:
the first cut-off assembly (500) comprises a first motor (501) and a first cut-off valve (550), wherein the first cut-off valve (550) is used for cutting off emergency oil drainage and is independently actuated by the first motor (501);
the second cut-off assembly (400) comprises a second motor (402) and a second cut-off valve (450), wherein the second cut-off valve (450) is used for cutting off emergency oil drainage and is independently actuated by the second motor (402);
a self-contained emergency drain control system (200) comprising a first fuel level sender assembly (201) and an emergency control module (260), the emergency control module (260) configured to turn on the first cut-off assembly (500) to cut off emergency drain after receiving control signals from the first fuel level sender assembly (201);
the fuel measurement management system (100) comprises a fuel measurement management module (160), a second fuel level sensor assembly (102) and a fuel quantity sensor assembly (103), wherein the fuel measurement management module (160) is configured to control the opening of the second cut-off assembly (400) after receiving a signal transmitted by the fuel quantity sensor assembly (103) so as to cut off emergency oil discharge, and simultaneously control the opening of the first cut-off assembly (500) and the second cut-off assembly (400) after receiving the signal transmitted by the second fuel level sensor assembly (102).
2. The integrated emergency oil drain control system of claim 1,
the first fuel level sender assembly (201) and the second fuel level sender assembly (102) being adapted to detect different levels of fuel with respect to their physical characteristics;
the first severing assembly (500) and the second severing assembly (400) differ in the physical characteristics for effecting severing.
3. The integrated emergency oil drain control system of claim 1,
the first fuel level sender assembly (201) emitting a first signal when the level of fuel in the tank is below a first threshold value, the second fuel level sender assembly (102) emitting a second signal when the level of fuel in the tank is below a second threshold value,
the first threshold value is equal to or greater than the second threshold value,
the fuel quantity sensor assembly (103) sends out a third signal when the fuel quantity in the fuel tank is lower than a third threshold value,
the oil level of the oil tank corresponding to the third threshold value is greater than or equal to the first threshold value and the second threshold value.
4. The integrated emergency drain control system of claim 1, wherein the emergency control module (260) comprises a first control unit (205) and a first switch assembly (310), the first control unit (205) being configured to open the first switch assembly (310) upon receiving a signal transmitted by the first oil level sensor assembly (201) to cause the first motor (501) to control a first shut-off valve (550) to shut off the emergency drain.
5. The integrated emergency fuel drain control system of claim 1, wherein said fuel measurement management module (160) comprises a second control unit (105) and a second switch assembly (320), said second control unit (105) configured to,
after receiving the signal transmitted by the oil quantity sensor assembly (103), the second switch assembly (320) is opened to enable the second motor (402) to control the second cut-off valve (450) to cut off,
-activating the second switch assembly (320) upon receiving a signal transmitted from the second fuel level sensor assembly (102) such that the first motor (501) and the second motor (402) control the first shut-off valve (550) and the second shut-off valve (450) to shut off simultaneously, respectively.
6. The integrated emergency fuel drain control system of claim 1, wherein the fuel measurement management module (160) includes a second control unit (105) and a second switch assembly (320), the second control unit (105) configured to,
after receiving the signal transmitted by the oil quantity sensor assembly (103), the second switch assembly (320) is opened to enable the second motor (402) to control the second cut-off valve (450) to be cut off,
opening the second switch assembly (320) upon receiving a signal transmitted from the second fuel level sensor assembly (102) to cause the second motor (402) to control the second shut-off valve (450),
is also configured to exchange data to the emergency control module (260) upon receipt of a signal transmitted from the second fuel level sender assembly (102) to effect switching off of the first shut-off valve (550) by the emergency control module (260) driving the first electric motor (501).
7. The integrated emergency drain control system of claim 3, wherein in the first mode of the system,
after the fuel measurement and management system (100) fails, the independent emergency oil discharge control system (200) independently senses the oil level in the oil tank through a first oil level sensor assembly (201), and when the oil level is lower than the first threshold value, the emergency control module (260) instructs the first cut-off assembly (500) to be opened so as to cut off emergency oil discharge.
8. The integrated emergency drain control system of claim 3, wherein in the second mode of the system,
after the independent emergency oil discharge control system (200) fails, the fuel measurement management system (100) senses the oil quantity in the oil tank through an oil quantity sensor assembly (103), and instructs a second cut-off assembly (400) to be opened through a fuel measurement management module (160) when the oil quantity is lower than the third threshold value so as to cut off oil discharge;
the system also senses the level of fuel in the tank through the second fuel level sender assembly (102) when the second shut-off assembly (400) is not instructed by the fuel measurement management module (160), instructs the second shut-off assembly (400) to shut off when a second threshold is exceeded through the fuel measurement management module (160), and also enables simultaneous shut-off of the first shut-off assembly (500) through the fuel measurement management module (160).
9. The integrated emergency drain control system of claim 3, wherein in a third mode of the system,
after the second fuel level sensor assembly (102) fails, the system detects the fuel quantity in the fuel tank through the fuel quantity sensor assembly (103), and instructs a second cut-off assembly (400) to cut off emergency oil drainage through a fuel measurement management module (160) when the fuel quantity is lower than the third threshold value;
when the second cut-off assembly (400) cannot receive the instruction of the fuel measurement management module (160), the system measures the fuel level in the fuel tank through the first fuel level sensor assembly (201), and when the first threshold value is lower, the emergency control module (260) instructs the first cut-off assembly (500) to cut off the emergency oil discharge.
10. The integrated emergency oil drain control system of claim 3, wherein in a fourth mode of the system,
after the oil quantity sensor assembly (103) fails, the system detects the oil level in the oil tank through the first oil level sensor assembly (201) and commands a first cut-off assembly (500) to cut off emergency oil discharge through an emergency control module (260) when the oil level is lower than the first threshold value,
when the first cut-off component (500) cannot receive the transmission instruction of the emergency control module (260), the system also senses the oil level in the oil tank through the second oil level sensor component (102), and when the oil level is lower than a second threshold value, the fuel measurement management module (160) instructs the second cut-off component (400) to cut off, and the fuel measurement management module (160) also cuts off the first cut-off component (500) at the same time.
11. The integrated emergency oil drain control system according to claim 3, wherein in a fifth mode of the system,
after the oil quantity sensor assembly (103) and the first oil level sensor assembly (201) are failed, the system senses the oil level in the oil tank through the second oil level sensor assembly (102), instructs the second cut-off assembly (400) to cut off through the fuel measurement management module (160) when the oil level is lower than the second threshold value, and simultaneously cuts off the first cut-off assembly (500) through the fuel measurement management module (160).
12. The integrated emergency oil drain control system according to claim 3, wherein in a sixth mode of the system,
after the second fuel level sensor assembly (102) and the first fuel level sensor assembly (201) fail, the system senses the fuel level in the fuel tank through the fuel level sensor assembly (103), and instructs a second cut-off assembly (400) to cut off the emergency oil discharge through a fuel measurement management module (160) when the fuel level is lower than the third threshold.
13. The integrated emergency oil drain control system according to claim 3, wherein in a seventh mode of the system, when the second oil level sensor assembly (102), the first oil level sensor assembly (201), and the oil sensor assembly (103) are all normal,
the system senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly (103) and instructs a second cut-off assembly (400) to cut off the emergency oil discharge through a fuel measurement management module (160) when the fuel quantity is lower than the third threshold value;
when the second cut-off assembly (400) cannot receive the instruction of the fuel measurement management module (160), the system independently senses the fuel level in a fuel tank through a first fuel level sensor assembly (201), and instructs the first cut-off assembly (500) to cut off the emergency oil discharge through an emergency control module (260) when the first threshold value is lower.
14. The integrated emergency drain control system of claim 1, further comprising a pre-self-check processing unit, wherein the pre-self-check processing unit is internally provided with a self-check program for checking the amount of oil in the oil tank before draining.
15. The integrated emergency oil drain control system of claim 14,
in a first self-test procedure of the front self-test processing unit, the system senses the oil level in the oil tank through the first oil level sensor assembly (201) and controls the first cut-off assembly (500) to be in a locking cut-off state through an emergency control module (260) when the oil level is lower than a fourth threshold value.
16. The integrated emergency oil drain control system of claim 14,
the system senses the oil level in the oil tank through the second oil level sensor assembly (102) in a second self-checking program of the front self-checking processing unit, and controls the first cut-off assembly (500) to be in a locking cut-off state through a fuel measurement management module (160) when the oil level is lower than a fourth threshold value.
17. The integrated emergency oil drain control system of claim 14,
the fuel measurement management module (160) is also configured to control the opening of the first cut-off component (500) after receiving the signal transmitted by the fuel quantity sensor component (103),
in a third self-checking program of the front self-checking processing unit, the system senses the oil quantity in the oil tank through the oil quantity sensor assembly (103), and controls the first cut-off assembly (500) to be in a locking cut-off state through the fuel measurement management module (160) when the oil quantity is lower than the oil quantity corresponding to a fourth threshold value.
18. The integrated emergency oil drain control system of claim 14,
in a fourth self-test procedure of the front self-test processing unit, the system senses the oil level in the oil tank through the second oil level sensor assembly (102), and controls the first cut-off assembly (500) to be in a locking cut-off state through the emergency control module (260) through data exchange between a fuel measurement management module (160) and the emergency control module (260) when a fourth threshold value is lower.
19. The integrated emergency oil drain control system of claim 14,
in a fifth self-test program of the front self-test processing unit, the system senses the fuel quantity in the fuel tank through the fuel quantity sensor assembly (103), and controls the first cut-off assembly (500) to be in a locking cut-off state through the emergency control module (260) through data exchange between the fuel measurement management module (160) and the emergency control module (260) when the fuel quantity is lower than the fuel quantity corresponding to a fourth threshold value.
20. The integrated emergency drain control system of claim 1, wherein the system is capable of controlling the shutting off of a plurality of emergency drain passages in each tank of the aircraft.
CN202210101122.4A 2022-01-27 2022-01-27 Emergency oil drain integrated control system Active CN114488771B (en)

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