CN112977307A - Aircraft fuelling vehicle - Google Patents

Abstract

The invention relates to the technical field of aircraft refueling equipment, in particular to an aircraft refueling truck, which comprises: an oil tank; the high liquid level valve is arranged at the top of the oil tank; the oil charging system comprises an oil charging valve and an oil charging gas circuit, wherein the oil charging valve is arranged on the oil tank, and the oil charging gas circuit is connected with the control end of the oil charging valve through a high liquid level valve; and the pre-detection device comprises a detection valve and a pressure measuring piece, the detection valve is connected with the control end of the high liquid level valve and the detection gas circuit, and controls whether the control end of the high liquid level valve is communicated with the detection gas circuit or not so as to control whether the detection gas is introduced into the control end of the high liquid level valve or not, the pressure measuring piece detects whether the air pressure of the control end of the oil filling valve is 0 or not, and the pre-detection device determines whether the high liquid level valve is abnormal or not according to the detection result when the pressure measuring piece controls the detection gas to be introduced into the control. Therefore, the aircraft fuelling vehicle can automatically identify whether the high liquid level valve is normal.

Description

Aircraft fuelling vehicle

Technical Field

The invention relates to the technical field of aircraft refueling equipment, in particular to an aircraft refueling truck.

Background

The top of the oil tank of the aircraft refueling truck is generally provided with a high liquid level valve for detecting whether the liquid level in the oil tank reaches a preset upper limit value or not so as to prevent the aircraft oil from overflowing to cause safety accidents.

If the high liquid level valve fails, problems such as oil overflow from the oil tank or oil failure can occur, and therefore, it is necessary to determine whether the high liquid level valve is normal before operation.

Among the correlation technique, whether the unable automatic identification high liquid level valve of aircraft tank service truck is normal can only confirm whether high liquid level valve became invalid through actually irritating oil, has inefficiency, and the risk is high to and the degree of accuracy hangs down the scheduling problem.

Disclosure of Invention

The invention aims to provide an aircraft refueling truck capable of automatically identifying whether a high liquid level valve is normal or not.

The invention provides an aircraft refueling truck, comprising:

an oil tank;

the high liquid level valve is arranged at the top of the oil tank;

the oil charging system comprises an oil charging valve and an oil charging gas circuit, wherein the oil charging valve is arranged on the oil tank, and the oil charging gas circuit is connected with the control end of the oil charging valve through a high liquid level valve; and

the pre-detection device comprises a detection valve and a pressure measurement piece, wherein the detection valve is connected with the control end of the high liquid level valve and the detection gas circuit and is used for controlling whether the control end of the high liquid level valve is communicated with the detection gas circuit or not so as to control whether detection gas is introduced into the control end of the high liquid level valve or not, the pressure measurement piece is used for detecting whether the air pressure of the control end of the oil filling valve is 0 or not, and the pre-detection device is used for determining whether the high liquid level valve is abnormal or not according to the detection result of the pressure measurement piece when the.

In some embodiments, two high liquid level valves are arranged on the top of the oil tank, the two high liquid level valves are connected in series with each other, and the pre-detection device comprises two detection valves, the two detection valves are connected with the detection gas circuit in parallel and are connected with control ends of the two high liquid level valves in a one-to-one correspondence manner.

In some embodiments, the pressure measuring piece is arranged on the air path between the high liquid level valve and the control end of the oil filling valve.

In some embodiments, the oil charging system further comprises a second air control valve, the second air control valve is connected with the control ends of the high liquid level valve and the oil charging valve, the control end of the second air control valve is connected with the oil pumping air path of the aircraft refueling truck, so that the high liquid level valve and the control end of the oil charging valve are controlled to be disconnected under the action of air in the oil pumping air path, and the pressure measuring piece is arranged on the air path between the second air control valve and the high liquid level valve.

In some embodiments, the pressure sensing member comprises a pressure switch.

In some embodiments, the aircraft fuelling vehicle further comprises an alarm which alarms when the pre-detection device determines that the high level valve is abnormal.

In some embodiments, the alarm comprises a warning light.

In some embodiments, the aircraft fuelling vehicle further comprises a detection switch electrically connected to the detection valve, wherein when the detection switch is triggered, the detection valve controls the control end of the high liquid level valve to communicate with the second gas path.

In some embodiments, the pre-detection device further comprises a controller, wherein the controller is electrically connected with the pressure measuring piece and determines whether the high liquid level valve is abnormal or not according to a detection result when the pressure measuring piece passes through the control end of the high liquid level valve controlled by the detection valve to the detection gas.

In some embodiments, the aircraft refuelling vehicle further comprises:

the bottom valve is arranged on the oil tank;

the refueling system comprises a refueling valve and a refueling gas circuit, wherein the refueling valve is connected with the bottom valve, and the refueling gas circuit is connected with the refueling valve and the control end of the bottom valve;

the oil pumping system comprises an oil pumping valve and an oil pumping gas circuit, wherein the oil pumping valve is connected with the bottom valve, and the oil pumping gas circuit is provided with an oil pumping electromagnetic valve and is connected with the control ends of the oil pumping valve and the bottom valve; and

the interlocking valve is arranged on the oil filling gas circuit, and the control end is communicated with the oil pumping gas circuit so as to control the oil filling gas circuit to be disconnected under the action of gas in the oil pumping gas circuit.

The pre-detection device can automatically detect the high liquid level valve at the top of the oil tank, determine whether the high liquid level valve is normal or not, and facilitate automatic identification of the high liquid level valve of the aircraft refueling truck before operation.

Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic diagram of a part of an air path of an aircraft fuelling vehicle in an embodiment of the present invention.

Fig. 2 is a schematic diagram illustrating the control principle of the pre-detection device in some embodiments.

Fig. 3 is a schematic control diagram of a pre-detection device in other embodiments.

Description of reference numerals:

1. a canister assembly; 11. an oil tank; 12. a bottom valve; 13. a high level valve; 14. a low level valve;

2. a refueling system; 21. an oil filling valve; 22. an oiling gas circuit; 23. an oiling solenoid valve; 24. an interlock valve;

3. a pre-inspection device; 31. a check valve; 32. measuring and pressing parts; 33. a controller; 34. an alarm; 35. a pressure switch; 36. an alarm lamp; 37. detecting a gas circuit; 38. a pressure reducing valve; 39. and a pressure gauge.

4. An oil pumping system; 41. an oil pumping valve; 41a, a first oil pumping valve; 41b, a second oil pumping valve; 42. an oil pumping gas circuit; 421. a first branch; 422. a second branch circuit; 43. an oil pumping electromagnetic valve; 44. a first pneumatic valve; 45. a first shuttle valve;

5. an oil loading system; 51. an oil filling valve; 52. an oil charging gas circuit; 53. an oil filling electromagnetic valve; 54. a second pneumatic control valve; 55. a second shuttle valve;

6. and (4) a gas source.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without any inventive step, are within the scope of the present invention.

Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.

In the description of the present invention, it is to be understood that the orientation or positional relationship indicated by the orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc. are usually based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and in the case of not making a reverse description, these orientation words do not indicate and imply that the device or element being referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore, should not be considered as limiting the scope of the present invention; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

In the description of the present invention, it should be understood that the terms "first", "second", etc. are used to define the components, and are used only for the convenience of distinguishing the corresponding components, and if not otherwise stated, the terms have no special meaning, and thus, should not be construed as limiting the scope of the present invention.

In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

An airplane refueling truck is an important ground special vehicle for maintaining normal operation in an airport.

Referring to fig. 1, in some embodiments, an aircraft refueling truck includes a tank assembly 1, a refueling system 2, a pumping system 4, and a charging system 5.

The tank assembly 1 comprises an oil tank 11 and a foot valve 12. The tank 11 is for storing fuel. The bottom valve 12 is arranged on the oil tank 11 and is used for matching with the oil filling system 2 and the oil pumping system 4 to realize the oil filling function and the oil pumping function. Specifically, the bottom valve 12 is provided at the bottom of the oil tank 11.

And, the top and the bottom of the oil tank 11 are also respectively provided with a high liquid level valve 13 and a low liquid level valve 14, which are respectively used for detecting the high liquid level and the low liquid level in the oil tank 11, and reversing according to the liquid level change, so as to realize automatic control. Wherein the float of the low level valve 14 is located in the oil tank 11 at a height position corresponding to a preset lower limit value. The low level valve 14 is opened when the liquid level is below a preset lower limit value and is closed when the liquid level is above the preset lower limit value. The float of the high level valve 13 is located in the tank 11 at a height corresponding to a preset upper limit value. The high level valve 13 is opened when the liquid level is lower than a preset upper limit value and is closed when the liquid level is higher than the preset upper limit value.

The refuelling system 2 is intended to cooperate with a foot valve 12 for performing a refuelling function, i.e. a function for refuelling fuel from a tank 11 into an aircraft. The refueling system 2 includes a refueling valve 21 and a refueling air passage 22. The oil filling valve 21 is connected with the bottom valve 12 through an oil pipe, and the oil filling valve 21 is connected with a reel oil filling valve (not shown in the figure) and a platform oil filling valve (not shown in the figure) through oil pipes, so that when oil is filled, fuel in the oil tank 11 can flow to the oil filling valve 21 through the bottom valve 12 under the action of an oil pump, and flows to the reel oil filling valve and the platform oil filling valve from the oil filling valve 21, and finally enters an aircraft oil tank to realize an oil filling function. The oil filling air passage 22 is connected with the control ends of the oil filling valve 21 and the bottom valve 12 to control the opening and closing of the oil filling valve 21 and the bottom valve 12.

Referring to fig. 1, in some embodiments, a refueling solenoid valve 23 is disposed on the refueling gas path 22. The refueling solenoid valve 23 is connected with the air source 6 to control whether the refueling air path 22 is communicated with the air source 6. When a refueling switch (not shown) is turned on, the refueling solenoid valve 23 is opened to control the refueling air passage 22 to communicate with the air source 6, so that compressed air enters the refueling air passage 22.

Also, as shown in FIG. 1, in some embodiments, the refueling solenoid valve 23 is connected to the control end of the refueling valve 21 and the control end of the base valve 12 through the low liquid level valve 14, so that the low liquid level valve 14 can control the gas in the refueling gas path 22 to flow to the control end of the refueling valve 21 and the control end of the base valve 12 when the liquid level is lower than the preset lower limit value.

During refueling operation, the refueling switch is opened, so that the refueling solenoid valve 23 is electrically conducted, compressed air provided by the air source 6 flows to the control end of the base valve 12 and the control end of the refueling valve 21 through the refueling solenoid valve 23, so that the base valve 12 and the refueling valve 21 are opened, and fuel in the oil tank 11 flows out of the base valve 12 and flows through the refueling valve 21 to the aircraft.

The oil pumping system 4 is used for being matched with the bottom valve 12 to realize an oil pumping function, namely, the function of pumping fuel oil in the airplane to the oil tank 11. The oil pumping system 4 includes an oil pumping valve 41 and an oil pumping gas circuit 42.

The oil pumping valve 41 is connected with the bottom valve 12 through an oil pipe, and the oil pumping valve 41 is connected with the reel oil filling valve and the platform oil filling valve through oil pipes, so that fuel oil in an aircraft oil tank can flow to the bottom valve 12 through the oil pumping valve 41 under the action of an oil pump and finally flows into the oil tank 11 when oil is pumped, and the oil pumping function is realized. As shown in FIG. 1, in some embodiments, the pumping system 4 includes two pumping valves 41, and the two pumping valves 41 are connected in series on the tubing between the base valve 12 and the spool and platform refueling valves, so that fuel in the aircraft can flow through the two pumping valves 41 in sequence to reach the base valve 12 when pumping. The two oil suction valves 41 may be referred to as a first oil suction valve 41a and a second oil suction valve 41b, respectively, for convenience of distinction.

The oil pumping gas circuit 42 is connected with the control ends of the oil pumping valve 41 and the bottom valve 12 to control the opening and closing of the oil pumping valve 41 and the bottom valve 12. Referring to fig. 1, in some embodiments, an oil pumping solenoid valve 43 is disposed on the oil pumping gas path 42, and the oil pumping solenoid valve 43 is connected to the gas source 6 to control whether the oil pumping gas path 42 is communicated with the gas source 6. When the oil pumping switch (not shown) is turned on, the oil pumping solenoid valve 43 is turned on, and the oil pumping air passage 42 is controlled to communicate with the air source 6, so that the compressed air enters the oil pumping air passage 42. As shown in fig. 1, the oil pumping solenoid valve 43 is connected to the control end of the oil pumping valve 41 and the control end of the bottom valve 12 through a first branch 421 and a second branch 422, respectively, so that after the oil pumping solenoid valve 43 is opened, the compressed gas in the oil pumping gas path 42 can flow to the control end of the oil pumping valve 41 and the control end of the bottom valve 12 through the first branch 421 and the second branch 422, respectively. When two pumping valves 41 are provided in the pumping system 4, the control ends of the two pumping valves 41 are connected in parallel to the pumping gas path 42, specifically, to the first branch 421.

Referring to fig. 1, in some embodiments, a first pneumatic control valve 44 is disposed on the second branch 422, such that the pumping solenoid valve 43 is connected to the control end of the foot valve 12 through the first pneumatic control valve 44. The first pneumatic valve 44 is normally closed. The control end of the first pneumatic control valve 44 is connected with the high liquid level valve 13 to control the communication of the second branch 422 under the action of the gas flowing out from the high liquid level valve 13, so that during oil pumping operation, if the liquid level in the oil tank 11 is lower than a preset upper limit value, the first pneumatic control valve 44 is kept in an open state, the communication of the second branch 422 is controlled, the gas in the oil pumping gas path 42 can flow to the control end of the bottom valve 12, the bottom valve 12 is controlled to be opened, and if the liquid level in the oil tank 11 exceeds the preset upper limit value, the first pneumatic control valve 44 is reversed and switched to a closed state, the second branch 422 is controlled to be disconnected, the gas in the oil pumping gas path 42 can not flow to the control end of the bottom valve 12 any more, the bottom valve 12 is controlled to be automatically closed, and the fuel.

And, with continued reference to fig. 1, in some embodiments, a first shuttle valve 45 is further disposed on the second branch 422, two inlets of the first shuttle valve 45 are respectively connected to the first pneumatic control valve 44 and the low liquid level valve 14, and an outlet of the first shuttle valve 45 is connected to control ends of the base valve 12 and the fuel adding valve 21. At this time, the oil pumping air passage 42 and the oil filling air passage 22 are connected to the control end of the foot valve 12 and the control end of the oil filling valve 21 through the first shuttle valve 45.

During oil pumping operation, the oil pumping switch is opened to enable the oil pumping electromagnetic valve 43 to be electrically conducted, so that gas provided by the gas source 6 flows to the control end of the bottom valve 12 and the control end of the oil pumping valve 41 through the oil pumping electromagnetic valve 43, the bottom valve 12 and the oil pumping valve 41 are controlled to be opened, and fuel oil in the aircraft can flow through the oil pumping valve 41 and the bottom valve 12 in sequence and flow into the oil tank 11.

The oil charging system 5 includes an oil charging valve 51 and an oil charging air passage 52. The oil filling valve 51 is provided in the oil tank 11, and is connected to an oil filling joint valve (not shown). Specifically, the oil charging valve 51 is provided at the bottom of the oil tank 11. In some embodiments, the installation position of fill valve 51 is lower than the installation position of base valve 12. When oil filling is required, the filling valve 51 is opened, and the filling joint valve is connected with a joint at an oil source (such as a tank deck), so that fuel provided by the oil source can enter the oil tank 11 through the filling joint valve and the filling valve 51, and the oil filling function is realized. The oil charging path 52 is connected to a control end of the oil charging valve 51 to control opening and closing of the oil charging valve 51. As shown in fig. 1, the oil filling gas path 52 is provided with an oil filling solenoid valve 53, and the oil filling solenoid valve 53 is connected to the gas source 6 to control whether the oil filling gas path 52 is communicated with the gas source 6. When the oil charging protection rod (not shown in the figure) is opened, the oil charging electromagnetic valve 53 is opened, and the oil charging air passage 52 is controlled to be communicated with an air source, so that compressed air can enter the oil charging air passage 52.

In some embodiments, as shown in fig. 1, the fill solenoid valve 53 is connected to the control end of the fill valve 51 through the high level valve 13. Thus, the oil charging path 52 is connected to the control end of the oil charging valve 51 via the high level valve 13. The high liquid level valve 13 controls the on-off between the oil filling gas path 52 and the control end of the oil filling valve 51. When the liquid level in the oil tank 11 is lower than the preset upper limit value, the high liquid level valve 13 is opened, the oil filling gas path 52 is communicated with the control end of the oil filling valve 51, so that the gas in the oil filling gas path 52 can flow to the control end of the oil filling valve 51, and the oil filling valve 51 is opened; and when the liquid level in the oil tank 11 reaches the preset upper limit value, the high liquid level valve 13 is turned to be closed, the oil filling gas path 52 is disconnected with the control end of the oil filling valve 51, so that gas in the oil filling gas path 52 cannot flow to the control end of the oil filling valve 51, the oil filling valve 51 is controlled to be automatically closed, the oil filling operation is automatically stopped, the liquid level in the oil tank 11 is prevented from being too high, even overflowing is prevented, and the safer oil filling process is realized.

Referring to fig. 1, in some embodiments, a second pneumatic control valve 54 is disposed in the air path between the high level valve 13 and the control end of the oil filling valve 51. The second pneumatic control valve 54 connects the control ends of the high liquid level valve 13 and the oil charging valve 51. The second pneumatic valve 54 is normally open. The control end of the second pneumatic control valve 54 is connected with the oil pumping gas circuit 42 to control the disconnection between the control ends of the high liquid level valve 13 and the oil charging valve 51 under the action of gas in the oil pumping gas circuit 42, so that the oil can be prevented from being charged by mistake in the oil pumping process.

As shown in fig. 1, in some embodiments, two high level valves 13 are provided on the top of the tank 11, and the two high level valves 13 are connected in series with each other. At this time, the charging path 52 is connected to the control end of the charging valve 51 through two high level valves 13 connected in series with each other. Two high liquid level valves 13 that establish ties each other can be each other for reserve, when avoiding the oil filling operation, because of a high liquid level valve 13 trouble, and lead to the fuel to spill over, provide operational reliability. Wherein the two high level valves 13 may be identical in structure to simplify the structure.

In addition, referring to FIG. 1, in some embodiments, the oil pumping circuit 42 is also connected to the high level valve 13. Specifically, the oil charging air path 52 is provided with a second shuttle valve 55, two inlets of the second shuttle valve 55 are respectively connected with the oil charging electromagnetic valve 53 and the oil pumping electromagnetic valve 43, and an outlet of the second shuttle valve 55 is connected with the high liquid level valve 13. At this time, the oil charging path 52 and the oil pumping path 42 are both connected to the high level valve 13 through the second shuttle valve 55.

To enable automatic closure of the refuelling valve 21 during oil pumping operations, in some embodiments the aircraft refuelling vehicle includes an interlocking valve 24, see figure 1. An interlock valve 24 is provided on the refuelling circuit 22. The interlock valve 24 is normally open. The control end of the interlock valve 24 is in communication with the oil pumping gas circuit 42 to control the de-energizing of the oil pumping gas circuit 22 under the influence of the gas in the oil pumping gas circuit 42. For example, referring to FIG. 1, in some embodiments, the control end of interlock valve 24 is connected to an air path between first air control valve 44 and the control end of base valve 12. Specifically, as shown in fig. 1, in some embodiments, the control end of the interlock valve 24 is connected to the pneumatic circuit between the first pneumatic valve 44 and the first shuttle valve 45.

Based on the above arrangement, when the oil charging protection rod is opened and the oil charging electromagnetic valve 53 is opened, the gas entering the oil charging gas path 52 can flow to the control end of the interlocking valve 24, the interlocking valve 24 is controlled to be closed, and the oil charging gas path 22 is cut off from the oil charging valve 21, so that the oil charging valve 21 is closed and cannot work, and accidents caused by accidental starting of the oil charging system 2 are avoided.

Therefore, the interlocking valve 24 can control the oil filling valve 21 to be automatically closed by using an oil pumping signal, so that the oil filling system 2 is automatically locked by the oil pumping system 4, and the working safety of an oil filling vehicle is improved.

The refueling truck can automatically lock the refueling valve 21 based on the interlocking valve 24 during oil pumping without manually closing the refueling valve 21, so that the refueling truck is more convenient and efficient.

In the foregoing embodiments, the high liquid level valve 13 can be reversed under the control of its own control end in addition to the liquid level. When gas is introduced into the control end of the high liquid level valve 13, the high liquid level valve 13 is controlled to change the direction, so that the high liquid level valve 13 is switched to the closed state from the open state, the control end of the oil filling valve 51 and the oil filling gas circuit 52 are controlled to be disconnected, the gas in the oil filling gas circuit 52 can not enter the control end of the oil filling valve 51 through the high liquid level valve 13, and the oil filling valve 51 is controlled to be automatically closed. That is, the control end of the high liquid level valve 13 is ventilated, so that the effect similar to liquid level rising can be achieved, and the automatic control of reversing the high liquid level valve 13 is realized.

As one configuration of the high fluid level valve 13, referring to fig. 1, the high fluid level valve 13 includes a first working port, a second working port, and a third working port, the first working port is communicated with the oil charging path 52, and the second working port is communicated with the control end of the oil charging valve 51. The high liquid level valve 13 is provided with a first working position and a second working position, when the high liquid level valve is positioned at the first working position, the first working port is communicated with the second working port, and the third working port is cut; when the first working position is located, the first working port is cut, and the second working port is communicated with the third working port. Under normal conditions, the high liquid level valve 13 is in the first working position, and the control end of the control oil valve 51 is communicated with the oil filling air passage 52. When the liquid level in the oil tank 11 rises to a preset upper limit value or gas is introduced into the control end of the high liquid level valve 13, the high liquid level valve 13 is switched from the first working position to the second working position, and the control end of the oil filling valve 51 is controlled to be disconnected from the oil filling gas circuit 52.

The operational environment of aircraft tank service truck is generally comparatively abominable, and high liquid level valve 13 loses efficacy easily, and especially, when aircraft tank service truck worked under low temperature or ultra-low temperature environment, high liquid level valve 13 was easily frozen, unable normal work, and this just probably leads to, even the liquid level reaches and predetermines the upper limit value, high liquid level valve 13 also can't normally commutate, can't normally prevent the liquid level to continue to rise, finally causes the fuel and spills over the accident.

Among the correlation technique, the control end of high liquid level valve 13 does not let in gas, and whether the unable automatic identification high liquid level valve of aircraft tank service truck is normal, can only confirm whether high liquid level valve became invalid through actually irritating oil, has the inefficiency, and the risk is high to and the degree of accuracy low scheduling problem.

In order to conveniently determine whether the high liquid level valve 13 is normal, referring to fig. 1-3, in some embodiments, a pre-detection device 3 is arranged in the aircraft fuelling vehicle, and based on the arranged pre-detection device 3, automatic detection on whether the high liquid level valve 13 is normal or not is realized, so that the aircraft fuelling vehicle can detect the high liquid level valve 13 in advance before oil filling or oil pumping is started, and whether the high liquid level valve 13 can normally reverse or not is efficiently and accurately determined, so that the high liquid level valve 13 can normally work in the oil pumping and oil filling processes, fuel oil overflow is reliably prevented, and a safe operation process is realized.

Referring to fig. 1, the preliminary testing device 3 includes a test valve 31 and a pressure measuring member 32. The detection valve 31 is connected with the control end of the high liquid level valve 13 and the detection gas circuit 37, and controls whether the control end of the high liquid level valve 13 is communicated with the detection gas circuit 37, so as to control whether to introduce detection gas into the control end of the high liquid level valve 13. The pressure detecting member 32 detects whether the control end air pressure of the oil filling valve 51 is 0. The pre-detection device 3 determines whether the high liquid level valve 13 is abnormal or not according to a detection result when the pressure detecting piece 32 controls the detection valve 31 to feed detection gas into the control end of the high liquid level valve 13.

As mentioned above, when the control end of the high liquid level valve 13 is filled with gas, the high liquid level valve 13 can be controlled to change direction. Therefore, when the liquid level in the oil tank 11 is lower than the preset upper limit value and compressed gas is introduced into the oil filling gas path 52, the detection valve 31 is used to control the introduction of the detection gas into the control end of the high liquid level valve 13, if the high liquid level valve 13 is normal, the high liquid level valve 13 can be normally reversed, the control end of the oil filling valve 51 is controlled to be disconnected from the oil filling gas path 52, so that the gas in the oil filling gas path 52 cannot reach the control end of the oil filling valve 51, the gas pressure at the control end of the oil filling valve 51 is 0, and if the high liquid level valve 13 is abnormal, the high liquid level valve 13 cannot be normally reversed, the control end of the oil filling valve 51 is still communicated with the oil filling gas path 52, so that the gas in the oil filling gas path 52 can still reach the control end of the oil filling valve 51, and the gas pressure at the control end of the oil filling. Therefore, when the liquid level in the oil tank 11 is lower than the preset upper limit value and compressed gas is introduced into the oil filling gas path 52, the detection valve 31 controls to introduce detection gas into the control end of the high liquid level valve 13, and the pressure measuring piece 32 is used for detecting whether the air pressure of the control end of the oil filling valve 51 is 0, so that whether the high liquid level valve 13 can be normally reversed can be determined, and whether the high liquid level valve 13 is normal or not can be detected.

Under the condition that the detection valve 31 controls to introduce detection gas into the control end of the high liquid level valve 13, if the pressure measuring piece 32 detects that the air pressure of the control end of the oil filling valve 51 is 0, the high liquid level valve 13 is determined to be normal; if the pressure measuring member 32 detects that the air pressure at the control end of the oil filling valve 51 is not 0, the high liquid level valve 13 is determined to be abnormal.

When the oil filling valve 13 is used, under the condition that gas is introduced into the oil filling gas path 52, for example, under the condition that the oil filling electromagnetic valve 53 is opened, the detection valve 31 is opened, detection gas is introduced into the control end of the high liquid level valve 13, whether the high liquid level valve 13 is successfully reversed is judged according to whether the air pressure detected by the pressure detecting piece 32 is 0, if the detection result is 0, the high liquid level valve 13 is successfully reversed, the oil filling gas path 52 is successfully disconnected from the control end of the oil filling valve 51, at this time, the high liquid level valve 13 is determined to be normal and not to be failed, and if the detection result is not 0, the high liquid level valve 13 is determined to be failed to be reversed, at this time, the high liquid level valve 13 is determined to be abnormal and is in a failure state.

Therefore, based on the detection valve 31 and the pressure measuring piece 32, the pre-detection device 3 can automatically detect whether the high liquid level valve 13 is normal or not, so that before oil pumping or oil filling, the pre-detection device 3 can be used for detecting the high liquid level valve 13 in advance to determine whether the high liquid level valve 13 can work normally or not, and the problem of fuel overflow in the oil pumping and filling process caused by failure of the high liquid level valve 13 is avoided.

It can be seen that the preliminary examination device 3 that sets up for aircraft tank service truck self can realize the automated inspection to high liquid level valve 13 promptly, need not to confirm whether high liquid level valve 13 became invalid through the mode of irritating oil again, consequently, simple high-efficient more, can confirm the state of high liquid level valve 13 more promptly and accurately.

Moreover, the pre-detection device 3 directly utilizes the original control end of the high liquid level valve 13 to realize the pre-detection function of the high liquid level valve 13, the structure of the high liquid level valve 13 is not required to be changed, the structure is simpler, and the cost is lower.

When the high liquid level valve 13 needs to be detected, the oil filling electromagnetic valve 53 may be opened first to allow the gas to enter the oil filling gas path 52, but the oil filling joint valve connected to the oil filling valve 51 is not connected to the joint at the oil tank platform, that is, oil filling is not started first, and then the detection valve 31 is opened to detect the high liquid level valve 13.

The detection valves 31 are provided in one-to-one correspondence with the high liquid level valves 13. As shown in fig. 1, when the aircraft fuelling vehicle includes two high level valves 13 connected in series, two check valves 31 are also provided in the pre-inspection device 3, and the two check valves 31 are connected in parallel with each other to the check gas path 37 and are connected in one-to-one correspondence with the control ends of the two high level valves 13. The two check valves 31 may be identical in structure to simplify the structure.

Fig. 1 shows a design of the check valve 31. Referring to fig. 1, in some embodiments, the sensing valve 31 includes a first port, a second port and a third port, the first port is in communication with the sensing air passage 37, and the second port is in communication with the control end of the high level valve 13. The check valve 31 has a first valve position and a second valve position, and when the check valve is in the first valve position, the first valve port is closed, and the second valve port is communicated with the third valve port; when the valve is in the second valve position, the first valve port is communicated with the second valve port, and the third valve port is cut off. In this way, by controlling the switching between the first valve position and the second valve position of the detection valve 31, the on-off between the detection air passage 37 and the control end of the high liquid level valve 13 can be controlled, and further, whether the detection gas is introduced into the control end of the high liquid level valve 13 or not can be controlled.

The switching of the check valve 31 between the first valve position and the second valve position may be performed based on manual, electric or pneumatic control. For example, in some embodiments, the aircraft fuelling vehicle includes a detection switch (not shown) electrically connected to the detection valve 31, and when the detection switch is triggered, the detection valve 31 is controlled to switch from the first valve position to the second valve position, so that the control end of the high liquid level valve 13 is switched from the off state to the on state with the detection air path 37.

The detection gas in the detection gas path 37 may be derived from a specially-arranged gas source, or may also be derived from the upper-assembly main gas path, that is, the detection gas path 37 may be communicated with another specially-arranged gas source, or may also be communicated with the upper-assembly main gas path. Because when the detection gas path 37 is communicated with the upper assembly main gas path, when the detection gas comes from the upper assembly main gas path, a gas source is not required to be additionally arranged for the detection gas path 37, thereby being beneficial to simplifying the structure and saving the cost.

Referring to fig. 1, in some embodiments, a pressure reducing valve 38 is disposed on the detection gas path 37 to make the pressure of the detection gas introduced into the high liquid level valve 13 meet the requirement. Furthermore, in some embodiments, a pressure gauge 39 is provided on the pressure reducing valve 38, so that the condition of detecting the air pressure in the air passage 37 can be easily and intuitively understood.

In addition, referring to fig. 1, in some embodiments, the pressure measuring member 32 is disposed on the connecting air path between the high level valve 13 and the control end of the oil filling valve 51, for example, as shown in fig. 1, in some embodiments, the pressure measuring member 32 is disposed on the air path between the second air control valve 54 and the high level valve 13. At this time, the pressure measuring member 32 detects the air pressure in the connection air passage between the high level valve 13 and the control end of the oil filling valve 51, thereby detecting the air pressure at the control end of the oil filling valve 51.

Referring to fig. 1 and 3, in some embodiments, the pressure sensing element 32 includes a pressure switch 35. The pressure switch 35 can not only realize the detection of the pressure, but also realize the conversion of the pressure signal to the electric signal, thereby being more convenient for the pre-detection device 3 to detect the state of the high liquid level valve 13.

In addition to the detection valve 31 and the pressure measuring member 32, referring to fig. 2, in some embodiments, the pre-detection device 3 further includes a controller 33, the controller 33 is electrically connected to the pressure measuring member 32, and determines whether the high level valve 13 is abnormal according to a detection result of the pressure measuring member 32 when the detection valve 31 controls the introduction of the detection gas into the control end of the high level valve 13. Wherein, when the detection valve 31 controls to introduce detection gas into the control end of the high liquid level valve 13 and the pressure measuring piece 32 detects that the air pressure of the control end of the oil filling valve 51 is not 0, the controller 33 determines that the high liquid level valve 13 is abnormal; when the detection valve 31 controls to introduce the detection gas into the control end of the high liquid level valve 13 and the pressure measuring piece 32 detects that the air pressure of the control end of the oil filling valve 51 is 0, the controller 33 determines that the high liquid level valve 13 is normal.

In addition, in order to further facilitate the worker to know the detection result of the pre-detection device 3, referring to fig. 1, in some embodiments, the aircraft fuelling vehicle includes an alarm 34, and the alarm 34 gives an alarm when the pre-detection device 3 determines that the high liquid level valve 13 is abnormal. Specifically, the alarm 34 is electrically connected to the controller 33. When the controller 33 determines that the high liquid level valve 13 is abnormal, the controller 33 sends a signal to the alarm 34 to control the alarm 34 to give an alarm and remind a worker to take measures in time. Wherein, the alarm 34 can alarm by one or more of sound, light, gas and vibration. For example, referring to fig. 3, in some embodiments, the alarm 34 includes an alarm lamp 36. The warning lamp 36 may be illuminated, for example, constantly lit or blinked, when the pre-inspection device 3 determines that the high level valve 13 is abnormal, so as to warn the operator.

In some embodiments, the Controller described above can be a general purpose Processor, a Programmable Logic Controller (PLC), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable Logic device, discrete Gate or transistor Logic, discrete hardware components, or any suitable combination thereof for performing the functions described herein.

The above description is only exemplary of the present invention and should not be taken as limiting the invention, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. An aircraft fuelling vehicle, comprising:

an oil tank (11);

the high liquid level valve (13) is arranged at the top of the oil tank (11);

the oil filling system (5) comprises an oil filling valve (51) and an oil filling air path (52), the oil filling valve (51) is arranged on the oil tank (11), and the oil filling air path (52) is connected with the control end of the oil filling valve (51) through the high liquid level valve (13); and

the pre-detection device (3) comprises a detection valve (31) and a pressure detection piece (32), the detection valve (31) is connected with the control end of the high liquid level valve (13) and a detection gas circuit (37) and controls whether the control end of the high liquid level valve (13) is communicated with the detection gas circuit (37) or not so as to control whether detection gas is introduced into the control end of the high liquid level valve (13) or not, the pressure detection piece (32) detects whether the air pressure of the control end of the oil filling valve (21) is 0 or not, and the pre-detection device (3) determines whether the high liquid level valve (13) is abnormal or not according to a detection result of the pressure detection piece (32) when the detection gas is introduced into the control end of the high liquid level valve (13) under the control of the detection valve (31).

2. Aircraft fuelling vehicle according to claim 1, characterized in that two high level valves (13) are provided on top of said oil tank (11), said two high level valves (13) being connected in series with each other, and said pre-inspection device (3) comprises two detection valves (31), said two detection valves (31) being connected in parallel to said detection air circuit (37) and in a one-to-one correspondence to the control ends of said two high level valves (13).

3. Aircraft fuelling vehicle according to claim 1, wherein the pressure measuring member (32) is arranged in the air path between the high level valve (13) and the control end of the fuelling valve (51).

4. The aircraft fuelling vehicle according to claim 3, wherein the oil loading system (5) further comprises a second pneumatic control valve (54), the second pneumatic control valve (54) connects the high liquid level valve (13) and the control end of the oil loading valve (51), and the control end of the second pneumatic control valve (54) is connected with the oil pumping gas path (42) of the aircraft fuelling vehicle so as to control the disconnection between the high liquid level valve (13) and the control end of the oil loading valve (51) under the action of gas in the oil pumping gas path (42), and the pressure measuring member (32) is disposed on the gas path between the second pneumatic control valve (54) and the high liquid level valve (13).

5. Aircraft fuelling vehicle according to claim 1, wherein the pressure measurement member (32) comprises a pressure switch (35).

6. An aircraft fuelling vehicle according to claim 1, further comprising an alarm (34), wherein the alarm (34) alarms when the pre-detection device (3) determines that the high level valve (13) is abnormal.

7. Aircraft fuelling vehicle according to claim 6, characterized in that the alarm (34) comprises an alarm lamp (36).

8. An aircraft fuelling vehicle according to claim 1, further comprising a detection switch electrically connected to the detection valve (31), wherein when activated the detection valve (31) controls the control end of the high liquid level valve (22) to communicate with the second gas circuit (37).

9. Aircraft fuelling vehicle according to any one of claims 1-8, wherein said pre-detection device (3) further comprises a controller (33), said controller (33) being electrically connected to said pressure sensing member (32) and determining whether said high level valve (22) is abnormal or not, based on the detection result of said pressure sensing member (32) when said detection valve (31) controls the passage of detection gas into the control end of said high level valve (22).

10. An aircraft fuelling vehicle according to any one of claims 1 to 8, further comprising:

a bottom valve (12) provided on the oil tank (11);

the oiling system (2) comprises an oiling valve (21) and an oiling gas circuit (22), wherein the oiling valve (21) is connected with the bottom valve (12), and the oiling gas circuit (22) is connected with the oiling valve (21) and the control end of the bottom valve (12);

the oil pumping system (4) comprises an oil pumping valve (41) and an oil pumping gas path (42), wherein the oil pumping valve (41) is connected with the bottom valve (12), and the oil pumping gas path (42) is provided with an oil pumping electromagnetic valve (43) and is connected with the oil pumping valve (41) and the control end of the bottom valve (12); and

the interlocking valve (24) is arranged on the oil filling gas circuit (22), and the control end of the interlocking valve is communicated with the oil pumping gas circuit (42) so as to control the oil filling gas circuit (22) to be disconnected under the action of gas in the oil pumping gas circuit (42).

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