CN113911379A - Refueling system for aircraft - Google Patents
Refueling system for aircraft Download PDFInfo
- Publication number
- CN113911379A CN113911379A CN202111397437.XA CN202111397437A CN113911379A CN 113911379 A CN113911379 A CN 113911379A CN 202111397437 A CN202111397437 A CN 202111397437A CN 113911379 A CN113911379 A CN 113911379A
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- China
- Prior art keywords
- fuel
- filler
- opening degree
- fuel tank
- fueling system
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- 239000000446 fuel Substances 0.000 claims abstract description 199
- 239000000945 filler Substances 0.000 claims abstract description 79
- 239000002828 fuel tank Substances 0.000 claims abstract description 68
- 238000007654 immersion Methods 0.000 claims description 5
- 239000002184 metal Substances 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 3
- 238000002360 preparation method Methods 0.000 claims 1
- 230000003068 static effect Effects 0.000 abstract description 24
- 238000009825 accumulation Methods 0.000 abstract description 10
- 238000000034 method Methods 0.000 abstract description 4
- 230000005611 electricity Effects 0.000 description 16
- 239000003921 oil Substances 0.000 description 16
- 239000002131 composite material Substances 0.000 description 4
- 239000007769 metal material Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000015556 catabolic process Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/005—Accessories not provided for in the groups B64D37/02 - B64D37/28
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/02—Tanks
- B64D37/04—Arrangement thereof in or on aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/02—Tanks
- B64D37/14—Filling or emptying
- B64D37/16—Filling systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
A refueling system of an aircraft can reduce static accumulation in a fuel supply process as much as possible, can avoid a fuel tank from being on fire, and has high safety. A refueling system comprising: a fuel tank for storing fuel; and a filler pipe that communicates with the inside of the fuel tank and supplies fuel to the fuel tank, characterized in that a fuel supply control valve with a variable opening degree is disposed inside the filler pipe, the fuel supply control valve being configured to: the opening degree is set to be smaller than the maximum opening degree under the condition that a fuel filling port of a fuel filling pipeline is not completely immersed by fuel in the fuel tank; the opening degree is set to the maximum opening degree in a case where the filler opening of the filler pipe is completely submerged by the heat-generating fuel in the fuel tank.
Description
Technical Field
The invention relates to a refueling system for an aircraft.
Background
It is known that during the refuelling of civil aircraft, electrostatic charges are generated when the fuel moves relative to hoses, filters, filler nozzles, filler lines, fuel tank structures, etc. When the electrical conductivity of the fuel is too low, the fuel surface will accumulate a large amount of static charge, and thus the fuel surface will develop a high voltage. As soon as the voltage exceeds the breakdown voltage of the charge-air mixture in the headspace above the fuel, charge will be released through this medium to the structure, possibly igniting the charge-air mixture, eventually leading to a fire in the fuel tank. In addition, the fuel tank of the wide body passenger plane is designed by adopting composite materials in a large quantity, and the static dissipation capacity of the composite material fuel tank is poor, so that the static accumulation needs to be reduced in advance through corresponding design in the refueling process.
Currently, in refueling system designs, refueling is typically controlled by a hydro-mechanical shut-off valve disposed in the refueling line. In addition, the size of the fuel filling pipeline can ensure that each fuel tank or the combination of any fuel tank is filled within the target fuel filling time under the specified fuel filling pressure, and simultaneously, the fuel flow rate in the fuel filling pipeline is not more than 7m/s and the fuel flow rate at the outlet of the fuel filling pipeline is not more than 1m/s, so that excessive static electricity accumulation is avoided. Moreover, the fuel tank is mostly made of metal materials, after reliable lap joints are formed between pipelines and structures, equipment and pipelines of a fuel system in the fuel tank are connected with a main structure of the airplane in a continuous lap joint mode, so that electric charges can flow into the ground as fast as possible, and accumulation of the electric charges is reduced.
Disclosure of Invention
Technical problem to be solved by the invention
However, the following disadvantages exist in the existing refueling systems: the existing fuel tank is mostly made of metal materials, while the fuel tank of the wide-body airplane is made of composite materials, the static dissipation capacity of the composite material fuel tank is poor, and measures need to be taken in advance to reduce static accumulation; the oil filling cut-off valve is only in a full-open and full-closed state, and the flow speed cannot be controlled in stages through the opening degree of the cut-off valve; no channels are provided to monitor the condition of the diffuser being flooded with fuel during refuelling and the refuelling flow rate cannot be adjusted without knowledge of the degree of flooding of the diffuser.
That is, it is desirable for a fueling system to minimize the build-up of static electricity during fueling.
Technical scheme for solving technical problem
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a refueling system for an aircraft, which can reduce static electricity accumulation during fuel supply as much as possible, can prevent a fuel tank from being ignited, and has high safety.
A first aspect of the present invention is an aircraft fueling system comprising:
a fuel tank for storing fuel; and
a filler line communicating with the inside of the fuel tank to supply fuel to the fuel tank,
wherein,
a fuel supply control valve having a variable opening degree is disposed inside the fuel supply line, and is configured to:
the opening degree is set to be smaller than the maximum opening degree under the condition that a fuel filling port of a fuel filling pipeline is not completely immersed by fuel in the fuel tank;
the opening degree is set to the maximum opening degree in a case where the filler opening of the filler pipe is completely submerged by the heat-generating fuel in the fuel tank.
According to the above structure, the fuel filling system of the first aspect includes the fuel supply control valve whose opening degree can be adjusted according to the degree to which the fuel filler opening of the fuel filler pipe is submerged by the fuel, as compared with the fuel filling system including the conventional fuel supply cutoff valve having only two states of full-open and full-closed. Therefore, depending on the degree to which the filler port of the filler pipe is submerged by the fuel, the opening degree of the fuel supply control valve is appropriately adjusted to avoid as much static electricity as possible due to the friction of the rapid flow of the fuel with the air, so that the accumulation of static electricity can be reduced as much as possible. Further, when the filler port of the filler pipe is completely submerged by the fuel, the opening of the fuel supply control valve is set to the maximum opening to ensure that a required amount of fuel can be supplied into the fuel tank at a prescribed fuel supply pressure and a prescribed fuel supply time to accomplish the refueling objective as required.
In the fueling system of the second aspect, it is preferable that the fueling system further includes a fuel level sensor that detects a fuel level at the fueling port to determine a degree of immersion of the fueling port by the fuel.
According to the above configuration, the oil level sensor is provided at the filler opening of the filler pipe, so that the oil level at the filler opening can be detected in real time, and the degree of immersion of the filler opening by the fuel can be determined in real time. Therefore, the opening degree of the fuel supply control valve can be accurately adjusted based on the detection value.
In the fueling system of the third aspect, on the basis of the second aspect, it is preferable that the fuel supply control valve is configured such that the opening degree is adjusted in accordance with a detection value detected by the fuel level sensor so as to increase as a degree to which the fuel filler opening is submerged by the fuel becomes higher.
According to the above configuration, since the area of contact of the fuel flowing out from the fuel filler port with the air gradually decreases as the fuel filler port of the fuel filler pipe is gradually submerged by the fuel during refueling, it is possible to ensure efficient supply of the fuel with the accumulation of static electricity reduced as much as possible by increasing the opening degree of the fuel supply control valve in stages as the degree of submergence of the fuel filler port by the fuel becomes higher.
In the fueling system according to the fourth aspect, in addition to the second aspect, it is preferable that the fuel level sensor is a capacitive sensor.
According to the above configuration, it is possible to acquire the capacitance value indicating the oil level at the filler neck by the capacitance sensor as the oil level sensor, and determine the degree of immersion of the filler neck of the filler pipe by the fuel based on the capacitance value.
In the fueling system of the fifth aspect in addition to the first aspect, it is preferable that a diffuser is attached to the fuel filler opening, and an inner diameter of the diffuser is formed to be gradually larger as the fuel flows.
According to the above configuration, by installing the diffuser having the inner diameter gradually increasing with the flow direction of the fuel at the filler opening of the filler pipe, the flow velocity of the fuel flowing out from the filler pipe can be reduced, and the accumulation of static electricity due to the flow of the fuel can be further avoided.
In the fueling system according to the sixth aspect, it is preferable that the diffuser has a lower surface formed with a plurality of cartesian holes.
According to above-mentioned structure, through forming a plurality of flute shape holes at the lower surface of diffuser, can shunt the fuel, reduce the impact of fuel velocity of flow in order to disperse fuel to the fuel tank, reduce the production of static.
In the refueling system according to the seventh aspect, in addition to the fifth aspect, it is preferable that the filler port is provided near a bottom surface of the fuel tank, and the diffuser is provided such that the lower surface is parallel to the bottom surface of the fuel tank.
According to the structure, the impact of the fuel oil on the fuel tank can be further reduced, and the generation of static electricity can be further reduced.
In the fueling system according to the eighth aspect in addition to the first aspect, it is preferable that a restrictor hole for restricting the amount of fuel is further disposed inside the fuel filler pipe.
According to the above configuration, the flow rate of the fuel in the fuel filler pipe can be further restricted, and the generation of static electricity can be further reduced.
In the fueling system of the ninth aspect in addition to the first aspect, it is preferable that the opening degree of the fuel supply control valve is set such that a maximum flow velocity of the fuel in the fuel filler pipe does not exceed 7m/s and a maximum flow velocity of the fuel at the fuel filler port does not exceed 1 m/s.
According to the structure, the flow speed of the fuel in the fuel filling pipeline and the flow speed of the fuel at the fuel filling port can be controlled simultaneously, and the generation of static electricity can be reduced as much as possible.
In the fueling system according to the tenth aspect in addition to the first aspect, the fuel tank is preferably made of metal.
According to the structure, the fuel tank is made of metal with strong static dissipation capacity, so that static electricity can be prevented from accumulating in the fuel tank, the fuel tank can be prevented from being ignited, and the safety of a refueling system is ensured.
Drawings
FIG. 1 is a partial schematic view of a refueling system according to one embodiment of the present invention showing the specific configuration of the portion of the filler line adjacent the fuel tank.
Fig. 2 is a flowchart of an example of fuel supply control by the fueling system of fig. 1.
Description of the symbols
O refueling system
1 fuel tank
2 oil filling pipeline
3 pipeline body
4 fuel supply control valve
5 flow restriction orifice
6 diffuser
7 flute-shaped hole
8 oil level sensor
A oil filler
Detailed Description
Next, a detailed configuration of a fueling system according to an embodiment of the present invention will be described with reference to fig. 1.
Fig. 1 is a partial schematic view of a refueling system O according to an embodiment of the present invention, showing a specific structure of a portion of a filler pipe 2 adjacent to a fuel tank 1. As shown in fig. 1, the refueling system O of the present embodiment includes a fuel tank 1 (a housing of the fuel tank 1 is not shown in fig. 1, and only an inner space of the fuel tank 1 is shown) and a filler pipe 2 (only a portion of the filler pipe 2 located in the inner space of the fuel tank 1 is shown in fig. 1). The fuel filler pipe 2 includes a pipe body 3 connected to a fuel supply facility or a fuel supply device (not shown) and having one end inserted into the fuel tank 1, a fuel supply control valve 4 provided midway in the pipe body 3 and inside the pipe body 3, a restrictor orifice 5 provided inside the pipe body 3 and on the downstream side of the fuel supply control valve 4, and a diffuser 6 provided at an engine port a which is one end of the pipe body 3 inserted into the fuel tank 1.
The pipe body 3 is made of a material having a high static electricity dissipation capability, such as metal, using a known oil supply pipe.
The fuel supply control valve 4 is a valve member with a variable opening degree for adjusting the flow rate and the flow velocity of the fuel supplied into the pipe body 3, and for example, a mechanical valve, an electromagnetic valve, or the like may be used. The orifice 5 is a member for restricting the flow rate and flow velocity of the fuel supplied in the pipe body 3, similarly to the fuel supply control valve 4, and a known orifice structure can be adopted.
The diffuser 6 is formed at one end of the pipe body 3 inserted into the fuel tank 1 so that the inner diameter thereof becomes gradually larger in accordance with the flow direction of the fuel, thereby increasing the flow area of the fuel flowing through the outlet per unit time to reduce the flow rate of the fuel flowing out. Further, it is preferable that a plurality of the cartesian holes 7 are formed on the lower surface of the diffuser 6, and the plurality of the cartesian holes 7 are used to divide the fuel to be flown out from the diffuser 7 so that a part of the fuel is dropped into the fuel tank 1 through the cartesian holes 7.
Further, as a preferable mode of disposing the filler opening a and the diffuser 6, the filler opening 6 is disposed at a position close to the bottom surface of the fuel tank 1 and the diffuser 6 is disposed such that the lower surface of the diffuser 6 is substantially parallel to the bottom surface of the fuel tank 1. That is, as a preferable arrangement, the filler a of the filler pipe 2 and the diffuser 6 are arranged so as to reduce the distance between the fuel outflow port and the bottom surface of the fuel tank 1 as much as possible.
On the other hand, as shown in fig. 1, a fuel level sensor 8 is provided in a portion of the fuel tank 1 near the filler opening a of the filler pipe 2, and the fuel level sensor 8 is a sensor for detecting the fuel level at the filler opening a of the filler pipe 2, and is connected to and in data communication with a computer (not shown) for the fuel tank. The fuel level sensor 8 is, for example, a capacitive sensor capable of converting detected fuel level data of fuel in the fuel tank 1 into a capacitance value. In this case, the fuel level sensor 8 transmits the detected capacitance value indicating the current fuel level to the fuel tank computer.
Further, the fuel supply control valve 4 is a valve member whose opening degree can be adjusted according to the degree to which the fuel filler a (to be precise, the diffuser 6 in this example) of the fuel filler pipe 2 is submerged by the fuel. Specifically, the fuel supply control valve 4 is electrically connected to a fuel tank computer, and the opening degree is adjusted by the fuel tank computer based on the received fuel level data (capacitance value). More specifically, when the degree of immersion of the diffuser 6 by the fuel is small, since the contact area of the outflowing fuel with the air above the fuel in the fuel tank 1 is large, the opening degree of the fuel supply control valve 4 is set small so that the fuel is supplied at a low flow rate in order to prevent the generation of static electricity by the friction of the fuel with the air. In contrast, when the diffuser 6 is completely submerged by the fuel, since the outflowing fuel does not come into contact with the air above the fuel in the fuel tank 1, the opening degree of the fuel supply control valve 4 is set to the maximum opening degree so that the fuel is supplied at the maximum flow rate. More preferably, the opening degree of the fuel supply valve 4 can be adjusted in stages according to the degree to which the filler a of the filler pipe 2 (to be precise, the diffuser 6 in this case) is submerged by the fuel. For example, assuming that 0% is set for a case where the diffuser 6 is completely exposed to air above the fuel in the fuel tank 1 and 100% is set for a case where the diffuser 6 is completely submerged in the fuel, the opening degree of the fuel supply control valve 4 is set to an opening degree at which the fuel flows at a flow rate of, for example, 4m/s if the degree of submerging the diffuser 6 in the fuel is 50%, and the opening degree of the fuel supply control valve 4 is set to an opening degree at which the fuel flows at a flow rate of, for example, 5.5m/s if the degree of submerging the diffuser 6 in the fuel is 70%. That is, the opening degree of the fuel supply control valve 4 is adjusted in stages according to the degree to which the filler a (diffuser 6) of the filler pipe 2 is submerged in the fuel so as to increase as the degree to which the filler a is submerged in the fuel becomes higher.
In order to reduce the generation of static electricity as much as possible, it is preferable to adjust the opening degree of the fuel supply control valve 4 so that the maximum flow velocity of the fuel in the filler pipe 2 does not exceed 7m/s and the maximum flow velocity of the fuel at the filler a does not exceed 1 m/s.
Next, an example of fuel supply control by the fuel supply system O of fig. 1 will be described with reference to fig. 2 in addition to the above configuration. In this example, a case where the fuel level sensor 8 is a capacitive sensor will be described as an example.
First, in step ST1, the oil level at the oil filler a (diffuser 6) of the oil filler pipe 2 is detected by the oil level sensor 8.
Next, in step ST2, the oil level sensor 8 converts the detected oil level data into corresponding capacitance values, and transmits the capacitance values representing the oil level data to the fuel tank computer.
Then, in step ST3, the fuel tank computer determines the degree to which the filler a (diffuser 6) of the filler pipe 2 is submerged with fuel, based on the received capacitance value.
In the case where it is judged that the fuel filler a (diffuser 6) is not completely submerged by the fuel, the process proceeds to step ST 4. In step ST4, the fuel tank computer controls and adjusts the opening degree of the fuel supply control valve 4 (specifically, adjusts the opening degree of the supply control valve 4 to an opening degree smaller than the maximum opening degree) based on the capacitance value so that the supplied fuel flows at a low flow rate through the pipe body 3.
On the other hand, if it is determined that the fuel filler a (diffuser 6) is completely submerged, the process proceeds to step ST 5. In step ST5, the fuel computer sets the opening degree of the fuel supply control valve 4 to the maximum opening degree so that the fuel flows at the maximum flow rate.
Finally, the fuel supply is continued until the amount of fuel in the fuel tank reaches the predetermined amount with the fuel supply control valve 4 set to the maximum opening degree (step ST 6).
According to the above embodiment, in comparison with the fueling system including the conventional fuel supply cutoff valve having only two states of fully open and fully closed, the fueling system of the present embodiment includes the fuel supply control valve whose opening degree can be adjusted according to the degree to which the filler opening of the fuel filler pipe is submerged by the fuel. Therefore, depending on the degree to which the filler port of the filler pipe is submerged by the fuel, the opening degree of the fuel supply control valve is appropriately adjusted to avoid as much static electricity as possible due to the friction of the rapid flow of the fuel with the air, so that the accumulation of static electricity can be reduced as much as possible. Further, when the filler port of the filler pipe is completely submerged by the fuel, the opening of the fuel supply control valve is set to the maximum opening to ensure that a required amount of fuel can be supplied into the fuel tank at a prescribed fuel supply pressure and a prescribed fuel supply time to accomplish the refueling objective as required.
In addition, the present invention can freely combine the respective embodiments, or appropriately modify or omit the respective embodiments within the scope thereof.
Claims (10)
1. A fueling system for an aircraft, comprising:
a fuel tank for storing fuel; and
a filler line communicating with the inside of the fuel tank to supply fuel to the fuel tank,
it is characterized in that the preparation method is characterized in that,
a fuel supply control valve having a variable opening degree is disposed inside the fuel supply line, and is configured to:
the opening degree is set to be smaller than the maximum opening degree under the condition that a fuel filling port of a fuel filling pipeline is not completely immersed by fuel in the fuel tank;
the opening degree is set to the maximum opening degree in a case where the filler opening of the filler pipe is completely submerged by the heat-generating fuel in the fuel tank.
2. The fueling system of claim 1,
the fuel level sensor is used for detecting the fuel level at the fuel filling port so as to judge the immersion degree of the fuel filling port.
3. The fueling system of claim 2,
the fuel supply control valve is configured such that the opening degree is adjusted in accordance with a detection value detected by the fuel level sensor so as to increase as the degree to which the fuel filler port is submerged by fuel becomes higher.
4. The fueling system of claim 2,
the fuel level sensor is a capacitive sensor.
5. The fueling system of claim 1,
the fuel filler port is mounted with a diffuser having an inner diameter formed to be gradually larger as the fuel flows.
6. The fueling system of claim 5,
the lower surface of the diffuser is formed with a plurality of flute holes.
7. The fueling system of claim 5,
the filler opening is disposed near a bottom surface of the fuel tank,
the diffuser is disposed such that the lower surface is parallel to the bottom surface of the fuel tank.
8. The fueling system of claim 1,
and the inside of the fuel filling pipeline is also provided with a flow limiting hole for limiting the fuel quantity.
9. The fueling system of claim 1,
the opening degree of the fuel supply control valve is set so that the maximum flow velocity of the fuel in the fuel filler pipe does not exceed 7m/s and the maximum flow velocity of the fuel at the fuel filler port does not exceed 1 m/s.
10. The fueling system of claim 1,
the fuel tank is made of metal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111397437.XA CN113911379A (en) | 2021-11-23 | 2021-11-23 | Refueling system for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111397437.XA CN113911379A (en) | 2021-11-23 | 2021-11-23 | Refueling system for aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113911379A true CN113911379A (en) | 2022-01-11 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111397437.XA Pending CN113911379A (en) | 2021-11-23 | 2021-11-23 | Refueling system for aircraft |
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| CN (1) | CN113911379A (en) |
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| CN113086933A (en) * | 2021-04-07 | 2021-07-09 | 广东皓耘科技有限公司 | Refueling mechanism and refueling system |
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