CN115571353A - Distributed oil tank on airplane - Google Patents
Distributed oil tank on airplane Download PDFInfo
- Publication number
- CN115571353A CN115571353A CN202211566737.0A CN202211566737A CN115571353A CN 115571353 A CN115571353 A CN 115571353A CN 202211566737 A CN202211566737 A CN 202211566737A CN 115571353 A CN115571353 A CN 115571353A
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- Prior art keywords
- oil
- oil tank
- aircraft
- distributed
- tank
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Abstract
The application belongs to the technical field of oil tank design on the aircraft, concretely relates to distributed oil tank on aircraft, include: a plurality of groups of oil tanks which are distributed on the airplane; each oil tank in each group of oil tanks communicates through the intercommunication hose in proper order, wherein: the top of the oil tank positioned at the upstream is provided with an air pressurization hole; the downstream oil tank is communicated to an aircraft oil supply system through an oil delivery hose; a distributed fuel tank on an aircraft, further comprising: and one end of each air pressurization pipe is correspondingly communicated with one air pressurization hole, and the other end of each air pressurization pipe extends towards the bottom of the corresponding oil tank.
Description
Technical Field
The application belongs to the technical field of oil tank design on airplanes, and particularly relates to a distributed oil tank on an airplane.
Background
During the flight of the airplane, the gravity center of fuel oil in an oil tank of the airplane can change along with the use consumption of an engine of the airplane, the change of the flight attitude of the airplane and the maneuver of the airplane during high overload flying, and the safety of the airplane during flight can be seriously influenced when the gravity center of the fuel oil exceeds the specified range of flight control.
The present application has been made in view of the above-mentioned technical drawbacks.
It should be noted that the above background disclosure is only for the purpose of assisting understanding of the inventive concept and technical solutions of the present invention, and does not necessarily belong to the prior art of the present patent application, and the above background disclosure should not be used for evaluating the novelty and inventive step of the present application without explicit evidence to suggest that the above content is already disclosed at the filing date of the present application.
Disclosure of Invention
It is an object of the present application to provide an on-board distributed fuel tank that overcomes or mitigates at least one aspect of the technical disadvantages known to exist.
The technical scheme of the application is as follows:
an on-board distributed fuel tank comprising:
a plurality of groups of oil tanks which are distributed on the airplane;
each oil tank in each group of oil tanks is communicated in sequence through a communication hose, wherein:
the top of the oil tank positioned at the upstream is provided with an air pressurization hole;
the downstream oil tank is communicated to an aircraft oil supply system through an oil hose;
a distributed fuel tank on an aircraft, further comprising:
and one end of each air pressurization pipe is correspondingly communicated with one air pressurization hole, and the other end of each air pressurization pipe extends towards the bottom of the corresponding oil tank.
According to at least one embodiment of the present application, in the above-described distribution type oil tank on an aircraft, the outlet end of each communication hose communicates with the top of the corresponding oil tank.
According to at least one embodiment of the present application, the above-mentioned on-board distributed oil tank further includes:
the first heavy hammers are correspondingly arranged at the inlet end of one communication hose;
and the second heavy hammers are correspondingly arranged at the inlet end of one oil hose.
According to at least one embodiment of the present application, in the above-mentioned distributed oil tank on an aircraft, each of the first weight and the second weight is sleeved with a teflon outer sleeve.
According to at least one embodiment of the present application, in the above-mentioned distributed tank on an aircraft, each of the first weight and the second weight has magnetism.
The application has at least the following beneficial technical effects:
the fuel tanks in each group are distributed on the airplane, the gravity center of the fuel in each fuel tank is limited to be changed within a limited range, the whole fuel can be prevented from being changed greatly and exceeds the range specified by flight control, the flight safety of the airplane is ensured, in addition, the fuel in each fuel tank in each group is designed to be consumed sequentially from upstream to downstream, the gravity center of the fuel can be controlled to be changed within a certain range, the airplane is convenient to control, and the flight safety of the airplane is ensured.
Drawings
FIG. 1 is a schematic illustration of a distributed fuel tank on an aircraft according to an embodiment of the present disclosure;
FIG. 2 is a top view of FIG. 1;
wherein:
1-an oil tank; 2-a communication hose; 3-oil hose; 4-air pressure charging pipe; 5-a first weight; 6-second weight; 7-aircraft oil supply system.
For a better understanding of the present embodiments, certain elements of the drawings may be omitted, enlarged or reduced, and do not represent actual product dimensions, and the drawings are for illustrative purposes only and are not to be construed as limiting the present patent.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the technical solutions of the present application will be further clearly and completely described in the following detailed description with reference to the accompanying drawings, and it should be understood that the specific embodiments described herein are only some of the embodiments of the present application, and are only used for explaining the present application, but not limiting the present application. It should be noted that, for convenience of description, only the parts related to the present application are shown in the drawings, other related parts may refer to general designs, and the embodiments and technical features in the embodiments in the present application may be combined with each other to obtain a new embodiment without conflict.
In addition, unless otherwise defined, technical or scientific terms used in the description of the present application shall have the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", and the like used in the description of the present application, which indicate orientations, are used only to indicate relative directions or positional relationships, and do not imply that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and when the absolute position of the object to be described is changed, the relative positional relationships may be changed accordingly, and thus, should not be construed as limiting the present application. The use of "first," "second," "third," and the like in the description of the present application is for descriptive purposes only to distinguish between different components and is not to be construed as indicating or implying relative importance. The use of the terms "a," "an," or "the" and similar referents in the context of describing the application is not to be construed as an absolute limitation on the number, but rather as the presence of at least one. The word "comprising" or "comprises", and the like, when used in this description, is intended to specify the presence of stated elements or items, but not the exclusion of other elements or items.
Further, it is noted that, unless expressly stated or limited otherwise, the terms "mounted," "connected," and the like are used in the description of the invention in a generic sense, e.g., connected as either a fixed connection or a removable connection or integrally connected; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected through the inside of two elements, and those skilled in the art can understand their specific meaning in this application according to the specific situation.
The present application is described in further detail below with reference to fig. 1-2.
An on-board distributed fuel tank comprising:
a plurality of groups of oil tanks 1 which are distributed on the airplane;
each oil tank 1 in each group of oil tanks 1 is communicated in sequence through a communication hose 2, wherein:
the top of the oil tank 1 located at the upstream has an air pressurizing hole;
the downstream oil tank 1 is communicated to an aircraft oil supply system 7 through an oil hose 3;
a distributed fuel tank on an aircraft, further comprising:
and one end of each air pressurization pipe 4 is correspondingly communicated with one air pressurization hole, and the other end of each air pressurization pipe 4 extends towards the bottom of the corresponding oil tank 1.
In the specific application of the distributed oil tank on the aircraft disclosed in the above embodiment, after the aircraft engine is started, the oil supply system 7 generates negative pressure, and the oil tanks 1 of each group supply oil to the aircraft engine from upstream in sequence under the pressure of air introduced by the air pressurization pipe 4, without arranging an additional power device.
For the distributed fuel tanks on the aircraft disclosed in the above embodiments, it can be understood by those skilled in the art that the fuel tanks on the aircraft are designed to be a plurality of groups of distributed fuel tanks, each fuel tank 1 in each group is distributed on the aircraft, the center of gravity of the fuel in each fuel tank 1 is limited to be changed within a limited range, so that the whole fuel tanks can be prevented from being changed greatly and exceed a range specified by flight control, and the safety of the flight of the aircraft is ensured.
With respect to the distributed fuel tank on the aircraft disclosed in the above embodiment, it can be understood by those skilled in the art that one end of each air pressurization pipe 4 is correspondingly communicated with an air pressurization hole located at the top of the upstream fuel tank 1, and the other end extends towards the bottom of the corresponding fuel tank 1, so that the situation of fuel leakage when the aircraft flies backwards can be avoided.
In some alternative embodiments, the above-mentioned on-board distribution type fuel tank, in which the outlet end of each communication hose 2 is communicated with the top of the corresponding fuel tank 1, can avoid the situation that the fuel in each group of fuel tanks 1 flows back from downstream to upstream.
In some optional embodiments, the above on-board distribution tank further comprises:
a plurality of first weights 5 correspondingly disposed at an inlet end of one of the communication hoses 2;
and a plurality of second counterweights 6, which are correspondingly arranged at the inlet end of one oil hose 3.
For the distributed oil tank on the aircraft disclosed in the above embodiment, it can be understood by those skilled in the art that a heavy hammer is disposed at the inlet ends of the communication hose 2 and the oil delivery hose 3, which are located in the oil tank 1, so that the inlet ends of the communication hose 2 and the oil delivery hose 3 have a heavier weight, and when the flight attitude of the aircraft changes, the inlet ends of the communication hose 2 and the oil delivery hose 3 can reach a low point in the oil tank 1 in time under the action of gravity, thereby ensuring the continuity of supplying oil to the engine.
In some optional embodiments, in the above-mentioned distributed oil tank on the aircraft, a teflon outer sleeve is sleeved on the outer wall of each of the first weight 5 and the second weight 6 to avoid damaging the wall surface of the oil tank 1.
In some alternative embodiments, in the above-mentioned on-board distribution type tank, each of the first weight 5 and the second weight 6 has magnetism.
As will be understood by those skilled in the art, in the distributed fuel tank on an aircraft disclosed in the above embodiments, during the flight of the aircraft, under the condition that the attitude of the aircraft is generally kept stable, shaking and vibration may occur, and each of the first weight 5 and the second weight 6 is designed to have magnetism, and may be adsorbed on the inner wall of the fuel tank 1 by means of magnetism, but the magnetic adsorption force is not enough to resist the gravity of the first weight 5 and the second weight 6, so that it is possible to prevent each of the first weight 5 and the second weight 6 from violently colliding and rubbing with the inner wall of the fuel tank 1 along with the shaking and vibration of the aircraft, and protect the fuel tank 1 from being damaged, but when the flight attitude of the aircraft changes, the inlet ends of the communication hose 2 and the oil hose 3 can timely reach the low point in the fuel tank 1 under the action of gravity, and thus ensuring the continuity of supplying fuel to the engine.
The embodiments are described in a progressive mode in the specification, the emphasis of each embodiment is on the difference from the other embodiments, and the same and similar parts among the embodiments can be referred to each other.
Having thus described the present application in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present application is not limited to those specific embodiments, and that equivalent modifications or substitutions of related technical features may be made by those skilled in the art without departing from the principle of the present application, and those modifications or substitutions will fall within the scope of the present application.
Claims (5)
1. An on-board distributed fuel tank, comprising:
a plurality of groups of oil tanks (1) which are distributed on the airplane;
each oil tank in each group of oil tanks (1) is communicated in sequence through a communication hose (2), wherein:
the top of the oil tank (1) positioned at the upstream is provided with an air pressurization hole;
the downstream oil tank (1) is communicated to an aircraft oil supply system (7) through an oil delivery hose (3);
the distributed oil tank on the airplane further comprises:
and one end of each air pressurization pipe (4) is correspondingly communicated with one air pressurization hole, and the other end of each air pressurization pipe (4) extends towards the bottom of the corresponding oil tank (1).
2. On-board distributed fuel tank according to claim 1,
the outlet end of each communicating hose (2) is communicated with the top of the corresponding oil tank (1).
3. On-board distributed fuel tank according to claim 1,
further comprising:
a plurality of first heavy hammers (5) which are correspondingly arranged at the inlet end of one communication hose (2);
and a plurality of second counterweights (6) which are correspondingly arranged at the inlet end of one oil delivery hose (3).
4. On-board distributed fuel tank according to claim 3,
the outer walls of each first heavy hammer (5) and each second heavy hammer (6) are sleeved with a polytetrafluoroethylene outer sleeve.
5. On-board distributed fuel tank according to claim 3,
the first weight (5) and the second weight (6) are magnetic.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211566737.0A CN115571353B (en) | 2022-12-07 | 2022-12-07 | Distributed oil tank on airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211566737.0A CN115571353B (en) | 2022-12-07 | 2022-12-07 | Distributed oil tank on airplane |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115571353A true CN115571353A (en) | 2023-01-06 |
| CN115571353B CN115571353B (en) | 2023-03-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211566737.0A Active CN115571353B (en) | 2022-12-07 | 2022-12-07 | Distributed oil tank on airplane |
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Citations (8)
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| CN102358429A (en) * | 2011-09-01 | 2012-02-22 | 西北工业大学 | Side-by-side distribution-typed oil tank system |
| US8657227B1 (en) * | 2009-09-11 | 2014-02-25 | The Boeing Company | Independent power generation in aircraft |
| CN205260185U (en) * | 2015-11-17 | 2016-05-25 | 石家庄益科创新科技有限公司 | Model aeroplane and model ship and for unmanned aerial vehicle engine electric control oil supply unit |
| US20160355269A1 (en) * | 2015-06-08 | 2016-12-08 | Hamilton Sundstrand Corporation | Unequal bleed flow |
| CN106394912A (en) * | 2016-11-30 | 2017-02-15 | 江西洪都航空工业集团有限责任公司 | Aircraft inverted flight test oil tank |
| CN209160013U (en) * | 2018-12-05 | 2019-07-26 | 成都纵横大鹏无人机科技有限公司 | A kind of unmanned plane oil header weight fixed structure and unmanned plane |
| US20200180940A1 (en) * | 2018-12-10 | 2020-06-11 | Bell Helicopter Textron Inc. | Mobile autonomous hydrogen refueling station |
| WO2021224490A1 (en) * | 2020-05-08 | 2021-11-11 | Politecnico Di Milano | Distributed electric propulsion aircraft simulating a single propeller aircraft |
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2022
- 2022-12-07 CN CN202211566737.0A patent/CN115571353B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8657227B1 (en) * | 2009-09-11 | 2014-02-25 | The Boeing Company | Independent power generation in aircraft |
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| US20160355269A1 (en) * | 2015-06-08 | 2016-12-08 | Hamilton Sundstrand Corporation | Unequal bleed flow |
| CN205260185U (en) * | 2015-11-17 | 2016-05-25 | 石家庄益科创新科技有限公司 | Model aeroplane and model ship and for unmanned aerial vehicle engine electric control oil supply unit |
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| CN209160013U (en) * | 2018-12-05 | 2019-07-26 | 成都纵横大鹏无人机科技有限公司 | A kind of unmanned plane oil header weight fixed structure and unmanned plane |
| US20200180940A1 (en) * | 2018-12-10 | 2020-06-11 | Bell Helicopter Textron Inc. | Mobile autonomous hydrogen refueling station |
| WO2021224490A1 (en) * | 2020-05-08 | 2021-11-11 | Politecnico Di Milano | Distributed electric propulsion aircraft simulating a single propeller aircraft |
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| CN115571353B (en) | 2023-03-17 |
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