Device for processing gaseous fuel

Abstract

According to at least one aspect of the present disclosure, a system for an aircraft engine is provided. In embodiments, the system includes a accessory case and a fuel accessory located in an interior space within the accessory case, wherein a vent is defined through a wall of the accessory case. In embodiments, the vent includes a plurality of holes or slots in an outer wall of the accessory case for passage of gaseous fuel from the interior space. In embodiments, the vent is configured for passive venting of the interior space.

Description

Technical Field

[0001] This disclosure generally relates to fuel handling. In the aerospace industry, there is always a need for improved handling of gaseous fuels in engines, such as gas turbine engines. Summary of the Invention

[0002] According to at least one aspect of this disclosure, a system for an aircraft engine is provided. In one embodiment, the system includes an accessory housing and a fuel accessory located in an internal space within the accessory housing, wherein a vent is defined through a wall of the accessory housing. In another embodiment, the vent includes a plurality of holes or slots in an outer wall of the accessory housing for gaseous fuel to pass through the internal space. In yet another embodiment, the vent is configured for passive ventilation of the internal space.

[0003] In some embodiments, the aircraft engine is a gas turbine engine. In some such embodiments, the outer wall of the accessory container forms part of the outer nacelle bulkhead of the engine, wherein the outer wall lies on the upward-facing portion of the outer nacelle bulkhead relative to the direction of gravity.

[0004] In some embodiments, the vent includes a front air scoop and an exhaust port, the front air scoop having an air passage communicating through the outer wall, and the exhaust port passing downstream of the air scoop through the wall of the accessory compartment relative to the flow entering the air scoop. In some such embodiments, the exhaust port is defined to pass downstream of the air scoop through the outer wall of the accessory compartment relative to the flow entering the air scoop.

[0005] In some embodiments, the inner wall of the accessory compartment forms part of an inner bypass duct wall. In some embodiments, the vent includes a forward air guide shroud and an exhaust port, the forward air guide shroud having an air passage communicating through the inner wall, and the exhaust port passing downstream of the forward air guide shroud across the wall of the accessory compartment relative to the flow entering the air guide shroud. In some such embodiments, the exhaust port is defined to pass downstream of the air guide shroud across the outer wall of the accessory compartment relative to the flow entering the air guide shroud.

[0006] In some embodiments, the vent includes an inlet defined in the wall of the accessory box and an exhaust opening toward an exhaust jet pipe located in an exhaust duct for entraining flow from the inlet through the accessory box and exiting from the exhaust opening and the jet pipe.

[0007] In some embodiments, the vent includes a compressor vent duct connecting the internal space of the compressor and the accessory box, and a downstream vent located in the wall of the accessory box downstream of the compressor vent duct relative to the flow from the compressor.

[0008] In one embodiment, the fuel accessories include a plurality of fuel accessories, each having an interface connecting to another of the plurality of fuel accessories, wherein at least each interface is included within the accessory housing. The plurality of fuel accessories may include at least one of valves, metering units, pipes, pipe fittings, pumps, and / or evaporators. In one embodiment, at least some of the fuel accessories deliver liquid therein, and at least some of the fuel accessories deliver gas therein, wherein the gas is derived from the evaporation of the liquid.

[0009] In one implementation, the system includes an aircraft engine and a fuel system configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source via at least one fuel attachment, wherein the attachment box is positioned above the engine relative to the direction of gravity.

[0010] According to another aspect of this disclosure, a method for processing gaseous fuel in an aircraft engine is provided, the method comprising passively discharging fuel gas from the interior space of the accessory housing through an opening defined through a wall of the accessory housing.

[0011] In some embodiments, the opening is defined in the upper wall of the accessory compartment relative to the direction of gravity, wherein passively discharging fuel gases includes allowing buoyancy to expel the fuel gases upward through the opening from the interior space.

[0012] In some implementations, passively venting fuel gases includes purging the interior space with air from outside the engine nacelle and venting the interior space with exhaust streams directed outward from the engine nacelle.

[0013] In some implementations, passively venting fuel gases includes purging the interior space with air from inside the engine nacelle and venting the interior space with exhaust streams directed outward from the engine nacelle.

[0014] In some embodiments, passively venting fuel gases includes purging the interior space by drawing air through the interior space using a downstream injector in the exhaust outlet of the engine nacelle. In some embodiments, venting fuel gases includes purging the interior space with compressor vent air from the engine compressor.

[0015] According to another aspect of this disclosure, a system for an aircraft engine is provided. In one embodiment, the system includes: an accessory housing; a fuel accessory located in an internal space within the accessory housing; a sensor operatively connected to detect fuel gases within the internal space; a ventilation system in fluid communication with the internal space; and a controller operatively connected to the sensor and the ventilation system. In one embodiment, the controller includes machine-readable instructions configured to command the ventilation system to actively purge fuel gases from the internal space upon receiving an input signal from the sensor indicating the presence of fuel gases in the internal space. In another embodiment, the ventilation system includes a selective vent defined through a wall of the accessory housing, having a ventilated configuration and a closed position.

[0016] In some embodiments, the vent includes an exhaust door defined through the wall of the accessory compartment for fluid communication between the interior space and the surrounding environment outside the accessory compartment, wherein an open position allows flow from the interior space to the surrounding environment, and wherein a closed position blocks the flow.

[0017] In some embodiments, the vent includes an exhaust door defined through the wall of the accessory compartment for fluid communication between the interior space and the surrounding environment outside the accessory compartment. In some such embodiments, the ventilation system includes a compressor vent duct that is selectively fluidly connected to the interior space via a valve operatively connected to the controller to fluidly communicate compressor vent air with the interior space when fuel gas is detected in the interior space.

[0018] In some embodiments, the ventilation system includes: an exhaust vent door defined through a wall of the accessory compartment for fluid communication between the interior space and the surrounding environment outside the accessory compartment; and a vent hood located upstream of the exhaust vent in the wall of the accessory compartment relative to a purge flow exiting the exhaust vent. In some such embodiments, the vent hood includes an actuator configured to selectively move the vent hood between an open position that allows flow from the interior space to the surrounding environment, and a closed position that blocks the flow. In some such embodiments, the exhaust vent door is located on a radially outer wall of the accessory compartment, and in some embodiments, the vent hood is located on a radially inner wall of the accessory compartment.

[0019] In some embodiments, the ventilation system includes: an exhaust vent door defined through the wall of the accessory compartment for fluid communication between the interior space and the surrounding environment outside the accessory compartment; and a compressed inert gas source selectively fluidly communicated with the interior space via a valve. In some such embodiments, the valve is operatively connected to the controller to fluidly communicate the compressed inert gas source with the interior space when fuel gas is detected in the interior space.

[0020] In some embodiments, the sensor includes at least one of a temperature sensor, a flame sensor, and / or a gas type sensor. In some embodiments, the accessory compartment is located within the nacelle. In certain embodiments, the outer wall of the accessory compartment forms part of the outer nacelle bulkhead, wherein the outer wall lies relative to the direction of gravity on the upward-facing portion of the outer nacelle bulkhead.

[0021] In one embodiment, the fuel accessory includes a plurality of fuel accessories, each fuel accessory having an interface connecting to another of the plurality of fuel accessories, wherein at least each interface is included within the accessory housing. In another embodiment, the at least one fuel accessory includes at least one of a valve, a metering unit, a pipe and / or a pipe fitting, a pump, and / or an evaporator. In another embodiment, at least some fuel accessories deliver a liquid therein, and at least some fuel accessories deliver a gas therein, wherein the gas is derived from the evaporation of the liquid.

[0022] In one implementation, the system may include an aircraft engine and a fuel system configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source via the at least one fuel accessory, wherein the accessory box is above the engine relative to the direction of gravity.

[0023] According to another aspect of this disclosure, a method for treating fuel gases in an aircraft engine is provided, the method comprising: detecting the presence of fuel gases in an accessory housing; and actively discharging the fuel gases from the interior space of the accessory housing through an opening defined through a wall of the accessory housing.

[0024] In some embodiments, the at least one opening is defined in the upper wall of the accessory compartment relative to the direction of gravity, and actively discharging fuel gas includes drawing compressor vent air from a compressor vent duct in communication with the compressor when fuel gas is detected in the interior space to expel the fuel gas upward through the opening from the interior space. In some such embodiments, drawing compressor vent air from the compressor vent duct further includes opening a valve in the compressor vent duct when fuel gas is detected in the interior space.

[0025] In some embodiments, actively venting fuel gases includes actuating the vent door to an open position when fuel gases are detected in the interior space; purging the interior space with air from inside the engine nacelle through the vent door; and venting the interior space with exhaust streams directed outward from the engine nacelle.

[0026] In some implementations, actively venting fuel gases includes purging the interior space with a compressed inert gas source, wherein the compressed inert gas source is in fluid communication with the interior space.

[0027] According to another aspect of this disclosure, a system for an aircraft engine is provided, the system comprising: an accessory housing; a fuel accessory located in an internal space within the accessory housing; and a protective door engaged with the accessory housing, covering an opening in a wall of the accessory housing. In an embodiment, the protective door is movable between a first position and a second position covering the opening, the second position opening to a space outside the accessory housing to open a flow path from the internal space to the space outside the accessory housing to release pressure in the internal space in the event of a detonation. In an embodiment, the wall of the accessory housing comprises carbon fiber and / or Kevlar material.

[0028] In one embodiment, the protective door is engaged to the accessory box with a fragile connector configured to release the protective door from the accessory box to open the flow path in the event of a knock within the interior space. In another embodiment, the protective door is hinged to the accessory box with an offset hinge, wherein the offset hinge is configured to offset the protective door to a first position by a offset force overcome by a knock within the interior space.

[0029] In some embodiments, the hinge is located on the upper part of the accessory box, and the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a knock in the interior space to deflect the knock gases downward. In some such embodiments, the system includes an engine nacelle, and the accessory box is located inside the engine nacelle such that the nacelle includes a knock duct that connects from the accessory box to the exhaust duct of the engine nacelle. A deflector may be installed in the nacelle between the protective door and a portion of the engine core radially inward from the accessory box.

[0030] In some embodiments, the hinge is located on the lower part of the accessory box, and the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a detonation in the interior space to deflect the detonation gas upward. In some such embodiments, the system includes an engine nacelle, and the accessory box is located inside the engine nacelle such that the nacelle includes a detonation duct that connects from the accessory box to an outward vent of the engine nacelle.

[0031] In one embodiment, the protective door is passive and configured to open from the first position under the action of a detonation force within the interior space. In another embodiment, a sensor is operatively connected to the protective door to detect its opening and generate an output signal indicating that the protective door is open.

[0032] In some embodiments, the accessory compartment is airtight when the protective door is in the first position. In some embodiments, the protective door is not airtight when the protective door is in the first position and may include an inlet port and an outlet port for venting gas from the interior space.

[0033] In one embodiment, the fuel accessories include at least one of a valve, a metering unit, a pipe, a pipe fitting, a pump, and / or an evaporator. In another embodiment, at least some of the fuel accessories deliver a liquid therein, and at least some of the fuel accessories deliver a gas therein, the gas being evaporated from the liquid.

[0034] In one implementation, the system further includes an aircraft engine and a fuel system configured to burn gaseous fuel. The fuel system is in fluid communication with a fuel source via the at least one fuel accessory, wherein the accessory box is above the engine relative to the direction of gravity.

[0035] According to another aspect of this disclosure, a method for handling gaseous fuel in an aircraft engine is provided. In one embodiment, the method includes opening a passive protection door of the accessory housing in the event of fuel gas detonation within the internal space of the accessory housing. In some embodiments, the method includes directing detonation gas from the internal space to the exhaust duct of the aircraft engine. In some embodiments, the method includes directing detonation gas from the internal space radially outward from the engine nacelle. In some embodiments, the method includes detecting the opening of the protection door and sending a signal indicating detonation within the accessory housing. Attached Figure Description

[0036] Therefore, those skilled in the art will readily understand how the apparatus and methods of this disclosure can be made and used without excessive experimentation. Preferred embodiments of this disclosure will be described in detail below with reference to specific accompanying drawings, in which: Figure 1 This is a schematic diagram of an embodiment of an aircraft constructed according to this disclosure, showing the engine and related aircraft systems; Figure 2 yes Figure 1 A schematic side view of the aircraft engine, showing an implementation of the accessory box and ventilation system; Figure 3 yes Figure 2 A schematic front view of the aircraft engine; Figure 4 yes Figure 2 A schematic side view of the implementation scheme of the ventilation system; Figure 5 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 6 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 7 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 8 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 9 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 10 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 11 yes Figure 2 A schematic side view of another embodiment of the ventilation system; Figure 12 yes Figure 2 A schematic side view of another embodiment of the ventilation system; and Figure 13 yes Figure 2 A schematic side view of another implementation of the ventilation system. Detailed Implementation

[0037] Reference will now be made to the accompanying drawings, wherein similar reference numerals identify similar structural features or aspects of this disclosure. These are for purposes of explanation and illustration, and not limitation. Figure 1A partial view of an embodiment of the system according to this disclosure is shown. As will be described, in Figures 2 to 13 Other embodiments of the system according to this disclosure or aspects of the system are provided herein. The systems and methods described herein can be used to improve the management of escaping fuel gases.

[0038] Aircraft engine fuels are inherently flammable. Careful consideration must be given to minimizing the risks of ignition and detonation of this fuel in engine design. The fire risk of more typical aircraft engines using liquid fuels is managed by minimizing the chance of leaks and removing fuel from the nacelle using drain pipes. Typical systems and methods have been considered sufficient for their intended purpose. Propulsion engine designs using alternative fuels (including gaseous fuels such as hydrogen) require improved fuel handling systems and methods.

[0039] For example, such as Figure 1 As shown, the aircraft 1 may include an engine 100 and a fuel system 102, wherein the engine may be a propulsion energy engine (e.g., generating thrust for the aircraft 1) or a non-propulsion energy engine. In this embodiment, the engine 100 is a turbofan engine, but this disclosure can also be used with any type of gas turbine engine or other engine type (e.g., a rotary engine or a reciprocating engine). The engine 100 includes a compressor section 104 having a compressor 106 in a main gas path 108 to supply compressed air to the combustor 110 of the aircraft engine 100. The main gas path 108 includes the combustor 110 and a nozzle manifold 112 for allowing fuel to enter the combustor 110 for combustion, wherein engine exhaust 150 passes through the exhaust pipe 152.

[0040] In some embodiments, the fuel system 102 is in fluid communication with the fuel source 114 via at least one fuel accessory 116. In other examples... Figure 1 In some embodiments shown, fuel accessory 116 may be a plurality of fuel accessories 116a-e. Each fuel accessory 116a-e includes at least one interface 118a-k connected between the plurality of fuel accessories. As shown, the plurality of fuel accessories 116a-e may include at least one of valves, metering units, pipes, pipe fittings, pumps and / or evaporators, or any suitable combination thereof; however, any other suitable fuel accessory may be contemplated herein.

[0041] In some embodiments, at least some fuel attachments (e.g., 116a, b) deliver liquids (e.g., liquid fuels) and at least some fuel attachments (e.g., 116c-e) deliver gases (e.g., gaseous fuels). The gaseous fuel in fuel attachments 116c-e can be generated, for example, by evaporating the liquid fuel in fuel attachments 116a, b using a heat exchanger in fuel system 102, such that hot compressor air from the main gas path 108 is in thermal communication with the liquid fuel attachments 116a, b to evaporate the liquid into a gas.

[0042] Now for reference Figures 2 to 3 According to at least one aspect of this disclosure, a system 200 is provided for handling escaping gaseous fuel (e.g., gaseous fuel that may escape from fuel attachments 116c-e) in an aircraft engine 100. System 200 includes an attachment box 220 defining an internal space 222, which is positioned above the engine 100 relative to the direction of gravity G (in level flight or when stationary on the ground), so that buoyancy B allows lighter-than-air fuel gases (e.g., hydrogen) to collect within the internal space 222 and passively escape from the internal space 222 in an embodiment. Each interface 118 of the fuel attachment 116 is included within the attachment box 220; however, it is contemplated that the fuel attachment 116 and the interfaces 118 as a whole may be included within the attachment box 220. It should be understood that the attachment box 220 is not limited to the conventional definition of a “box,” e.g., a rectangular container with a flat bottom and flat sides, but it can take this form. Rather, the attachment box 220 can be a container with any suitable shape necessary for fitting within the aircraft engine 100. For example, as Figure 3 As shown more clearly, the accessory box 220 can be located within the nacelle 224, with its outer wall 226 forming part of the outer nacelle bulkhead 226 of the engine 100, wherein the outer wall 226 is on the upward-facing portion 228 of the outer nacelle bulkhead relative to the direction of gravity G. Therefore, the accessory box 220 can be annular around a portion of the engine 100 and can match the contours of the nacelle 224. In other engine types, the shape and size of the accessory box 220 can be matched to a specific engine architecture in any suitable manner as needed. Furthermore, it is conceivable that the accessory box 220 can be integral with the nacelle 224 or can be a separate component.

[0043] Now for reference Figure 4 In some embodiments, the vent 230 is defined through at least one wall of the accessory compartment 220 for venting escaping fuel gases 232 from the interior space 222 to a space 234 outside the accessory compartment. The vent 230 can take any suitable form, such as in the embodiments disclosed herein; however, any suitable means for fluid communication between the interior space 222 and the space 234 outside the accessory compartment 220 is contemplated herein. Figure 4 In some embodiments shown, the vent 230 may be configured for continuous passive ventilation of the interior space 222. The vent 230 may include a plurality of holes, slots or other openings 236 in the outer wall 226 of the accessory box 220 to allow fuel gases to be transferred from the interior space 222 to the exterior space 234 (e.g., using the natural buoyancy of the escaping fuel gases).

[0044] In such Figure 5 In some embodiments shown, system 300 includes a vent 330 comprising a forward air hood 338 positioned forward on accessory housing 220 relative to flow passing through and into the air hood 338. The air hood 338 may include any suitable means having an air passage in fluid communication from external space 234 to internal space 222 of accessory housing 220, such as a stamped air hood, NACA duct (e.g., to reduce drag), etc. The air hood 338 may be defined within the wall (e.g., outer wall 226) of accessory housing such that air outside accessory housing 220 is passively purged through internal space 222 via exhaust port 340, which is defined downstream of the air hood 338 across the wall (e.g., outer wall 226) of accessory housing 220 relative to flow entering the air hood 338. This configuration provides continuous airflow through the accessory housing 220 during flight, for example, to passively purge fuel gases and prevent fuel gas accumulation in the engine 100.

[0045] In such Figure 6 In some embodiments shown, system 400 includes components that can be similar to Figure 5 The vent 430 shown, however, the inner wall 242 of the accessory box 220 may form part of an inner bypass duct wall (e.g., an inner nacelle bulkhead in a turbofan engine) and an air deflector 338 may be provided on the inner wall 242. The air passage then connects to the exhaust port 340 through the inner wall 242.

[0046] In such Figure 7 In some embodiments shown, system 500 includes a vent 530 having an inlet 544 defined in a wall (e.g., outer wall 226) of accessory housing 220 and an exhaust opening 546 toward an exhaust injection pipe 548. The injection pipe 548 may be in exhaust duct 152 to entrain a flow from inlet 544 through accessory housing 220. The exhausted fuel gases can then be discharged together with engine exhaust 150 through exhaust opening 546. Because the exhausted fuel gases are drawn into exhaust flow 150 via injection pipe 548, it is safe to burn the fuel gases after they have left injection pipe 548 when engine 100 is operating.

[0047] In such Figure 8 In some embodiments shown, system 600 includes a vent 630 having a compressor vent 654 connecting the compressor 106 to the interior space 222 of accessory housing 220. A vent 340 is disposed downstream of the compressor 106 in a wall (e.g., outer wall 226) of the accessory housing relative to the flow from the compressor 106. This passively fixed arrangement allows purge air from the compressor to flow continuously through the interior space 222 during engine 100 operation.

[0048] Although Figures 4 to 8 The embodiments shown are illustrated and described separately, but it is conceivable that in some embodiments, vent 230 may include any or all of the vents described herein, or any suitable combination thereof.

[0049] A method for handling escaping gaseous fuel in an aircraft engine 100 includes, for example, passively venting fuel gases from the interior space 222 of the accessory housing 220 through at least one opening defined through the wall of the accessory housing 220 using any suitable vent 230, 330, 430, 530, 630 or a combination of vents described herein.

[0050] According to, such as in Figures 9 to 11 Another aspect of this disclosure shown is similar to Figures 4 to 7 The system provides systems 900, 1000, and 1100 for handling escaping gaseous fuel (e.g., gaseous fuel escaping from fuel attachment 116) in an aircraft engine 100. For brevity, descriptions of common components already described above are not repeated. Figures 9 to 11 In the implementation scheme, as a supplement to or alternative to the passive ventilation configurations described above, vents 230, 330, 430, 530, and 630 may be configured for selective active ventilation of the interior space 222.

[0051] Continue to refer to Figure 9 The accessory compartment 220 includes a sensor 956 operatively connected to detect fuel gases within the interior space 222 and a ventilation system 900 in fluid communication with the interior space 222. In an embodiment, the sensor 956 includes at least one of a temperature sensor, a flame sensor, and / or a gas type sensor. The sensor 956 may be positioned above the engine 100 and on top of the accessory compartment 220 relative to the direction of gravity G, such that the sensor 956 will detect the presence of fuel gases as they rise (e.g., before the floating fuel gases fill the entire interior space 222).

[0052] Controller 958 is operatively connected to sensor 956 and ventilation system 930, wherein controller 958 includes machine-readable instructions configured to command ventilation system 900 to actively purge fuel gases from interior space 222 upon receiving an input signal from sensor 956 indicating the presence of fuel gases in interior space 222. In some embodiments, controller 958 may be an aircraft full authority digital engine (or electronic) control (FADEC) or any other suitable controller.

[0053] In the implementation plan, reference is still made to Figures 9 to 11 The ventilation system 900 includes a selective vent 930 defined through a wall (e.g., either outer wall 226 or inner wall 242) of the accessory compartment. The vent 930 has a ventilation configuration that can selectively move between an open position and a closed position. In the open position, when the sensor 956 detects the presence of fuel gas, the vent 930 allows gaseous fuel in the interior space 222 of the accessory compartment 220 to escape to the exterior space. In the closed position, when no fuel gas is detected in the interior space 222 (e.g., during normal operation), the accessory compartment 220 can be tightly sealed to prevent fluid from entering or leaving the accessory compartment 220.

[0054] For example, the vent includes an exhaust port 940 defined through the wall of the accessory compartment for fluid communication between the interior space 222 and the surrounding space 234 or environment 234 outside the accessory compartment. The exhaust port 940 can be selectively moved between an open position and a closed position (e.g., via a controller 958). It is contemplated that the exhaust port 940 may be located in the rear or downstream portion of the accessory compartment relative to the purge flow, depending on, for example, the specific application, engine type, or internal architecture. It is contemplated that the vent 930 may alternatively be a passive or permanent port, orifice, or slot (e.g., as shown in the image) through the wall of the accessory compartment. Figure 1 (in the middle), or any other suitable vent structure.

[0055] In such as Figure 9 In some embodiments shown, the ventilation system 900 includes a compressor vent duct 954 that is in selective fluid communication between the compressor 106 and the interior space 222 via a valve 964. The valve 964 is operatively connected to and controlled by a controller 958 to fluidly communicate compressor vent air with the interior space 222 when fuel gas is detected in the interior space 222, such as... Figure 9 As indicated by the dashed line. Opening valve 964 and forcing compressed air into accessory housing 220 will purge fuel gas from accessory housing 220, through exhaust port 940, and into ambient space 234.

[0056] In such Figure 10 In some embodiments shown, the ventilation system 1000 can be similar to Figure 9 The ventilation system 1000 includes a vent hood 1066 defined upstream of exhaust port 940 in a wall (e.g., inner wall 242) of the accessory compartment relative to the purge flow exiting from exhaust port 940. The vent hood 1066 includes an actuator 1068 configured to selectively move the vent hood 1066 between an open position that allows flow from the interior space to the surrounding environment 234, and a closed position that prevents such flow. In the open position, purge air can flow through the vent hood 1066, exit the accessory compartment 220 through exhaust port 940, and enter the ambient space 234. The actuator 1068 is also operatively connected to and controlled by a controller 958 to open the vent hood 1066 when fuel gas is detected in the interior space 222 and to close the vent hood 1066 when no more fuel gas is detected in the interior space 222.

[0057] In such Figure 11 In some embodiments shown, a compressed inert gas source 1170 (e.g., halon, nitrogen, etc.) is selectively fluidly connected to the interior space 222 via a valve 1172. The valve 1172 is operatively connected to and controlled by a controller 958 to fluidly connect the compressed inert gas source 1170 to the interior space 222 when fuel gas is detected therein. When fuel gas is detected in the interior space 222, the valve 1172 opens and purges the accessory container 220, forcing any fuel gas out of the interior space 222, through the exhaust port door 940, and into the ambient space 234. As shown, the compressed inert gas source 1170 may be located in the nacelle 224 along with the accessory container 220, but outside the accessory container 220; however, it is conceivable that the compressed inert gas source 1170 may be entirely outside the engine 100, or may originate from another inert gas system located on the aircraft 1. For example, the compressed inert gas source may be the same compressed inert gas source in the swept structure, such as the compressed gas source described in U.S. Patent Application No. 17 / 246,382, filed April 30, 2021, the entire contents of which are incorporated herein by reference.

[0058] According to another aspect of this disclosure, a method for treating escaping fuel gases in an aircraft engine 100 includes detecting the presence of fuel gases in an accessory housing 220. The method includes actively venting the fuel gases from an interior space 222 of the accessory housing 220 through at least one opening defined through a wall of the accessory housing 220, wherein the venting is performed using any of the active ventilation systems 900, 1000, 1100 as described above or conceivable herein.

[0059] According to another aspect of this disclosure, such as Figures 12 to 13 As shown, a system 1200 is provided for managing knock in the fuel system 102 of an aircraft engine 100. System 1200 may be similar to systems 900, 1000, and 1100 described above, having similar vents and ventilation systems for active and / or passive purging of fuel gases. For brevity, descriptions of common components already described above are not repeated. System 1200 includes a protective door 1274 that engages with accessory housing 220.

[0060] The protective door 1274 can be any suitable structure that provides the function of a high-capacity pressure relief valve. The protective door 1274 engages with the accessory housing 220, covering an opening 1276 in the wall of the accessory housing 220. The protective door 1274 is movable between a first position and a second position. In some embodiments, in the first position, the protective door 1274 covers the opening 1276 to seal the opening 1276, thereby making the accessory housing 220 airtight. In some embodiments, in the first position, the protective door covers the opening 1276 to seal the opening 1276; however, the accessory housing 220 is not airtight. In this case, the accessory housing 220 may include a passive ventilation system, such as a similar system... Figures 4 to 8 Those shown may include inlet ports and outlet ports (e.g., port 236) for venting gas from the interior space 222 while the protective door 1274 is held in the first position.

[0061] In the second position, the protective door 1274 opens to the space outside the accessory box 220 to create a flow path from the internal space 222 to the external space 234 of the accessory box 220 for releasing the pressure 222 in the internal space 222 in the event of a detonation. This detonation flow is... Figures 12 to 13 The arrows shown indicate this. In the embodiment, the walls of the accessory box comprise carbon fiber and / or Kevlar material to protect nacelle 224 and surrounding engine components and the aircraft in the event of a blast.

[0062] The protective door 1274 is engaged to the accessory housing 220 with a frangible connector, such that in the event of a detonation, the protective door 1274 will release its engagement with the accessory housing 220 to open a flow path. Even if escaping gases have leaked into the accessory housing 220 or if the flight becomes particularly turbulent, the frangible connector should keep the protective door 1274 in a first position. The protective door 1274 is hingedly engaged to the accessory housing with an offset hinge 1278, which offsets the protective door 1274 to the first position, and the offset force is configured to be overcome by a detonation within the internal space 222.

[0063] In the implementation, the protective door 1274 is passive and configured to open from the closed position under the action of a detonation force within the interior space. No operational control moves the protective door 1274 from the second position to the first position; for example, a sensor 1280 may be operatively connected to the protective door 1274 to detect the opening of the protective door 1274 and generate an output signal indicating that the protective door 1274 is open, for example, to alert the pilot 101 that a detonation has occurred or that the protective door 1274 has been released in some other way, allowing the pilot 101 to take corrective action as needed.

[0064] In such Figure 12 In some embodiments shown, hinge 1278 is located on the upper part of accessory compartment 220. Protective door 1274 is configured to swing open from a first position to a second position by means of hinge 1278 in the event of detonation in the interior space 222, thereby deflecting detonation gases downwards. In this embodiment, nacelle 224 includes a detonation duct 1282 connecting from accessory compartment 220 to exhaust duct 152 of engine nacelle 224 for discharging detonation gases from interior space 222 in a direction extending radially inward and rearward from accessory compartment 220 to exhaust together with engine exhaust 150. Deflector 1284 may be installed in nacelle 224 between protective door 1274 and a portion of engine core 1286 extending radially inward from accessory compartment 220 to deflect detonation gases away from said portion of engine core 1286.

[0065] In such Figure 13 In some embodiments shown, hinge 1378 is located on the lower part of accessory box 220. Protective door 1374 is configured to swing open from a first position to a second position by means of hinge 1378 in the event of a knock in the interior space 222, thereby deflecting the knock gases upwards. In this embodiment, knock duct 1382 connects from accessory box 220 to outward vent 1388 of engine nacelle to exhaust knock gases from interior space 222 through vent 1388 in a radially outward and rearward direction from accessory box 220, and out of nacelle 224 to reach exterior space 234.

[0066] According to another aspect of this disclosure, a method for handling gaseous fuel in an aircraft engine 100 is provided. In one embodiment, the method includes opening passive protection doors 1274, 1374 of the accessory housing 220 under the influence of fuel gas detonation within the internal space 222 of the accessory housing 220. In some embodiments, the method includes directing detonation gas from the internal space to the exhaust duct 150 of the aircraft engine 100 using any suitable method described herein and sending a signal to the pilot 101 instructing the protection doors 1274, 1374 to open.

[0067] As described above and illustrated in the accompanying figures, the methods and systems of this disclosure provide management of escaping fuel gases in an aircraft engine by preventing the escaping fuel gases from diffusing into larger surrounding nacelles, thereby limiting the amount of energy provided by the fuel gases. The methods and systems provided herein also serve to isolate any gas leaks from most potential ignition sources, such as electrical accessories or hot engine surfaces. Furthermore, in the event of detonation, the methods and systems provide a means to vent detonation gases while protecting surrounding aircraft.

[0068] While the apparatus and methods of this disclosure have been shown and described, those skilled in the art will readily understand that changes and / or modifications can be made thereto without departing from the scope of this disclosure. For example, the following specific embodiments of the technology are also contemplated, as described below by clauses.

[0069] Clause 1. A system for an aircraft engine (100), comprising: Accessory box (220); Fuel accessory (116) located in an interior space (222) within the accessory box (220), wherein a vent (230) is defined through the wall (226, 242) of the accessory box.

[0070] Clause 2. The system according to Clause 1, wherein the vent includes a plurality of holes or slots (236) in the outer wall (226) of the accessory box for the passage of gaseous fuel from the interior space.

[0071] Clause 3. The system according to Clause 2, wherein the aircraft engine is a gas turbine engine, wherein the outer wall of the accessory box forms part of the outer nacelle (226) of the engine, and wherein the outer wall is relative to the direction of gravity (G) on the upward portion (228) of the outer nacelle.

[0072] Clause 4. The system according to Clause 2, wherein the vent includes a forward air guide shroud (338) and an exhaust port (340), the forward air guide shroud having an air passage communicating through the outer wall, and the exhaust port passing through the wall of the accessory compartment downstream of the air guide shroud relative to the flow entering the air guide shroud.

[0073] Clause 5. The system according to Clause 4, wherein the exhaust port is defined relative to the flow entering the air duct, passing downstream of the air duct through the outer wall of the accessory box.

[0074] Clause 6. The system according to Clause 1, wherein the inner wall (242) of the accessory box forms part of the inner bypass pipe wall.

[0075] Clause 7. The system according to Clause 6, wherein the vent includes a forward air guide hood (338) and an exhaust port (340), the forward air guide hood having an air passage communicating through the inner wall, and the exhaust port passing through the wall of the accessory compartment downstream of the forward air guide hood relative to the flow entering the air guide hood.

[0076] Clause 8. The system according to Clause 7, wherein the exhaust port is defined relative to the flow entering the air duct, passing through the outer wall (226) of the accessory box downstream of the air duct.

[0077] Clause 9. The system according to Clause 1, wherein the vent includes an inlet (544) defined in the wall of the accessory box and an exhaust opening (546) toward an exhaust jet pipe (548) located in an exhaust duct (152) for entraining flow from the inlet through the accessory box and exiting from the exhaust opening and the jet pipe.

[0078] Clause 10. The system according to Clause 1, wherein the vent includes a compressor vent duct (654) connecting the compressor (106) and the interior space of the accessory box and a downstream vent (340) located in the wall (226) of the accessory box downstream of the compressor vent duct relative to the flow from the compressor.

[0079] Clause 11. The system according to Clause 1, wherein the vent is configured for passive ventilation of the interior space.

[0080] Clause 12. The system according to Clause 1, wherein the fuel accessories include a plurality of fuel accessories (116), each fuel accessory having an interface (118) connecting to another of the plurality of fuel accessories, wherein at least each interface is included in the accessory housing, wherein the plurality of fuel accessories include at least one of a valve, a metering unit, a pipe, a pipe fitting, a pump, and / or an evaporator.

[0081] Clause 13. The system according to Clause 12, wherein at least some fuel attachments convey liquid therein, and wherein at least some fuel attachments convey gas therein, wherein the gas is derived from the evaporation of the liquid.

[0082] Clause 14. The method described in Clause 1 further includes: Aircraft engine (100); and A fuel system (102) configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source (114) via at least one fuel accessory, wherein the accessory box is above the engine relative to the direction of gravity.

[0083] Clause 15. A method for treating gaseous fuel in an aircraft engine (100), comprising: Fuel gas is passively discharged from the interior space (222) of the accessory box through an opening (236) defined through the walls (226, 242) of the accessory box (220).

[0084] Clause 16. The method according to Clause 15, wherein the opening is defined in the upper wall (226) of the accessory box relative to the direction of gravity (G), wherein passively discharging fuel gas includes allowing buoyancy (B) to expel the fuel gas upward through the opening from the interior space.

[0085] Clause 17. The method according to Clause 15, wherein passively venting fuel gases comprises purging the interior space with air from outside the engine nacelle (224) and venting the interior space with an exhaust flow (150) directed outward from the engine nacelle.

[0086] Clause 18. The method according to Clause 15, wherein passively venting fuel gases comprises purging the interior space with air from inside the engine nacelle (224) and venting the interior space with an exhaust flow (150) directed outward from the engine nacelle.

[0087] Clause 19. The method according to Clause 15, wherein passively venting fuel gases comprises purging the interior space by drawing air through the interior space with a downstream injection pipe (548) in the exhaust outlet (152) of the engine nacelle.

[0088] Clause 20. The method according to Clause 15, wherein passively venting fuel gases includes purging the interior space with compressor vent air from the engine compressor.

[0089] Clause 21. A system for an aircraft engine (100), comprising: Accessory box (220); Fuel accessory (116), the fuel accessory being located in the internal space (222) within the accessory box; A sensor (956) is operatively connected to detect fuel gas within the interior space; A ventilation system (900, 1000, 1100), said ventilation system being in fluid communication with the interior space; and A controller (958), operatively connected to the sensor and the ventilation system, wherein the controller includes machine-readable instructions configured to cause the controller to: The ventilation system is commanded to actively purge the fuel gas in the interior space when it receives an input signal from the sensor indicating that the fuel gas is present in the interior space.

[0090] Clause 22. The system according to Clause 21, wherein the ventilation system includes a selective vent (930) defined through the wall (226, 242) of the accessory compartment, having a ventilated configuration and a closed position.

[0091] Clause 23. The system according to Clause 22, wherein the vent includes an exhaust door (940) defined through the wall (226) of the accessory compartment for fluid communication between the interior space and the surrounding environment (234) outside the accessory compartment, wherein an open position allows flow from the interior space to the surrounding environment, and wherein the closed position blocks the flow.

[0092] Clause 24. The system according to Clause 22, wherein the vent includes an exhaust port door (940) defined through a wall (226) of the accessory compartment for fluid communication between the interior space and the surrounding environment (234) outside the accessory compartment, and wherein the ventilation system includes a compressor vent duct (954) selectively fluidly communicating with the interior space via a valve (964), wherein the valve is operatively connected to the controller to fluidly communicate compressor vent air with the interior space when fuel gas is detected in the interior space.

[0093] Clause 25. The system according to Clause 22, wherein said ventilation system comprises: An exhaust vent (940) is defined through the wall (226) of the accessory compartment to allow fluid communication between the interior space and the surrounding environment (234) outside the accessory compartment; and A vent (1066) is located in the wall (226, 242) of the accessory compartment upstream of the exhaust port relative to a purge flow exiting the exhaust port, wherein the vent includes an actuator (1068) configured to selectively move the vent between an open position and a closed position, wherein the open position allows flow from the interior space to the surrounding environment, and wherein the closed position blocks the flow.

[0094] Clause 26. The system according to Clause 25, wherein the exhaust port door is located on the radial outer wall (226) of the accessory box, and wherein the air guide door is located on the radial inner wall (242) of the accessory box.

[0095] Clause 27. The system according to Clause 22, wherein said ventilation system comprises: An exhaust vent (940) is defined through the wall (226) of the accessory compartment to allow fluid communication between the interior space and the surrounding environment (234) outside the accessory compartment; and A compressed inert gas source (1170) is selectively fluidly connected to the interior space via a valve (1172), wherein the valve is operatively connected to the controller to fluidly connect the compressed inert gas source to the interior space when fuel gas is detected in the interior space.

[0096] Clause 28. The system according to Clause 21, wherein the sensor includes at least one of a temperature sensor, a flame sensor, and / or a gas type sensor.

[0097] Clause 29. The system according to Clause 21, wherein the accessory box is located in the nacelle (224).

[0098] Clause 30. The system according to Clause 29, wherein the outer wall (226) of the accessory box forms part of the outer nacelle wall of the nacelle, and wherein the outer wall is relative to the gravity direction (G) on the upward portion (228) of the outer nacelle wall.

[0099] Clause 31. The system according to Clause 21, wherein the fuel accessory includes a plurality of fuel accessories (116), each fuel accessory having an interface (118) connecting to another of the plurality of fuel accessories, wherein at least each interface is included within the accessory housing.

[0100] Clause 32. The system according to Clause 21, wherein the at least one fuel accessory includes at least one of a valve, a metering unit, a pipe and / or a pipe fitting, a pump and / or an evaporator.

[0101] Clause 33. The system according to Clause 32, wherein at least some fuel attachments therein deliver liquid, and wherein at least some fuel attachments therein deliver gas, wherein the gas is derived from the evaporation of the liquid.

[0102] Clause 34. The system described in Clause 21 further includes: Aircraft engine (100); and A fuel system (102) configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source (114) via at least one fuel accessory, wherein the accessory box is above the engine relative to the direction of gravity (G).

[0103] Clause 35. A method for treating fuel gases in an aircraft engine (100), comprising: Detect the presence of fuel gas in the accessory box (220); and Fuel gas is actively discharged from the interior space (222) of the accessory box through an opening (236) defined through the wall of the accessory box.

[0104] Clause 36. The method according to Clause 35, wherein the opening is defined in the upper wall (226) of the accessory compartment relative to the direction of gravity, wherein active venting of fuel gas includes drawing compressor vent air from a compressor vent duct (954) in communication with the compressor (106) when fuel gas is detected in the interior space to expel the fuel gas upward through the at least one opening (236) from the interior space.

[0105] Clause 37. The method according to Clause 36, wherein drawing compressor vent air from the compressor vent conduit further comprises opening a valve (964) in the compressor vent conduit when fuel gas is detected in the interior space.

[0106] Clause 38. The method according to Clause 35, wherein active venting of fuel gases includes actuating the air hood door (1066) to an open position when fuel gases are detected in the interior space; purging the interior space with air from inside the engine nacelle (224) through the air hood; and venting the interior space with exhaust flow (150) directed outward from the engine nacelle.

[0107] Clause 39. The method according to Clause 35, wherein active venting of fuel gas includes purging the interior space through the interior space with a compressed inert gas source (1107), wherein the compressed inert gas source is in fluid communication with the interior space.

[0108] Clause 40. A system for an aircraft engine (100), comprising: Accessory box (220); Fuel accessory (116), the fuel accessory being located in the internal space (222) within the accessory box; and A protective door (1274) is engaged with the accessory box and covers an opening (1276) in the wall of the accessory box. The protective door is movable between a first position and a second position covering the opening, the second position leading to a space outside the accessory box to open a flow path from the interior space to the space outside the accessory box to release pressure in the interior space in the event of a knock in the interior space.

[0109] Clause 41. The system according to Clause 40, wherein the protective door is engaged to the accessory compartment by a fragile connector, the fragile connector being configured to release the protective door from the accessory compartment to open the flow path in the event of a blast in the interior space.

[0110] Clause 42. The system according to Clause 40, wherein the protective door is hingedly engaged to the accessory box by an offset hinge (1278), wherein the offset hinge is configured to offset the protective door to a first position by an offset force overcome by knocking within the interior space.

[0111] Clause 43. The system according to Clause 42, wherein the hinge is located on the upper part of the accessory box, wherein the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a detonation in the interior space to deflect the detonation gas downward.

[0112] Clause 44. The system according to Clause 43 further includes an engine nacelle (224), wherein the accessory box is located inside the engine nacelle, and wherein the nacelle includes a knock duct (1282) that connects from the accessory box to an exhaust duct (152) of the engine nacelle.

[0113] Clause 45. The system according to Clause 44 further includes a deflector (1284) installed in the nacelle between the protective door and a portion of the engine core (1286) radially inward from the accessory box.

[0114] Clause 46. The system according to Clause 42, wherein the hinge is located on the lower part of the accessory box, wherein the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a detonation in the interior space to deflect the detonation gas upward.

[0115] Clause 47. The system according to Clause 46 further includes an engine nacelle (224), wherein the accessory box is located inside the engine nacelle, and wherein the nacelle includes a detonation duct (1282) connecting from the accessory box to an outward vent of the engine nacelle.

[0116] Clause 48. The system according to Clause 40, wherein the protective door is passive and configured to open from the first position under the action of a blast force within the interior space.

[0117] Clause 49. The system according to Clause 48 further includes a sensor (1280) operatively connected to the protective door to detect the opening of the protective door and generate an output signal indicating that the protective door is open.

[0118] Clause 50. The system according to Clause 40, wherein the wall of the accessory box comprises carbon fiber and / or Kevlar material.

[0119] Clause 51. The system according to Clause 40, wherein the accessory box is airtight when the protective door is in the first position.

[0120] Clause 52. The system according to Clause 40, wherein the protective door is not airtight when it is in the first position, and the system further includes an inlet port and an outlet port (236) for venting gas from the interior space.

[0121] Clause 53. The system according to Clause 40, wherein the fuel accessory includes at least one of a valve, a metering unit, a pipe and / or a pipe fitting, a pump and / or an evaporator.

[0122] Clause 54. The system according to Clause 40, wherein at least some fuel attachments therein deliver liquid, and wherein at least some fuel attachments therein deliver gas, wherein the gas is derived from the evaporation of the liquid.

[0123] Clause 55. The system described in Clause 40 further includes: Aircraft engine (100); and A fuel system (102) configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source (114) via at least one fuel accessory, wherein the accessory box is above the engine relative to the direction of gravity (G).

[0124] Clause 56. A method for treating gaseous fuel in an aircraft engine (100), comprising: The passive protection doors (1274, 1374) of the accessory box are opened under the detonation of fuel gas inside the internal space of the accessory box (220).

[0125] Clause 57. The method described in Clause 56 further includes a detonation duct (152) for directing detonation gases from the interior space to the exhaust duct of the aircraft engine.

[0126] Clause 58. The method according to Clause 56 further includes directing the internal space of the detonation gas outward from the radially outward surface (228) of the engine nacelle (224).

[0127] Clause 59. The method according to Clause 56 further includes detecting the opening of the protective door and sending a signal indicating a detonation in the accessory box.

[0128] As those skilled in the art will understand, aspects of this disclosure can be implemented as systems, methods, or computer program products. Therefore, aspects of this disclosure can take the form of a completely hardware implementation, a completely software implementation (including firmware, resident software, microcode, etc.), or an implementation combining software and hardware aspects, all of which may be referred to herein as a “circuit,” “module,” or “system.” A “circuit,” “module,” or “system” can include one or more portions of one or more separate physical hardware and / or software components that together perform the disclosed functions of the “circuit,” “module,” or “system,” or a “circuit,” “module,” or “system” can be a single, independent unit (e.g., a unit of hardware and / or software). Furthermore, aspects of this disclosure can take the form of a computer program product implemented on one or more computer-readable media having computer-readable program code implemented thereon.

[0129] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or apparatuses, or any suitable combination thereof. More specific examples (not an exhaustive list) of computer-readable storage media will include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable optical disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In the context of this document, a computer-readable storage medium can be any tangible medium that can contain or store programs for use by or in connection with an instruction execution system, device, or apparatus.

[0130] Computer-readable signal media may include propagated data signals in which computer-readable program code is implemented, such as in baseband or as part of a carrier wave. Such propagated signals may take any of a variety of forms, including (but not limited to) electromagnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium that is not a computer-readable storage medium and may communicate, propagate, or transmit programs for use by or in connection with an instruction execution system, device, or apparatus.

[0131] Program code implemented on a computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired lines, fiber optic cables, RF, or any suitable combination of the foregoing.

[0132] Computer program code used to perform the operations of various aspects of this disclosure may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter case, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet provided by an Internet service provider).

[0133] The foregoing description of various aspects of this disclosure is made with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in any flowchart illustration and / or block diagram, and any combination of blocks in a flowchart illustration and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus to create a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / actions specified in one or more blocks of any flowchart illustration and / or block diagram.

[0134] These computer program instructions may also be stored in a computer-readable medium that can instruct a computer, other programmable data processing apparatus or other means to function in a particular manner, such that the instructions stored in the computer-readable medium produce an article of writing which includes instructions that implement the functions or actions specified in one or more boxes of a flowchart and / or block diagram.

[0135] Computer program instructions may also be loaded onto a computer, other programmable data processing apparatus or other means to perform a series of operational steps on the computer, other programmable apparatus or other means to produce a computer-implemented program, such that the instructions, which execute on the computer or other programmable apparatus, provide a process for performing the function / action specified herein.

[0136] It will be understood by those skilled in the art that any numerical value disclosed herein may be an exact value or a value within a range. Furthermore, any approximate terms used in this disclosure (e.g., “about,” “approximately,” “roughly”) may represent a specified value within a range. For example, in some embodiments, the range may be within (positive or negative) 20%, or within 10%, or within 5%, or within 2%, or within any other suitable percentage or figure understood by those skilled in the art (e.g., for known tolerance limits or error ranges).

[0137] The articles “a,” “an,” and “described” used herein and in the appended claims refer to one or more (i.e., at least one) grammatical objects of that article, unless the context clearly indicates otherwise. For example, “element” means one or more elements.

[0138] The phrase “and / or” as used in this specification and claims should be understood to mean “any one or both” of the elements so combined, that is, elements that exist together in some cases and separately in others. Multiple elements listed with “and / or” should be interpreted in the same way, that is, “one or more” of the elements so combined. Other elements may optionally be present in addition to those specifically identified by the “and / or” clause, whether related to or unrelated to those specifically identified. Thus, as a non-limiting example, when used in conjunction with open-ended language such as “comprising,” a reference to “A and / or B” may refer only to A (optionally including elements other than B) in one embodiment; only to B (optionally including elements other than A) in another embodiment; both A and B (optionally including other elements) in yet another embodiment; and so on.

[0139] As used in this specification and claims, “or” should be understood to have the same meaning as “and / or” as defined above. For example, when separating items in the list, “or” or “and / or” should be interpreted as inclusive, that is, including at least one, but also more than one, multiple or a series of elements, as well as optional, additional unlisted items. Only terms that explicitly indicate the opposite, such as “only one of…” or “exact one of…” or “consisting of…” as used in the claims, will refer to an element that includes exactly one of multiple or a series of elements. In general, when the term “or” as used herein is preceded by an exclusive term such as “any of…”, “one of…”, “only one of…”, or “exact one of…”, it should only be interpreted as indicating an exclusive alternative (i.e., “one or another but not both”).

[0140] In view of this disclosure, those skilled in the art will understand that any disclosed embodiments and / or any suitable combination of any suitable portions thereof may be contemplated herein.

[0141] The embodiments of this disclosure illustrated above and in the accompanying drawings provide improvements to the art to which they pertain. While this disclosure includes references to certain embodiments, it will be readily understood by those skilled in the art that changes and / or modifications can be made thereto without departing from the spirit and scope of this disclosure.

Claims

1. A system for an aircraft engine, comprising: The accessory box is located radially outside the bypass duct between the engine core of the aircraft engine and the nacelle of the aircraft engine and within the nacelle of the aircraft engine, and the accessory box is located outside the bypass airflow passing through the bypass duct; Fuel attachment, which is located in the internal space within the attachment box; as well as A protective door, which engages with the accessory compartment and covers an opening in the wall of the accessory compartment, is movable between a first position and a second position covering the opening, the second position opening to a space outside the accessory compartment to open a flow path from the interior space of the accessory compartment via a detonation duct to an exhaust duct, the detonation duct being radially outside the bypass duct and located within the nacelle, and connecting the interior space of the accessory compartment to the exhaust duct to release pressure in the interior space in the event of a detonation.

2. The system of claim 1, wherein the protective door is engaged to the accessory box by a fragile connector, the fragile connector being configured to release the protective door from the accessory box to open the flow path in the event of a blast in the interior space.

3. The system of claim 1, wherein the protective door is hinged to the accessory box by an offset hinge, wherein the offset hinge is configured to offset the protective door to a first position by an offset force overcome by a knock within the interior space.

4. The system of claim 3, wherein the hinge is located on the upper part of the accessory box, and wherein the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a detonation in the interior space to deflect the detonation gas downward.

5. The system of claim 1, further comprising a deflector mounted in the nacelle between the protective door and a portion of the engine core radially inward from the accessory compartment.

6. The system of claim 3, wherein the hinge is located on the lower part of the accessory box, and wherein the protective door is configured to swing open from the first position to the second position by means of the hinge in the event of a detonation in the interior space to deflect the detonation gas upward.

7. The system of claim 1, wherein the protective door is passive and configured to open from the first position under the action of a blast force within the interior space.

8. The system of claim 7, further comprising a sensor operatively connected to the protective door to detect opening of the protective door and generate an output signal indicating that the protective door is open.

9. The system of claim 1, wherein the wall of the accessory box comprises carbon fiber and / or Kevlar material.

10. The system of claim 1, wherein the accessory box is airtight when the protective door is in the first position.

11. The system of claim 1, wherein the protective door is not airtight when it is in the first position, and the system further includes an inlet port and an outlet port for discharging gas from the interior space.

12. The system of claim 1, wherein the fuel accessory comprises at least one of a valve, a metering unit, a pipe and / or a pipe fitting, a pump and / or an evaporator.

13. The system of claim 12, wherein at least some fuel attachments convey liquid therein, and wherein at least some fuel attachments convey gas therein, wherein the gas is derived from the evaporation of the liquid.

14. The system of claim 1, further comprising: Aircraft engine; as well as A fuel system configured to burn gaseous fuel, the fuel system being in fluid communication with a fuel source via at least one fuel accessory, wherein the accessory box is above the aircraft engine relative to the direction of gravity.

15. A method for treating gaseous fuel in an aircraft engine, comprising: The passive protection door of the accessory box is opened by fuel gas detonation within the internal space of the accessory box. The accessory box is located radially outside the bypass duct between the engine core and the nacelle of the aircraft engine and within the nacelle of the aircraft engine. The accessory box is located outside the bypass airflow passing through the bypass duct. Detonation gas is directed from the internal space through a detonation duct to the exhaust duct of the aircraft engine, the detonation duct being located radially outside the bypass duct and within the nacelle, and the internal space of the accessory box is connected to the exhaust duct.

16. The method of claim 15, further comprising detecting the opening of the protective door and sending a signal indicating a detonation in the accessory box.

Images