Aircraft oil tank system

Abstract

The present invention relates to an aircraft oil tank system, which belongs to the field of aviation engine technology and solves the technical problem of aircraft startup difficulties. The aircraft oil tank system of the present invention includes an oil tank assembly, a sensor assembly, and an oil tank control assembly; the oil tank assembly includes an oil tank body and a heating unit; the heating unit is arranged inside the oil tank body; the sensor assembly includes an engine oil temperature sensor; the engine oil temperature sensor is arranged on the aircraft engine oil inlet pipeline; the oil tank control assembly is capable of receiving and storing data collected by the engine oil temperature sensor, and issuing a heating or stopping heating instruction to the heating unit based on the judgment of the data collected by the engine oil temperature sensor. The aircraft oil tank system of the present invention effectively improves the efficiency of aircraft startup by providing a heating unit and an engine oil temperature sensor that accurately collects sensor data.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation engines, and in particular to an aircraft lubricating oil tank system. Background Art

[0002] During the flight of aviation piston engine aircraft at high altitude and low temperature, the lubricating oil tank system of the aviation piston engine faces many technical challenges.

[0003] Among them, in high-altitude and low-temperature environments, since the external ambient temperature is much lower than the lubricating oil temperature required for aircraft engine startup, the aircraft startup requires first heating the lubricating oil entering the engine through external settings in order to reach the lubricating oil temperature at which the engine can successfully ignite.

[0004] However, using external devices to heat the lubricating oil takes up limited space, is time-consuming and labor-intensive, and also poses a safety hazard.

[0005] In order to successfully ignite the aircraft engine and improve the starting efficiency in high-altitude and low-temperature flight environments, it is necessary to comprehensively consider the design of the mechanical structure, sensor layout and control system of the aircraft lubricating oil tank system. Summary of the Invention

[0006] In view of the above analysis, the present invention aims to provide an aircraft oil tank system to solve the technical problem of difficulty in starting an aircraft in a high-altitude, low-temperature flight environment.

[0007] The present invention is achieved through the following technical solutions:

[0008] An aircraft oil tank system comprises an oil tank assembly, a sensor assembly and an oil tank control assembly; the oil tank assembly comprises an oil tank body and a heating unit; the heating unit is arranged inside the oil tank body; the sensor assembly comprises an engine oil temperature sensor; the engine oil temperature sensor is arranged on an aircraft engine oil inlet pipeline; the oil tank control assembly is capable of receiving and storing data collected by the engine oil temperature sensor, and issuing a control instruction to the heating unit to heat or stop heating based on a judgment of the data collected by the engine oil temperature sensor.

[0009] Furthermore, the lubricating oil tank assembly also includes an electronic liquid level gauge; the electronic liquid level gauge includes a liquid level gauge metal rod and a liquid level gauge mounting portion; the ends of the oil tank outlet pipe and the liquid level gauge metal rod are located above the inner bottom surface of the lubricating oil tank body.

[0010] Furthermore, the heating unit is a ring-shaped body with an opening; the heating unit surrounds the outside of the metal rod of the liquid level gauge, and one end of the heating unit is connected to the installation part of the liquid level gauge.

[0011] Furthermore, the oil tank assembly also includes a metal powder detection unit; the metal powder detection unit is arranged at the bottom of the oil tank body; the metal powder detection unit includes a metal powder detection integrated body and a cap; the cap is connected to the metal powder detection integrated body.

[0012] Furthermore, the metal powder detection integrated body includes a threaded sealing portion and a metal powder detection sensor, and the metal powder detection sensor is connected to the threaded sealing portion.

[0013] Furthermore, the metal powder detection sensor includes a metal powder detection rod, which is connected to the threaded sealing portion and is sealed to the threaded sealing portion.

[0014] Furthermore, the cap is a sleeve structure, including two radially symmetrical cap lower support bars arranged on the outer end surface of the sleeve, and the gap between the two cap lower support bars is the cap lower opening.

[0015] Furthermore, the end of the lower opening of the cap away from the inner bottom surface of the oil tank body is higher than the bottom end of the oil outlet pipe of the oil tank and lower than the bottom end of the metal rod of the electronic liquid level gauge.

[0016] Furthermore, the sensor assembly includes a pressure sensor, a safety valve and a pressure stabilizing valve.

[0017] Furthermore, the pressure sensor, safety valve and pressure stabilizing valve are arranged on the lubricating oil tank assembly.

[0018] Furthermore, the oil box assembly further includes an oil swirl plate; the oil swirl plate is arranged on the side wall inside the oil box body.

[0019] Furthermore, the oil tank assembly also includes an oil tank oil inlet unit; the two oil tank oil inlet units are arranged on the oil tank assembly in a surrounding and evenly distributed manner in the same direction, and the inlets of the two oil tank oil inlet units are respectively aligned with the two ends of the oil swivel plate rotating body.

[0020] Compared with the prior art, the present invention can achieve at least the following beneficial effects:

[0021] The aircraft oil tank system of the present invention is provided with an integrated design of a heating unit and an engine oil temperature sensor, which advantageously ensures rapid start-up and flight safety of the aircraft in high-altitude and low-temperature flight environments.

[0022] The above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the following description, and some advantages will become apparent from the description or be learned through practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like parts throughout the drawings.

[0024] Figure 1 This is a schematic diagram of the aircraft oil tank system of the present invention. Figure 1 ;

[0025] Figure 2 This is a schematic diagram of the internal structure of the lubricating oil box of the present invention;

[0026] Figure 3 This is a schematic diagram of the overall structure of the heating unit of the present invention;

[0027] Figure 4 A top view of the heating unit of the present invention;

[0028] Figure 5 for Figure 4 Middle EE section view;

[0029] Figure 6 This is a structural diagram of the electronic liquid level meter of the present invention;

[0030] Figure 7 This is a schematic structural diagram of a metal powder detection unit according to an embodiment of the present invention;

[0031] Figure 8 for Figure 7 Middle FF section view;

[0032] Figure 9 This is a three-dimensional schematic diagram of the structure of the lubricating oil gyratory plate of the present invention;

[0033] Figure 10 This is a front view of the unfolded structure of the lubricating oil swivel plate of the present invention;

[0034] Figure 11 for Figure 10 Middle AA section view;

[0035] Figure 12 It is a perspective diagram of the oil tank assembly with the oil unloading valve and its attachment parts;

[0036] Figure 13 This is a schematic diagram of the aircraft oil tank system of the present invention. Figure 2 .

[0037] Reference numerals:

[0038] 1. Oil tank cover; 2. Safety valve; 3. Pressure regulating valve; 4. Oil tank sealing cover; 5. Oil tank outlet unit; 51. Oil tank outlet pipe; 6. Electronic level gauge; 61. Metal rod for level gauge; 62. Installation of level gauge; 621. Wire groove for installation of level gauge; 7. Oil tank inlet unit; 8. Locking ring; 9. Oil tank body; 10. Metal powder detection unit; 101. Metal powder detection assembly; 1011. Screw-on sealing part; 1012. Metal powder detection rod; 1013. Metal powder detection transmission line; 1 02. Cover cap; 1021. Support bar under the cover cap; 1022. Opening under the cover cap; 11. Lubricating oil swirl plate; 12. Defoaming mesh; 121. Defoaming mesh at the oil inlet; 122. Peripheral defoaming mesh; 13. Pressure sensor; 14. Heating unit; 141. Heating jacket; 1411. Exchange hole of heating jacket; 1412. Open end face of heating jacket; 142. Heating plate; 1421. Electrical terminal of heating plate; 143. Heating plate jacket; 144. Insulating plate for positioning heating plate; 145. Insulating plate at the bottom end of heating plate; 15. Oil unloading seal. DETAILED DESCRIPTION

[0039] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0040] The following combination Figures 1-13 , and describe the technical solution of the present invention in more detail.

[0041] The embodiment of the present invention defines the direction of the oil tank cover 1 as upward and the direction of the bottom of the oil tank body 9 as downward. The low-pressure environment flight oil tank system of this embodiment is applied to unmanned helicopters performing missions in high altitude areas.

[0042] like Figure 13 As shown, the oil tank system for low-pressure environment flight in this embodiment includes an oil tank assembly, a sensor assembly and an oil tank control assembly.

[0043] Combine Figure 2 and Figure 12 As shown, specifically, the oil tank assembly includes an oil tank body 9, an oil tank cover assembly, an oil tank oil outlet unit 5, an oil tank oil inlet unit 7, a pressure regulating unit, an oil swirl plate 11 and a heating unit 14.

[0044] The oil tank 9 is a cylindrical structure, with the oil tank cover assembly sealed to the open end of the cylindrical structure. The oil tank outlet unit 5, oil tank inlet unit 7, and pressure regulating unit are connected to the oil tank cover assembly and communicate with the interior of the oil tank 9. The oil swirl plate 11 and heating unit 14 are located within the oil tank 9. The oil tank outlet unit 5 is connected to an oil tank outlet pipe 51, facing the interior of the oil tank 9. The oil tank outlet pipe 51 extends deep into the lower portion of the oil tank 9.

[0045] The sensor assembly includes an electronic liquid level gauge 6, a metal powder detection unit 10, a pressure sensor 13 and an engine oil temperature sensor.

[0046] Among them, the electronic liquid level gauge 6 is connected to the oil tank cover assembly, and the end of the liquid level gauge metal rod 61 on it is close to the inner bottom surface of the oil tank body 9; the metal powder detection unit 10 is set through the bottom of the oil tank body 9, and the engine oil temperature sensor is set in the aircraft engine oil pipeline.

[0047] The oil tank control component can receive and store the data collected by the sensor component, and send oil tank control instructions to the oil tank component based on the judgment of the data.

[0048] like Figure 13 As shown, the oil tank control component of this embodiment receives and stores data collected by the sensor component, and determines the status of the oil tank component of this embodiment based on the data. Based on the analysis results, the oil tank control instruction is sent to the oil tank component of this embodiment or the aircraft engine to adjust the status of the oil tank component so that the unmanned helicopter can start smoothly and fly normally.

[0049] The sensor assembly of the present invention includes an electronic liquid level gauge 6, a metal powder detection unit 10, a pressure sensor 13 and an engine oil temperature sensor.

[0050] First, the engine oil temperature sensor of the sensor assembly is introduced.

[0051] In order to ensure the normal start of the unmanned helicopter engine, it is necessary to first determine the temperature of the lubricating oil entering the lubricating oil tank 9 during startup. The aircraft lubricating oil tank system of this embodiment is provided with an engine lubricating oil temperature sensor.

[0052] The engine oil temperature sensor of this embodiment is installed on the unmanned helicopter engine, specifically within the main oil gallery of the engine, to collect the oil temperature from the oil tank outlet unit 5. The unmanned helicopter engine's oil tank control assembly is configured with a preset oil temperature value for engine startup and a pre-start time value.

[0053] The heating unit 14 in the aircraft oil tank assembly of this embodiment is arranged in the oil tank body 9, and is used to heat the oil in the oil tank body 9 to prevent the oil entering the unmanned helicopter engine from being viscous or having a low temperature, making it difficult to start.

[0054] Specifically, unmanned helicopters performing high-altitude missions typically depart from locations located in high-altitude, cold regions. When the unmanned helicopter's engine is initially started, the oil temperature is below the preset engine start temperature. The oil tank control assembly simply transmits a heating electronic command signal to the power supply of heating unit 14, which initiates heating and gradually heats the oil in oil tank 9. When the heating unit 14's activation duration reaches the engine pre-start time, the oil tank control assembly transmits an engine start electronic command signal to the unmanned helicopter's engine, prompting the engine to start. At this point, the oil in oil tank 9 is delivered five times through the oil tank's oil outlet unit to the unmanned helicopter's engine main oil gallery. The engine's oil temperature sensor measures the current oil temperature and transmits this value to the oil tank control assembly.

[0055] like Figure 13 As shown, when the oil tank control component determines that the oil temperature collected by the engine oil temperature sensor is greater than the preset oil temperature value for engine startup, the oil tank control component sends an electronic command signal for formal startup to the engine of the unmanned helicopter, and the unmanned helicopter engine enters the working state. At the same time, an electronic command signal for stopping heating is sent to the heating unit 14; the engine oil temperature sensor always collects the oil temperature.

[0056] When the oil tank control component determines that the oil temperature collected by the engine oil temperature sensor is lower than the preset oil temperature value for engine start-up, the oil tank control component determines that the engine cannot be officially started, and the heating unit 14 continues to perform the heating process. The engine oil temperature sensor always collects the oil temperature until the oil temperature is higher than the preset oil temperature value for engine start-up. The oil tank control component then sends an electronic command signal for official start-up to the engine, and the unmanned helicopter engine enters the working state. At the same time, an electronic command signal for stopping heating is sent to the heating unit 14; the engine oil temperature sensor always collects the oil temperature.

[0057] During the flight of the unmanned helicopter, the engine oil temperature sensor always collects the oil temperature and transmits it to the oil tank control component. Once the oil temperature collected by the engine oil temperature sensor is lower than the preset oil temperature value for engine start-up, the oil tank control component can send an electronic command signal to the heating unit 14 to start heating until the oil temperature is higher than the preset oil temperature value for engine start-up.

[0058] The lubricating oil tank control assembly of the unmanned helicopter engine of this embodiment sets the engine startup preset lubricating oil temperature value to 8°-10°.

[0059] The oil tank control assembly of the unmanned helicopter engine of this embodiment is set to an engine pre-start time value of 3-5 minutes.

[0060] Preferably, the lubricating oil tank control component of the unmanned helicopter engine of this embodiment sets the engine start preset lubricating oil temperature value to 10° and the engine pre-start time value to 5 minutes.

[0061] The metal powder detection unit 10 of the sensor assembly is described below:

[0062] like Figure 2 and Figure 12 As shown, the bottom of the oil tank body 9 in this embodiment is connected to an integrated metal powder detection unit 10. The metal powder detection unit 10 can transmit the thickness information of the metal powder deposited and shed on the bottom of the oil tank body 9 to the oil tank control component in real time.

[0063] The so-called integrated integration means that an oil unloading plug 15 is provided at the bottom of the oil tank body 9, and the metal powder detection element is integrated into the oil unloading plug 15 at the bottom of the oil tank body 9 to form a metal powder detection unit 10 with integrated metal powder detection and sealing functions.

[0064] like Figure 7 As shown, the metal powder detection unit 10 is specifically arranged at the center of the bottom surface of the oil tank body 9 and is sealed and connected to the bottom of the oil tank body 9 in a spiral structure.

[0065] During the flight of an unmanned helicopter, lubricating oil enters the main oil channel of the engine, and the oil pump sprays the lubricating oil onto each friction pair inside the engine. Due to the friction between the friction pairs (such as the crankshaft and the bearing, the connecting rod and the tappet), metal powder is generated at the friction pairs; when the lubricating oil is sprayed onto the friction pairs, it not only lubricates them, but also cools them down and reduces vibrations, and at the same time, it cleans the friction pairs; the powder washed down will be carried out by the lubricating oil and enter the lubricating oil tank body 9 through the lubricating oil tank inlet unit 7.

[0066] The metal powder settles to the bottom of the oil tank 9. This detached metal powder oscillates within the oil tank 9 as the unmanned helicopter moves. When powered on, the metal powder detector 10 generates a magnetic field. The oscillating metal powder influences the magnetic field around the metal powder detector 10, generating eddy currents within the detector portion of the metal powder detector 10. The sensor on the metal powder detector 10 transmits the collected eddy current values ​​to the oil tank control assembly.

[0067] The oil tank control component is configured with an eddy current limit value as a wear limit value. The oil tank control component receives and determines whether the eddy current value collected by the metal powder detection unit 10 reaches the wear limit value.

[0068] like Figure 13 As shown in the figure, when the eddy current value is within the rated normal value range, the oil tank control component will issue an electronic command to start / run the unmanned helicopter; when the eddy current value reaches the wear limit value, it indicates that the friction pair inside the engine is seriously worn and will soon fail; the oil tank control component will issue an electronic command to the unmanned helicopter engine to run in the return direction. Figure 7 and Figure 8 As shown, specifically, the metal powder detection unit 10 includes a metal powder detection integrated body 101 and a cover cap 102 , and the cover cap 102 is connected to the metal powder detection integrated body 101 .

[0069] The metal powder detection assembly 101 comprises a threaded sealing portion 1011 and a metal powder detection sensor. The main structure of the metal powder detection sensor is a metal powder detection rod 1012. The metal powder detection rod 1012 itself acts as a collector and sensor, capable of transmitting the detected eddy current value to the oil tank control assembly either continuously or via a metal powder detection transmission line 1013.

[0070] Specifically, the threaded sealing portion 1011 has an external thread, and the metal powder detection unit 10 is connected to the internal thread provided at the center of the bottom surface of the oil tank body 9 via the external thread of the threaded sealing portion 1011, and the two are sealed by a sealing ring and / or adhesive connection. A threaded sealing portion center hole is provided in the central axial direction of the threaded sealing portion 1011, and the metal powder detection rod 1012 enters and exits the threaded sealing portion center hole from the outside, and the effective detection portion of the metal powder detection rod 1012 extends deep into the interior of the oil tank body 9. The metal powder detection rod 1012 is fixedly connected to the threaded sealing portion 1011 at the threaded sealing portion center hole, and the connection is sealed.

[0071] Specifically, the cap 102 is a sleeve structure, including two radially symmetrical cap lower support bars provided on the outer end surface of the sleeve, and the gap between the two cap lower support bars is the cap lower opening 1022.

[0072] The cap 102 is buckled onto the metal powder detection rod 1012 and connected to the end surface of the screw-connected sealing portion 1011 through two cap lower support bars, preferably by welding.

[0073] More preferably, the height of the cap lower opening 1022 is much greater than the oscillation range height of the shed metal powder that generates the wear limit eddy current. The portion of the metal powder detection rod 1012 corresponding to the cap lower opening 1022 is the effective metal powder detection portion. The metal powder detection rod 1012 contacts the metal powder floating in the lubricating oil cavity at the cap lower opening 1022.

[0074] The cap 102 is located above the cap lower opening 1022 , which can effectively reduce the impact of the upper lubricating oil flow on the metal powder detection rod 1012 .

[0075] Preferably, Figure 2 As shown, inside the oil tank body 9, the end of the lower opening 1022 of the cap away from the inner bottom surface of the oil tank body 9 is higher than the bottom end of the oil tank outlet pipe 51 and lower than the bottom end of the liquid level gauge metal rod 61.

[0076] The purpose is to ensure that, when the interior of the oil tank 9 is below the bottom of the metal level gauge rod 61, and for an initial period after the electronic level gauge 6 indicates zero, the oil tank outlet unit 5 will continue to supply residual oil to the engine, allowing the unmanned helicopter to return for oil refueling or other maintenance. During this period, the metal powder detection sensor is still required to properly collect metal powder data. The end of the lower opening 1022 of the cap, facing away from the bottom surface of the oil tank 9, is higher than the bottom of the tank outlet pipe 51 and lower than the bottom of the metal level gauge rod 61. This ensures that the metal powder detection sensor can still function properly even when the residual oil level is low.

[0077] The metal powder detection unit 10 can achieve at least the following technical effects:

[0078] 1. Rotate the metal powder detection unit 10 to separate it from the oil tank 9. The connection port of the metal powder detection unit 10 on the oil tank 9 can be used as an oil drain port and an internal maintenance port of the oil tank 9, making it easy to clean and maintain the oil tank 9.

[0079] 2. The setting of the metal powder detection unit 10 can effectively prevent the unmanned helicopter engine from being overused, thereby ensuring the flight safety of the unmanned helicopter.

[0080] 3. Cap 102 shields the upper portion of the effective detection portion of metal powder detection rod 1012, effectively preventing the large amount of oil floating above the remaining oil during large maneuvers by the unmanned helicopter in low oil levels. This could cause metal powder floating in the remaining oil to repeatedly contact metal powder detection rod 1012 during the floating process, thereby distorting the detection data of metal powder detection rod 1012. However, lower opening 1022 of cap 102, located in the lower portion of the remaining oil layer, is relatively stable. Metal powder detection rod 1012 can collect authentic metal powder data here, ensuring that the metal powder detection sensor can still function properly even in low oil levels, facilitating accurate judgment by the oil tank control assembly.

[0081] The pressure sensor 13 of the sensor assembly of the present invention is described below:

[0082] like Figure 13As shown, pressure sensor 13 of the sensor assembly of the present invention is installed through the oil tank cover assembly. Specifically, it is sealed to the oil tank sealing cover 4 and is connected to the oil tank body 9. Pressure sensor 13 is used to measure the internal pressure of the oil tank body 9 and transmit the measured pressure value to the oil tank control assembly in real time.

[0083] In this embodiment, the oil tank control assembly is preset with one or more oil tank pressure limit values. When the data collected by the pressure sensor 13 reaches the various working pressure values ​​of the oil tank, the oil tank control assembly sends an oil tank control instruction to the pressure regulating unit of the oil tank assembly to adjust the pressure, and starts or stops the operation of the pressure regulating unit.

[0084] Furthermore, in high-altitude flight environments, the tilt angle of the oil tank's internal liquid level increases due to factors such as large aircraft maneuvers or unstable airflow at high altitudes, ultimately causing oil overflow. Furthermore, as the oil in the return line returns to the oil tank, it is under pressure. This pressure, when impacting the oil in the tank, creates numerous bubbles, leading to inaccurate oil level measurements. This can cause flight control indicators to mismatch with actual conditions, leading to misjudgments. This requires the installation of a precise level measurement device, with mechanical structures ensuring accurate measurement.

[0085] The electronic liquid level gauge 6 of the sensor assembly of the present invention is described below.

[0086] like Figure 13 As shown, the electronic level gauge 6 in this embodiment transmits real-time signals indicating the oil level within the oil tank 9 to the oil tank control assembly. When the oil level is within the normal operating range, the oil tank control assembly issues an electronic command to the unmanned helicopter engine to start / operate normally. When the oil level drops below the lower limit, the oil tank control assembly issues an electronic command to the unmanned helicopter engine to return to its home position.

[0087] Preferably, the electronic level gauge 6 is a capacitive level gauge. The level of the lubricating oil in the lubricating oil tank 9 is measured by the change in the capacitance of the electronic level gauge 6, which can effectively improve the accuracy of level acquisition.

[0088] like Figure 6 As shown, the electronic liquid level gauge 6 includes a liquid level gauge mounting portion 62, which is connected to the oil tank cover 1 via the liquid level gauge mounting portion 62; a liquid level gauge metal rod 61 is connected to the lower end of the liquid level gauge mounting portion 62. The liquid level gauge metal rod 61 extends deep into the lower cavity of the oil tank body 9.

[0089] Specifically, the bottom end of the liquid level gauge metal rod 61 is a certain distance from the bottom surface of the oil tank 9. This distance ensures that the volume of the oil tank 9 below the bottom end of the liquid level gauge metal rod 61 is 2%-5% of the total volume of the oil tank 9, ensuring that there is always residual oil in the oil tank 9 during flight of the unmanned helicopter and that the amount of unusable residual oil meets conventional technical requirements.

[0090] Through experiments, it is preferred that in this embodiment, the distance between the bottom end of the liquid level gauge metal rod 61 and the bottom surface of the oil tank body 9 is such that the volume of the oil tank body 9 below the bottom end of the liquid level gauge metal rod 61 is a height corresponding to 4.5% of the overall volume of the oil tank body 9.

[0091] The following describes the oil tank components:

[0092] The oil tank assembly of the present invention includes an oil tank body 9, an oil tank cover assembly, an oil tank oil outlet unit 5, an oil tank oil inlet unit 7, a pressure regulating unit, an electronic liquid level gauge 6, an oil swirl plate 11 and a heating unit 14.

[0093] Combine Figure 2 and Figure 12 As shown, in the oil tank assembly, the oil tank cover assembly is detachably connected to the upper portion of the oil tank body 9, which is a cylindrical body with an upper opening. The oil tank cover assembly is sealed to the oil tank body 9.

[0094] Specifically, the oil tank cover assembly includes an oil tank upper cover 1 and an oil tank sealing cover 4; the oil tank sealing cover 4 is sealed and connected to the central position of the upper part of the oil tank upper cover 1, and the oil tank upper cover 1 is screwed onto the upper edge of the oil tank body 9.

[0095] An oil tank oil inlet unit 7 and a pressure regulating unit are provided on the oil tank upper cover 1 around the oil tank sealing cover 4; the oil tank oil inlet unit 7 and the pressure regulating unit are separately provided on the oil tank cover assembly, specifically on the oil tank upper cover 1.

[0096] like Figure 12 As shown, specifically, two oil tank oil inlet units 7 are provided at the outer edge of the oil tank upper cover 1. Specifically, the oil tank oil inlet units 7 are obliquely inserted into the oil tank upper cover 1 and communicate with the inner cavity of the oil tank body 9.

[0097] Preferably, the two oil tank inlet units 7 are arranged on the oil tank cover assembly in the same direction and evenly distributed around the circumference, specifically on the oil tank upper cover 1 .

[0098] like Figure 2 and Figure 12As shown, an oil swirl plate 11 is installed in the oil tank 9. Connected to the upper sidewall of the oil tank 9, the oil swirl plate 11 divides the interior of the oil tank 9 into an upper oil chamber and a lower oil chamber. This plate prevents the oil level in the oil tank 9 from sloshing violently when the aircraft performs large forward maneuvers and the oil level in the oil tank 9 tilts backward, potentially causing oil to overflow from the vent of the pressure regulating unit and result in ineffective oil loss.

[0099] Preferably, the volume of the lower oil chamber is 5-7 times the volume of the upper chamber, and more preferably 6 times. This allows the oil flowing back from the oil tank inlet unit 7 to the oil tank body 9 to enter smoothly without causing the impact force of the oil to stir the oil in the lower oil chamber and affect the quality of the oil flowing back to the engine from the oil tank outlet unit 5.

[0100] like Figure 9 、 Figure 10 and Figure 11 As shown, the oil gyratory plate 11 is an open rotating body with an involute cross section, and the involute outer edge of the rotating body of the oil gyratory plate 11 is welded to the inner wall of the oil box body 9.

[0101] like Figure 9 As shown, the oil swirl plate 11 is open at the bottom in the upper and lower directions. The concave surface formed by the involute rotation of the cross section of the oil swirl plate 11 faces the bottom surface of the oil box 9.

[0102] The circumferential rotation of the oil swivel plate 11 is a non-enclosed structure. The opening left by the oil swivel plate 11 allows the oil tank outlet unit 5 and the electronic level gauge 6 to penetrate into the oil tank body 9 until they are close to the bottom surface of the oil tank body 9.

[0103] The oil swirl plate 11 itself is a sheet material, and the opening left is also conducive to placing the oil swirl plate 11 into the position of corresponding height inside the oil box 9 under a micro-pressure state. Through the rebound of the oil swirl plate 11, the outer edge of the oil swirl plate 11 is in close contact with the inner cavity of the oil box 9, which facilitates the subsequent welding of the oil swirl plate 11 to the side wall of the inner cavity of the oil box 9.

[0104] like Figure 10 As shown, specifically, the unfolded body of the lubricating oil gyratory plate 11 is fan-shaped, and the rotating body portion of the lubricating oil gyratory plate 11 is not less than 2 / 3 of the circumference.

[0105] Preferably, the central angle of the fan-shaped lubricating oil swirl blade 11 after it is unfolded is 240°.

[0106] A group of defoaming structures are respectively provided radially symmetrically at both ends of the fan-shaped oil swirl plate 11. Each group of defoaming structures includes a plurality of evenly distributed defoaming meshes 12.

[0107] Specifically, the defoaming mesh 12 is set at both ends of the lubricating oil swirl plate 11. The purpose is to allow the lubricating oil returning from the engine to be directly sprayed to the interface of the defoaming mesh 12 after passing through the lubricating oil tank oil inlet unit 7. The mesh holes of the defoaming mesh 12 can divide and break up the lubricating oil. The divided return oil passes through the defoaming mesh 12 on the lubricating oil swirl plate 11 and smoothly flows back to the lower cavity inside the lubricating oil tank body 9, which can eliminate the return oil impact pressure and eliminate the bubbles caused by the pressurized return oil impacting the lubricating oil liquid surface, thereby avoiding the distortion of the data collected by the electronic liquid level meter 6 caused by the return oil bubbles.

[0108] Preferably, the axial direction of the inlet of the oil tank inlet unit 7 facing the inside of the oil tank body 9 faces the middle of the grouped defoaming meshes 12 at both ends of the oil swirl plate 11, so as to achieve efficient dispersion of the refluxed oil.

[0109] Furthermore, when the aircraft performs a large forward maneuver, the oil level inside the oil tank 9 tilts backward and strikes the bottom of the oil tank 9, creating an impact toward the top of the oil tank 9. The impacting oil collides with the concave surface of the oil vortex blade 11, forming a vortex flow within the concave surface of the involute vortex body. As the vortex flow of oil rotates within the concave surface of the oil vortex blade 11 and flows to the grouped defoaming meshes 12, the pressurized oil in the oil tank inlet unit 7 flows through the grouped defoaming meshes 12 of the oil vortex blade 11, creating an ejection effect. This assists in rapidly reducing the vortex effect of the vortex flow within the concave surface of the oil vortex blade 11, allowing the oil level in the lower oil chamber of the oil tank 9 to quickly return to a stable state. This ensures the quality of the oil returning to the engine from the oil tank outlet unit 5 while also ensuring the accuracy of the liquid level position, facilitating the accurate measurement of the liquid level by the six electronic level gauges installed within the oil tank.

[0110] like Figure 10 As shown, the middle area of ​​the grouped defoaming meshes 12 facing the axis of the oil inlet unit 7 of the lubricating oil tank is set as area B, the defoaming meshes 12 in area B are set as oil inlet defoaming meshes 121, and the defoaming meshes 12 outside area D are set as peripheral defoaming meshes 122.

[0111] like Figure 10 and Figure 11 As shown, preferably, the diameter C of the oil inlet defoaming mesh 121 is larger than the diameter D of the peripheral defoaming mesh 122. The defoaming mesh 122 with a smaller diameter D at the edge of the oil swirl blade 11 can minimize the impact on the structural strength of the oil swirl blade 11 while defoaming the returning oil. The oil inlet defoaming mesh 121 with a larger diameter C faces the direction of the oil inlet unit 7, facilitating defoaming while maximizing the oil throughput rate, thereby quickly achieving both the return oil passage and defoaming functions.

[0112] like Figure 11As shown, further preferably, the defoaming mesh hole 12 is a tapered hole, C < E, that is, the vertex of the taper angle is located above the convex surface of the lubricating oil swirling piece 11. This design enables the pressured return lubricating oil to reduce its pressure instantaneously when passing through the defoaming mesh hole 12, which is beneficial to quickly restoring the liquid level in the lower oil chamber of the lubricating oil tank body 9 to stability, avoiding lubricating oil overflow, eliminating the liquid bubbles in the lubricating oil return, and improving the accuracy of the liquid level data measured by the liquid level gauge.

[0113] The pressure sensor 13 of the sensor assembly of the present invention transmits the internally measured pressure value of the lubricating oil tank body 9 to the lubricating oil tank control assembly in real time. The lubricating oil tank control assembly adjusts the internal pressure of the lubricating oil tank body 9 by controlling the pressure regulating unit according to the real-time pressure value.

[0114] In this embodiment, a dual safeguard structure is provided for the control of the internal pressure of the lubricating oil tank body 9.

[0115] As Figure 2 and Figure 12 shown, the pressure regulating unit of the lubricating oil tank assembly of the present invention includes a pressure stabilizing valve 3 and a safety valve 2. The pressure stabilizing valve 3 and the safety valve 2 are provided on the upper cover 1 of the lubricating oil tank, specifically located within the same interval between two lubricating oil tank oil inlet units 7. Both the pressure stabilizing valve 3 and the safety valve 2 penetrate through the upper cover 1 of the lubricating oil tank and are connected to the upper oil chamber of the lubricating oil tank body 9.

[0116] In this embodiment, the lubricating oil tank control assembly presets a rated pressure limit value and a limit pressure limit value for the lubricating oil tank. Specifically, the rated pressure limit value of the lubricating oil tank is set to 1 bar of standard atmospheric pressure. The limit pressure limit value of the lubricating oil tank is set to 1.8 bar of standard atmospheric pressure. After the lubricating oil temperature rises, the internal pressure of the lubricating oil tank body 9 increases. At this time, to ensure the normal flight of the unmanned helicopter in the high-altitude low-pressure environment, it is necessary to adjust the internal pressure of the lubricating oil tank body 9 to reach or approach 1 bar of the rated pressure limit value of the lubricating oil tank. Once the internal pressure of the lubricating oil tank body 9 is greater than 1 bar, the pressure stabilizing valve 3 opens to achieve the exhaust function, thereby maintaining the internal pressure of the lubricating oil tank body 9 stable at 1 bar.

[0117] Preferably, the pressure stabilizing valve 3 of this embodiment is an electronic pressure stabilizing valve. The lubricating oil tank control assembly issues control instructions for opening and closing the pressure stabilizing valve 3 according to the signal transmitted by the pressure sensor 13.

[0118] As Figure 13 shown, when the internal pressure of the lubricating oil tank body 9 is greater than 1 bar, the pressure stabilizing valve 3 receives the electronic instruction for starting the pressure stabilizing valve issued by the lubricating oil tank control assembly, and the pressure stabilizing valve 3 opens to ventilate to reduce the internal pressure of the lubricating oil tank body 9; when the sensor detects that the internal pressure of the lubricating oil tank body 9 is less than 1 bar, the lubricating oil tank control assembly outputs an electronic instruction for closing the pressure stabilizing valve, and the pressure stabilizing valve 3 closes.

[0119] This embodiment also includes a safety valve 2. Specifically, under certain flight conditions, if the pressure-stabilizing valve 3 malfunctions, the internal pressure of the oil tank 9 will continue to rise. Since the external pressure is less than 1 bar, the pressure difference between the inside and outside of the oil tank 9 is large, causing rupture and damage to thin-walled components such as the oil tank 9, resulting in a safety accident in the unmanned helicopter.

[0120] like Figure 13 As shown, this embodiment is specifically provided with a safety valve 2: after the pressure-stabilizing valve 3 fails, when the internal pressure of the oil tank 9 rises to the oil tank pressure limit value of 1.8 bar, the safety valve 2 opens to realize the high-pressure exhaust function, thereby maintaining the internal pressure of the oil tank 9 stable, ensuring the safety of the aviation piston engine oil pressure, and preventing the unmanned helicopter engine from being pressurized due to excessive oil pressure, or even being damaged; after the safety valve 2 automatically opens to release pressure, the internal pressure of the oil tank 9 drops below 1.8 bar, and the safety valve 2 automatically closes, so that the internal pressure of the oil tank 9 is stabilized within the qualified range, ensuring the safe return of the aircraft for maintenance.

[0121] The safety valve 2 of this embodiment may be an electronic pressure regulating valve, which is controlled by the oil tank control assembly.

[0122] The safety valve 2 of this embodiment is preferably a mechanical pressure-stabilizing valve, the purpose of which is to avoid electronic signal transmission failure and ensure that the safety valve 2 can perform pressure regulation through the mechanical structure when the pressure in the lubricating oil tank 9 is at the limit value of 1.8 bar.

[0123] Specifically, the opening condition of the safety valve 2 is determined by the weld pull-off strength of the oil tank 9 wall material. The oil tank 9 is provided with a safety valve mounting port. Given certain oil tank 9 wall material (material and thickness, etc.), and depending on the welding process, the safety valve mounting port has a certain weld pull-off strength. This allows the safety valve 2 to have different opening safety factors, allowing it to open and vent at different pressures, thereby regulating the internal pressure of the oil tank 9.

[0124] In this embodiment, a certain welding process is preferably used to correspond to a certain welding pull-off strength, so that the safety valve 2 can be opened and closed when the internal pressure of the lubricating oil tank 9 is above or below 1.8 bar.

[0125] Optionally, the pressure-stabilizing valve 3 is a conventional mechanical pressure-stabilizing valve. The opening condition of the mechanical pressure-stabilizing valve 3 is also determined by the weld pull-off strength of the lubricating oil tank 9 wall material. By ensuring a certain weld pull-off strength through the welding process for the mounting interface of the pressure-stabilizing valve 3, the pressure-stabilizing valve 3 has different opening safety factors, allowing it to open at different pressures and regulate the internal pressure of the lubricating oil tank 9.

[0126] In this embodiment, the pressure regulating valve 3 is preferably an electronic pressure regulating valve, which is conducive to manually knowing the internal pressure status of the unmanned helicopter's oil tank, and the pressure regulating state can be switched freely.

[0127] This dual insurance design of the mechanical safety valve 2 and the electronic pressure-stabilizing valve 3 can effectively increase the service life of the unmanned helicopter engine, ensure the flight safety of the unmanned helicopter, and facilitate ground management.

[0128] like Figure 2 As shown, the oil tank outlet unit 5 of this embodiment is connected to an oil tank outlet pipe 51 in the direction facing the inner cavity of the oil tank body 9. The oil tank outlet pipe 51 extends deep into the lower cavity of the inner cavity of the oil tank body 9.

[0129] Preferably, in this embodiment, the bottom end of the oil outlet pipe 51 of the lubricating oil tank is lower than the bottom end of the metal rod 61 of the liquid level gauge.

[0130] Through experiments, this embodiment is further optimized, and the specific height difference between the bottom end of the oil tank outlet pipe 51 and the bottom end of the liquid level gauge metal rod 61 is a height corresponding to 1%-3% of the volume of the oil tank body 9. In this embodiment, it is preferably 3%, so that after the electronic liquid level gauge 6 reaches the lowest display value, the oil tank outlet pipe 51 can continue to supply oil to the engine, so that the aircraft can continue to fly the rated distance in a critical situation.

[0131] The lubricating oil tank suitable for low-pressure flight environment of this embodiment further includes an oil discharge port provided at the bottom end of the lubricating oil tank body 9 .

[0132] like Figure 12 As shown, optionally, an oil discharge port is provided at the bottom end of the oil tank body 9, and a detachable oil discharge plug 15 is sealedly connected to the oil discharge port.

[0133] Specifically, the oil unloading port is set in the middle of the bottom end of the oil tank body 9, and the oil unloading plug 15 is screwed on the oil unloading port and is sealed. When the unmanned helicopter is under maintenance, the oil unloading plug 15 can be screwed off to clean and maintain the oil tank body 9.

[0134] Preferably, the metal powder detection function is integrated into the oil unloading plug 15 to form a metal powder detection unit 10 .

[0135] The heating unit 14 of this embodiment is an arc-shaped structure with an opening.

[0136] Combine Figure 2 and Figure 6As shown, the upper end of the heating unit 14 is preferably connected to the lower end surface of the liquid level gauge mounting portion 62 of the electronic liquid level gauge 6, and the heating unit 14 entirely surrounds the exterior of the liquid level gauge metal rod 61. The heating unit 14 heats the lubricating oil within the lubricating oil tank 9. The heating unit 14 and the electronic liquid level gauge 6 are co-located, facilitating the co-location of the heating unit 14 and the power supply device of the electronic liquid level gauge 6, thereby simplifying the structure of the power supply device.

[0137] like Figure 3 As shown, the heating unit 14 includes a heating sleeve 141, a heating plate 142, a heating plate sleeve 143 and a heating plate insulating unit.

[0138] like Figure 4 As shown, optionally, the heater sleeve 143 is a fan-shaped cylindrical body, and the inner bottom surface and side walls of the fan-shaped cylindrical body of the heater sleeve 143 are provided with multiple insulating sheets, which together form a heater insulation unit. The heater insulation unit includes multiple pairs of heater positioning insulating sheets 144 provided on the curved surfaces of the side walls of the fan-shaped cylindrical body of the heater sleeve 143, and heater bottom insulating sheets 145 provided on the inner bottom surface of the fan-shaped cylindrical body of the heater sleeve 143. The heater insulation unit is bonded to the heater sleeve 143.

[0139] Preferably, the heating plate insulating unit is bonded to the heating plate 142 to ensure stable positioning of the heating plate 142 in the heating plate sleeve 143 .

[0140] like Figure 3 、 Figure 4 and Figure 5 As shown, the heating plate 142 is a sheet of arc plate structure, and the cross section of the heating plate 142 is similar to the inner cavity of the heating plate sleeve 143. The heating plate 142 is installed in the inner cavity of the heating plate sleeve 143. Multiple groups of paired heating plate positioning insulating plates 144 are connected and set on the two arc surfaces of the arc plate structure of the heating plate 142, and each group of paired heating plate positioning insulating plates 144 are set in the same radial direction. The bottom end insulating plate 145 of the heating plate is connected and set on the bottom surface of the arc plate structure of the heating plate 142, and the other end of the arc plate structure of the heating plate 142 is the heating plate power connection end 1421. After the heating plate 142 is inserted into the inner cavity of the heating plate sleeve 143 and is in place, the heating plate positioning insulating plate 144 and the bottom end insulating plate 145 of the heating plate cooperate with the inner cavity of the heating plate sleeve 143. Among them, Figure 5 The middle heating jacket exchange hole 1411 is only shown schematically.

[0141] After the heating plate 142 is inserted into the inner cavity of the heating plate sleeve 143 and is in place, the bottom end of the heating plate 142 may not contact the bottom surface of the inner cavity of the heating plate sleeve 143.

[0142] The heating sleeve 141 is an arc-shaped structure. A plurality of heating sleeve exchange holes 1411 arranged in a certain manner are provided on the arc plate of the heating sleeve 141. One side edge of the heating sleeve 141 is connected to one side surface of the heating plate sleeve 143, and the other side edge of the heating sleeve 141 is the heating sleeve opening end surface 1412. The two heating sleeve opening end surfaces 1412 form the opening structure of the heating unit 14.

[0143] Optionally, the two heating sleeves 141 are connected to the two side surfaces of the heating plate sleeve 143 from both sides. Preferably, the two heating sleeves 141 and the heating plate sleeve 143 are integrally formed.

[0144] Further preferably, the heating sleeve 141 is connected to the middle of the side of the heating plate sleeve 143 .

[0145] like Figure 6 As shown, a liquid level gauge installation portion wire groove 621 is provided on the end surface of the liquid level gauge installation portion 62 facing the inner cavity of the lubricating oil tank body 9.

[0146] Optionally, the wire groove 621 of the mounting portion is used to pass the wires, and the ends of the wires are connected to the heating plate electrical connection end 1421 by welding or other connection methods.

[0147] Preferably, the cross-section of the mounting portion wire groove 621 is the same as that of the heater 142; the heater 142 may be longer than the depth of the inner cavity of the heater cover 143, and the heater connection end 1421 of the heater 142 is inserted into the mounting portion wire groove 621 of the liquid level gauge mounting portion 62, thereby connecting the heater 142 to the liquid level gauge mounting portion 62. This helps to stabilize the position of the heater 142, and even without the protection of the heater insulation unit, the heater 142 does not contact the heater cover 143.

[0148] The heating plate 142 is a charged body and does not contact the heating plate sleeve 143, which is beneficial to the safety of the oil tank. In particular, the heating plate 142 does not directly contact the oil in the oil tank body 9, which can avoid the heating plate 142 from overheating and directly causing the oil to burn, resulting in machine damage.

[0149] The heating sleeve exchange hole 1411 is beneficial for the heating unit 14 to not hinder the immersion of the liquid level gauge metal rod 61 in the lubricating oil to collect liquid level information. The opening of the heating unit 14 is also beneficial for reducing the difficulty of installing the heating unit 14.

[0150] In this embodiment, the heating unit 14 is preferably provided with three evenly distributed heating plate sleeves 143 and three heating plates 142. The three heating plate sleeves 143 are connected by intermittent heating sleeves 141. This arrangement is conducive to heating the lubricating oil tank 9 quickly and safely.

[0151] The aircraft oil tank system of the present invention integrates the mechanical structure and control functions of the heating unit and the engine oil temperature sensor, the pressure regulating unit and the pressure sensor, and the oil discharge port and the metal powder detection unit, which is beneficial to ensure the flight safety of unmanned aerial vehicles in high-altitude, low-temperature and low-pressure flight environments.

[0152] The aircraft oil tank system of this embodiment can be widely applied to any aircraft using an oil system, and is particularly suitable for use in aircraft operating in low-temperature flight environments.

[0153] The above are merely preferred embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be covered by the scope of protection of the present invention. At the same time, any equipment equipped with this device to expand the application field and produce complex technical effects is also within the scope of protection of the present invention.

Claims

1. An aircraft oil tank system, characterized in that: Including oil tank assembly, sensor assembly and oil tank control assembly; The lubricating oil box assembly includes a lubricating oil box body (9) and a heating unit (14); the heating unit (14) is arranged inside the lubricating oil box body (9); a lubricating oil swirl plate (11) is arranged inside the lubricating oil box body (9); the lubricating oil swirl plate (11) is connected to the side wall of the upper part of the lubricating oil box body (9); The lubricating oil gyroscope (11) is an open rotating body with an involute cross section, and the outer edge of the involute of the rotating body of the lubricating oil gyroscope (11) is welded to the inner wall of the lubricating oil box (9); the lubricating oil gyroscope (11) is a structure with an open bottom in the upper and lower directions; the concave surface formed by the involute of the cross section of the lubricating oil gyroscope (11) after rotation faces the bottom surface of the lubricating oil box (9); The sensor assembly includes an engine oil temperature sensor; The engine oil temperature sensor is arranged on the aircraft engine oil inlet pipeline; The oil tank control component is capable of receiving and storing data collected by the engine oil temperature sensor, and sending a control instruction to the heating unit (14) to heat or stop heating according to the judgment of the data collected by the engine oil temperature sensor.

2. The aircraft oil tank system according to claim 1, wherein: The lubricating oil tank assembly further comprises an electronic liquid level gauge (6); the electronic liquid level gauge (6) comprises a liquid level gauge metal rod (61) and a liquid level gauge mounting portion (62); the end of the liquid level gauge metal rod (61) is located above the inner bottom surface of the lubricating oil tank body (9).

3. The aircraft oil tank system according to claim 2, wherein: The heating unit (14) is a ring-shaped body with an opening; the heating unit (14) surrounds the outside of the liquid level gauge metal rod (61), and one end of the heating unit (14) is connected to the liquid level gauge mounting portion (62).

4. The aircraft oil tank system according to claim 3, wherein: The lubricating oil box assembly further comprises a metal powder detection unit (10); the metal powder detection unit (10) is arranged at the bottom of the lubricating oil box body (9); the metal powder detection unit (10) comprises a metal powder detection integrated body (101) and a cover cap (102); the cover cap (102) is connected to the metal powder detection integrated body (101).

5. The aircraft oil tank system according to claim 4, characterized in that: The metal powder detection integrated body (101) comprises a screw-connected sealing portion (1011) and a metal powder detection sensor, wherein the metal powder detection sensor is connected to the screw-connected sealing portion (1011).

6. The aircraft oil tank system according to claim 5, characterized in that: The metal powder detection sensor comprises a metal powder detection rod (1012), wherein the metal powder detection rod (1012) is connected to the threaded sealing portion (1011) through-hole and is sealed to the threaded sealing portion (1011).

7. The aircraft oil tank system according to claim 4, wherein: The cap (102) is a sleeve structure, comprising two radially symmetrical cap lower support bars (1021) arranged on the outer end surface of the sleeve, and the gap between the two cap lower support bars (1021) is the cap lower opening (1022).

8. The aircraft oil tank system according to claim 4, wherein: The end of the lower opening (1022) of the cap away from the inner bottom surface of the lubricating oil tank body (9) is higher than the bottom end of the oil tank outlet pipe (51) and lower than the bottom end of the electronic liquid level gauge metal rod (61).

9. The aircraft oil tank system according to claim 1, wherein: The sensor assembly includes a pressure sensor (13); the lubricating oil tank assembly also includes a safety valve (2) and a pressure stabilizing valve (3).

10. The aircraft oil tank system according to claim 9, wherein: The pressure sensor (13), the safety valve (2) and the pressure stabilizing valve (3) are arranged on the lubricating oil tank assembly.

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