Method and structure for reducing fuel sloshing

Abstract

The present application belongs to the technical field of aviation fuel structure design, and particularly relates to a method and structure for reducing fuel violent shaking. The structure comprises a fuel tank shell, a rear guide plate, a rear flow divider, a fuel tank interior, a crescent guide plate, a front guide plate and a front flow divider. The overall shape of the fuel tank is a long cylindrical ellipse, which is symmetrical in front and back and symmetrical in left and right. The fuel tank interior is arranged with a flow guiding and dividing mechanism composed of the rear guide plate, the rear flow divider, the crescent guide plate, the front guide plate and the front flow divider. The fuel with opposite speed components collides, thereby reducing the overall momentum of the fuel, which conforms to scientific principles. The flow guiding and dividing mechanism can be cut from the same material as the fuel tank, has a simple shape, no thickness requirement, is directly welded on the fuel tank shell, is economical and practical, does not need to be maintained, and has strong practicality. The position, shape and size of the flow guiding and dividing mechanism are set precisely, and the maximum efficiency of the internal collision of the oil can be achieved to achieve the purpose of fuel anti-shaking.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation fuel structure design, and in particular relates to a method and structure for reducing violent shaking of fuel. Background Art

[0002] Currently, there are three main methods for preventing fuel slosh: First, creating various grids within the fuel tank, reducing fuel slosh by minimizing the size of the grid; second, adding active or passive damping to the tank to reduce slosh; and third, filling the entire tank with foam, effectively addressing the slosh problem. However, each of these methods has its drawbacks. While method 1 can adjust the slosh frequency regardless of the grid size, the impact energy remains. Method 2's additional active or passive damping increases costs and reduces maintainability, making its reliability and safety uncertain. Method 3 has proven its reliability and safety, but its high cost limits its widespread application. Summary of the Invention

[0003] Purpose of the invention: The present invention aims to design a method and structure for reducing the violent sloshing of fuel, so as to effectively reduce the overall momentum of the fuel and achieve the purpose of reducing fuel sloshing.

[0004] Technical solution: The present invention provides a structure for reducing violent shaking of fuel, which includes a fuel tank shell, a rear deflector, a rear diverter plate, the interior of the fuel tank, a crescent deflector, a front deflector, and a front diverter plate; the overall shape of the fuel tank is an elongated ellipse, symmetrical front to back and left to right; the interior of the fuel tank is arranged with a diversion and diversion mechanism consisting of a rear deflector, a rear diverter plate, a crescent deflector, a front deflector and a front diverter plate.

[0005] Furthermore, the front deflector plate and the front splitter plate are connected to form a front guide fork, the center line of the guide fork coincides with the axis of the oil tank, and the bottom of the guide fork is fixed on the oil tank shell.

[0006] Furthermore, the distance between the left and right leading forks is L, which is slightly larger than the inner radius R of the fuel tank.

[0007] Furthermore, the rear deflector plate and the rear splitter plate are combined to form a rear guide fork, the center line of the guide fork coincides with the axis of the fuel tank, and the bottom of the guide fork is fixed on the fuel tank shell.

[0008] Furthermore, the distance between the left and right rear guide forks is 3L, where L is slightly larger than the inner radius R of the fuel tank.

[0009] Furthermore, crescent deflectors are welded to the sidewalls of the fuel tank, one on each side, and symmetrically distributed. The distance between the two crescent deflectors is 3L, where L is slightly larger than the internal radius R of the fuel tank.

[0010] Furthermore, the extended length of the crescent guide plate in the radial direction of the fuel tank is 0.4R.

[0011] Furthermore, the extended length of the front deflector in the radial direction of the fuel tank is 0.4R, and the extended length of the rear deflector in the radial direction of the fuel tank is 0.2R.

[0012] Furthermore, the protruding length of the front splitter plate in the axial direction of the fuel tank is 0.75L, and the protruding length of the rear splitter plate in the axial direction of the fuel tank is 0.5L.

[0013] Furthermore, the rear guide plate, rear splitter plate, crescent guide plate, front guide plate and front splitter plate divide the internal space of the fuel tank into AG area according to the position and size of the guide mechanism. The ABCEF areas are strip areas parallel to the axis of the fuel tank. The width of the AC area is 0.4R, the width of the BEF area is 0.2R, and the D area is the corner area with a width of 0.6R. Relying on the curved guide effect of the arc area of ​​the fuel tank shell, the oil in the left and right D areas collides in the G area.

[0014] Furthermore, according to the position and size setting requirements of the guide mechanism, in order to achieve the most efficient oil offset, the end of the front guide plate is 135° to the axis of the oil tank, the end of the rear guide plate is 90° to the axis of the oil tank, and the end of the crescent guide plate is 135° to the axis of the oil tank.

[0015] A method for preventing violent fuel sloshing, using the structure described above, comprises providing a flow guide and diversion mechanism within the fuel tank to divert fuel, which has a certain relative velocity due to sloshing, into different zones. Guide vanes are used to change the flow rate and direction of fuel in certain areas, allowing fuel with opposite velocity components to collide with each other, thereby reducing the overall momentum of the fuel and achieving the purpose of reducing fuel sloshing.

[0016] Beneficial technical effects: 1. Allowing fuel with opposite velocity components to collide, thereby reducing the overall momentum of the fuel, in line with scientific principles;

[0017] 2. The guide mechanism can be cut from the same sheet metal as the fuel tank. It has a simple shape and no thickness requirement. It can be directly welded to the fuel tank shell. It is economical and practical, requires no maintenance, and has strong practicality.

[0018] 3. The position, shape and size of the guide mechanism are precisely designed to achieve the most efficient internal oil hedging to prevent fuel sloshing. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention for preventing violent fuel sloshing;

[0020] Figure 2 This is a structural partition diagram of the present invention;

[0021] Figure 3 This is the flow field diagram of the present invention;

[0022] Among them, the fuel tank shell 1; the rear guide plate 2; the rear diverter plate 3; the fuel tank interior 4; the crescent guide plate 5; the front guide plate 6; and the front diverter plate 7. DETAILED DESCRIPTION

[0023] The present invention is described in detail below in conjunction with the accompanying drawings or specific implementation cases. It should be noted that some (but not all) of the disclosed examples are shown in the drawings. In fact, many different examples can be described and these examples should not be understood as being limited to the examples set forth herein. On the contrary, describing these examples makes the positive effects of the present invention more apparent, and any parts not detailed herein are considered to be well-known techniques or conventional technical means in the art.

[0024] In response to the problem of impact energy in traditional fuel tanks during shaking, the present invention first proposes a method to prevent violent shaking of fuel. The method is to set up a diversion and splitter mechanism inside the fuel tank to divide the fuel with a certain relative speed due to shaking into different areas for diversion, and use guide plates to change the fuel flow rate and flow direction in some areas, so that fuel with opposite velocity components can collide with each other, thereby reducing the overall momentum of the fuel and achieving the purpose of reducing fuel shaking.

[0025] Based on the above design concept, the structure designed to reduce the violent shaking of fuel is a new type of fuel tank, which consists of a fuel tank shell 1, a rear deflector 2, a rear splitter 3, a fuel tank interior 4, a crescent deflector 5, a front deflector 6, and a front splitter 7. The overall shape of the fuel tank is a long cylindrical oval, symmetrical front and back, and symmetrical left and right. Figure 1 To illustrate the principles of the present invention, the left half of the fuel tank structure is primarily shown. The fuel tank interior 4 houses the flow diversion and flow separation mechanism: rear deflector 2, rear flow separation plate 3, crescent deflector 5, front deflector 6, and front flow separation plate 7. All of these can be cut from sheet metal, with no thickness requirement. The fuel tank's flow diversion and flow separation mechanism comprises the flow diversion and flow separation mechanism within the tank interior 4, as well as the arc portion of the tank housing 1.

[0026] In terms of the specific internal structure design, the front deflector plate 6 and the front splitter plate 7 are connected to form a leading fork, the center line of the fork coincides with the axis of the fuel tank, and its bottom is welded to the fuel tank shell 1. The distance between the left and right leading forks is L, preferably, L is generally slightly larger than the radius R of the fuel tank interior 4;

[0027] The rear deflector plate 2 and the rear splitter plate 3 are joined to form a rear guide fork, the centerline of the guide fork coincides with the axis of the fuel tank, and its bottom is welded to the fuel tank shell 1. The distance between the left and right rear guide forks is 3L, preferably, L is generally slightly larger than the radius R of the fuel tank interior 4;

[0028] Crescent deflectors 5 are welded to the sidewalls of the fuel tank, one symmetrically distributed on each side. The distance between the two crescent deflectors 5 is 3L. Preferably, L is generally slightly larger than the radius R of the fuel tank interior 4. The crescent deflectors 5 extend 0.4R in the radial direction of the fuel tank.

[0029] The protruding length of the front deflector 6 in the radial direction of the fuel tank is 0.4R, and the protruding length of the rear deflector 2 in the radial direction of the fuel tank is 0.2R;

[0030] The protruding length of the front manifold 7 in the axial direction of the fuel tank is 0.75L, and the protruding length of the rear manifold 3 in the axial direction of the fuel tank is 0.5L;

[0031] like Figure 2 The rear deflector 2, rear splitter 3, crescent deflector 5, front deflector 6 and front splitter 7 scientifically divide the internal space of the fuel tank into AG areas according to the position and size of the guide mechanism. The ABCEF areas are strip areas parallel to the axial direction of the fuel tank. The width of the AC area is 0.4R, the width of the BEF area is 0.2R, and the D area is the corner area with a width of 0.6R. Relying on the curved guide effect of the arc area of ​​the fuel tank shell 1, the oil in the left and right D areas collides in the G area; when designing the specific structure, according to the position and size setting requirements of the guide and splitter mechanism, in order to achieve the most efficient oil collision, the end of the front deflector 6 is 135° to the axis of the fuel tank, the end of the rear deflector 2 is 90° to the axis of the fuel tank, and the end of the crescent deflector 5 is 135° to the axis of the fuel tank.

[0032] The present invention is described in detail below in conjunction with the method and process for using the fuel tank specifically designed to prevent violent fuel sloshing:

[0033] The fuel tank is symmetrical front to back and left to right. To facilitate the demonstration of the process principle of the present invention, the relevant figures mainly illustrate the left half, such as Figure 2-3 Taking the leftward movement of the oil as an example, the following describes the process in which the oil is offset against each other in the oil tank 4 under the action of the guide mechanism;

[0034] When the oil moves to the left as a whole, the oil in the middle and right parts of the tank flows to the left in 5 streams, namely stream a on both sides, stream b on both sides, and stream e in the middle. Then stream e is divided into stream c on both sides under the diversion effect of the front diverter plate 7. At this time, streams abc move to the left in the corresponding ABC areas respectively; when the oil moves to the left as a whole, the oil in the DEF area also moves to the left at the same time; when stream c moves forward to the front guide plate 6, it becomes stream d under the diversion effect of the front guide plate 6 and moves out from the end of the front guide plate 6. In particular, because it is 135 degrees to the axis of the tank, it collided with stream b; stream b, which completed the first deceleration, continues to move to the left; when stream a moves forward to the crescent guide plate 5, it becomes stream f under the diversion effect of the crescent guide plate 5 and moves out from the end of the crescent guide plate 5, at a 135 degree angle to the axis of the tank, and collided with stream b; stream b, which completed the second deceleration, continues to move to the left Continuing to move to the left, part of the oil in areas E and D moving to the left also merges into strand b; part of the oil in area D moving to the left merges into strand b, and part of the oil moving to the left on the outside forms strand i under the diversion action of the arc shell of the oil tank; the oil in area F moving to the left forms strand g, and when strand g moves to the left to the rear guide plate 2, it becomes strand h under the diversion action of the rear guide plate 2 and moves out from the end of the rear guide plate 2, forming a 90° angle with the axis of the oil tank, squeezing strand b to the outside of the oil tank, and then offsetting strand i together; strand b completes the third deceleration, and strand i, which has completed the first deceleration, continues to move along the arc direction of the oil tank toward area G, and the strands i on both sides finally successfully meet and offset in the relatively closed area G; at this point, the oil offsets each other inside the oil tank 4 under the action of the diversion mechanism, and most of the oil's ability to move to the left disappears; the anti-sway principle of oil moving to the right is the same.

[0035] The present invention incorporates a flow diversion and splitting mechanism within the fuel tank to divide the fuel, which has a certain relative velocity due to sloshing, into separate sections. The diverter vanes alter the fuel flow rate and direction in certain areas, allowing fuel with opposite velocity components to collide, thereby reducing the overall momentum of the fuel and ultimately minimizing fuel sloshing. The key points of the specific design structure are:

[0036] 1. The structural form and relative position relationship of the rear deflector 2, rear splitter 3, fuel tank interior 4, crescent deflector 5, front deflector 6, and front splitter 7. For example, the distance between the left and right front guide bifurcations is L, which is generally slightly larger than the radius R of the fuel tank interior 4;

[0037] 2. The distance between the left and right rear guide forks is 3L, where L is generally slightly larger than the internal radius R of the fuel tank;

[0038] 3. The distance between the two crescent deflectors 5 is 3L. Preferably, L is generally slightly larger than the radius R of the fuel tank interior 4. The extended length of the crescent deflector 5 in the fuel tank radial direction is 0.4R;

[0039] 4. The protruding length of the front deflector 6 in the radial direction of the fuel tank is 0.4R, and the protruding length of the rear deflector 2 in the radial direction of the fuel tank is 0.2R;

[0040] 5. The protruding length of the front manifold 7 in the axial direction of the fuel tank is 0.75L, and the protruding length of the rear manifold 3 in the axial direction of the fuel tank is 0.5L;

[0041] 6. The width of the AC area is 0.4R, the width of the BEF area is 0.2R, and the D area is the corner area with a width of 0.6R;

[0042] 7. The end of the front deflector 6 is at 135° to the axis of the fuel tank, the end of the rear deflector 2 is at 90° to the axis of the fuel tank, and the end of the crescent deflector 5 is at 135° to the axis of the fuel tank.

[0043] The above description is merely a detailed description of specific embodiments of the present invention. Any unspecified portions are conventional techniques. However, the scope of the present invention is not limited thereto. Any changes or substitutions that can be readily conceived by a person skilled in the art within the technical scope disclosed in the present invention are intended to be encompassed within the scope of the present invention. The scope of the present invention shall be determined by the scope of the claims.

Claims

1. A structure for reducing violent shaking of fuel, characterized in that: The structure includes a fuel tank shell, a rear deflector, a rear diverter plate, a fuel tank interior, a crescent deflector, a front deflector, and a front diverter plate; the overall shape of the fuel tank is a long cylindrical ellipse, symmetrical in front and back, and symmetrical in left and right; a guide and diversion mechanism consisting of the rear deflector, rear diverter plate, crescent deflector, front deflector, and front diverter plate is arranged inside the fuel tank; The crescent deflector extends 0.4R in the fuel tank radial direction; the front splitter extends 0.75L in the fuel tank axial direction, and the rear splitter extends 0.5L in the fuel tank axial direction; the front deflector extends 0.4R in the fuel tank radial direction, and the rear deflector extends 0.2R in the fuel tank radial direction; The rear deflector, rear splitter, crescent deflector, front deflector and front splitter divide the internal space of the fuel tank into AG area according to the position and size of the guide mechanism. The ABCEF areas are strip areas parallel to the axis of the fuel tank. The width of the AC area is 0.4R, the width of the BEF area is 0.2R, and the D area is the corner area with a width of 0.6R. Relying on the curved guide effect of the arc area of ​​the fuel tank shell, the oil in the left and right D areas collides in the G area.

2. The structure for reducing violent fuel sloshing according to claim 1, characterized in that: The front guide plate and the front splitter plate are connected to form a front guide fork, the center line of the guide fork coincides with the axis of the oil tank, and the bottom of the guide fork is fixed on the oil tank shell.

3. The structure for reducing violent fuel sloshing according to claim 2, characterized in that: The distance between the left and right leading forks is L, which is slightly larger than the inner radius R of the fuel tank.

4. The structure for reducing violent fuel sloshing according to claim 1, characterized in that: The rear guide plate and the rear splitter plate are combined to form a rear guide fork, the center line of the guide fork coincides with the axis of the fuel tank, and the bottom of the guide fork is fixed on the fuel tank shell.

5. The structure for reducing violent fuel sloshing according to claim 4, characterized in that: The distance between the left and right rear guide forks is 3L, where L is slightly larger than the internal radius R of the fuel tank.

6. The structure for reducing violent fuel sloshing according to claim 1, characterized in that: The crescent deflectors are fixed on the side walls of the fuel tank, with one symmetrically distributed on each side; the distance between the two crescent deflectors is 3L, where L is slightly larger than the internal radius R of the fuel tank.

7. The structure for reducing violent fuel sloshing according to claim 1, characterized in that: The end of the front deflector is 135° to the axis of the fuel tank, the end of the rear deflector is 90° to the axis of the fuel tank, and the end of the crescent deflector is 135° to the axis of the fuel tank.

8. A method for preventing violent sloshing of fuel, comprising: using the structure for reducing violent sloshing of fuel as claimed in any one of claims 1 to 7, characterized in that: The method is to set up a diversion and splitting mechanism inside the fuel tank to divide the fuel with a certain relative speed due to sloshing into different areas and use guide plates to change the fuel flow rate and flow direction in some areas, so that fuels with opposite speed components collide with each other, thereby reducing the overall momentum of the fuel and achieving the purpose of reducing fuel sloshing.

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