An ejector fuel supply device for a multi-tank aircraft and its fuel supply method

Abstract

The present invention relates to the technical field of aircraft fuel systems, and particularly to an ejector fuel transfer device for a multi-tank aircraft and its fuel supply method, which includes a supply fuel tank, a main fuel tank, a left front fuel tank, a left rear fuel tank, a right front fuel tank, a right rear fuel tank, three ejector pumps and a fuel booster pump; the ejector pumps are respectively arranged in the left rear fuel tank, the right rear fuel tank and the main fuel tank, and the fuel booster pump provides a dynamic pressure source for the ejector pumps to transfer fuel from the left front fuel tank, the left rear fuel tank, the right front fuel tank and the right rear fuel tank to the main fuel tank respectively; the inlet port of the fuel booster pump is split into a first supply oil pipe and a second supply oil pipe, and the ports of the first supply oil pipe and the second supply oil pipe in the supply fuel tank are arranged at different heights; the outlet port of the fuel booster pump is connected to the left engine and the right engine through a main supply oil pipe. Through the present fuel transfer device and its fuel supply method, the problems of high manufacturing cost, complex system setting and low reliability can be effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft fuel systems, and in particular to an ejector fuel transfer device for a multi-tank aircraft and a fuel supply method thereof. Background Art

[0002] The fuel system is an important part of the aircraft system. Its main function is to continuously and reliably supply fuel to the engine and the auxiliary power unit according to the specified fuel pressure and flow rate, and at the same time maintain the aircraft center of gravity within a certain range. The fuel system generally consists of a fuel tank, a fuel supply and transfer device, a fuel filling and discharging device, a ventilation device, and a measuring device. Among them, the fuel supply and transfer device plays a core role. The fuel supply and transfer device is composed of a fuel supply unit and a fuel transfer unit. The fuel transfer unit plays a decisive role in the change of the aircraft center of gravity. The fuel transfer unit mainly consists of an ejector pump, an oil filter, and pipelines. Therefore, it is necessary to carry out research on aircraft ejector fuel transfer.

[0003] Currently, in order to increase the flight time and range of the aircraft, the demand for the fuel loading capacity of the fuel tank increases. For this reason, the aircraft needs to design multiple fuel tanks. This leads to a complex shape of the fuel tank, a large number of fuel tanks, generally more than 6, a wide distribution range, a large span in the fuselage range, and the weight of the fuel accounts for about 50% - 60% of the total weight of the whole aircraft in the full fuel state. The weight center of gravity caused by fuel consumption will bring a large change in the aircraft center of gravity, posing great difficulties and challenges to the control of the aircraft. In order to achieve the control of the fuel weight center of gravity of the aircraft, it is necessary to adopt a certain method to reliably transfer the fuel between the fuel tanks in a certain fuel consumption order. In the research and development of the aircraft fuel system, it is necessary to carry out research on multi-tank ejector fuel transfer technology.

[0004] In the aircraft fuel tank fuel transfer system, the fuel tank usually consists of a supply fuel tank, a main fuel tank, and a plurality of transfer fuel tanks arranged in parallel on both sides of the main fuel tank. During fuel supply, the fuel is transferred from the outer transfer fuel tank to the inner main fuel tank by an ejector pump and finally transferred to the supply fuel tank. The supply fuel tank then transports the fuel to the engine through a fuel boost pump. There are often problems such as complex structure and high weight cost, which affect the fuel transfer stability and the safety performance of the aircraft.

[0005] In the prior art, a Chinese invention patent document with the publication number CN104986343A and the publication date of October 21, 2015 was proposed. The technical solution disclosed in this patent document is as follows: An in-tank fuel supply and transfer system. In the in-tank fuel supply and transfer system, the oil outlet port of the in-tank fuel supply pump of the collecting fuel tank is divided into a first oil outlet pipeline and a second oil outlet pipeline. In addition, the dynamic flow inlets of all jet pumps are connected to the second oil outlet pipeline, so that the supply pump serves as the ejector dynamic flow source of the jet pump, controlling the jet pump to pump the fuel in the transfer fuel tank into the collecting fuel tank, and then transporting the fuel to the engine through the first oil outlet pipeline of the supply pump.

[0006] In the actual use process of the above technical solution, the following problems will occur:

[0007] In this technical solution, a total of 4 fuel supply pumps are installed in the fuel tank, which increases the redundancy. At the same time, the cost of the aircraft is increased, and the system complexity also increases accordingly. And there is another fatal drawback. When the aircraft is equipped with multiple engines, after one side of the fuel supply pump fails, the remaining fuel supply pumps will work at more than twice the original power to maintain the normal working pressure of the ejector pump. This results in a large redundancy in the design of the fuel supply pump, seriously increasing the cost. Summary of the Invention

[0008] To solve the above technical problems, the present invention proposes an ejector fuel transfer device for a multi-tank aircraft and its fuel supply method, which can effectively solve the problems of high manufacturing cost, complex system setting and low reliability.

[0009] The present invention is realized by adopting the following technical solutions:

[0010] An ejector fuel transfer device for a multi-tank aircraft includes a supply fuel tank, a main fuel tank, a left front fuel tank, a left rear fuel tank, a right front fuel tank, a right rear fuel tank, three ejector pumps and a fuel booster pump; the left front fuel tank and the left rear fuel tank are connected through a first fuel pipe respectively, and the right front fuel tank and the right rear fuel tank are connected through a first fuel pipe respectively; the inlet port of the fuel booster pump is split into a first supply fuel pipe and a second supply fuel pipe, and the ports of the first supply fuel pipe and the second supply fuel pipe in the supply fuel tank are arranged at different heights; the outlet port of the fuel booster pump is split into a main supply fuel pipe and a first control pressure pipe, and the outlet of the main supply fuel pipe is connected to the left engine and the right engine respectively; the ejector pumps are respectively arranged in the left rear fuel tank, the right rear fuel tank and the main fuel tank, the dynamic flow inlets of the ejector pumps are respectively connected to the first control pressure pipe through second control pressure pipes, the outlet ports of the ejector pumps in the left rear fuel tank and the right rear fuel tank are connected to the main fuel tank through a second fuel pipe, and the outlet port of the ejector pump in the main fuel tank is connected to the supply fuel tank through an ejector supply fuel pipe.

[0011] The main fuel tank includes a first fuel tank, a second fuel tank and a third fuel tank that are connected to each other, and the first fuel tank and the third fuel tank are respectively located at both ends of the second fuel tank; the left front fuel tank and the left rear fuel tank are respectively located on both sides of the first fuel tank; the first fuel tank and the third fuel tank, the left front fuel tank and the right front fuel tank, and the left rear fuel tank and the right rear fuel tank are symmetrically arranged along the central axis of the second fuel tank respectively; a cavity for placing the supply fuel tank is formed by enclosing the first fuel tank, the second fuel tank and the third fuel tank, and the outer surface of the supply fuel tank and the outer surface of the first fuel tank are in the same vertical plane.

[0012] The inner sides of the left front fuel tank, the left rear fuel tank and the first fuel tank are in the same vertical plane, and the outer surface of the first fuel tank and the outer surface of the second fuel tank are in the same vertical plane.

[0013] The first control pressure pipe is also connected to the atmosphere.

[0014] The total net injection flow of the injection pumps in the left rear oil tank and the right rear oil tank meets the design index requirements, and the net injection flow of the injection pump in the main oil tank meets the design index requirements.

[0015] The left engine and the right engine have a self-priming function in case of a fuel boosting pump failure.

[0016] The second oil tank is also provided with a U-shaped vent pipe for communicating with the atmosphere.

[0017] A fuel supply method for a multi-tank aircraft induced fuel delivery device, comprising the following steps:

[0018] Connect the left front fuel tank and the left rear fuel tank, connect the right front fuel tank and the right rear fuel tank, and transfer oil from the left front fuel tank, the left rear fuel tank, the right front fuel tank, and the right rear fuel tank to the main fuel tank simultaneously until the oil is exhausted;

[0019] The main oil tank transfers oil to the oil supply tank until the oil is exhausted;

[0020] The fuel tank supplies fuel to the left engine and the right engine.

[0021] The synchronous oil delivery to the main oil tank specifically refers to: achieving synchronous oil delivery by respectively controlling the priming pumps in the left rear oil tank and the right rear oil tank.

[0022] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0023] 1. In the present invention, the problem of weight center of gravity control is solved by using an ejection oil delivery device. The structure is simple, only one fuel booster pump and three ejection pumps are needed, the manufacturing cost is low, the system setting is simple, and the reliability is high. The left engine and the right engine are both supplied with fuel by the same fuel booster pump, which can solve the problem that the weight center of gravity caused by fuel consumption of aircraft equipped with multiple engines will bring about a large change in the center of gravity of the aircraft and the weight increase of the fuel tank.

[0024] The mutual matching between the three priming pumps enables a good match between the oil supply flow and the oil delivery flow. Furthermore, a good match can also be achieved between the fuel boost pump and the priming pump.

[0025] The ports of the first fuel supply pipe and the second fuel supply pipe in the fuel supply tank are arranged one high and one low, so as to meet the different flight postures and inverted flight requirements of the aircraft.

[0026] 2. The positional arrangement relationship between the fuel supply tank, main fuel tank, left front fuel tank, left rear fuel tank, right front fuel tank and right rear fuel tank ensures that the weight caused by fuel consumption has little effect on the change of the aircraft's center of gravity, enabling reliable fuel delivery and controllable center of gravity.

[0027] The fuel supply between the left front fuel tank and the left rear fuel tank, and between the right front fuel tank and the right rear fuel tank does not require power. It can rely on the principle of communicating pipes to achieve oil transportation and connection, so that the oil quantities between the left front fuel tank and the left rear fuel tank, and between the right front fuel tank and the right rear fuel tank are always kept balanced.

[0028] 3. The inner sides of the left front fuel tank, the left rear fuel tank and the first fuel tank are located in the same vertical plane. The outer surfaces of the first fuel tank and the second fuel tank are located in the same vertical plane. Another outer surface of the first fuel tank and the fuel supply tank are located in the same vertical plane, which is convenient for better controlling the center of gravity during fuel consumption.

[0029] 4. The first control pressure pipe is also connected to the atmosphere, which can ensure that the excess air can be discharged during the refueling process, and avoid the damage of the aircraft fuel tank due to excessive pressure.

[0030] 5. The total net ejection flow of the ejector pumps in the left rear fuel tank and the right rear fuel tank meets the design index requirements, and the net ejection flow of the ejector pump in the main fuel tank meets the design index requirements, so as to meet the maximum fuel flow requirement of the engine.

[0031] 6. For only one fuel increasing pump, the left engine and the right engine adopted have self-priming ability at a certain altitude, which can be used as a substitute in case of the failure of the fuel increasing pump, and has a certain redundancy design.

[0032] 7. The second fuel tank is also provided with a U-shaped vent pipe for connecting to the atmosphere, which is convenient for better keeping the pressures of the fuel supply tank and the main fuel tank within a stable range.

[0033] 8. The ejector pump is used to transport oil to achieve synchronous oil transportation of the left front fuel tank, the left rear fuel tank, the right front fuel tank and the right rear fuel tank. The control is simple and it is also convenient for better controlling the center of gravity. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The present invention will be further described in detail below in conjunction with the drawings in the specification and the specific embodiments, where:

[0035] Figure 1 is a schematic structural diagram of the present invention;

[0036] Figure 2 is a schematic diagram of the distribution of each fuel tank of the present invention in the plane direction;

[0037] Figure 3 is a schematic diagram of the distribution of each fuel tank of the present invention in the side direction;

[0038] Reference signs in the figures:

[0039] 1. Fuel supply tank, 2. Main fuel tank, 3. Left front fuel tank, 4. Left rear fuel tank, 5. Right front fuel tank, 6. Right rear fuel tank, 7. Fuel boost pump, 8. Ejector pump, 9. First oil pipeline, 10. First fuel supply pipeline, 11. Second fuel supply pipeline, 12. Main fuel supply pipeline, 13. First control pressure pipeline, 14. Left engine, 15. Right engine, 16. Second control pressure pipeline, 17. Second oil pipeline, 18. Ejector fuel supply pipeline, 19. U-shaped vent pipe. Detailed implementation mode

[0040] Embodiment 1

[0041] As a basic implementation mode of the present invention, the present invention includes an ejector fuel delivery device for a multi-tank aircraft, which includes a fuel supply tank 1, a main fuel tank 2, a left front fuel tank 3, a left rear fuel tank 4, a right front fuel tank 5, a right rear fuel tank 6, a fuel boost pump 7 and three ejector pumps 8. The left front fuel tank 3 and the left rear fuel tank 4, and the right front fuel tank 5 and the right rear fuel tank 6 are respectively connected through a first oil pipeline 9. The inlet port of the fuel boost pump 7 is branched into a first fuel supply pipeline 10 and a second fuel supply pipeline 11, and the ports of the first fuel supply pipeline 10 and the second fuel supply pipeline 11 in the fuel supply tank 1 are arranged at different heights. The outlet port of the fuel boost pump 7 is branched into a main fuel supply pipeline 12 and a first control pressure pipeline 13, and the outlets of the main fuel supply pipeline 12 are respectively connected to the left engine 14 and the right engine 15. The left engine 14 and the right engine 15 are both supplied with fuel through the same fuel boost pump 7, which can solve the problems of large changes in the aircraft's center of gravity and increased weight of the fuel tank caused by fuel consumption of the aircraft.

[0042] The number of the ejector pumps 8 is three, which are respectively arranged in the left rear fuel tank 4, the right rear fuel tank 6 and the main fuel tank 2. The dynamic flow inlets of the ejector pumps 8 are respectively connected to the first control pressure pipeline 13 through a second control pressure pipeline 16. The outlet ports of the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6 are connected to the main fuel tank 2 through a second oil pipeline 17, and the outlet port of the ejector pump 8 in the main fuel tank 2 is connected to the fuel supply tank 1 through an ejector fuel supply pipeline 18.

[0043] In this embodiment, only one fuel boost pump 7 and three ejector pumps 8 are needed, with a simple structure, low manufacturing cost, simple system setting and high reliability.

[0044] Embodiment 2

[0045] As a preferred implementation mode of the present invention, the present invention includes an ejector fuel delivery device for a multi-tank aircraft, which includes a fuel supply tank 1, a main fuel tank 2, a left front fuel tank 3, a left rear fuel tank 4, a right front fuel tank 5, a right rear fuel tank 6, a fuel boost pump 7 and three ejector pumps 8.

[0046] The main fuel tank 2 includes a first fuel tank, a second fuel tank, and a third fuel tank that communicate with each other. The first fuel tank and the third fuel tank are respectively located at both ends of the second fuel tank. The left front fuel tank 3 and the left rear fuel tank 4 are respectively located on both sides of the first fuel tank. The first fuel tank, the third fuel tank, the left front fuel tank 3 and the right front fuel tank 5, and the left rear fuel tank 4 and the right rear fuel tank 6 are symmetrically arranged along the central axis of the second fuel tank. The first fuel tank, the second fuel tank, and the third fuel tank enclose a cavity for placing the supply fuel tank 1, and the outer surface of the supply fuel tank 1 is in the same vertical plane as the outer surface of the first fuel tank.

[0047] The left front fuel tank 3 and the left rear fuel tank 4 are connected by a first oil pipeline 9, and the right front fuel tank 5 and the right rear fuel tank 6 are connected by a first oil pipeline 9 respectively. The inlet port of the fuel boost pump 7 is split into a first supply oil pipeline 10 and a second supply oil pipeline 11, and the ports of the first supply oil pipeline 10 and the second supply oil pipeline 11 in the supply fuel tank 1 are arranged at different heights. The outlet port of the fuel boost pump 7 is split into a main supply oil pipeline 12 and a first control pressure pipeline 13. The outlets of the main supply oil pipeline 12 are respectively connected to the left engine 14 and the right engine 15, and the first control pressure pipeline 13 is also connected to the atmosphere.

[0048] The ejector pumps 8 are respectively arranged in the left rear fuel tank 4, the right rear fuel tank 6, and the main fuel tank 2. The dynamic flow inlets of the ejector pumps 8 are respectively connected to the first control pressure pipeline 13 through second control pressure pipelines 16. The outlet ports of the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6 are connected to the main fuel tank 2 through second oil pipelines 17, and the outlet port of the ejector pump 8 in the main fuel tank 2 is connected to the supply fuel tank 1 through an ejector supply oil pipeline 18.

[0049] Embodiment 3

[0050] As another preferred embodiment of the present invention, the present invention includes a multi-fuel tank aircraft ejector oil supply device, which includes a supply fuel tank 1, a main fuel tank 2, a left front fuel tank 3, a left rear fuel tank 4, a right front fuel tank 5, a right rear fuel tank 6, a fuel boost pump 7, and three ejector pumps 8. The left front fuel tank 3 and the left rear fuel tank 4 are connected by a first oil pipeline 9, and the right front fuel tank 5 and the right rear fuel tank 6 are connected by a first oil pipeline 9 respectively. The inlet port of the fuel boost pump 7 is split into a first supply oil pipeline 10 and a second supply oil pipeline 11, and the ports of the first supply oil pipeline 10 and the second supply oil pipeline 11 in the supply fuel tank 1 are arranged at different heights. The outlet port of the fuel boost pump 7 is split into a main supply oil pipeline 12 and a first control pressure pipeline 13. The outlets of the main supply oil pipeline 12 are respectively connected to the left engine 14 and the right engine 15.

[0051] The ejector pumps 8 are respectively arranged in the left rear fuel tank 4, the right rear fuel tank 6 and the main fuel tank 2. The dynamic flow inlets of the ejector pumps 8 are respectively communicated with the first control pressure pipe 13 through the second control pressure pipes 16. The oil outlet ports of the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6 are connected to the main fuel tank 2 through the second oil pipes 17. The oil outlet port of the ejector pump 8 in the main fuel tank 2 is connected to the supply fuel tank 1 through the ejector supply pipe 18.

[0052] Among them, the total net ejector flow of the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6 meets the requirements of the design index, and the net ejector flow of the ejector pump 8 in the main fuel tank 2 meets the requirements of the design index.

[0053] Embodiment 4

[0054] As the best implementation mode of the present invention, referring to the attached Figure 1 and the attached Figure 2 , the present invention includes an ejector oil transfer device for a multi-tank aircraft, including a supply fuel tank 1, a main fuel tank 2, a left front fuel tank 3, a left rear fuel tank 4, a right front fuel tank 5, a right rear fuel tank 6, a fuel boost pump 7 and three ejector pumps 8.

[0055] Among them, the main fuel tank 2 includes a first fuel tank, a second fuel tank and a third fuel tank that are communicated with each other. The first fuel tank and the third fuel tank are respectively located at both ends of the second fuel tank. There is no partition between the first fuel tank, the second fuel tank and the third fuel tank, and they are in a completely connected state. The left front fuel tank 3 and the left rear fuel tank 4 are respectively located on both sides of the first fuel tank, specifically the front and rear sides. The first fuel tank and the third fuel tank are symmetrically arranged along the central axis of the second fuel tank, the left front fuel tank 3 and the right front fuel tank 5 are symmetrically arranged along the central axis of the second fuel tank, and the left rear fuel tank 4 and the right rear fuel tank 6 are also symmetrically arranged along the central axis of the second fuel tank.

[0056] More specifically, in order to better balance the center of gravity, the outer surfaces of the front sides of the first fuel tank, the second fuel tank and the third fuel tank are located in the same vertical plane, and the width of the second fuel tank is smaller than the width of the first fuel tank, so that the first fuel tank, the second fuel tank and the third fuel tank enclose a cavity similar to a U shape. The supply fuel tank 1 is placed in this cavity, so that the three outer surfaces of the supply fuel tank 1 are respectively connected or attached to the first fuel tank, the second fuel tank and the third fuel tank, and the outer surfaces of the rear sides of the first fuel tank, the supply fuel tank 1 and the third fuel tank are located in the same vertical plane. Further, the inner sides of the left front fuel tank 3, the left rear fuel tank 4 and the first fuel tank, that is, the sides close to the second fuel tank, are located in the same vertical plane.

[0057] Referring to the attached Figure 3In order to better arrange the above fuel tanks on the aircraft and reduce the influence of weight change on the center of gravity, the upper surfaces of the second fuel tank and the fuel supply tank 1 are lower than the upper surfaces of the remaining fuel tanks, and the upper surfaces of the first fuel tank, the third fuel tank, the left front fuel tank 3, the left rear fuel tank 4, the right front fuel tank 5 and the right rear fuel tank 6 are inclined so that their heights gradually decrease from the inside to the outside. The inside refers to the side close to the second fuel tank.

[0058] The left front fuel tank 3 and the left rear fuel tank 4, as well as the right front fuel tank 5 and the right rear fuel tank 6 are respectively connected through the first oil pipe 9 located at the bottom. There is no power on the first oil pipe 9, and the oil transfer can be achieved through the connecting pipe principle, so that the fuel in the left front fuel tank 3 can be transported to the left rear fuel tank 4, and the fuel in the right front fuel tank 5 can be transported to the right rear fuel tank 6, and the liquid levels in the left front fuel tank 3 and the left rear fuel tank 4 are always consistent, and the liquid levels in the right front fuel tank 5 and the right rear fuel tank 6 are also always consistent.

[0059] In order to keep the pressure of the fuel supply tank 1 and the main fuel tank 2 within a stable range, a ventilation pipe is also provided on the fuel supply tank 1 and the main fuel tank 2. In order to prevent the fuel in the fuel supply tank 1 and the main fuel tank 2 from flowing back, the ventilation pipe can be a U-shaped ventilation pipe 19.

[0060] The oil inlet port of the fuel booster pump 7 is divided into a first fuel supply pipe 10 and a second fuel supply pipe 11. The ports of the first fuel supply pipe 10 and the second fuel supply pipe 11 in the fuel tank 1 are arranged one high and one low, so as to meet the different flight postures and inverted flight requirements of the aircraft. The oil outlet port of the fuel booster pump 7 is divided into a main fuel supply pipe 12 and a first control pressure pipe 13. The outlet of the main fuel supply pipe 12 is respectively connected to the left engine 14 and the right engine 15, and is used to supply the fuel in the fuel tank 1 to the left engine 14 and the right engine 15. The first control pressure pipe 13 is also connected to the atmosphere, which can ensure that excess air can be discharged during the refueling process to avoid damage to the aircraft's fuel tanks due to excessive pressure.

[0061] The ejector fuel supply device ensures that the aircraft continuously and effectively supplies fuel to the engine under given flight conditions. In the design of the fuel supply sequence, the ejector fuel supply method is adopted. The ejector pumps 8 are respectively arranged in the left rear fuel tank 4, the right rear fuel tank 6, and the main fuel tank 2. Specifically, one of the ejector pumps is arranged in the second fuel tank. The fuel boost pump 7 provides a dynamic pressure source for the ejector pumps 8 to deliver fuel from the left front fuel tank 3, the left rear fuel tank 4, the right front fuel tank 5, and the right rear fuel tank 6 to the main fuel tank 2 respectively. The fuel in the main fuel tank 2 is delivered to the fuel supply tank 1 through the ejector pump 8 installed at the bottom of the front end of the second fuel tank. The fuel in the fuel supply tank 1 is supplied to the left engine 14 and the right engine 15 through the main fuel supply pipe 12. The total net flow rate of the two ejector pumps 8 for delivering fuel from the left front fuel tank 3, the left rear fuel tank 4, the right front fuel tank 5, and the right rear fuel tank 6 to the main fuel tank 2 meets the design index requirements. Specifically, the total net flow rate Q ≥ 700 L / h. The net flow rate of the ejector pump 8 for delivering fuel from the main fuel tank 2 to the fuel supply tank 1 meets the design index requirements. Specifically, the net flow rate Q ≥ 700 L / h to meet the maximum fuel flow rate requirements of the engine.

[0062] Specifically, the dynamic flow inlets of the ejector pumps 8 are respectively connected to the first control pressure pipe 13 through the second control pressure pipes 16. The oil outlet ports of the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6 are connected to the main fuel tank 2 through the second fuel pipes 17. The oil outlet port of the ejector pump 8 in the second fuel tank is connected to the fuel supply tank 1 through the ejector fuel supply pipe 18.

[0063] Furthermore, the internal boost pumps of the left engine 14 and the right engine 15 can meet the requirements with self-priming pressure at a relatively low altitude. Therefore, they have a self-priming function in the event of the failure of the fuel boost pump 7. The aircraft can restore normal pressure fuel supply by descending to a certain altitude through the emergency disposal procedure, making up for the redundancy setting in case of the failure of the fuel boost pump 7.

[0064] A fuel supply method for an ejector fuel supply device of a multi-fuel tank aircraft includes the following steps:

[0065] Connect the left front fuel tank 3 and the left rear fuel tank 4, and connect the right front fuel tank 5 and the right rear fuel tank 6. The left front fuel tank 3, the left rear fuel tank 4, the right front fuel tank 5, and the right rear fuel tank 6 synchronously supply fuel to the main fuel tank 2 until the fuel is exhausted. Among them, synchronously supplying fuel to the main fuel tank 2 specifically means: realizing synchronous fuel supply of the two by respectively controlling the ejector pumps 8 in the left rear fuel tank 4 and the right rear fuel tank 6.

[0066] The main fuel tank 2 supplies fuel to the fuel supply tank 1 until the fuel is exhausted.

[0067] The fuel supply tank 1 supplies fuel to the left engine 14 or / and the right engine 15 until the fuel is exhausted.

[0068] In summary, after reading the present invention document, all other corresponding transformation schemes that can be made by those of ordinary skill in the art without creative mental labor according to the technical solution and technical concept of the present invention fall within the scope protected by the present invention.

Claims

1. An ejector fuel transfer device for a multi-tank aircraft, characterized in that: It includes a fuel supply tank (1), a main fuel tank (2), a left front fuel tank (3), a left rear fuel tank (4), a right front fuel tank (5), a right rear fuel tank (6), three ejector pumps (8) and a fuel boost pump (7); between the left front fuel tank (3) and the left rear fuel tank (4), and between the right front fuel tank (5) and the right rear fuel tank (6), they are respectively connected through a first oil pipeline (9); the inlet port of the fuel boost pump (7) is split into a first fuel supply pipeline (10) and a second fuel supply pipeline (11), and the ports of the first fuel supply pipeline (10) and the second fuel supply pipeline (11) in the fuel supply tank (1) are arranged at different heights; the outlet port of the fuel boost pump (7) is split into a main fuel supply pipeline (12) and a first control pressure pipeline (13), and the outlets of the main fuel supply pipeline (12) are respectively connected to a left engine (14) and a right engine (15); the ejector pumps (8) are respectively arranged in the left rear fuel tank (4), the right rear fuel tank (6) and the main fuel tank (2), the dynamic flow inlets of the ejector pumps (8) are respectively connected to the first control pressure pipeline (13) through a second control pressure pipeline (16), the outlet ports of the ejector pumps (8) in the left rear fuel tank (4) and the right rear fuel tank (6) are connected to the main fuel tank (2) through a second oil pipeline (17), and the outlet port of the ejector pump (8) in the main fuel tank (2) is connected to the fuel supply tank (1) through an ejector fuel supply pipeline (18).

2. The multi-tank aircraft ejector fuel transfer device according to claim 1, characterized in that: The main fuel tank (2) includes a first fuel tank, a second fuel tank and a third fuel tank that are connected to each other, and the first fuel tank and the third fuel tank are respectively located at both ends of the second fuel tank; the left front fuel tank (3) and the left rear fuel tank (4) are respectively located on both sides of the first fuel tank; the first fuel tank and the third fuel tank, the left front fuel tank (3) and the right front fuel tank (5), and the left rear fuel tank (4) and the right rear fuel tank (6) are respectively symmetrically arranged along the central axis of the second fuel tank; a cavity for placing the fuel supply tank (1) is formed by enclosing the first fuel tank, the second fuel tank and the third fuel tank, and the outer surface of the fuel supply tank (1) and the outer surface of the first fuel tank are located in the same vertical plane.

3. The multi-tank aircraft ejector fuel delivery device according to claim 2, wherein: The inner sides of the left front fuel tank (3), the left rear fuel tank (4) and the first fuel tank are located in the same vertical plane, and the outer surface of the first fuel tank and the outer surface of the second fuel tank are located in the same vertical plane.

4. The multi-tank aircraft ejector fuel delivery device according to claim 2, characterized in that: The first control pressure pipeline (13) is also connected to the atmosphere.

5. The multi-tank aircraft ejector fuel transfer device according to claim 2, characterized in that: The total net ejector flow of the ejector pumps (8) in the left rear fuel tank (4) and the right rear fuel tank (6) meets the requirements of the design index, and the net ejector flow of the ejector pump (8) in the main fuel tank (2) meets the requirements of the design index.

6. The multi-tank aircraft ejector fuel transfer device according to claim 2, wherein: The left engine (14) and the right engine (15) have a self-priming function in the event of the failure of the fuel boost pump (7).

7. The multi-tank aircraft ejector fuel transfer device according to claim 2, characterized in that: A U-shaped vent pipe (19) for connecting to the atmosphere is also provided on the second fuel tank.

8. The oil supply method of an ejector oil delivery device for a multi-tank aircraft according to any one of claims 1 to 7, characterized in that: It includes the following steps: Connect the left front fuel tank (3) and the left rear fuel tank (4), connect the right front fuel tank (5) and the right rear fuel tank (6), and synchronously pump oil from the left front fuel tank (3), the left rear fuel tank (4), the right front fuel tank (5) and the right rear fuel tank (6) into the main fuel tank (2) until the oil is exhausted; The main fuel tank (2) supplies fuel to the supply fuel tank (1) until the fuel is exhausted; The supply fuel tank (1) supplies fuel to the left engine (14) and the right engine (15).

9. The oil supply method of an ejector oil transmission device for a multi-tank aircraft according to claim 8, characterized in that: The specific meaning of the synchronous fuel supply to the main fuel tank (2) is: the synchronous fuel supply is realized by respectively controlling the ejector pumps (8) in the left rear fuel tank (4) and the right rear fuel tank (6).

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