Fuel quantity indicating system

Abstract

The present disclosure relates to a fuel quantity indicating system, comprising: a fuel sensor; a data concentrator; a bus bar, the bus bar comprising a first bus bar and a second bus bar, each of the first bus bar and the second bus bar being capable of supplying power to the data concentrator; a power selection module, the power selection module being connected between the bus bar and the data concentrator and configured to select the bus bar from supplying power to the data concentrator; and a fuel computer, the fuel computer receiving data from the data concentrator and calculating the fuel quantity of a corresponding fuel tank, and then transmitting the calculated fuel quantity to an avionics device of an aircraft for display.

Description

Technical Field

[0001] The present disclosure relates to a fuel quantity indicating system. Background Art

[0002] Civil aircraft fuel systems typically feature a fuel quantity indicator system (FQI) that measures the fuel level in the tank and displays it in the cockpit, providing the pilot with an indication of the available fuel. Currently, fuel sensor data acquisition is integrated into the fuel quality computer (FQC), which performs fuel sensor data acquisition, conversion, and fuel quantity calculations. The FQC typically utilizes a dual-channel configuration, with the left and right channels powered by separate first and second buses.

[0003] In this way, when the first or second bus fails, the channel on the corresponding side of the fuel computer loses power, unable to collect fuel sensor data from the corresponding tank and unable to calculate the fuel level, resulting in the loss of the fuel level indication of the tank on that side and the total fuel level of the aircraft tank. Other control functions that the channel is responsible for will also be lost, affecting aircraft dispatch.

[0004] The present disclosure is improved in view of but not limited to the above-mentioned factors. Summary of the Invention

[0005] To this end, the present disclosure provides a high-availability fuel indication system and method that achieves power supply redundancy for each channel of a fuel sensor data acquisition device (FRDC). This ensures that the fuel sensor data is properly powered, the acquisition function is normal, and the fuel level indication function is normal even if any power bus is lost, thus overcoming the shortcomings of existing technical solutions.

[0006] According to a first aspect of the present disclosure, a fuel quantity indicating system is provided, comprising: fuel sensors, the fuel sensors comprising a first plurality of fuel sensors disposed on a left wing fuel tank of an aircraft, a second plurality of fuel sensors disposed on a right wing fuel tank of the aircraft, and a third plurality of fuel sensors disposed on a center fuel tank of the aircraft; a data concentrator, the data concentrator comprising a first data concentrator for receiving sensing data from fuel sensors disposed on the left wing fuel tank and the center fuel tank of the aircraft, and a second data concentrator for receiving sensing data from fuel sensors disposed on the center fuel tank and the right wing fuel tank of the aircraft; a bus bar, the bus bar comprising a first bus bar and a second bus bar, each of the first bus bar and the second bus bar being capable of supplying power to the first data concentrator and the second data concentrator; a power selection module, the power selection module being connected between the bus bar and the data concentrator and configured to select power supplied by the bus bar to the data concentrator; and a fuel computer, the fuel computer receiving data from the data concentrator and calculating the fuel quantity of the corresponding tank, and then transmitting the calculated fuel quantity to an avionics device of the aircraft for display.

[0007] According to one embodiment, the fuel sensor provided in each fuel tank is divided into two fuel sensor arrays, each array being capable of sensing the fuel amount in the corresponding fuel tank.

[0008] According to another embodiment, the first data concentrator includes a first channel and a second channel, wherein each of the first channel and the second channel receives sensing data from a different one of the two fuel sensor arrays of the first plurality of fuel sensors, and wherein one of the first channel and the second channel also receives sensing data from a first fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors; and the second data concentrator includes a third channel and a fourth channel, wherein each of the third channel and the fourth channel receives sensing data from a different one of the two fuel sensor arrays of the second plurality of fuel sensors, and wherein one of the third channel and the fourth channel also receives sensing data from a second fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors.

[0009] According to yet another embodiment, the other of the first channel and the second channel further receives sensing data from a second fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors, and the other of the third channel and the fourth channel further receives sensing data from a first fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors.

[0010] According to yet another embodiment, both the first bus bar and the second bus bar are capable of supplying power to the first and second channels of the first data concentrator and the third and fourth channels of the second data concentrator, respectively.

[0011] According to another embodiment, the power selection module includes a first power selection submodule arranged on the left wing side of the aircraft and a second power selection submodule arranged on the right wing side of the aircraft, wherein the first power selection submodule is configured to supply power to the first channel of the first data concentrator and the third channel of the second data concentrator through the first bus bar when the first bus bar is operating normally, and to supply power to the first channel of the first data concentrator and the third channel of the second data concentrator through the second bus bar when the first bus bar fails; the second power selection submodule is configured to supply power to the second channel of the first data concentrator and the fourth channel of the second data concentrator through the second bus bar when the second bus bar is operating normally, and to supply power to the second channel of the first data concentrator and the fourth channel of the second data concentrator through the first bus bar when the second bus bar fails.

[0012] According to yet another embodiment, each of the first power selection submodule and the second power selection submodule includes a switching element that switches depending on conditions of the first bus bar and the second bus bar.

[0013] According to yet another embodiment, the switching element includes a rectifier diode and / or a relay.

[0014] According to another embodiment, the fuel computer includes a first channel and a second channel having the same functions, and the first bus bar also supplies power to the first channel of the fuel computer, and the second bus bar also supplies power to the second channel of the fuel computer.

[0015] According to yet another embodiment, the fuel computer is also powered via a battery for implementing fuel quantity indication during ground refueling.

[0016] According to a second aspect of the present disclosure, an aircraft is provided, comprising the fuel quantity indicating system according to the first aspect of the present disclosure.

[0017] Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying figures.

[0018] The foregoing has broadly outlined the features and technical advantages of examples according to the present disclosure so that the following detailed description may be better understood. Additional features and advantages will be described hereinafter. The concepts and specific examples disclosed may be readily used as a basis for modifying or designing other structures for implementing the same purposes as the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, both in terms of their organization and method of operation, as well as the associated advantages, will be better understood by considering the following description in conjunction with the accompanying drawings. Each of the figures is provided for illustration and description purposes and does not define limitations on the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to understand in detail the manner in which the above-recited features of the present disclosure may be employed, reference may be made to various aspects of a more particular description of the content briefly summarized above, some of which are illustrated in the accompanying drawings. It should be noted, however, that the accompanying drawings illustrate only certain typical aspects of the disclosure and are not to be considered limiting of its scope, as the description may admit to other equally effective aspects. The same reference numerals in different drawings may identify the same or similar elements.

[0020] Figure 1 is a schematic diagram of an existing aircraft fuel quantity indicating system;

[0021] Figure 2 A schematic diagram illustrating a fuel quantity indicating system according to an example embodiment of the present disclosure is shown;

[0022] Figure 3 A schematic diagram of a power selection module according to an example embodiment of the present disclosure is shown;

[0023] Figure 4 shows a schematic diagram of a power selection module according to another example embodiment of the present disclosure;

[0024] Figure 5 is a schematic diagram illustrating an example aircraft in accordance with aspects of the present disclosure. DETAILED DESCRIPTION

[0025] The inventors recognized that fuel systems in civil aircraft typically measure fuel levels using capacitive fuel sensors installed in fuel tanks. The capacitance value output by the capacitive fuel sensor is used to determine the fuel level, calculate the fuel volume, and combine this with the fuel density to generate fuel level data. The capacitance value output by the fuel sensor in the fuel tank is an analog value. The fuel sensor data acquisition device converts the collected analog value into a digital value and transmits it to the fuel computer for fuel level calculation.

[0026] The fuel quality computer (FQC) typically has two channels, with the left and right channels powered by separate buses. The left channel collects data from the left wing tank's fuel sensor to calculate the left tank's fuel level; the right channel collects data from the left wing tank's fuel sensor to calculate the right tank's fuel level. Each channel has an independent power supply, and the Power Selection on the refueling control panel controls whether the bus or battery supplies power to the two channels. Figure 1 A schematic diagram of an existing aircraft fuel quantity indicating system is shown.

[0027] However, there are several drawbacks to the existing aircraft fuel quantity indication system. Figure 1 If bus 1 or bus 2 fails, the corresponding channel (CHA or CHB) on the fuel computer loses power, making it unable to collect fuel sensor data from the corresponding tank to calculate the fuel level. This results in the loss of the fuel level indication for that tank and the total fuel level in the aircraft's tanks. Other control functions responsible for this channel will also be lost, affecting aircraft dispatch. Furthermore, the fuel computer (FQC) integrates fuel sensor data acquisition and conversion, fuel level calculation, system control functions, inherent safety, and other design features, making its development difficult. Third, the fuel computer is typically installed in the EE compartment, far from the fuel tanks. The fuel measurement cables connecting the fuel computer and the sensors in the tanks are long, increasing the weight of the aircraft.

[0028] To this end, the present disclosure provides a high-availability fuel quantity indication system and method that implements power redundancy for each channel of a fuel sensor data acquisition device (FRDC). This ensures that even if any power bus is lost, the fuel sensor data acquisition function remains normal, ensuring normal fuel quantity indication and data collection. This overcomes the shortcomings of existing solutions. For example, even if any bus is lost, both channels of the fuel sensor data acquisition device (FRDC) of the present disclosure still have power, ensuring normal fuel sensor data acquisition. A single point failure of a bus does not affect the fuel quantity indication function, nor does it affect the total fuel quantity indication of the wing, center wing, or aircraft tanks, allowing normal aircraft dispatch. Furthermore, the power selection module of the present disclosure implements bus priority selection. The left channel of FRDC1 and the right channel of FRDC2 prioritize powering the first of the two buses. If the first bus fails, the second bus is used for power. The right channel of FRDC1 and the left channel of FRDC2 prioritize powering the second bus. If the second bus fails, the first bus is used for power. Thus, the two channels of the FRDC are guaranteed to have independent power supply in any scenario. The design of the power selection module disclosed in the present invention is also flexible and can be installed as a separate line replaceable unit (LRU) or integrated into the hardware design of the FRDC. If installed as a separate LRU, when a power failure occurs in the FRDC, the fault location is accurate, the equipment maintenance is convenient, and the maintenance cost is low. When optimizing the power supply redundancy of the FRDC that has been delivered to the aircraft, it is only necessary to add a power selection module, without the need to re-develop the certified FRDC, thus reducing the equipment development and testing costs; integration into the hardware design of the FRDC can reduce the number of installed equipment and achieve aircraft weight reduction.

[0029] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.

[0030] refer to Figure 2 , which shows a schematic diagram of a fuel quantity indicating system 200 according to an example embodiment of the present disclosure.

[0031] like Figure 1 As shown, the fuel quantity indicating system 200 may include a fuel sensor 201 , a data concentrator 203 , a bus bar 205 , a power selection module 207 , and a fuel computer 209 .

[0032] In one embodiment of the present disclosure, the fuel sensors 201 may include a first plurality of fuel sensors disposed on a left wing fuel tank of the aircraft, a second plurality of fuel sensors disposed on a right wing fuel tank of the aircraft, and a third plurality of fuel sensors disposed on a center fuel tank of the aircraft. Figure 1 As shown in the example, six fuel sensors are provided in each of the left wing tank, right wing tank, and center tank of the aircraft. However, those skilled in the art will appreciate that this is merely an example, and that any other suitable number of fuel sensors may be provided, and that a different number of fuel sensors may be provided in each tank. Furthermore, those skilled in the art will appreciate that the fuel sensors may be conventional sensors in the art (e.g., capacitive fuel sensors) or any other suitable fuel sensors developed in the future, and further description thereof will not be given here.

[0033] In a preferred embodiment of the present disclosure, the fuel sensor provided in each fuel tank is divided into two fuel sensor arrays, each array being capable of sensing the fuel level of the corresponding fuel tank. Figure 1 As shown, the six fuel sensors arranged on the left wing fuel tank of the aircraft are divided into two fuel sensor arrays, each array including three fuel sensors (in Figure 1 The two arrays are connected by a solid line in the figure and can sense the fuel level of the left wing tank. In this way, the two arrays are redundant with each other, and the fuel level of the tank can be more accurately determined by combining the sensing data of the two arrays.

[0034] In another embodiment of the present disclosure, the data concentrator 203 may include a first data concentrator that receives sensing data from fuel sensors disposed on the left wing tank and the center tank of the aircraft, and a second data concentrator that receives sensing data from fuel sensors disposed on the center tank and the right wing tank of the aircraft. Figure 1 As shown in the example, the first data concentrator is arranged on the left side of the aircraft to receive sensing data from fuel sensors arranged on the left wing tank and the center tank of the aircraft, while the second data concentrator is arranged on the right side of the aircraft to receive sensing data from fuel sensors arranged on the center tank and the right wing tank of the aircraft.

[0035] In a preferred embodiment of the present disclosure, the first data concentrator may include a first channel and a second channel, wherein each of the first channel and the second channel receives sensing data from a different one of two fuel sensor arrays in a first plurality of fuel sensors disposed in the left wing tank. Furthermore, one of the first channel and the second channel also receives sensing data from a first fuel sensor array in a third plurality of fuel sensors disposed in the center tank, and preferably, the other of the first channel and the second channel also receives sensing data from a second fuel sensor array in the third plurality of fuel sensors disposed in the center tank.

[0036] In a preferred embodiment of the present disclosure, the second data concentrator may include a third channel and a fourth channel, wherein each of the third channel and the fourth channel receives sensing data from a different one of the two fuel sensor arrays of the second plurality of fuel sensors arranged in the right wing fuel tank, and wherein one of the third channel and the fourth channel also receives sensing data from the second fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors arranged in the center fuel tank, and preferably, the other of the third channel and the fourth channel also receives sensing data from the first fuel sensor array of the third plurality of fuel sensors arranged in the center fuel tank.

[0037] For example, if Figure 1 As shown in the example of FIG, a first data concentrator provided on the left side of the aircraft includes a first channel LANE1 and a second channel LANE2. The first channel LANE1 is connected to a first fuel sensor array among a first plurality of fuel sensors provided in the left wing fuel tank and a first fuel sensor array among a third plurality of fuel sensors provided in the center fuel tank, and thereby receives sensing data therefrom. The second channel LANE2 is connected to a second fuel sensor array among the first plurality of fuel sensors and thereby receives sensing data therefrom. In a further preferred embodiment, the second channel LANE2 is also connected to a second fuel sensor array among the third plurality of fuel sensors provided in the center fuel tank, and thereby receives sensing data therefrom. Figure 1 (not shown in the figure). In this further preferred embodiment, at the expense of adding one connecting line, the oil level sensing of the center tank is made more robust against a single point failure of the bus bar.

[0038] Likewise, Figure 1 As shown in the example, a second data concentrator located on the right side of the aircraft includes a third channel, LANEA, and a fourth channel, LANEB. The third channel, LANEA, is connected to and receives data from a first fuel sensor array in the second plurality of fuel sensors located in the right wing tank and a second fuel sensor array in the third plurality of fuel sensors located in the center tank. The fourth channel, LANEB, is connected to and receives data from the second fuel sensor array in the second plurality of fuel sensors. In a further preferred embodiment, the fourth channel, LANEB, is also connected to and receives data from the first fuel sensor array in the third plurality of fuel sensors located in the center tank.

[0039] In yet another embodiment of the present disclosure, the bus bar 205 may include first and second bus bars, each of which can supply power to the first data concentrator and the second data concentrator. Figure 1As shown, both the first bus bar and the second bus bar can respectively supply power to the first channel LANE1 and the second channel LANE2 of the first data concentrator and the third channel LANEA and the fourth channel LANEB of the second data concentrator.

[0040] In another embodiment of the present disclosure, the power selection module 207 is connected between the bus bar 205 and the data concentrator 203, and is used to select the power supply from the bus bar 205 to the data concentrator 203. In a preferred embodiment, the power selection module 207 may include a first power selection submodule provided on the left wing side of the aircraft and a second power selection submodule provided on the right wing side of the aircraft. Figure 1 As shown. In this embodiment, the first power selection submodule is configured to supply power to the first channel LANE1 of the first data concentrator and the third channel LANEA of the second data concentrator via the first busbar when the first busbar is operating normally, and to supply power to the first channel LANE1 of the first data concentrator and the third channel LANEA of the second data concentrator via the second busbar if the first busbar fails. The second power selection submodule is configured to supply power to the second channel LANE2 of the first data concentrator and the fourth channel LANEB of the second data concentrator via the second busbar when the second busbar is operating normally, and to supply power to the second channel LANE2 of the first data concentrator and the fourth channel LANEB of the second data concentrator via the first busbar if the second busbar fails. In other words, the first channel LANE1 of the first data concentrator and the third channel LANEA of the second data concentrator are preferentially powered by the first busbar, and the second channel LANE2 of the first data concentrator and the fourth channel LANEB of the second data concentrator are preferentially powered by the second busbar.

[0041] In another embodiment of the present disclosure, each of the first and second power selection submodules includes a switching element that switches depending on the conditions of the first and second busbars, thereby selectively powering the data concentrator. In this embodiment, the switching element may include a rectifier diode and / or a relay.

[0042] refer to Figure 3, which shows a schematic diagram of a power selection module according to an example embodiment of the present disclosure. In this embodiment, the power selection module 305 includes a first power selection submodule and a second power selection submodule, and each of the first power selection submodule and the second power selection submodule includes a switching element in the form of a rectifier diode, which is used to switch to selectively supply power to the two data channels LANE1 and LANE2 of the first data concentrator FRDC1 and the two data channels LANEA and LANEB of the second data concentrator FRDC2 depending on the status (i.e., fault status) of the first bus bar BUS1 and the second bus bar BUS2. The specific power supply process is referred to the above for Figure 2 The examples described are not repeated here.

[0043] refer to Figure 4 , which shows a schematic diagram of a power selection module according to another exemplary embodiment of the present disclosure. In this embodiment, the power selection module 405 includes a switching element in the form of a relay, which is used to switch to selectively supply power to the two data channels LANE1 and LANE2 of the first data concentrator FRDC1 and the two data channels LANEA and LANEB of the second data concentrator FRDC2 depending on the status (i.e., fault status) of the first bus bar BUS1 and the second bus bar BUS2. The specific power supply process is described above. Figure 2 The examples described are not repeated here.

[0044] It will be appreciated that the power selection module may be in the form of a combination of a rectifier diode and a relay, or may be in the form of any other suitable switching element, depending on specific implementations, which will not be described in detail here.

[0045] In yet another embodiment of the present disclosure, the fuel computer may receive data from the data concentrator and calculate the fuel quantity of the corresponding fuel tank, and then transmit the calculated fuel quantity to the avionics equipment of the aircraft for display. Figure 2 The fuel computer 209 can receive data from the data concentrator 203 and calculate the fuel quantity of the corresponding tank, and then transmit the calculated fuel quantity to the avionics equipment of the aircraft for display. It will be understood that the specific connection relationship of the fuel computer 209 is not described in detail. Figure 2 In one example, the fuel computer may include a first channel and a second channel with the same functions, and the first bus bar also supplies power to the first channel of the fuel computer, and the second bus bar also supplies power to the second channel of the fuel computer. Figure 2 As shown in the example, the fuel computer 209 includes a first channel CHA and a second channel CHB having the same functions, and the first bus also supplies power to the first channel CHA of the fuel computer 209, and the second bus also supplies power to the second channel CHB of the fuel computer 209.

[0046] In addition, it can be seen that the fuel computer 209 is also powered via a battery to implement fuel quantity indication during ground refueling, so that the fuel quantity measurement function is available when the aircraft is not powered on on the ground.

[0047] refer to Figure 5 , which shows a schematic diagram of an aircraft 500 according to an exemplary embodiment of the present disclosure. In this embodiment, the aircraft 500 may include a fuel quantity indication system according to various embodiments of the present disclosure, such as a fuel quantity indication system for Figure 2 A fuel quantity indicating system 200 is described.

[0048] As described above, the data concentrator (or fuel sensor data acquisition device) disclosed herein has a power supply redundancy function. When any power bus fails, the sensor data acquisition and the cockpit fuel level indication are not affected, thereby ensuring the availability of the fuel level indication function.

[0049] Furthermore, as mentioned above, the present disclosure utilizes a data concentrator to collect and convert data from fuel tank sensors, including inherent safety features. The fuel computer is solely responsible for fuel level calculation and system control, thus reducing the complexity of fuel computer development. Furthermore, the data concentrator of the present disclosure need not be installed in the aircraft's EE bay, but can be located in the main lift bay, closer to the fuel tanks. This effectively shortens the length of fuel measurement cables and reduces weight. Furthermore, in the event of a busbar failure, the center tank fuel level indication, and thus the total fuel level indication, remains intact, without impacting aircraft dispatch.

[0050] In summary, in the fuel quantity indicating system disclosed herein:

[0051] a) The two channels of the dual-channel fuel computer each receive a busbar power input independently, and an additional battery power input is used to support ground refueling function;

[0052] b) Each channel of the dual-channel data concentrator is powered redundantly via a power selection module. The power selection module receives two busbar power inputs from the aircraft, prioritizes them according to power selection principles, and then provides one power input to each channel of the data concentrator.

[0053] In this way, the fuel quantity indication system disclosed in the present invention realizes power supply redundancy of the data concentrator through the power selection module to ensure the availability of the indication function of the fuel quantity indication system. When any bus is lost, the two channels of the data concentrator are still powered, ensuring the normal data acquisition function of the fuel sensor. The single point failure of the bus will not affect the fuel quantity indication function, and will not affect the left and right wing tanks, the central tank and the total fuel indication of the aircraft, so the aircraft can be dispatched normally. The power selection module disclosed in the present invention can realize bus priority selection. The two channels of the first data concentrator and the two channels of the second data concentrator can give priority to the corresponding bus for power supply, ensuring the power supply independence of the two channels of the data concentrator in any scenario. In addition, the power selection module disclosed in the present invention can be installed as a separate LRU component, or it can be integrated into the hardware design of the data concentrator, so that the design of the power selection module is flexible, and the design form can be determined according to the overall aircraft planning and system architecture analysis. If installed as a separate LRU component, when a power supply failure occurs in the data concentrator, the fault can be accurately located, the equipment maintenance is convenient, and the maintenance cost is low. When optimizing the power supply redundancy of the data concentrator that has been delivered to the aircraft, it is only necessary to add a power selection module, and there is no need to re-develop the certified data concentrator, thus reducing the equipment development and testing costs; integration into the hardware design of the data concentrator can reduce the number of installed equipment and achieve aircraft weight reduction.

[0054] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The accompanying drawings illustrate specific embodiments that can be put into practice by way of illustration. These embodiments are also referred to herein as "examples." Such examples may include elements other than those shown or described. However, examples that include the shown or described elements are also contemplated. In addition, examples using any combination or arrangement of those elements shown or described are also contemplated, or with reference to the specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0055] In the appended claims, the terms "including" and "comprising" are open-ended, that is, systems, apparatuses, articles, or processes that include elements in addition to those listed after such terms in a claim are considered to fall within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels and are not intended to indicate a numerical order to their objects.

[0056] In addition, the order of each operation explained in this specification is exemplary. In alternative embodiments, each operation can be performed in a different order than that shown in the drawings, and each operation can be combined into a single operation or split into more operations.

[0057] The above description is intended to be illustrative, not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by a person of ordinary skill in the art after reviewing the above description. The abstract allows the reader to quickly determine the nature of the present disclosure. This abstract is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the above specific embodiments, various features may be grouped together to make the disclosure smooth. However, the claims may not state every feature disclosed herein, as the embodiments may characterize a subset of the features. In addition, an embodiment may include fewer features than those disclosed in a particular example. Therefore, the appended claims are thereby incorporated into the specific embodiments, and a claim exists independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the appended claims and the full scope of equivalents to which such claims are entitled.

Claims

1. A fuel quantity indicating system, characterized in that: include: fuel sensors, the fuel sensors comprising a first plurality of fuel sensors disposed on a left wing fuel tank of the aircraft, a second plurality of fuel sensors disposed on a right wing fuel tank of the aircraft, and a third plurality of fuel sensors disposed on a center fuel tank of the aircraft; a data concentrator, the data concentrator comprising a first data concentrator receiving sensing data from fuel sensors disposed on a left wing tank and a center tank of the aircraft, and a second data concentrator receiving sensing data from fuel sensors disposed on a center tank and a right wing tank of the aircraft; bus bars, the bus bars comprising a first bus bar and a second bus bar, each of the first bus bar and the second bus bar being capable of supplying power to the first data concentrator and the second data concentrator; a power selection module, connected between the bus bar and the data concentrator, and configured to select power supplied from the bus bar to the data concentrator; as well as A fuel computer receives the data from the data concentrator and calculates the fuel quantity of the corresponding fuel tank, and then transmits the calculated fuel quantity to the avionics equipment of the aircraft for display.

2. The fuel quantity indicating system according to claim 1, characterized in that: The fuel sensor provided in each fuel tank is divided into two fuel sensor arrays, each array being capable of sensing the fuel amount in the corresponding fuel tank.

3. The fuel quantity indicating system according to claim 2, characterized in that: the first data concentrator including a first channel and a second channel, wherein each of the first channel and the second channel receives sensing data from a different one of two fuel sensor arrays of the first plurality of fuel sensors, and wherein one of the first channel and the second channel also receives sensing data from a first fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors; and The second data concentrator includes a third channel and a fourth channel, wherein each of the third channel and the fourth channel receives sensing data from a different one of the two fuel sensor arrays of the second plurality of fuel sensors, and wherein one of the third channel and the fourth channel also receives sensing data from a second fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors.

4. The fuel quantity indicating system according to claim 3, characterized in that: The other of the first channel and the second channel further receives sensing data from a second fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors, and the other of the third channel and the fourth channel further receives sensing data from a first fuel sensor array of the two fuel sensor arrays of the third plurality of fuel sensors.

5. The fuel quantity indicating system according to claim 3, characterized in that: The first bus bar and the second bus bar are both capable of supplying power to the first channel and the second channel of the first data concentrator and the third channel and the fourth channel of the second data concentrator, respectively.

6. The fuel quantity indicating system according to claim 5, characterized in that: The power selection module includes a first power selection submodule provided on the left wing side of the aircraft and a second power selection submodule provided on the right wing side of the aircraft. The first power selection submodule is configured to supply power to the first channel of the first data concentrator and the third channel of the second data concentrator through the first bus bar when the first bus bar is operating normally, and to supply power to the first channel of the first data concentrator and the third channel of the second data concentrator through the second bus bar when the first bus bar fails; The second power supply selection submodule is configured to supply power to the second channel of the first data concentrator and the fourth channel of the second data concentrator through the second bus bar when the second bus bar is operating normally, and to supply power to the second channel of the first data concentrator and the fourth channel of the second data concentrator through the first bus bar when the second bus bar fails.

7. The fuel quantity indicating system according to claim 6, characterized in that: Each of the first power selection submodule and the second power selection submodule includes a switching element that switches depending on conditions of the first bus bar and the second bus bar.

8. The fuel quantity indicating system according to claim 7, characterized in that: The switching element includes a rectifier diode and / or a relay.

9. The fuel quantity indicating system according to claim 1, wherein: The fuel computer includes a first channel and a second channel having the same function. The first bus bar also supplies power to the first channel of the fuel computer, and the second bus bar also supplies power to the second channel of the fuel computer.

10. The fuel quantity indicating system according to claim 1, wherein: The fuel computer is also powered via a battery to provide fuel quantity indication during ground refueling.

11. An aircraft comprising the fuel quantity indicating system according to any one of claims 1 to 10.

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