Monitoring system, monitoring method and aircraft

Abstract

The embodiment of the invention discloses a monitoring system, a monitoring method and an aircraft, and belongs to the technical field of aircraft fuel pump monitoring. According to the monitoring system, a shell, a pipe body and a sensor are arranged on the inner side of a fuel tank, the input end of the pipe body can be connected with a fuel pump, and the output end of the pipe body is inserted into the shell; the pipe body can convey part of oil output by the fuel pump into the containing cavity, the detection end of the sensor is located on the inner side of the containing cavity and can collect the pressure value of the oil conveyed into the containing cavity by the pipe body, and the transmission end of the sensor is in communication connection with the analysis unit so as to transmit the pressure value collected by the detection end to the analysis unit. The analysis unit is used for comparing the pressure value with a preset pressure threshold value, so that the oil outlet pressure of the fuel pump is monitored, the working state of the fuel pump is judged, pollutants in oil cannot be accumulated at the detection end, the risk of freezing of the detection end can be effectively reduced, and the accuracy of the pressure value collected by the detection end is guaranteed.

Description

Technical Field

[0001] This application relates to the technical field of aircraft fuel pump monitoring, and particularly to a monitoring system, a monitoring method, and an aircraft. Background Art

[0002] A fuel pump is provided in the fuel tank of an aircraft, and a pressure sensor is used to detect the outlet pressure of the fuel pump. The avionics system judges the working state of the fuel pump according to the pressure signal detected by the pressure sensor. However, the detection end of the pressure sensor is prone to accumulating contaminants in the fuel tank, and there is a risk of icing at the detection end, which affects the detection accuracy of the pressure sensor. Summary of the Invention

[0003] Embodiments of this application provide a monitoring system, a monitoring method, and an aircraft to solve the problem of the detection accuracy of the pressure sensor.

[0004] Embodiments of this application disclose the following technical solutions:

[0005] In a first aspect of an embodiment of this application, a monitoring system is provided for monitoring the pressure value of the oil output by a fuel pump in a fuel tank of an aircraft. The monitoring system includes: a housing with an accommodation cavity inside. The housing includes a first side wall. The housing is disposed inside the fuel tank. The fuel tank includes a first end wall. Along the depth direction of the fuel in the fuel tank, the first end wall is disposed opposite to the liquid level of the fuel, and the first side wall is adjacent to the first end wall; a pipe body disposed inside the fuel tank. The pipe body includes an input end and an output end. The input end can be connected to the fuel pump, and the output end is inserted into the housing. The pipe body can transport a part of the oil output by the fuel pump into the accommodation cavity; a sensor disposed inside the fuel tank and on the first side wall. The sensor includes a detection end and a transmission end. The detection end is located inside the accommodation cavity, and the detection end can collect the pressure value of the oil transported into the accommodation cavity by the pipe body; an analysis unit disposed outside the fuel tank. The transmission end is communicatively connected to the analysis unit to transmit the pressure value collected by the detection end to the analysis unit. The analysis unit is used to compare the pressure value with a preset pressure threshold.

[0006] In addition to one or more of the above-disclosed features, or as an alternative, along the depth direction, the distance between the end face of the detection end and the plane where the first side wall is located is L1 mm, and the distance between the axis of the pipe body and the plane where the first side wall is located is L2 mm, satisfying: L1 < L2.

[0007] In addition to, or as an alternative to, one or more of the features disclosed above, the fuel tank has a length direction orthogonal to the depth direction; the orientation direction of the detection end is parallel to the depth direction; the output end extends along the length direction; the orientation direction of the detection end is orthogonal to the extension direction of the output end.

[0008] In addition to, or as an alternative to, one or more of the features disclosed above, the sensor is inserted into the first side wall, the detection end and the transmission end are arranged opposite to each other along the depth direction; the transmission end is located outside the housing; the transmission end is communicatively connected to the analysis unit through a cable.

[0009] In addition to, or as an alternative to, one or more of the features disclosed above, the fuel tank has a length direction orthogonal to the depth direction; the fuel tank includes a third end wall intersecting with the length direction; along the length direction, the housing protrudes from the third end wall, the housing includes a third side wall arranged opposite to the third end wall, and the third side wall is adjacent to the fuel pump; a jack communicating with the accommodation cavity is formed in the third side wall, and the output end is inserted into the jack.

[0010] In addition to, or as an alternative to, one or more of the features disclosed above, a filter screen is connected inside the jack; and / or, a seal is arranged at the connection between the output end and the third side wall.

[0011] In addition to, or as an alternative to, one or more of the features disclosed above, the sensor includes an optical sensor; a light source and a demodulation module are arranged inside the analysis unit, and the light source is connected to the sensor to transmit an optical signal to the sensor; the sensor can modulate the optical signal according to the pressure collected by the detection end to generate a modulated optical signal, and the transmission end can transmit the modulated optical signal to the analysis unit; the demodulation module can demodulate the modulated optical signal to obtain a pressure value.

[0012] In addition to, or as an alternative to, one or more of the features disclosed above, the sensor includes an optical fiber pressure sensor, and the optical fiber pressure sensor includes at least one of an optical fiber Bragg grating sensor and an optical fiber Fabry-Perot sensor.

[0013] A second aspect of the embodiments of the present application provides a monitoring method, including the following steps:

[0014] Obtain the pressure value of the oil liquid conveyed by the pipe body into the accommodation cavity of the housing;

[0015] Compare the pressure value with a preset pressure threshold;

[0016] Decide whether to turn off the fuel pump according to the comparison result between the pressure value and the pressure threshold.

[0017] A third aspect of the embodiments of the present application provides an aircraft, including: a wing, an oil tank is arranged inside the wing, the oil tank is used to accommodate fuel, and a fuel pump is arranged inside the oil tank; an avionics system, the fuel pump is communicatively connected to the avionics system; and, the monitoring system as described above; an analysis unit in the monitoring system is communicatively connected to the avionics system, and the analysis unit can transmit the comparison result between the pressure value and a preset pressure threshold to the avionics system, and the avionics system can generate a determination result on whether to turn off the fuel pump according to the comparison result.

[0018] In addition to one or more of the above-disclosed features, or as an alternative, the aircraft further includes a display system, an output end of the avionics system is communicatively connected to the display system to transmit the determination result to the display system, and the display system is used to display the determination result.

[0019] One of the technical solutions in the above technical solutions has the following advantages or beneficial effects: providing a monitoring system, a method of monitoring using the monitoring system, and an aircraft having the monitoring system. The monitoring system arranges a housing inside the oil tank, arranges a pipe body inside the oil tank, an input end of the pipe body can be connected to the fuel pump, an output end is inserted into the housing, the pipe body can convey a part of the oil liquid output by the fuel pump into the accommodation cavity, arranges a sensor inside the oil tank and on a first side wall of the housing, a detection end of the sensor is located inside the accommodation cavity, the detection end can collect the pressure value of the oil liquid conveyed by the pipe body into the accommodation cavity, arranges an analysis unit outside the oil tank, a transmission end of the sensor is communicatively connected to the analysis unit to transmit the pressure value collected by the detection end to the analysis unit, and the analysis unit is used to compare the pressure value with a preset pressure threshold, so as to monitor the oil outlet pressure of the fuel pump, judge the working state of the fuel pump. The first end wall of the oil tank faces the liquid level of the fuel contained in the oil tank, the first side wall of the housing is adjacent to the first end wall along the depth direction of the fuel, and the structural design that the sensor is arranged on the first side wall of the housing makes the sensor located at a high position of the housing. Therefore, when the pipe body conveys a part of the oil liquid output by the fuel pump into the accommodation cavity of the housing, it is ensured that the detection end of the sensor will not accumulate pollutants in the oil liquid, ensuring the accuracy of the pressure value collected by the detection end. Moreover, the sensor is arranged inside the oil tank, and the detection of the oil outlet pressure of the fuel pump can be realized inside the oil tank, effectively reducing the risk of icing at the detection end and ensuring the accuracy of the pressure value collected by the detection end. Description of the Drawings

[0020] The following will make the technical solutions and other beneficial effects of the present application obvious by describing the specific embodiments of the present application in detail in conjunction with the drawings.

[0021] Figure 1 It is a schematic structural diagram of the monitoring system provided by the embodiments of the present application;

[0022] Figure 2 Schematic diagram of the installation structure of the housing, pipe body, and sensor in the fuel tank in the monitoring system provided by the embodiment of the present application;

[0023] Figure 3 Architecture diagram of the combination of the monitoring system and the aircraft provided by the embodiment of the present application;

[0024] Figure 4 Schematic diagram of the structure of the fuel control panel in the aircraft provided by the embodiment of the present application;

[0025] Figure 5 Schematic diagram of the structure of the aircraft provided by the embodiment of the present application.

[0026] The reference numerals are as follows:

[0027] 100, monitoring system;

[0028] 10, housing, 101, accommodation cavity, 11, first side wall, 12, second side wall, 13, third side wall, 130, jack, 131, filter screen, 132, seal, 14, fourth side wall;

[0029] 20, pipe body, 201, axis, 21, input end, 22, output end;

[0030] 30, sensor, 31, detection end, 310, end face, 32, transmission end, 33, cable;

[0031] 40, analysis unit, 41, light source, 42, demodulation module;

[0032] 200, aircraft, 210, wing, 210a, left wing, 210b, right wing, 220, fuel tank, 220a, first fuel tank, 220b, second fuel tank, 220c, third fuel tank, 2201, fuel, 2202, liquid level, 221, first end wall, 222, second end wall, 223, third end wall, 224, fourth end wall, 230, fuel pump, 230a, first fuel pump, 230b, second fuel pump, 230c, third fuel pump, 230d, fourth fuel pump, 231, oil outlet, 240, avionics system, 250, display system, 251, fuel control panel, 2511, first indicator light, 2512, second indicator light, 260, power system, 261, engine, 262, auxiliary power unit;

[0033] X, length direction, Y, depth direction. Detailed implementation manners

[0034] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless otherwise specifically defined.

[0035] In some embodiments of the present application, a monitoring system 100 is provided. Referring to Figures 1 to 3 , the monitoring system 100 includes: a housing 10, a tube body 20, a sensor 30, and an analysis unit 40. The monitoring system 100 is used to monitor the pressure value of the oil output by the fuel pump 230 in the fuel tank 220 of the aircraft 200.

[0036] Referring to Figure 2 , the fuel tank 220 is used to contain fuel 2201. The fuel 2201 in the fuel tank 220 has a depth direction Y, and the fuel tank 220 has a length direction X. The depth direction Y intersects with the length direction X. Specifically, in the embodiments shown in Figure 1 and Figure 2 , the depth direction Y is orthogonal to the length direction X. Referring to Figure 2 , the fuel tank 220 includes a first end wall 221 and a second end wall 222 that are oppositely arranged along the depth direction Y. The first end wall 221 is oppositely arranged with the liquid surface 2202 of the fuel 2201. That is to say, the first end wall 221 faces the liquid surface 2202 along the depth direction Y, and the first end wall 221 is spaced from the liquid surface 2202. Referring to Figure 2 , the fuel tank 220 further includes a third end wall 223 and a fourth end wall 224 that are oppositely arranged along the length direction X. Referring to Figure 2 and Figure 3 , a fuel pump 230 is provided in the fuel tank 220. The fuel pump 230 is used to transport the fuel 2201 in the fuel tank 220 to the power system 260 of the aircraft 200 to provide power for the power system 260.

[0037] Referring to Figure 1 andFigure 2 , an accommodation chamber 101 is provided inside the housing 10. The housing 10 includes a first side wall 11 and a second side wall 12 oppositely arranged along the depth direction Y of the oil fluid 2201, and the housing 10 further includes a third side wall 13 and a fourth side wall 14 oppositely arranged along the length direction X of the fuel tank 220. Refer to Figure 2 , the housing 10 is arranged inside the fuel tank 220, and the first side wall 11 is adjacent to the first end wall 221 of the fuel tank 220 along the depth direction Y of the fuel 2201.

[0038] Refer to Figure 2 , the pipe body 20 is arranged inside the fuel tank 220. The pipe body 20 includes an input end 21 and an output end 22. The input end 21 and the output end 22 are oppositely arranged, and the input end 21 can be connected to the fuel pump 230. Refer to Figure 1 and Figure 2 , the output end 22 is inserted into the housing 10, and the pipe body 20 can convey a part of the oil fluid output by the fuel pump 230 into the accommodation chamber 101. Specifically, in the embodiment shown in Figure 2 , the input end 21 of the pipe body 20 is communicated with the oil outlet 231 of the fuel pump 230, so as to convey a part of the oil fluid output from the oil outlet 231 of the fuel pump 230 to the inside of the accommodation chamber 101 through the output end 22.

[0039] Refer to Figure 2 , the sensor 30 is arranged inside the fuel tank 220. Refer to Figure 1 and Figure 2 , the sensor 30 is arranged on the first side wall 11 of the housing 10. The sensor 30 includes a detection end 31 and a transmission end 32. The detection end 31 is located inside the accommodation chamber 101, and the detection end 31 can collect the pressure value of the oil fluid conveyed into the accommodation chamber 101 by the pipe body 20.

[0040] Refer to Figure 3 , the analysis unit 40 is arranged outside the fuel tank 220. Refer to Figure 1 and Figure 3 , the transmission end 32 is communicatively connected to the analysis unit 40 to transmit the pressure value collected by the detection end 31 to the analysis unit 40, and the analysis unit 40 is used to compare the pressure value with a preset pressure threshold.

[0041] A fuel pump is provided in the fuel tank of the aircraft. The fuel pump is used to transport the fuel in the fuel tank to the power system (such as the engine) of the aircraft, and is equipped with a fuel pressure indication system. The fuel pressure indication system is used to detect the pressure value of the oil fluid output from the outlet of the fuel pump. Specifically, considering the fire prevention requirements of the fuel tank ignition source, the pressure sensor needs to be set outside the fuel tank, and a pressure guiding pipeline is inserted into the fuel tank. One end of the pressure guiding pipeline extends into the inner side of the fuel tank and is connected to the outlet of the fuel pump, and the other end of the pressure guiding pipeline is located outside the fuel tank and is connected to the detection end of the pressure sensor. Part of the oil fluid at the outlet of the fuel pump is transported to the detection end of the pressure sensor through the pressure guiding pipeline, and the detection end is directly in contact with the oil fluid to collect the pressure value of the fuel output by the fuel pump. The avionics system synthesizes the fuel pump switch command signal and the pressure value detected by the pressure sensor, judges the working state of the fuel pump, and triggers an alarm to the cockpit when the fuel pump fails.

[0042] However, to ensure the stable contact between the detection end of the pressure sensor and the fuel transported by the pressure guiding pipeline, the detection end of the pressure sensor is usually installed at a "low position", that is, the detection end of the pressure sensor is lower in height than the outlet of the fuel pump. One end of the pressure guiding pipeline connected to the detection end needs to be bent and then connected to the detection end, resulting in pollutants in the fuel tank being easily transmitted through the pressure guiding pipeline to the detection end of the pressure sensor for accumulation, causing the pressure sensor to fail or give false alarms, thus affecting the accuracy of the pressure value collected by the detection end, causing the sensor to send an incorrect fuel pressure signal to the avionics system, and further causing the avionics system to issue an incorrect fuel pump fault alarm, affecting the pilot's judgment and the flight safety of the aircraft. In addition, the pressure sensor is set outside the fuel tank. When the aircraft flies in a low-temperature environment, there is moisture in the fuel, resulting in the oil fluid transported to the detection end through the pressure guiding pipeline freezing, causing the pressure sensor to fail or give false alarms, thus affecting the accuracy of the pressure value collected by the detection end, causing the sensor to send an incorrect fuel pressure signal to the avionics system, and further causing the avionics system to issue a fog-locked fuel pump fault alarm, affecting the pilot's judgment and the flight safety of the aircraft.

[0043] The monitoring system 100 provided by the embodiments of the present application disposes the housing 10 inside the fuel tank 220 of the aircraft 200, and disposes the pipe body 20 inside the fuel tank 220. The input end 21 of the pipe body 20 can be connected to the fuel pump 230 disposed inside the fuel tank 220. The output end 22 of the pipe body 20 is inserted into the housing 10. The pipe body 20 can convey a part of the oil liquid output by the fuel pump 230 into the accommodation cavity 101 of the housing 10, and disposes the sensor 30 inside the fuel tank 220 and on the first side wall 11 of the housing 10. The detection end 31 of the sensor 30 is located inside the accommodation cavity 101. The detection end 31 can collect the pressure value of the oil liquid conveyed into the accommodation cavity 101 by the pipe body 20. The analysis unit 40 is disposed outside the fuel tank 220. The transmission end 32 of the sensor 30 is communicatively connected to the analysis unit 40 to transmit the pressure value collected by the detection end 31 to the analysis unit 40. The analysis unit 40 is used to compare the pressure value with a preset pressure threshold, so as to monitor the oil outlet pressure of the oil liquid output by the oil outlet 231 of the fuel pump 230, and judge the working state of the fuel pump 230 through the comparison result of the analysis unit 40, and judge whether the fuel pump 230 fails. Moreover, the first end wall 221 of the fuel tank 220 faces the liquid level 2202 of the fuel 2201 accommodated in the fuel tank 220. The first side wall 11 of the housing 10 is adjacent to the first end wall 221 of the fuel tank 220 along the depth direction Y of the fuel 2201. And the structural design that the sensor 30 is disposed on the first side wall 11 of the housing 10 makes the sensor 30 located at a high position of the housing 10. Thus, when the pipe body 20 conveys a part of the oil liquid output by the fuel pump 230 into the accommodation cavity 101 of the housing 10, while the detection end 31 collects the pressure value of the oil liquid entering the accommodation cavity 101, the oil liquid entering the accommodation cavity 101 will flow to the second side wall 12 of the housing 10 under the action of its own gravity, ensuring that the detection end 31 of the sensor 30 will not accumulate pollutants in the oil liquid, ensuring the accuracy of the pressure value collected by the detection end 31. Moreover, the sensor 30 is disposed inside the fuel tank 220, and the pipe body 20 is also disposed inside the fuel tank 220. The detection of the oil outlet pressure of the fuel pump 230 can be realized inside the fuel tank 220, so as to ensure the ambient temperature of the sensor 30. Even if the aircraft 200 flies in a low-temperature environment, the risk of icing of the detection end 31 can be effectively reduced, ensuring the accuracy of the pressure value collected by the detection end 31, ensuring that the analysis unit 40 sends an accurate comparison result to the avionics system 240 of the aircraft 200 (such as Figure 3 shown), providing an accurate judgment basis for the avionics system 240 to send an accurate judgment result to the pilot, so that the pilot can decide whether to turn off the fuel pump 230 according to the judgment result, thus ensuring the flight safety of the aircraft 200. And the pipe body 20 is disposed inside the fuel tank 220. Compared with the pressure guiding pipeline inserted into the fuel tank 220, the number of openings on the fuel tank 220 can be reduced, and the risk of oil leakage can be reduced.

[0044] In some embodiments, the pressure threshold includes a high-pressure threshold, and the high-pressure threshold is 4.5 psi. If the pressure value collected by the detection end 31 is higher than the high-pressure threshold, it indicates that the pressure of the oil output by the fuel pump 230 is too high, and the fuel pump 230 fails, and the fuel pump 230 needs to be shut down.

[0045] In some embodiments, the pressure threshold includes a low-pressure threshold, and the low-pressure threshold is 3.0 psi. If the pressure value collected by the detection end 31 is lower than the low-pressure threshold, it indicates that the pressure of the oil output by the fuel pump 230 is too low, and the fuel pump 230 fails, and the fuel pump 230 needs to be shut down.

[0046] In some embodiments, referring to Figure 1 , along the depth direction Y of the fuel 2201 in the fuel tank 220, the distance between the end face 310 of the detection end 31 of the sensor 30 and the plane of the first side wall 11 of the housing 10 is L1 mm, and the distance between the axis 201 of the pipe body 20 and the plane of the first side wall 11 of the housing 10 is L2 mm, satisfying: L1 < L2. Thus, the detection end 31 is located above the pipe body 20 in the depth direction Y. When the pipe body 20 conveys some of the oil output from the oil outlet 231 of the fuel pump 230 to the accommodation cavity 101 of the housing 10, it can avoid the oil entering the accommodation cavity 101 from contacting the detection end 31 of the sensor 30, ensure that the detection end 31 collects the oil pressure value, and avoid the accumulation of pollutants in the oil on the detection end 31, ensuring the accuracy of the detection end 31 in collecting the oil pressure value.

[0047] In some embodiments, referring to Figure 1 and Figure 2 , the orientation direction of the detection end 31 is parallel to the depth direction Y. In other words, the detection end 31 faces the second side wall 12 of the housing 10 along the depth direction Y of the fuel 2201, the output end 22 of the pipe body 20 extends along the length direction X of the fuel tank 220, and the orientation direction of the detection end 31 is orthogonal to the extension direction of the output end 22. Thus, it can ensure that the detection end 31 stably and accurately faces the oil conveyed to the accommodation cavity 101 by the output end 22 of the pipe body 20, thereby ensuring the accuracy of the collection of the oil pressure value, and further ensuring that the analysis unit 40 sends an accurate comparison result to the avionics system 240 of the aircraft 200, providing an accurate judgment basis for the avionics system 240 to send an accurate judgment result to the pilot, enabling the pilot to decide whether to turn off the fuel pump 230 according to the judgment result, thereby ensuring the flight safety of the aircraft 200.

[0048] In some embodiments, referring to Figure 1 and Figure 2 , the sensor 30 is inserted into the first side wall 11 of the housing 10, the detection end 31 and the transmission end 32 are arranged oppositely along the depth direction Y, and the transmission end 32 is located outside the housing 10. Referring to Figure 1, the transmission end 32 is communicatively connected to the analysis unit 40 through the cable 33. The structural design of arranging the transmission end 32 outside the housing 10 can prevent the transmission end 32 from being affected by the oil transported by the pipe body 20 to the inner side of the accommodation cavity 101. The structural design of communicatively connecting the transmission end 32 to the analysis unit 40 through the cable 33 can ensure that the transmission end 32 stably and real-time transmits the pressure value collected by the detection end 31 to the analysis unit 40, avoiding attenuation during the transmission process, ensuring the accuracy of the comparison result of the analysis unit 40 comparing the pressure value with the preset pressure threshold, ensuring that the analysis unit 40 sends an accurate comparison result to the avionics system 240 of the aircraft 200, providing an accurate judgment basis for the avionics system 240 to send an accurate judgment result to the pilot, enabling the pilot to decide whether to turn off the fuel pump 230 according to the judgment result, thereby ensuring the flight safety of the aircraft 200.

[0049] In some embodiments, referring to Figure 2 , along the length direction X of the fuel tank 220, the housing 10 protrudes from the third end wall 223 of the fuel tank 220. The third side wall 13 of the housing 10 is adjacent to the fuel pump 230. Referring to Figure 1 , a jack 130 communicating with the accommodation cavity 101 is formed on the third side wall 13, and the output end 22 of the pipe body 20 is inserted into the jack 130. The structural design of the housing 10 protruding from the third end wall 223 of the fuel tank 220 can ensure the installation stability of the housing 10 inside the fuel tank 220. The structural design of the third side wall 13 of the housing 10 being adjacent to the fuel pump 230 can reduce the length of the pipe body 20, quickly transport some of the oil output from the oil outlet 231 of the fuel pump 230 to the accommodation cavity 101, improve the measurement accuracy of the oil outlet pressure value of the oil outlet 213, and ensure the efficiency of the sensor 30 collecting the pressure value.

[0050] In some embodiments, a rib plate (not shown in the figure) protrudes from the inner surface of the third end wall 223 of the fuel tank 220, and the housing 10 protrudes from the rib plate. The setting of the rib plate can improve the overall strength of the fuel tank 220 and can also improve the installation stability and installation strength of the housing 10 inside the fuel tank 220.

[0051] In some embodiments, referring to Figure 1 and Figure 2 , a filter screen 131 is connected inside the jack 130. The setting of the filter screen 131 makes the impurities and bubbles in the oil transported by the pipe body 20 to the accommodation cavity 101 less, thereby ensuring the accuracy of the detection end 31 of the sensor 30 collecting the oil pressure value.

[0052] In some embodiments, referring to Figure 1 and Figure 2, a seal 132 is provided at the connection between the pipe body 20 and the third side wall 13. The provision of the seal 132 can form a seal at the connection between the pipe body 20 and the housing 10, ensuring that the pipe body 20 stably conveys a part of the oil fluid output from the oil outlet 231 of the fuel pump 230 to the accommodation cavity 101, avoiding the leakage of the oil fluid during the conveyance process, and thus ensuring the accuracy of the oil fluid pressure value collected by the detection end 31.

[0053] In some embodiments, the seal 132 is threadedly connected to the output end 22 of the pipe body 20, thereby ensuring the sealing property.

[0054] In some embodiments, the sensor 30 includes an optical sensor. Referring to Figure 1 , inside the analysis unit 40, there are a light source 41 and a demodulation module 42. The light source 41 is connected to the sensor 30 to transmit an optical signal to the sensor 30. In other words, the light source 41 transmits the optical signal to the sensor 30 through the cable 33. The sensor 30 can generate a modulated optical signal according to the pressure-modulated optical signal collected by the detection end 31. The transmission end 32 can transmit the modulated optical signal to the analysis unit 40, and the demodulation module 42 can demodulate the adjusted optical signal transmitted by the transmission end 32 to obtain the pressure value.

[0055] Specifically, when the pressure value of the oil fluid collected by the detection end 31 of the sensor 30 changes, after the optical signal emitted by the light source 41 passes through the changed pressure value, the wavelength of the optical signal changes. That is, the sensor 30 modulates the optical signal through the changed pressure, causing the wavelength of the optical signal to change and generating a modulated optical signal. The transmission end 32 transmits the modulated optical signal to the analysis unit 40. The demodulation module 42 in the analysis unit 40 demodulates the modulated optical signal to obtain the pressure information including the oil fluid pressure value. The analysis unit 40 compares the pressure value with the pressure threshold to obtain a comparison result. The analysis unit 40 conveys the comparison result to the avionics system 240 of the aircraft 200. The avionics system 240 obtains a determination result on whether to shut down the fuel pump 230 according to the comparison result and transmits the determination result to the display system 250 of the aircraft 200. The pilot shuts down the fuel pump 230 or keeps the fuel pump 230 in the on state according to the determination result displayed by the display system 250.

[0056] To collect the pressure value of the oil fluid output by the fuel pump in the fuel tank, a mechanical sensor is usually adopted for the pressure sensor. The oil fluid conveyed to the detection end of the pressure sensor through the pressure guiding pipeline extrudes the detection end, so that the detection end collects the pressure value of the oil fluid. Therefore, the detection end of the pressure sensor needs to be set at a "lower position".

[0057] In some embodiments of the present application, the sensor 30 is an optical sensor. By detecting the modulation of the light signal by the pressure collected by the detection end 31, and combining the demodulation of the modulation light signal by the demodulation module 42, the pressure value of the oil delivered to the accommodation cavity 101 can be obtained. Thus, the detection end 31 can collect the pressure value of the oil without contacting the oil, avoiding the accumulation of pollutants in the oil on the detection end 31, ensuring the acquisition accuracy of the detection end 31, and ensuring the service life of the detection end 31, realizing the long-term and stable acquisition of the pressure value of the oil output from the oil outlet 231 of the fuel pump 230.

[0058] In some embodiments, the sensor 30 includes a fiber optic pressure sensor. The fiber optic pressure sensor has excellent anti-electromagnetic interference characteristics, can reduce the connecting wires, and can transmit the pressure value through the cable 33, achieving weight reduction and carbon emission reduction to a certain extent. It is suitable for the fuel pressure monitoring system of complex large aircraft and the model development work of the new generation of large aircraft. Moreover, the sensitivity of the pressure change measured by the fiber optic pressure sensor is high.

[0059] In some embodiments, the fiber optic pressure sensor includes a fiber Bragg grating (FBG) sensor. The central wavelength of the light signal transmitted by the light source 41 to the fiber Bragg grating sensor will change with the change of the pressure of the oil. The offset Δλ of the central wavelength of the light signal transmitted by the light source 41 to the fiber Bragg grating sensor BS and the longitudinal strain Δε received by the central wavelength have the following relationship:

[0060] Δλ BS＝ λ B *(1 - ρ α )*Δε.

[0061] Wherein, λ B is the initial central wavelength of the light signal transmitted by the light source 41 to the fiber Bragg grating sensor, and ρ α is the photoelastic coefficient of the optical fiber, which is related to the optical stress tensor components and Poisson coefficient of the optical fiber, etc. If necessary, temperature compensation can be considered.

[0062] In some embodiments, the fiber optic pressure sensor includes a fiber optic Fabry-Perot sensor (also known as a fiber optic F-P sensor). The light source 41 transmits an optical signal into the Fabry-Perot cavity of the fiber optic Fabry-Perot sensor. When the hydraulic oil delivered to the accommodation cavity 101 acts on the Fabry structure, the Fabry structure will deform, changing the length of the Fabry-Perot cavity in the fiber optic Fabry-Perot sensor, modulating the signal of the multi-beam interference in the Fabry-Perot cavity, generating a modulated optical signal, and the transmission end 32 transmits the modulated optical signal to the analysis unit 40. The demodulation module 42 in the analysis unit 40 demodulates the modulated optical signal to obtain the pressure information containing the hydraulic oil pressure value. In some embodiments, one fuel pump 230 corresponds to one sensor 30 in terms of quantity.

[0063] In some embodiments, one fuel pump 230 corresponds to two or more sensors 30 in terms of quantity. The two or more sensors 30 are connected in parallel and communicatively connected to the analysis unit 40.

[0064] In some embodiments of the present application, a monitoring method for the monitoring system 100 as described above is further provided, including the following steps:

[0065] S1. Obtain the pressure value of the hydraulic oil delivered from the pipe body 20 to the accommodation cavity 101 of the housing 10. Specifically, the pressure value of the hydraulic oil delivered from the output end 22 of the pipe body 20 to the accommodation cavity 101 of the housing 10 is collected by the detection end 31 of the sensor 30.

[0066] S2. Compare the pressure value with a preset pressure threshold. Specifically, the pressure value collected by the detection end 31 is transmitted to the analysis unit 40 through the transmission end 32 of the sensor 30, and the analysis unit 40 compares the pressure value with the preset pressure threshold.

[0067] S3. Decide whether to turn off the fuel pump 230 according to the comparison result between the pressure value and the pressure threshold. In some embodiments, the pressure threshold includes a high-pressure threshold, and the high-pressure threshold is 4.5 psi. If the pressure value collected by the detection end 31 is higher than the high-pressure threshold, it indicates that the pressure of the hydraulic oil output by the fuel pump 230 is too high, and the fuel pump 230 fails, and the fuel pump 230 needs to be shut down. In some embodiments, the pressure threshold includes a low-pressure threshold, and the low-pressure threshold is 3.0 psi. If the pressure value collected by the detection end 31 is lower than the low-pressure threshold, it indicates that the pressure of the hydraulic oil output by the fuel pump 230 is too low, and the fuel pump 230 fails, and the fuel pump 230 needs to be shut down.

[0068] In some embodiments of the present application, an aircraft 200 is further provided. Referring to Figures 1 to 5 , the aircraft 200 includes: wings 210, an avionics system 240, and the monitoring system 100 as described above.

[0069] Referring to Figure 3 andFigure 5 The wing 210 includes a left wing 210a, a right wing 210b, and a central wing (not shown in the figure) located between the left wing 210a and the right wing 210b.

[0070] Inside the wing 210, there is a fuel tank 220. Refer to Figure 3 The fuel tank 220 includes a first fuel tank 220a, a second fuel tank 220b, and a third fuel tank 220c. The first fuel tank 220a is arranged inside the left wing 210a, the second fuel tank 220b is arranged inside the central wing, and the third fuel tank 220c is arranged inside the right wing 210b.

[0071] Inside the fuel tank 220, there is a fuel pump 230. Refer to Figure 3 The fuel pump 230 includes a first fuel pump 230a, a second fuel pump 230b, a third fuel pump 230c, and a fourth fuel pump 230d.

[0072] The first fuel pump 230a and the fourth fuel pump 230d are respectively arranged in the first fuel tank 220a. The number of the first fuel pumps 230a is two, and one sensor 30 is correspondingly arranged for each first fuel pump 230a. The number of the fourth fuel pumps 230d is one, and one sensor 30 is correspondingly arranged for the fourth fuel pump 230d. The three sensors 30 in the first fuel tank 220a are respectively communicatively connected to the analysis unit 40.

[0073] The second fuel pump 230b is arranged in the second fuel tank 220b. The number of the second fuel pumps 230b is two, and one sensor 30 is correspondingly arranged for each second fuel pump 230b. The two sensors 30 in the second fuel tank 220b are respectively communicatively connected to the analysis unit 40.

[0074] The third fuel pump 230c is arranged in the third fuel tank 220c. The number of the third fuel pumps 230c is two, and one sensor 30 is correspondingly arranged for each third fuel pump 230c. The two sensors 30 in the third fuel tank 220c are respectively communicatively connected to the analysis unit 40.

[0075] The fuel pump 230 is communicatively connected to the avionics system 240. Specifically, the first fuel pump 230a, the second fuel pump 230b, the third fuel pump 230c, and the fourth fuel pump 230d are respectively communicatively connected to the avionics system 240, and the avionics system 240 can control the opening or closing of the fuel pump 230.

[0076] The output end of the analysis unit 40 is communicatively connected to the avionics system 240. The analysis unit 40 can transmit the comparison result between the pressure value and the preset pressure threshold to the avionics system 240, and the avionics system 240 can generate a determination result on whether to close the fuel pump according to the comparison result.

[0077] Among them, the pressure threshold includes a high-pressure threshold and a low-pressure threshold. If the pressure value collected by the detection end 31 of the sensor 30 is higher than the high-pressure threshold, the analysis unit 40 generates a comparison result that the pressure value of the hydraulic oil is higher than the high-pressure threshold, indicating that the pressure of the hydraulic oil output by the fuel pump 230 is too high, and the fuel pump 230 fails and needs to be shut down. The avionics system 240 then generates a determination result to shut down the fuel pump 230 based on this comparison result. If the pressure value collected by the detection end 31 of the sensor 30 is lower than the low-pressure threshold, the analysis unit 40 generates a comparison result that the pressure value of the hydraulic oil is lower than the low-pressure threshold, indicating that the pressure of the hydraulic oil output by the fuel pump 230 is too low, and the fuel pump 230 fails and needs to be shut down. The avionics system 240 then generates a determination result to shut down the fuel pump 230 based on this comparison result.

[0078] If the pressure value collected by the detection end 31 of the sensor 30 is between the low-pressure threshold and the high-pressure threshold, the analysis unit 40 generates a comparison result that the pressure value of the hydraulic oil is at a normal level, indicating that the pressure of the hydraulic oil output by the fuel pump 230 is at a normal level, the fuel pump 230 is operating normally, and there is no need to shut down the fuel pump 230. The avionics system 240 then generates a determination result that there is no need to shut down the fuel pump 230 (or keep the fuel pump 230 on) based on this comparison result.

[0079] In some embodiments, referring to Figure 3 , the aircraft 200 further includes a power system 260, and the power system 260 includes an engine 261 and an auxiliary power unit 262. Among them, the first fuel pump 230a, the second fuel pump 230b, and the third fuel pump 230c are respectively AC fuel pumps for delivering fuel to the engine 261. The fourth fuel pump 230d is a DC fuel pump for delivering fuel to the auxiliary power unit 262. Auxiliary power unit and APU (Auxiliary power unit).

[0080] In some embodiments, referring to Figure 3 and Figure 4 , the aircraft 200 further includes a display system 250. The output end of the avionics system 240 is communicatively connected to the display system 250 to transmit the determination result to the display system 250, and the display system 250 is used to display the determination result. Referring to Figure 4, the display system 250 includes a fuel control panel 251, on which a first indicator light 2511 and a second indicator light 2512 are provided. When the pilot turns on the fuel pump 230, the first indicator light 2511 goes out. When the determination result received by the display system 250 indicates that the fuel pump 230 fails (the pressure value is higher than the high-pressure threshold or lower than the low-pressure threshold), the second indicator light 2512 lights up to prompt the pilot to turn off the fuel pump. When the determination result received by the display system 250 indicates that the fuel pump 230 is operating normally, the second indicator light 2512 remains off.

[0081] The above has introduced in detail a monitoring system, a monitoring method and an aircraft provided by the embodiments of the present application. Specific examples are used herein to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the technical solution and its core idea of the present application; those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A monitoring system for monitoring the pressure value of the oil output by a fuel pump (230) in a fuel tank (220) of an aircraft (200), characterized in that, The monitoring system includes: A housing (10) with an accommodation cavity (101) inside. The housing (10) includes a first side wall (11). The housing (10) is disposed inside the fuel tank (220). The fuel tank (220) includes a first end wall (221). Along the depth direction (Y) of the fuel (2201) in the fuel tank (220), the first end wall (221) is disposed opposite to the liquid surface (2202) of the fuel (2201), and the first side wall (11) is adjacent to the first end wall (221); A pipe body (20) disposed inside the fuel tank (220). The pipe body (20) includes an input end (21) and an output end (22). The input end (21) can be connected to a fuel pump (230), and the output end (22) is inserted into the housing (10). The pipe body (20) can convey a part of the oil liquid output by the fuel pump (230) into the accommodation cavity (101); A sensor (30) disposed inside the fuel tank (220) and on the first side wall (11). The sensor (30) includes a detection end (31) and a transmission end (32). The detection end (31) is located inside the accommodation cavity (101), and the detection end (31) can collect the pressure value of the oil liquid conveyed by the pipe body (20) into the accommodation cavity (101); An analysis unit (40) disposed outside the fuel tank (220). The transmission end (32) is communicatively connected to the analysis unit (40) to transmit the pressure value collected by the detection end (31) to the analysis unit (40). The analysis unit (40) is used to compare the pressure value with a preset pressure threshold.

2. The monitoring system according to claim 1, wherein Along the depth direction (Y), the distance between the end face (310) of the detection end (31) and the plane where the first side wall (11) is located is L1 mm, and the distance between the axis (201) of the pipe body (20) and the plane where the first side wall (11) is located is L2 mm, satisfying: L1 < L2.

3. The monitoring system according to claim 1, characterized in that The fuel tank (220) has a length direction (X) orthogonal to the depth direction (Y); The orientation direction of the detection end (31) is parallel to the depth direction (Y); The output end (22) extends along the length direction (X); The orientation direction of the detection end (31) is orthogonal to the extension direction of the output end (22).

4. The monitoring system according to claim 1, characterized in that, The sensor (30) is inserted into the first side wall (11), and the detection end (31) and the transmission end (32) are disposed opposite to each other along the depth direction (Y); The transmission end (32) is located outside the housing (10); The transmission end (32) is communicatively connected to the analysis unit (40) through a cable (33).

5. The monitoring system according to claim 1, characterized in that The fuel tank (220) has a length direction (X) orthogonal to the depth direction (Y); The fuel tank (220) includes a third end wall (223) intersecting with the length direction (X); Along the length direction (X), the housing (10) protrudes from the third end wall (223). The housing (10) includes a third side wall (13) disposed opposite to the third end wall (223), and the third side wall (13) is adjacent to the fuel pump (230). The third side wall (13) is provided with a jack (130) communicating with the accommodation cavity (101), and the output end (22) is inserted into the jack (130).

6. The monitoring system according to claim 5, characterized in that, A filter screen (131) is connected inside the jack (130). And / or, a seal (132) is provided at the connection between the output end (22) and the third side wall (13).

7. The monitoring system according to claim 1, characterized in that, The sensor (30) includes an optical sensor. Inside the analysis unit (40), a light source (41) and a demodulation module (42) are provided. The light source (41) is connected to the sensor (30) to transmit an optical signal to the sensor (30). The sensor (30) can modulate the optical signal according to the pressure collected by the detection end (31) to generate a modulated optical signal, and the transmission end (32) can transmit the modulated optical signal to the analysis unit (40). The demodulation module (42) can demodulate the modulated optical signal to obtain a pressure value.

8. The monitoring system according to claim 7, wherein The sensor (30) includes an optical fiber pressure sensor, and the optical fiber pressure sensor includes at least one of an optical fiber Bragg grating sensor and an optical fiber Fabry-Perot sensor.

9. A monitoring method, characterized in that, Comprising the following steps: Obtain the pressure value of the oil fluid transported by the pipe body (20) into the accommodation cavity (101) of the housing (10). Compare the pressure value with a preset pressure threshold. According to the comparison result between the pressure value and the pressure threshold, decide whether to turn off the fuel pump (230).

10. An aircraft, characterized in that, Including: A wing (210), inside which a fuel tank (220) is provided. The fuel tank (220) is used to accommodate fuel (2201), and a fuel pump (230) is provided inside the fuel tank (220). An avionics system (240), and the fuel pump (230) is communicatively connected to the avionics system (240); and The monitoring system according to any one of claims 1 to 8; The analysis unit (40) in the monitoring system is communicatively connected to the avionics system (240). The analysis unit (40) can transmit the comparison result between the pressure value and the preset pressure threshold to the avionics system (240), and the avionics system (240) can generate a determination result on whether to turn off the fuel pump (230) according to the comparison result.

11. The aircraft according to claim 10, wherein, The aircraft further includes a display system (250). The output end of the avionics system (240) is communicatively connected to the display system (250) to transmit the determination result to the display system (250), and the display system (250) is used to display the determination result.

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