Venting bomb release protection device for aircraft

Abstract

The rupture disc pressure relief protection device for the vented fuel tank of an aircraft comprises: a main body, wherein a gas flow channel is formed along the venting direction and a seat is arranged for connecting a section of the channel; a rupture disc assembly in the seat and across the cross section of the gas flow channel, comprising a rupture disc body preventing gas from flowing from one side to the other side in an intact state; a pressure elastic member between the rupture disc assembly and the seat, applying an elastic force in the venting direction, and when the pressure on one side is higher than that on the other side, the elastic force can be overcome to drive the rupture disc assembly to move from the idle position to the bias position, and the main body is provided with a gas flow bypass in the venting direction across the two sides of the rupture disc body in fluid communication, so that when the rupture disc assembly is in the idle position, the gas flow bypass is blocked, and when the rupture disc assembly moves to the bias position, a gas flow path bypassing the rupture disc assembly is formed. The device is beneficial to reduce the replacement frequency of rupture disc consumables and facilitate maintenance work.

Description

Technical Field

[0001] This invention relates to the field of aircraft design, specifically to the field of pressure relief protection technology for ventilated fuel tanks in civil aircraft fuel systems, and more specifically to a rupture disc type pressure relief protection device for aircraft ventilated fuel tanks. Background Technology

[0002] The venting system of an aircraft fuel tank is generally used to maintain the pressure difference between the inside and outside of the fuel tank within a reasonable range.

[0003] Generally, for open venting systems, the center wing fuel tank and wing fuel tanks are connected to the venting fuel tank via venting pipes. The venting fuel tank is then connected to the outside atmosphere via a pressure relief device. When the pressure difference between the outside air pressure and the fuel tank reaches a limit, the pressure relief device activates, connecting the outside air to the fuel tank and restoring the pressure difference between the inside and outside of the fuel tank to its normal value.

[0004] This type of device can open the pressure relief channel when the pressure difference between the inside and outside of the ventilated fuel tank reaches a certain value, that is, when an undesirable fuel tank pressure occurs, so as to connect the fuel tank with the outside atmosphere, balance the fuel tank pressure, ensure that the fuel tank structure and function are not damaged, and maintain the safe operation of the route.

[0005] The pressure relief protection devices of existing models are mainly implemented through three types of pressure relief devices: automatic reset, manual reset, and one-time reset.

[0006] For automatic reset pressure relief valves, when the oil tank experiences pressure buildup, the valve is pushed open to balance the pressure. When the pressure does not reach the trigger threshold, the pressure relief valve will automatically reset, theoretically requiring no off-machine maintenance.

[0007] The pressure relief valve that is manually reset is similar to the pressure relief valve that is automatically reset. When there is pressure buildup in the oil tank, the pressure relief valve is opened to balance the pressure. The difference is that after it is opened, it needs to be manually reset during maintenance at the machine.

[0008] For disposable pressure relief valves, the main component is a rupture disc. Its principle is that when pressure is accumulated, the rupture disc breaks, opening the pressure relief channel to balance the pressure. The rupture disc is a disposable consumable part, and a new rupture disc needs to be replaced during off-machine maintenance after each failure.

[0009] The main technical features of existing pressure relief devices are:

[0010] a) Compared to pressure relief valves, rupture disc pressure relief devices have a simpler structure and are lighter in weight, but they need to be replaced after rupture. However, the replacement and maintenance operations are usually located at the wingtips of aircraft, which are not easy to reach, making maintenance operations inconvenient.

[0011] b) The pressure relief valve can be reset after activation and put back into operation without replacement, which improves the economic efficiency of route operation.

[0012] c) From a maintenance perspective, once a manually reset pressure relief valve is activated, maintenance work needs to be arranged after the flight, which increases the operational burden;

[0013] d) Although the automatic reset type pressure relief valve saves post-flight maintenance work, it is not convenient for post-flight inspection. Even if the differential pressure exceeds the limit during the flight, it is difficult to detect during post-flight inspection. Moreover, there is a problem of repeated triggering during a single flight, which affects the service life of the pressure relief valve.

[0014] The following is a brief description of some existing technologies for pressure relief protection devices of the rupture disc type.

[0015] A type of rupture disc safety device with a positive arch puncture mechanism has been proposed in the prior art and applied in fields such as petroleum, chemical, energy, fire protection, and national defense for pressure relief protection of sealed devices. The key technical points are:

[0016] a) Two pressure relief paths are set up with two pressure thresholds. When the pressure is greater than the first threshold but less than the second threshold, the rupture disc is not triggered. Instead, a new pressure relief channel is opened to resolve the slight overpressure. When the pressure is greater than the second threshold, the rupture disc is punctured by the spike above to open the pressure relief channel, saving labor and spare parts costs in the process of replacing the rupture disc.

[0017] b) The rupture disc and the holder are an integral structure, and the arched surface of the rupture disc will not be touched during transportation, packaging and installation, thus avoiding the situation where the rupture disc fails prematurely due to damage to the arched surface.

[0018] c) When the rupture disc safety device experiences severe overpressure, the rupture disc does not burst. Instead, it is repeatedly compressed by the spring and reused, saving on labor and spare parts costs during the rupture disc replacement process.

[0019] In a prior art positive arch slotted extraction rupture disc device, a novel rupture disc is provided for operating conditions that can withstand high negative pressure while meeting ultra-low pressure rupture requirements. The key technical points are:

[0020] a) Unlike the traditional rupture mode of rupture discs, the rupture disc is pressed between the upper and lower clamps. When the force reaches the preset pressure threshold, the rupture disc overcomes the pressing force of the upper and lower pads, and the rupture disc is pulled out and the pressure is released.

[0021] b) No explosive fragments are generated, thus improving safety;

[0022] c) It has good back pressure capability while being suitable for ultra-low pressure conditions;

[0023] d) The structure is made up of welded components, which are simple in structure and easy to install.

[0024] Furthermore, existing technologies have been improved to address the shortcomings of traditional aircraft vent fuel tank depressurization protection devices. Improvements have been made to solve problems such as the time and labor-intensive nature of replacing depressurization protection devices; the difficulty in finding replacement parts mid-flight; and the increased susceptibility to failure due to the large weight and complex mechanical structure of traditional depressurization protection devices. Specific technical points are as follows:

[0025] a) The pressure relief protection device is changed to be connected in two parts, the upper part is directly fixed to the upper wall of the oil tank through a cantilever beam, and the lower part is fixed to the lower wall of the oil tank through a rotating shaft. Each time the rupture disc located on the lower wall needs to be replaced, only the lower part needs to be flipped out, which saves time and effort in replacing the replacement parts.

[0026] b) A backup rupture disc was added to the part where the lower half of the pressure relief protection device connects to the lower wall panel of the fuel tank to ensure that a replacement rupture disc is always available during the route.

[0027] Based on the above analysis of the existing technology, the pressure relief protection device for the vented oil tank should have the following functions:

[0028] a) For ventilated fuel tanks, the internal pressure may be higher or lower than the external pressure during aircraft operation. Therefore, the pressure relief protection device inside the fuel tank should be able to achieve bidirectional pressure relief;

[0029] b) During actual route operation, it was found that there were frequent and slight overpressure scenarios in the ventilated fuel tank. Therefore, the pressure relief protection device should have additional pressure relief measures so that when a small pressure buildup occurs in the fuel tank, the pressure can be released through the backup pressure relief measures.

[0030] c) From the perspective of aircraft safety and under-flight operation and maintenance, the depressurization protection device should have a clear visual indication after each operation, which can clearly indicate that the aircraft fuel tank has an overpressure problem during this route operation, so as to analyze and optimize the problem;

[0031] d) The pressure relief protection device should be easy to disassemble and install, minimizing the workload of onboard maintenance personnel, ensuring that maintenance time requirements are met, and minimizing the impact on aircraft flight path operations;

[0032] e) The pressure relief protection device should minimize the complexity of the mechanical structure, reduce the weight of the device, and improve the economic efficiency of aircraft operation while ensuring safety and reliability.

[0033] Based on the above analysis, it can be seen that the problems of existing pressure relief protection devices mainly focus on the time required for off-machine maintenance, equipment reliability, whether there are visual indicators, and equipment weight.

[0034] Specifically, the shortcomings in the design of fuel tank depressurization protection devices for civil aircraft are as follows:

[0035] a) There is no specific design for mild overpressure scenarios in the existing technology. There should be a pressure relief method to alleviate the occurrence of overpressure before severe overpressure occurs, and to avoid mild overpressure in advance.

[0036] b) Existing technologies lack a comprehensive solution that takes into account maintenance time and frequency. Equipment should avoid unnecessary post-flight maintenance as much as possible and minimize maintenance time when maintenance is required. Summary of the Invention

[0037] Based on the aforementioned deficiencies of the prior art, the present invention aims to provide a different pressure relief approach to solve at least some of the problems in the prior art and optimize the pressure relief scheme.

[0038] Therefore, the present invention provides a rupture disc type pressure relief protection device for aircraft ventilated fuel tanks.

[0039] include:

[0040] The main body has an airflow channel that runs through it along the ventilation direction, and the main body has a housing connected in series in the middle section of the airflow channel;

[0041] A rupture disc assembly is disposed in the housing and arranged through the cross-section of the airflow channel. The rupture disc assembly includes a rupture disc body, which, in its intact, unexploded state, prevents gas in the airflow channel from flowing through the rupture disc assembly from one side of the rupture disc body to the other.

[0042] A pressure-bearing elastic element is disposed between the rupture disc assembly and the inner wall of the container, and applies an elastic force in a direction parallel to the ventilation direction. This elastic force overcomes the elastic force of the pressure-bearing elastic element when the pressure on the side of the rupture disc body facing the direction of the elastic force is higher than the pressure on the side of the rupture disc body facing the opposite direction of the elastic force. This allows the rupture disc assembly to move in the ventilation direction within the container from an idle position, through an offset position, towards a termination position.

[0043] in,

[0044] The main body is provided with an airflow bypass that crosses the rupture disc assembly in the ventilation direction and is in fluid communication with the airflow channels on both sides of the rupture disc body. The airflow bypass is configured such that when the rupture disc assembly is in the idle position and the terminated position, it is blocked from connecting the airflow channels on both sides of the rupture disc body in the ventilation direction, while when the rupture disc assembly moves to the offset position, it allows the formation of an airflow path that bypasses the rupture disc assembly and connects the airflow channels on both sides of the rupture disc body in the ventilation direction.

[0045] According to a preferred, but not limiting, embodiment of the rupture disc type pressure relief protection device for an aircraft ventilator fuel tank of the present invention, the airflow bypass includes a gap between the rupture disc assembly and the inner wall of the housing when the rupture disc assembly is in the biased position.

[0046] According to a preferred, but not limiting, embodiment of the rupture disc type depressurization protection device for an aircraft ventilator fuel tank of the present invention, the airflow bypass is configured such that the rupture disc assembly is blocked when the rupture disc assembly is in the idle position.

[0047] According to a preferred, but not limiting, embodiment of the rupture disc type pressure relief protection device for an aircraft ventilated fuel tank of the present invention, the housing is formed in the body by radial outward expansion of the airflow channel.

[0048] According to a preferred but non-limiting embodiment of the rupture disc type pressure relief protection device for an aircraft ventilator fuel tank of the present invention, the housing is provided with a guide rail device for guiding the rupture disc assembly to move along the ventilation direction.

[0049] According to a preferred but non-limiting embodiment of the rupture disc type pressure relief protection device for an aircraft ventilator fuel tank of the present invention, the guide rail device includes at least one column extending parallel to the venting direction, the rupture disc assembly includes a rupture disc clamping ring disposed on the outer periphery of the rupture disc body and clamping the rupture disc body therebetween, and the column is arranged to pass through a hole opened in the rupture disc clamping ring.

[0050] According to a preferred but non-limiting embodiment of the rupture disc type pressure relief protection device for an aircraft ventilator fuel tank of the present invention, the compressed elastic element comprises a helical spring, and the airflow bypass comprises the gap between the coils of the uncompressed helical spring.

[0051] According to a preferred, but non-limiting, embodiment of the rupture disc type depressurization protection device for an aircraft venting fuel tank of the present invention, the main body comprises an outer sleeve and an inner sleeve that are detachable from each other. The outer sleeve defines a first portion of the airflow passage and a socket for fitting onto the outer surface of the inner sleeve. The socket is configured such that when the inner sleeve is detached from the outer sleeve, the rupture disc assembly can be removed from the housing via the socket. The inner sleeve defines a second portion of the airflow passage. The housing is disposed in at least one of the outer sleeve and the inner sleeve such that when the outer sleeve is fitted over the inner sleeve, the housing is disposed between and in fluid communication with both the first and second portions of the airflow passage.

[0052] According to a preferred but non-limiting embodiment of the rupture disc type pressure relief protection device for an aircraft ventilator fuel tank of the present invention, the airflow bypass includes gaps between the rupture disc assembly and the inner surface of the outer sleeve stack, and between the rupture disc assembly and the outer surface of the inner sleeve stack, when the rupture disc assembly is in the biased position.

[0053] According to a preferred but non-limiting embodiment of the rupture disc type pressure relief protection device for an aircraft ventilated fuel tank of the present invention, the pressure-bearing elastic element includes a helical spring, and an annular groove for accommodating the helical spring is formed around the second portion of the airflow channel on the end face of the inner sleeve inserted into the sleeve cavity; and

[0054] The housing is provided with at least one column extending parallel to the ventilation direction. The column extends from the inner sleeve stack, passes through the housing, and enters a slot in the outer sleeve stack. The helical spring is arranged between the columns. Attached Figure Description

[0055] This document includes accompanying drawings to provide a further understanding of various embodiments. The drawings are incorporated in and form part of this specification.

[0056] The accompanying drawings illustrate various embodiments described herein and, together with the textual description, serve to explain the principles and operation of the claimed subject matter.

[0057] With reference to the above objectives, the technical features of the present invention are clearly described below, and its advantages will be apparent from the following detailed description with reference to the accompanying drawings, which illustrate preferred embodiments of the invention by way of example, without limiting the scope of the invention.

[0058] In the attached image:

[0059] Figure 1 This is a cross-sectional schematic diagram of a rupture disc type pressure relief protection device according to a preferred embodiment of the present invention, wherein the rupture disc assembly is in an idle position.

[0060] Figure 2 yes Figure 1 Another cross-sectional schematic diagram of the rupture disc type pressure relief protection device according to a preferred embodiment of the present invention is shown, wherein the rupture disc assembly is in an offset position.

[0061] Figure 3 yes Figure 1 The diagram shown is a perspective view of a rupture disc type pressure relief protection device according to a preferred embodiment of the present invention installed on the wall panel of a ventilated oil tank.

[0062] Figure 4 yes Figure 1The diagram shown is a perspective view from another angle of the rupture disc type pressure relief protection device according to a preferred embodiment of the present invention mounted on the wall panel of the ventilated oil tank.

[0063] Figure 5 It shows Figure 1 The diagram shown is an exploded perspective view of a rupture disc type pressure relief protection device according to a preferred embodiment of the present invention.

[0064] List of reference numerals

[0065] 100 Rupture Disc Type Pressure Relief Device

[0066] 110 Main Body

[0067] 110A Jacket Folding

[0068] 110B Inner Sleeve Stacking

[0069] 111 Airflow Channel

[0070] The first part of the 111A airflow channel

[0071] The second part of the 111B airflow channel

[0072] 112 seats

[0073] 113 columnar body

[0074] 114 Annular groove

[0075] 115 slots

[0076] 116 Install flange

[0077] 120 rupture fragment assembly

[0078] 121 Explosive fragment main body

[0079] 122 Fragmentation Clamping Ring

[0080] 130 Compressed elastic element

[0081] 140 filter screen

[0082] 200 fuel tank wall panel

[0083] X Ventilation direction Detailed Implementation

[0084] Embodiments of the invention will now be described in detail, examples of which are shown in the accompanying drawings and described below.

[0085] Although the invention will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit the invention to the embodiments illustrated. Rather, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of the invention.

[0086] To facilitate explanation and precise definition of the technical solutions of the present invention, the terms "upper," "lower," "inner," and "outer" are used to describe these features with reference to the positions of features in the exemplary embodiments shown in the accompanying drawings.

[0087] First refer to Figure 1 The diagram shows a cross-sectional view of a rupture disc type depressurization protection device 100 for an aircraft ventilated fuel tank according to a preferred embodiment of the invention, taken along its plane of symmetry. Reference can also be made by analogy. Figure 5 , showed Figure 1 The figure shown is an exploded perspective view of a rupture disc type pressure relief protection device 100 for an aircraft ventilated fuel tank according to a preferred embodiment of the present invention.

[0088] like Figure 1 As shown, the pressure relief protection device 100 includes a main body 110, a rupture disc assembly 120, and a pressure-bearing elastic element 130.

[0089] The main body 110 has an opening along the Figure 1 The airflow channel 111 of the main body 110 is positioned roughly vertically and runs through it. The main body 110 is equipped with a receiving seat 112 connected in the middle section of the airflow channel 111. It should be noted that, although... Figure 1 and Figure 5 The main body 110 shown is a truncated cone, especially a truncated cone or a truncated cone-like body, which is smaller at the top and larger at the bottom. However, the actual shape of the main body 110 is not limited to this. Other shapes of the main body 110 can be selected according to actual needs, such as pyramids, prisms, cylinders, etc., which will not be elaborated here.

[0090] It is understandable that "connected in series in the airflow channel 111" means that the container 112 can be connected to the airflow channel 111 on its upstream and downstream sides respectively, so that the airflow channel 111 can be divided into an upstream part and a downstream part of the container 112. It should also be noted here that, although... Figure 1 The container 112 shown is a generally cylindrical container 112 coaxial with the main body 110, but the container 112 may also have other shapes, such as prisms or cones, which will not be described in detail here. In addition, the position of the container 112 in the main body 110 is only schematic. The container 112 may be arranged at the upper part of the middle of the height of the main body 110 as shown, or it may be arranged closer to the middle or lower than the middle, which will also not be described in detail here.

[0091] The rupture disc assembly 120 is disposed in the housing 112 and arranged through the cross-section of the airflow channel 111. It is readily understood that the rupture disc assembly 120 extends beyond the cross-section of the airflow channel 111 in the cross-sectional direction of the airflow channel 111 at the housing 112.

[0092] The rupture disc assembly 120 includes a rupture disc body 121.

[0093] The rupture disc body 121, in its intact, unexploded state, prevents gas in the airflow channel 111 from flowing through the rupture disc assembly 120 from one side of the rupture disc body 121 to the other, for example, from... Figure 1 The flow moves from the upper side to the lower side, or from... Figure 1 The flow moves from the lower side to the upper side. For example... Figure 1 , Figure 2 and Figure 5 As shown, the rupture disc body 121 can be a generally horizontally arranged circular disc with a slightly downward convex shape. However, the rupture disc body 121 can also be a square or other shaped disc, and can include various other desired curved surface shapes, which will not be elaborated here.

[0094] The pressure-bearing elastic element 130 is disposed between the rupture disc assembly 120 and the inner wall of the container 112 and applies an elastic force in a direction parallel to the ventilation direction X. This allows the rupture disc assembly 120 to move in the ventilation direction X within the container 112 from an idle position via an offset position toward a termination position when the pressure on the side of the rupture disc body 121 in the direction of the elastic force is higher than the pressure on the side of the rupture disc body 121 in the direction of the elastic force. Figure 1 In the arrangement of the components, it is easy to understand that the rupture disc assembly 120 will only be forced to move against the elastic force by the pressure difference when the pressure on the upper side of the rupture disc body 121 is greater than the pressure on the lower side of the rupture disc body 121. In other words, Figure 1 The image shows an elastic force applied vertically upwards to the rupture disc assembly 120.

[0095] refer to Figure 2 As indicated by the middle arrow, the main body 110 is provided with an airflow bypass that crosses the rupture disc assembly 120 in the ventilation direction X and is in fluid communication with the airflow channels 111 on both sides of the rupture disc main body 121. It is easy to understand that the airflow bypass referred to herein is not limited to a pipeline separately opened in the main body 110, but may also include an airflow passage formed by the coordination of the internal structure of the main body 110 and moving parts.

[0096] According to the concept of the present invention, the airflow bypass is configured such that when the rupture disc assembly 120 is in an idle position (e.g. Figure 1When the rupture disc assembly 120 moves to the offset position (as shown) and the termination position (not shown), it is blocked and cannot connect the airflow channels 111 on both sides of the rupture disc body 121 in the ventilation direction X. Figure 2 As shown, when the airflow path is formed, it allows the airflow channels 111 on both sides of the rupture disc body 121 in the ventilation direction X to bypass the rupture disc assembly 120.

[0097] As shown in the preferred embodiment illustrated, the airflow bypass may include the gap between the rupture disc assembly 120 and the inner wall of the container 112 when the rupture disc assembly 120 is in the biased position. Figure 2 In this context, the aforementioned gap may include a C-shaped passage between the top, side, and bottom surfaces of the rupture disc assembly 120 in an offset position and the housing 112.

[0098] It is understandable that the airflow bypass is configured such that when the rupture disc assembly 120 is in an idle position, it is blocked by the upper surface of the rupture disc assembly 120, specifically the rupture disc assembly 120 consisting of the rupture disc body 121 and / or the rupture disc clamping ring 122.

[0099] As shown in the preferred embodiment, the container 112 is formed in the body 110 through the radial expansion of the airflow channel 111.

[0100] According to a preferred embodiment, the housing 112 is provided with a guide rail device to guide the rupture disc assembly 120 to move along the ventilation direction X.

[0101] The guide rail device includes at least one columnar body 113 extending parallel to the ventilation direction X, preferably four columnar bodies evenly distributed at 90° intervals in the circumferential direction.

[0102] The rupture disc assembly 120 includes a rupture disc clamping ring 122 disposed around the outer periphery of the rupture disc body 121 and clamping the rupture disc body 121 therebetween. Preferably, the circumferential outer edge of the rupture disc body 121 can be folded downward onto the lower half of the rupture disc clamping ring 122.

[0103] The columnar body 113 can preferably be arranged to pass through the hole opened in the rupture disc clamp 122.

[0104] Preferably, for example, the rupture disc body 121 made of carbon material can be electrically welded between the upper and lower parts of the rupture disc clamping ring 122.

[0105] Preferably, the rupture disc body 121 can be an inverted arched grooved hinged rupture disc, which produces no sparks and almost no fragments during rupture, and has good pressure resistance characteristics.

[0106] The compressed elastic element 130 may include a helical spring, and the airflow bypass includes the gaps between the coils of the uncompressed helical spring. Preferably, the upper end of the helical spring may be welded into a groove in the lower part of the rupture disc clamp 122.

[0107] In addition, the compressed elastic element 130 may also include other common elastic elements, such as disc springs, etc., which will not be described in detail here. It is easy to understand that even if the compressed elastic element 130 does not include a spring coil that can generate gaps with elastic movement, the arrangement of the compressed elastic element 130 can still meet the requirements for setting up the airflow bypass.

[0108] According to a preferred embodiment of the present invention, the main body 110 may include an outer sleeve 110A and an inner sleeve 110B that are detachable from each other.

[0109] The outer casing 110A can be detachably installed on the fuel tank wall panel 200 inside the fuel tank via a detachable connection method such as threaded fasteners. For example... Figure 1 As shown, a filter screen 140 may be provided on the outer casing 110A to prevent the ruptured fragment body 121 from entering the fuel tank through the airflow channel 111. The filter screen 140 may be of a type commonly used in the art, as long as it can fulfill the main function of preventing fragments generated by the rupture of the fragment from entering the fuel tank and posing a safety hazard to the fuel tank. Further details are omitted here.

[0110] During installation, the inner sleeve 110B can be inserted upward from the tank wall panel 200 into the outer sleeve 110A and then fixed to the tank wall panel 200 by fasteners. Preferably, it is fixed to the tank wall panel 200 by the mounting flange 116 below the inner sleeve 110B abutting against the outer side of the tank wall panel 200.

[0111] The outer sleeve 110A defines a first portion 111A of the airflow passage 111 and a socket for fitting onto the outer surface of the inner sleeve 110B. The socket is configured such that when the inner sleeve 110B is removed from the outer sleeve 110A, the rupture disc assembly 120 can be removed from the housing 112 via the socket. The first portion 111A of the airflow passage is preferably generally cylindrical.

[0112] The inner sleeve 110B defines a second portion 111B of the airflow passage 111. The second portion 111B of the airflow passage is preferably truncated conical, which effectively prevents whistling during flight. Furthermore, the medium-sized airflow passage facilitates the arrangement of the outer surface of the inner sleeve 110B that contacts the socket cavity, and allows the socket cavity to also be arranged in a truncated conical shape as shown, facilitating the removal of the fragmentation assembly 120 from the housing 112 via the socket cavity.

[0113] The actual lengths of the outer sheath 110A and inner sheath 110B can be adjusted according to the gap between the skin and the fuel tank structure, which will not be elaborated here.

[0114] In this preferred embodiment, the receiving seat 112 may be arranged in at least one of the outer sleeve 110A and the inner sleeve 110B, for example, in the outer sleeve 110A as shown in the figure, such that when the outer sleeve 110A is fitted over the inner sleeve 110B, the receiving seat 112 is arranged between the first portion 111A and the second portion 111B of the airflow channel and is in fluid communication with both the first portion 111A and the second portion 111B of the airflow channel, respectively.

[0115] In this preferred embodiment, the airflow bypass may include the gaps between the rupture disc assembly 120 and the inner surface of the outer sleeve 110A, and between the rupture disc assembly 120 and the outer surface of the inner sleeve 110B, when the rupture disc assembly 120 is in the biased position.

[0116] Furthermore, in this case, the compressed elastic element 130 may still include a helical spring, and an annular groove 114 for accommodating the helical spring is provided on the end face of the inner sleeve 110B that is inserted into the sleeve cavity, surrounding the second part 111B of the airflow channel, and the upper end of the helical spring may still be welded to the groove at the lower part of the rupture disc clamping ring 122.

[0117] Additionally, the housing 112 may be provided with at least one column 113 extending parallel to the ventilation direction X, the column 113 extending from the inner sleeve 110B through the housing 112 into a slot 115 in the outer sleeve 110A, wherein a helical spring is arranged between the individual columns 113.

[0118] This ensures proper alignment between the outer sleeve 110A and the inner sleeve 110B. During installation, the columnar body 113 inserts upwards into the slot 115 located in the outer sleeve 110A, serving a positioning function. Furthermore, during the preferred axial elastic movement of the helical spring, the columnar body 113 also acts as a guide, ensuring that the helical spring does not cause non-axial displacement of the rupture disc assembly 120 due to random deformation. In this preferred embodiment, the engagement of the columnar body 113 with the slot 115 also provides tactile guidance during manual installation of the inner sleeve 110B.

[0119] More preferably, and as shown in the figure, the columnar body 113 can be integrated with the inner sleeve stack 110B, so that when the inner sleeve stack 110B is installed into the outer sleeve stack 110A, the rupture disc assembly 120 can be installed directly in one step.

[0120] Since the outer sleeve 110A is located inside the fuel tank for extended periods, its wall thickness can be greater than that of the inner sleeve 110B. On one hand, this ensures the structural stability of the pressure relief protection device during long-term aircraft operation. On the other hand, it also protects the rupture disc assembly 120 after the inner sleeve 110B is inserted, preventing the rupture disc body 121 of the rupture disc assembly 120 from false malfunctions and premature failures caused by vibrations during flight.

[0121] Based on the above description of the preferred embodiments of the present invention, it can be seen that the present invention provides a rupture disc type pressure relief protection device for aircraft fuel tanks. The pressure relief protection device is installed on the fuel tank wall panel 200, for example, the lower wall panel of the fuel tank. It has an internal channel connecting the fuel tank and the external atmosphere. When the pressure difference between the internal pressure and the external pressure of the fuel tank reaches a certain value, the connecting channel can be opened to connect the fuel tank and the external atmosphere, so as to achieve the function of balancing pressure and ensure the stability and safety of the aircraft fuel tank structure during flight operations.

[0122] It is easy to understand that during installation, the crew needs to hold the inner sleeve stack 110B, which is equipped with the rupture disc assembly 120 and the pressure elastic element 130, and insert it upwards into the outer sleeve stack 110A. After the columnar element 130 and the corresponding slot 115 are aligned, the fasteners are tightened to fix the mounting flange 116 of the inner sleeve stack 110B to the outside of the tank wall panel 200.

[0123] When pressure buildup occurs inside the fuel tank, and the pressure difference exceeds a set first threshold, the pressure-bearing elastic element 130 overcomes the elastic force under pressure, causing the rupture disc assembly 120 to move downwards. Figure 2 As shown, the airflow bypass is opened. When the pressure difference reaches the second threshold, the rupture disc assembly 120 contacts the top of the inner sleeve stack 110B or is tightly pressed against the compressed elastic member 130 and is limited, unable to move further. The pressure resistance of the rupture disc body 121 reaches its limit, and the rupture disc body 121 ruptures to release the pressure.

[0124] The rupture disc body 121 and / or rupture disc assembly 120 in this rupture disc type pressure relief protection device are single-use products for a single failure. After each flight route is completed, the crew can directly observe the status of the rupture disc assembly 120 to determine whether any abnormalities such as fuel tank pressure buildup occurred during the flight. The rupture disc body 121 needs to be replaced each time it ruptures.

[0125] To minimize downtime during maintenance, the replacement procedure only requires unscrewing the fasteners connecting the inner sleeve 110B to the oil tank wall 200, removing the inner sleeve 110B, replacing the rupture disc body 121 and / or rupture disc assembly 120, and then reinstalling the inner sleeve 110B. Compared to replacing the entire valve body in a traditional rupture disc pressure relief valve, this reduces operational difficulty and saves maintenance time.

[0126] In summary, the technical advantages of the pressure relief protection device of the present invention are at least as follows:

[0127] a) Through a unique pressure relief channel, the pressure relief protection device can open the pressure relief channel by pressing the spring under pressure when there is slight overpressure but it does not affect the normal operation of the aircraft. That is, when the pressure difference is greater than the first pressure threshold but less than the second pressure threshold, the disc solves the problem of slight pressure buildup by ensuring that the rupture disc will not easily fail and lead to frequent replacement. Only when the pressure difference reaches the second pressure threshold will the rupture disc be limited and break after reaching the pressure resistance limit, thus solving the problem of pressure relief in the case of severe pressure buildup.

[0128] b) The rupture disc pressure relief protection device adopts a split design with two parts. The upper part is fixed inside the oil tank for a long time. When the rupture disc needs to be replaced, the lower part only needs to be pulled out to replace the rupture disc disc and then installed back, which reduces the difficulty of replacement and the time for off-machine maintenance.

[0129] c) The rupture disc is fixed in the center of the disc by compression, making it less prone to damage. Furthermore, the rupture disc is a reverse-arched, grooved, hinged type, producing no sparks and almost no fragments upon detonation, and exhibiting excellent pressure resistance.

[0130] d) The sleeve is allowed to adopt a flared design that is narrow at the top and wide at the bottom, which has good aerodynamic characteristics, avoids the generation of whistling during flight, facilitates the insertion of the core during installation, and makes the upper part of the sleeve fixed to the fuel tank structure more stable.

[0131] e) This pressure relief protection device has a simple mechanical structure and is lightweight, which improves the economic efficiency of route operation.

[0132] This rupture disc pressure relief protection device is primarily used in aircraft vented fuel tanks to address the issue of fuel tank pressure buildup during flight operations. For fuel tank safety, a filter is installed at the top to prevent debris from entering the fuel tank. Of course, this pressure relief protection device can also be applied to other scenarios. Only some structural modifications, such as the type of rupture disc and the shape of the main body, are needed to adapt it to specific scenarios and operating conditions, allowing for the selection of different rupture disc types and variations, thereby improving the device's versatility.

[0133] The preferred embodiments of the present invention have been described in detail above, but it should be understood that, if necessary, aspects of the embodiments can be modified to utilize aspects, features, and concepts from various patents, applications, and publications to provide other embodiments.

[0134] Given the detailed description above, various readily conceivable variations can be made to the embodiments described herein.

[0135] Generally speaking, the terminology used in the claims should not be considered as limited to the specific embodiments disclosed in the specification and claims, but should be understood to include all possible embodiments together with the full scope of equivalents enjoyed by the claims.

Claims

1. A rupture disc type pressure relief protection device (100) for an aircraft venting fuel tank, include: The main body (110) has an airflow channel (111) that runs through the main body (110) along the ventilation direction (X), and the main body (110) has a receiving seat (112) connected in the middle section of the airflow channel (111); A rupture disc assembly (120) is disposed in the housing (112) and arranged through the cross-section of the airflow channel (111). The rupture disc assembly (120) includes a rupture disc body (121) which, in its intact, unexploded state, prevents gas in the airflow channel (111) from flowing from one side of the rupture disc body (121) to the other side through the rupture disc assembly (120). A pressure-bearing elastic element (130) is disposed between the rupture disc assembly (120) and the inner wall of the container (112) and applies an elastic force in a direction parallel to the ventilation direction (X). This allows the rupture disc assembly (120) to move in the ventilation direction (X) from an idle position to a stop position within the container (112) via an offset position in the container (112) from the idle position to the stop position when the pressure on the side of the rupture disc body (121) in the direction of the elastic force is higher than the pressure on the side of the rupture disc body (121) in the opposite direction of the elastic force. in, The main body (110) is provided with an airflow bypass that crosses the rupture disc assembly (120) in the ventilation direction (X) and is in fluid communication with the airflow channels (111) on both sides of the rupture disc body (121). The airflow bypass is configured such that when the rupture disc assembly (120) is in the idle position and the termination position, it is blocked from connecting the airflow channels (111) on both sides of the rupture disc body (121) in the ventilation direction (X), while when the rupture disc assembly (120) moves to the offset position, it allows the formation of an airflow path that bypasses the rupture disc assembly (120) and connects the airflow channels (111) on both sides of the rupture disc body (121) in the ventilation direction (X).

2. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 1, Its features are, The airflow bypass includes the gap between the rupture disc assembly (120) and the inner wall of the container (112) when the rupture disc assembly (120) is in the offset position.

3. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 2, Its features are, The airflow bypass is configured such that it is blocked by the rupture disc assembly (120) when the rupture disc assembly (120) is in the idle position.

4. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 2, Its features are, The housing (112) is formed in the body (110) through the radial expansion of the airflow channel (111).

5. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 4, Its features are, The housing (112) is provided with a guide rail device to guide the rupture disc assembly (120) to move along the ventilation direction (X).

6. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 5, Its features are, The guide rail device includes at least one column (113) extending parallel to the ventilation direction (X), and the rupture disc assembly (120) includes a rupture disc clamping ring (122) disposed on the outer periphery of the rupture disc body (121) and clamping the rupture disc body (121) therebetween, and the column (113) is arranged to pass through a hole opened in the rupture disc clamping ring (122).

7. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 1, Its features are, The compressed elastic element (130) includes a helical spring, and the airflow bypass includes the gaps between the coils of the uncompressed helical spring.

8. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 1, Its features are, The main body (110) includes a detachable outer sleeve (110A) and an inner sleeve (110B). The outer sleeve (110A) defines a first portion (111A) of the airflow passage (111) and defines a socket for fitting onto the outer surface of the inner sleeve (110B). The socket is configured such that when the inner sleeve (110B) is removed from the outer sleeve (110A), the rupture disc assembly (120) can be removed from the housing (112) via the socket. The inner sleeve (110B) defines... The second portion (111B) of the airflow channel (111), wherein the receiving seat (112) is disposed in at least one of the outer sleeve (110A) and the inner sleeve (110B), such that when the outer sleeve (110A) is fitted over the inner sleeve (110B), the receiving seat (112) is disposed between the first portion (111A) and the second portion (111B) of the airflow channel and is in fluid communication with both the first portion (111A) and the second portion (111B) of the airflow channel.

9. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 8, Its features are, The airflow bypass includes the gaps between the inner surface of the rupture disc assembly (120) and the inner surface of the outer sleeve (110A) and between the outer surface of the rupture disc assembly (120) and the inner sleeve (110B) when the rupture disc assembly (120) is in the offset position.

10. The rupture disc type pressure relief protection device (100) for an aircraft ventilated fuel tank according to claim 8, Its features are, The compressed elastic element (130) includes a helical spring, and the inner sleeve (110B) has an annular groove (114) for accommodating the helical spring on the end face of the inner sleeve (110B) that inserts into the sleeve cavity, surrounding the second portion (111B) of the airflow channel; and The housing (112) is provided with at least one column (113) extending parallel to the ventilation direction (X), the column (113) extending from the inner sleeve stack (110B) through the housing (112) into a slot (115) in the outer sleeve stack (110A), wherein the helical spring is arranged between each of the columns (113).

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