Aircraft fuel supply pipeline device

Abstract

An aircraft fuel supply line arrangement comprises a fuel line (110) extending from a fuel inlet (111) receiving aircraft fuel into an aircraft fuel tank (200) to be supplied to one or more fuel outlets (112) located in the aircraft fuel tank (200), the aircraft fuel supply line arrangement further comprising a nitrogen-rich gas input line (120), a nitrogen-rich gas output line (130), a nitrogen-rich gas output line (130), a nitrogen-rich gas output line (130), a nitrogen-rich gas output line (130), and a nitrogen-rich gas output line (130), and the nitrogen-rich gas input line (120) is connected to the nitrogen-rich gas input line (120). The nitrogen-rich gas input pipeline (120) extends to the fuel oil pipeline (110) from a nitrogen-rich gas inlet (121) for receiving nitrogen-rich gas from an inerting system, and an exhaust valve (130) is arranged on the fuel oil pipeline (110) so as to exhaust the nitrogen-rich gas supplied into the fuel oil pipeline (110) from the nitrogen-rich gas input pipeline (120). According to the aircraft fuel supply pipeline device, a fuel pipeline of a fuel system and a nitrogen-rich gas pipeline of an inerting system are allowed to be highly integrated in the fuel tank, so that various technical advantages after integration are obtained.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft design, in particular to the inerting system and fuel system of a civil aircraft, and more particularly to an aircraft fuel supply conduit arrangement. BACKGROUND

[0002] Generally, the nitrogen-rich gas supply subsystem of the inerting system and the fuel loading / unloading subsystem of the fuel system of an aircraft, especially a civil aircraft, operate independently of each other.

[0003] In some aircraft models, specifically, the inerting system even receives a true signal of "Fuel status" of the fuel system loading / unloading as a working condition of the inerting system, so as to ensure that the inerting system does not work during the loading / unloading of the aircraft. At the same time, the fuel tank fuel system loading conduit and the inerting system nitrogen-rich gas distribution conduit are also independent of each other.

[0004] The fuel system loading conduit and the inerting system nitrogen-rich gas distribution conduit of the existing aircraft models are independent of each other. A typical fuel system loading conduit mainly includes a conduit body and a connecting piece, a rib plate mounted one-way valve, a drain valve, a pressure loading connector, an electrically operated shut-off valve, an air inlet valve, a loading / unloading panel, a flow limiting orifice, and a conduit pressure relief valve. Independently arranged with the fuel system loading conduit is the inerting system nitrogen-rich gas distribution conduit, which only includes a conduit body, a conduit connecting piece, an internal one-way valve, a flow limiting orifice, and an electrical connection.

[0005] Some patent documents also embody the above-mentioned prior art concept.

[0006] US patent application US20070144347A1 gives a complete inerting system design scheme, including air induction regulation, on-board nitrogen generation, nitrogen-rich gas distribution, and system control. The embodiment given in the patent is for a full-tank inerting fuel tank, in which: the upstream air induction regulation part can regulate the air induction according to different operating scenarios through the integrated supercharging device and heat exchange device, and the regulation content includes air induction temperature and pressure; the on-board nitrogen generation part can work under multiple nitrogen-rich gas flow modes and corresponding air induction temperatures; the downstream nitrogen-rich gas distribution system improves the distribution uniformity of the oxygen concentration in the fuel tank by coupling the nitrogen-rich gas distribution system with the venting system; the control system has different nitrogen-rich gas flow values built in according to the flight phase, which can maintain the inerting state of the fuel tank in each flight phase.

[0007] In the document, the nitrogen-rich gas distribution conduit and the venting system conduit are designed by integration, and another separately provided loading conduit is still needed.

[0008] Chinese invention patent CN118770563A discloses an integrated fuel supply and inerting system. The system includes a fuel supply device for supplying fuel to an auxiliary power unit, comprising a fuel pump housed within a fuel tank and an inner tube extending from the fuel pump out of the fuel tank and into the auxiliary power unit; and an inerting device for supplying inerting gas to the fuel tank, comprising an onboard nitrogen generation system and an outer tube connected to both the onboard nitrogen generation system and the fuel tank, wherein the outer tube and the inner tube are nested together.

[0009] In this document, the nitrogen-rich gas distribution pipeline and the refueling pipeline are also set up separately.

[0010] US Patent Application Publication US 2020 / 0325809 A1 discloses various coupling design schemes for inerting systems and ventilation systems to improve the uniformity of oxygen concentration distribution in fuel tanks. It also discloses various storage schemes for nitrogen-rich gas and air mixing devices and passive control devices for inert gas flow distribution. Through passive mechanical closed-loop control, it achieves reasonable distribution of inert gas in the effective area and full mixing of nitrogen-rich gas and air in high flow mode to obtain the optimal oxygen concentration distribution.

[0011] In this document, the nitrogen-rich gas distribution pipeline and the refueling pipeline are also designed separately.

[0012] In another arrangement of the nitrogen-rich gas distribution line for the inerting system and the refueling line for the fuel system, the nitrogen-rich gas enters the center wing fuel tank through a double-baffle check valve. The fuel tank contains only one nitrogen-rich gas distribution line and one nitrogen-rich gas nozzle, which are independent of the aircraft refueling line.

[0013] In another arrangement of the nitrogen-rich gas distribution pipeline of the inerting system and the refueling pipeline of the fuel system, the nitrogen-rich gas enters the fuel tank of the center wing from the front beam of the external separation compartment of the left and right fuselage of the center wing, and is independent of the aircraft refueling pipeline.

[0014] In another arrangement of the nitrogen-rich gas distribution line in the inerting system and the fuel filling line in the fuel system, the nitrogen-rich gas distribution line is integrated with the fuel system vent line. The nitrogen-rich gas distribution line and the fuel filling line are independent.

[0015] In another arrangement of the inerting system's nitrogen-rich gas distribution pipeline and the fuel system's refueling pipeline, the nitrogen-rich gas distribution pipeline is integrated with the fuel system's venting pipeline. A nitrogen-rich gas ejector is formed within the right-side venting pipeline, while a float vent is located in the left-side venting pipeline, creating intra-cabin flow and ensuring uniform oxygen concentration in the center wing. The nitrogen-rich gas distribution pipeline and the refueling pipeline are independent.

[0016] As can be seen from the above, the problems or shortcomings of the existing technology are as follows:

[0017] On the one hand, refueling lines and nitrogen-enriched gas distribution lines, along with their fasteners and supports, add significant weight to the aircraft. For example, a typical nitrogen-enriched gas distribution line inside a common aircraft fuel tank (excluding line clamps, fasteners, and supports) can weigh up to 65 kg, while a refueling line inside the fuel tank (excluding line clamps, fasteners, and supports) can weigh up to 70 kg.

[0018] On the other hand, the fuel tank's internal piping / component supports, pipe connectors, etc., constitute potential ignition sources for the fuel tank system. Designing separate fuel refueling lines and nitrogen-rich gas distribution lines for the inerting system adds significant work to the protection of potential ignition sources and ignition source safety. Ignition source safety protection work includes:

[0019] 1) The potential ignition source protection design of the pipeline does not allow a single point failure to generate an ignition source, that is, it has at least two independent, highly reliable redundant ignition source protection design features.

[0020] 2) The failure of the pipeline's potential ignition source protection design features contains potential failures, and the probability of failure of this heavy protection should be less than 10⁻⁷.

[0021] 3) The combined failure probability of all protective design features for each potential ignition source in the pipeline should be less than 10⁻⁹.

[0022] 4) The effects of manufacturing deviations, aging, wear, corrosion and possible damage to the pipelines need to be considered.

[0023] Regular maintenance tasks are numerous. Specifically, for the fuel tank refueling lines and nitrogen-enriched gas distribution lines, the regular maintenance tasks generally include:

[0024] - Resistance measurement of pipelines passing through frame joints to the main structure of the aircraft;

[0025] - Measurement of pipe resistance at both ends of the flexible pipe joint;

[0026] - Measure the resistance from the pipeline itself to the main structure of the aircraft (e.g., at any three points);

[0027] - Resistance measurement between any two ends of the pipes at a pipe tee joint;

[0028] - For tee joints with electrical connection wires, measure the resistance at both ends of the electrical connection wires;

[0029] - The pipeline is airtight under both positive and negative pressure. Summary of the Invention

[0030] In view of the above-mentioned deficiencies in the prior art, the present invention aims to provide an aircraft fuel supply pipeline device.

[0031] include:

[0032] A fuel line extending from the fuel inlet for receiving aircraft fuel into the aircraft fuel tank to be supplied, and then to one or more fuel outlets within the aircraft fuel tank.

[0033] The device also includes

[0034] A nitrogen-enriched gas inlet line extends from the gas inlet receiving nitrogen-enriched gas from the inerting system to the fuel line.

[0035] Furthermore, the fuel line is equipped with an exhaust valve to remove nitrogen-rich gas supplied from the nitrogen-rich gas input line to the fuel line.

[0036] According to a preferred embodiment of the aircraft fuel supply pipeline device of the present invention, a gas shut-off valve is provided on the nitrogen-rich gas input pipeline, and the device further includes a gas controller for controlling the opening and closing of the gas shut-off valve.

[0037] According to a preferred embodiment of the aircraft fuel supply pipeline device of the present invention, at least two gas shut-off valves are provided on the nitrogen-rich gas input pipeline, and the nitrogen-rich gas input pipeline is configured such that two of the gas shut-off valves are arranged in series and orthogonal to each other on the nitrogen-rich gas input pipeline.

[0038] According to a preferred embodiment of the aircraft fuel supply piping system of the present invention, two gas shut-off valves are arranged on the outside of the aircraft fuel tank on nitrogen-rich gas inlet lines that run orthogonally to each other.

[0039] According to a preferred embodiment of the aircraft fuel supply pipeline device of the present invention, the fuel pipeline includes a main fuel pipeline extending from the fuel inlet through a plurality of aircraft fuel tanks and a branch fuel pipeline branching from at least one branch point of the main fuel pipeline without extending into other aircraft fuel tanks, wherein the nitrogen-rich gas input pipeline extends into the main fuel pipeline in the fuel pipeline.

[0040] According to a preferred embodiment of the aircraft fuel supply line device of the present invention, a drain valve is provided on the main fuel line, the drain valve being arranged such that the supply of nitrogen-rich gas in the fuel line can discharge unusable fuel in the fuel line to the drain valve.

[0041] According to a preferred embodiment of the aircraft fuel supply piping system of the present invention, when the aircraft is parked, one or more of the exhaust valves are arranged above the fuel outlet.

[0042] According to a preferred embodiment of the aircraft fuel supply pipeline device of the present invention, the exhaust valve includes a valve chamber and a float. The valve chamber has an exhaust valve inlet and an exhaust valve outlet. In the parked state of the aircraft, the exhaust valve outlet is located above the exhaust valve inlet. The float is elastically connected to the inner wall of the valve chamber, such that the float is subjected to a downward elastic force. The float is configured to overcome the elastic force and float upward by the action of aircraft fuel entering from the exhaust valve inlet, thereby blocking the exhaust valve outlet.

[0043] According to a preferred embodiment of the aircraft fuel supply piping device of the present invention, the exhaust valve outlet includes an outlet with an adjustable outlet orifice diameter.

[0044] According to a preferred embodiment of the aircraft fuel supply pipeline device of the present invention, a gas check valve is provided on the fuel pipeline, the gas check valve being arranged such that nitrogen-rich gas entering the fuel pipeline cannot flow to the fuel inlet.

[0045] According to the inventive concept of the present invention, the nitrogen-rich gas distribution pipeline and the refueling pipeline are integrated into a design to form an aircraft refueling pipeline design with nitrogen-rich gas distribution function.

[0046] By integrating the refueling lines of the fuel system and the nitrogen-rich gas distribution lines of the inerting system within the fuel tank, the weight of the components can be reduced to facilitate aircraft weight reduction, and the ignition source surface within the fuel tank can be reduced so that the aforementioned scheduled maintenance tasks can be combined to some extent.

[0047] It is worth mentioning that the refueling pressure of civil aircraft is generally below 55 psig, the bleed air pressure of the inerting system is generally below 60 psig, and the nitrogen-rich gas pressure in the fuel tank is generally below 20 psig. Therefore, the operating conditions of the fuel refueling pipeline and the nitrogen-rich gas distribution pipeline of the inerting system are similar, thus providing a basis for realizing the above-mentioned inventive concept of the present invention.

[0048] The preferred embodiments of the device of the present invention can achieve at least the following technical effects:

[0049] 1) It is beneficial to reduce the weight of the aircraft. Taking a specific model as an example, it is estimated that the weight of the nitrogen-rich gas distribution pipeline in the fuel tank (excluding pipeline clamps, fasteners and brackets) can be reduced by about 65 kg.

[0050] 2) Reduce potential ignition sources within the fuel tank, including: pipe / component supports, pipe fitting assemblies;

[0051] 3) Reduce the protection of ignition sources in the original nitrogen-rich gas distribution pipeline inside the fuel tank;

[0052] 4) Reduce the scheduled maintenance tasks of the original nitrogen-rich gas distribution pipeline in the fuel tank, including: measuring the resistance of the pipeline from the frame joint to the main structure of the aircraft; measuring the resistance of the pipeline at both ends of the flexible joint; measuring the resistance of the pipeline itself to the main structure of the aircraft (at any three points); measuring the resistance between any two ends of the pipeline at the tee joint; measuring the resistance at both ends of the electrical connection for tee joints with electrical connections; and testing the positive and negative pressure airtightness of the pipeline.

[0053] 5) Unlike general models that use intake valves and discharge valves to discharge unusable fuel from the refueling pipe, this invention uses nitrogen-rich gas to force the fuel in the refueling pipe to be discharged, and at the same time eliminates the use of the equipment intake valve.

[0054] 6) The nitrogen-rich gas distribution pipeline and the refueling pipeline are coupled in a design. In nitrogen-rich gas distribution mode, the continuous entry of high-pressure nitrogen-rich gas into the pipeline allows unusable fuel in the refueling pipeline to be discharged through the drain valve. This technology is highly efficient and greatly reduces the amount of unusable fuel in the refueling pipeline. It also eliminates the need for an air inlet valve, saving 0.4 kg of weight.

[0055] 7) The nitrogen-rich gas distribution line and the refueling line are coupled in a design. Two orthogonally arranged isolation valves / shut-off valves are installed on the outside of the fuel tank of the nitrogen-rich gas distribution line. These two orthogonally arranged isolation valves / shut-off valves prevent fuel from flowing back into the onboard nitrogen generation subsystem of the inerting system, thereby improving safety.

[0056] 8) The adjustable orifice automatic exhaust valve design can prevent fuel from spraying out of the exhaust valve during refueling, while also satisfying the distribution of inerting gas. Attached Figure Description

[0057] This document includes accompanying drawings to provide a further understanding of various embodiments. The drawings are incorporated in and form part of this specification.

[0058] 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.

[0059] 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.

[0060] In the attached image:

[0061] Figure 1 This is a schematic diagram of the piping arrangement of an aircraft fuel supply piping device according to a preferred embodiment of the present invention.

[0062] Figure 2This is a cross-sectional schematic diagram of a preferred embodiment of an exhaust valve used in an aircraft fuel supply pipeline device according to a preferred embodiment of the present invention.

[0063] List of reference numerals

[0064] 110 Fuel Line

[0065] 110A Main Fuel Line

[0066] 110B Branch Fuel Line

[0067] 111 Fuel Inlet

[0068] 112 Fuel Oil Export

[0069] 120 Nitrogen-enriched gas inlet pipeline

[0070] 121 Nitrogen-enriched gas inlet

[0071] 130 Exhaust Valve

[0072] 131 Valve cavity

[0073] 132 Floats

[0074] 133 Exhaust valve inlet

[0075] 134 Exhaust valve outlet

[0076] 140A Gas Inlet Isolation Valve

[0077] 140B Gas Inlet Shut-off Valve

[0078] 141 Gas Controller

[0079] 150 Oil drain valve

[0080] 160 Gas Check Valve

[0081] 200 aircraft fuel tanks Detailed Implementation

[0082] Embodiments of the invention will now be described in detail, examples of which are shown in the accompanying drawings and described below.

[0083] 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.

[0084] 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.

[0085] According to a preferred embodiment of the present invention, the aircraft fuel supply pipeline device includes both a fuel pipeline 110 and a nitrogen-rich gas input pipeline 120.

[0086] Fuel line 110 starts from fuel inlet 111, which receives aircraft fuel. Figure 1 (Located in the upper right of the diagram) extends into the aircraft fuel tank 200 to one or more fuel outlets 112 located within the aircraft fuel tank 200.

[0087] The function of fuel line 110 is to transport fuel, such as aviation fuel.

[0088] The fuel inlet 111 may include a pressure filler cap. The function of the pressure filler cap is to enable pressure filling / draining of fuel by connecting the fuel nozzle and the filler cap seat. The filler cap is placed on the filler cap seat after pressure filling / draining is completed.

[0089] Specifically Figure 1 The fuel outlet 112 includes one fuel outlet 112 each located in the left wing fuel tank and the right wing fuel tank, and two fuel outlets 112 located in the center wing fuel tank. A flow-limiting orifice and a refueling shut-off valve may be arranged slightly upstream of the fuel outlet 112, such as... Figure 1 The diagram shows each fuel outlet 112.

[0090] The function of the flow restrictor orifice is preferably to restrict the fuel flow, and the function of the fuel cut-off valve is preferably to cut off the fuel tank pressure during refueling.

[0091] In addition, it is preferable to arrange a refueling solenoid valve and a pressure switch for each refueling shut-off valve, wherein the function of the refueling solenoid valve is to control the refueling shut-off valve, and the function of the pressure switch is to indicate the working status of the refueling shut-off valve.

[0092] According to the concept of the present invention, the nitrogen-rich gas input line 120 extends from the nitrogen-rich gas inlet 121, which receives nitrogen-rich gas from the inerting system, to the fuel line 110.

[0093] The function of the nitrogen-enriched gas inlet line 120 is to transport nitrogen-enriched gas, such as nitrogen-enriched air. Understandably, this arrangement allows nitrogen-enriched gas to be introduced into the fuel line 110 via the nitrogen-enriched gas inlet line 120.

[0094] In this way, at least a portion of the fuel line 110 actually constitutes a refueling line that also functions as a nitrogen-rich gas distribution line, transporting both nitrogen-rich gas and fuel.

[0095] according to Figure 1 As shown in the preferred embodiment, the fuel line 110 may include extending from the fuel inlet 111 through a plurality of aircraft fuel tanks 200, specifically... Figure 1 The main fuel line 110A extends sequentially through the right wing fuel tank on the right, the center wing fuel tank in the middle, and the left wing fuel tank on the left, and extends from at least one main branch point of the main fuel line 110A. Figure 1 Specifically, it is a branch fuel line 110B that branches off from the main branch point in the center wing fuel tank without extending into other aircraft fuel tanks.

[0096] More specifically, other branch fuel lines 110B can be further branched off from the branch fuel line 110B, which will not be described in detail here. Preferably, the nitrogen-rich gas input line 120 can extend to the main fuel line 110A in the fuel line 110. That is to say, the nitrogen-rich gas input line 120 directly supplies nitrogen-rich gas to a part of the main fuel line 110A.

[0097] In this preferred embodiment, a drain valve 150 may be provided on the main fuel line 110A.

[0098] The aforementioned drain valve 150 is arranged such that the supply of nitrogen-rich gas in the fuel line 110 can discharge at least a portion of the unusable fuel in the fuel line 110 to the drain valve 150, so as to properly discharge this portion of unusable fuel using the supply of nitrogen-rich gas. It should be noted here that, although Figure 1 The drain valve 150 is located in the center wing fuel tank on the side away from the nitrogen-rich gas input line 120 to facilitate the discharge of unusable fuel using nitrogen-rich gas. However, the drain valve 150 can also be located in other positions as needed, including but not limited to the side of the center wing fuel tank closer to the nitrogen-rich gas input line 120 and / or the fuel tank of the left wing and the right wing fuel tank further away from the nitrogen-rich gas input line 120.

[0099] To allow the nitrogen-rich gas in the fuel line 110 to be introduced into the fuel tank at the appropriate location, a vent valve 130 is provided on the fuel line 110 to release the nitrogen-rich gas supplied to the fuel line 110 from the nitrogen-rich gas inlet line 120. However, it should be noted that although it is possible to... Figure 1 The exhaust valve 130 shown is preferably located at a different position and structurally separate from the fuel outlet 112. However, those skilled in the art can also appropriately combine the fuel outlet 112 and the exhaust valve 130 according to actual needs, for example, by providing an exhaust valve 130 with a fuel outlet 112, or by providing a fuel outlet 112 with the function of an exhaust valve 130.

[0100] Preferably, a gas check valve 160 may be installed on the fuel line 110. The function of the gas check valve 160 is to prevent inert gas from damaging the filler cap and to ensure that gas is discharged from the exhaust valve 130.

[0101] The gas check valve 160 is preferably arranged such that nitrogen-rich gas entering the fuel line 110 cannot flow to the fuel inlet 111.

[0102] With the aircraft parked, one or more of the exhaust valves 130 are positioned above the fuel outlet 112. "Above" here should be understood as above in the direction of gravity, but not necessarily directly above; it could also be diagonally above. Preferably, each exhaust valve 130 is located at a high point on the fuel tank, ensuring that the outlet of the exhaust valve 130, i.e., the nitrogen-rich gas distribution outlet, is not submerged by fuel, and that the nitrogen-rich gas can be smoothly discharged for inerting the fuel tank. It is easy to understand that the terms "above" and "high point" mentioned here are relative to the concepts of "below" and "low point," and are not intended to limit the position of the exhaust valve 130 to the apex or top of the fuel tank.

[0103] According to a preferred embodiment of the present invention, and as Figure 2 As shown, the exhaust valve 130 may include a valve chamber 131 and a float 132.

[0104] The valve chamber 131 may have an exhaust valve inlet 133 and an exhaust valve outlet 134. According to this preferred embodiment of the exhaust valve 130, in the parked state of the aircraft, the exhaust valve outlet 134 is arranged above the exhaust valve inlet 133, and a float 132 is elastically connected to the inner wall of the valve chamber 131, such that the float 132 is subjected to a downward elastic force, and the float 132 is configured to overcome the elastic force and rise to block the exhaust valve outlet 134 by the action of aircraft fuel entering from the exhaust valve inlet 133. For example, as... Figure 2 As shown, the aforementioned downward elastic force can be achieved by a portion of the float 132, such as a compression spring, such as a coil spring, between the connecting rod connected to the float 132 and the valve chamber 131.

[0105] The function of this preferred exhaust valve 130 is to close the valve using the buoyancy of the fuel, preventing fuel from being discharged from the outlet of the exhaust valve 130 in refueling mode.

[0106] It should be noted that the specific arrangement of the exhaust valve 130 described above is only an example. Those skilled in the art can also set up non-float type exhaust valves 130 according to actual needs, including but not limited to exhaust valves with electronic control switches, etc., which will not be elaborated here.

[0107] If a specific flight attitude causes the fuel outlet to be flooded during flight, it is preferable to use a float 132 in the form of a buoyancy ball to close the outlet, preventing fuel from entering other fuel tanks 200 through the fuel line 110, which also has the function of distributing nitrogen-rich gas, when the inerting system is working.

[0108] At the same time, the device can prevent fuel from spraying out of the exhaust valve 130 outlet during the refueling process, ensuring that the fuel can reach the fuel tank 200 to be refueled along the pipeline.

[0109] Furthermore, more preferably, the exhaust valve outlet 134 includes an outlet with an adjustable outlet orifice diameter. For example, the exhaust valve outlet 134 can be configured as an easily removable kit, and different exhaust valve outlets 134 in the kit can have different outlet orifice diameters. Having different outlet orifice diameters also facilitates ensuring that inert gas can be distributed to different fuel tanks as required.

[0110] according to Figure 1 In the preferred embodiment shown, a gas shut-off valve may be provided on the nitrogen-rich gas input line 120.

[0111] In this preferred embodiment, the device may further include a gas controller 141 for controlling the opening and closing of the gas shut-off valve.

[0112] More preferably, at least two gas shut-off valves, for example exactly two gas shut-off valves, may be provided on the nitrogen-enriched gas input line 120, and the nitrogen-enriched gas input line 120 is configured such that two of the gas shut-off valves are arranged in series on the nitrogen-enriched gas input line 120 and orthogonal to each other.

[0113] like Figure 1 As shown, the two gas shut-off valves may preferably include a gas inlet isolation valve 140A and a gas inlet shut-off valve 140B.

[0114] The preferred function of the gas inlet isolation valve 140A is to close it in refueling mode, thereby cutting off the supply of nitrogen-rich gas to the fuel tank, and to open it in nitrogen-rich gas distribution mode, thereby supplying nitrogen-rich gas to the fuel tank and ensuring that the fuel tank is in a non-flammable state.

[0115] The gas inlet shut-off valve 140B is preferably closed in refueling mode to cut off the supply of nitrogen-rich gas to the fuel tank, while resisting the high pressure during refueling to prevent fuel backflow.

[0116] The concept of the preferred embodiment of the present invention and as follows Figure 1 As shown, the two gas shut-off valves arranged on the nitrogen-rich gas inlet pipe 120, which are orthogonal to each other, can be arranged outside the aircraft fuel tank 200.

[0117] The following describes specific usage modes of preferred embodiments of the device of the present invention:

[0118] 1. In the fuel filling / draining mode, the fuel filling solenoid valve and pressure switch jointly control the opening of the fuel filling shut-off valve, while the gas controller 141 controls the gas inlet isolation valve 140A and the gas inlet shut-off valve 140B to close. More specifically, in the left-wing fuel filling mode where only the left-wing fuel tank is filled, the center wing fuel filling shut-off valve and the right wing fuel filling shut-off valve must be closed while the left-wing fuel filling shut-off valve is opened. Fuel enters the fuel line 110 from the fuel inlet 111 (such as a pressure filler cap) through the gas check valve 160, and flows along the fuel line 110 (including...) Figure 1 The fuel line 110 (shown in red in the middle) with nitrogen-rich gas distribution function delivers fuel, at which time the float 132 in the exhaust valve 130 will rise. This ensures that fuel can only reach the left wing fuel tank for refueling along the fuel line 110.

[0119] 2. In nitrogen-rich gas distribution mode, the refueling solenoid valve and pressure switch jointly control the refueling shut-off valve to close, while the gas controller 141 controls the gas inlet isolation valve 140A and the gas inlet shut-off valve 140B to open, thereby enabling the distribution of nitrogen-rich gas to different fuel tanks 200 as needed. At this time, the nitrogen-rich gas flows from the nitrogen-rich gas inlet pipe 120 through the fuel pipe 110, specifically... Figure 1 The fuel line 110, shown in red, which has a nitrogen-rich gas distribution function, enters the corresponding fuel tank 200. Since the refueling solenoid valves of the left wing fuel tank, right wing fuel tank, and center wing fuel tank are closed, the gas can only flow along the fuel line 110, specifically... Figure 1 The fuel line 110, which has a nitrogen-rich gas distribution function and is shown in red in the middle, enters each exhaust valve 130 to distribute nitrogen-rich gas.

[0120] 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.

[0121] Given the detailed description above, various readily conceivable variations can be made to the embodiments described herein.

[0122] 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. An aircraft fuel supply pipeline device, include: A fuel line (110) extends from a fuel inlet (111) for receiving aircraft fuel into an aircraft fuel tank (200) to one or more fuel outlets (112) located within the aircraft fuel tank (200). The aircraft fuel supply pipeline system also includes: A nitrogen-enriched gas input line (120) extends from a nitrogen-enriched gas inlet (121) that receives nitrogen-enriched gas from an inerting system to the fuel line (110). Furthermore, the fuel line (110) is provided with an exhaust valve (130) to discharge the nitrogen-rich gas supplied from the nitrogen-rich gas input line (120) to the fuel line (110).

2. The aircraft fuel supply pipeline device according to claim 1, Its features are, The nitrogen-rich gas input pipeline (120) is equipped with a gas shut-off valve, and the device also includes a gas controller (141) for controlling the opening and closing of the gas shut-off valve.

3. The aircraft fuel supply pipeline device according to claim 2, Its features are, At least two gas shut-off valves are provided on the nitrogen-enriched gas input pipeline (120), and the nitrogen-enriched gas input pipeline (120) is configured such that two of the gas shut-off valves are arranged in series on the nitrogen-enriched gas input pipeline (120) and orthogonal to each other.

4. The aircraft fuel supply pipeline device according to claim 3, Its features are, Two gas shut-off valves are arranged on the outside of the aircraft fuel tank (200) on nitrogen-rich gas inlet lines (120) that run orthogonally to each other.

5. The aircraft fuel supply pipeline device according to claim 1, Its features are, The fuel line (110) includes a main fuel line (110A) extending from the fuel inlet (111) through a plurality of aircraft fuel tanks (200) and a branch fuel line (110B) branching from at least one main branch point of the main fuel line (110A) without extending into other aircraft fuel tanks, wherein the nitrogen-rich gas inlet line (120) extends to the main fuel line (110A) in the fuel line (110).

6. The aircraft fuel supply pipeline device according to claim 5, Its features are, A drain valve (150) is provided on the main fuel line (110A), the drain valve (150) being arranged such that the supply of nitrogen-rich gas in the fuel line (110) can discharge at least a portion of the unusable fuel in the fuel line (110) to the drain valve (150).

7. The aircraft fuel supply pipeline device according to claim 1, Its features are, When the aircraft is parked, one or more of the exhaust valves (130) are arranged above the fuel outlet (112).

8. The aircraft fuel supply pipeline device according to claim 1, Its features are, The exhaust valve (130) includes a valve chamber (131) and a float (132). The valve chamber (131) has an exhaust valve inlet (133) and an exhaust valve outlet (134). When the aircraft is parked, the exhaust valve outlet (134) is located above the exhaust valve inlet (133). The float (132) is elastically connected to the inner wall of the valve chamber (131), so that the float (132) is subjected to a downward elastic force. The float (132) is configured to overcome the elastic force and float upward by the action of aircraft fuel entering from the exhaust valve inlet (133) to block the exhaust valve outlet (134).

9. The aircraft fuel supply pipeline device according to claim 8, Its features are, The exhaust valve outlet (134) includes an outlet with an adjustable outlet orifice.

10. The aircraft fuel supply pipeline device according to claim 1, Its features are, A gas check valve (160) is provided on the fuel line (110), and the gas check valve (160) is arranged to prevent nitrogen-rich gas entering the fuel line (110) from flowing to the fuel inlet (111).

Images