Design method and device of hydraulic oil tank of civil aircraft, computer equipment and medium

Abstract

Embodiments of the present application provide a design method and device for a hydraulic oil tank of a civil passenger aircraft, computer equipment and a medium, wherein the method comprises: determining basic parameters including system inherent volume, oil physical properties and extreme working conditions, calculating system total demand volume and initial oiling volume according to the basic parameters; substituting the initial oiling volume into complete flight profiles under cold and hot temperature working conditions respectively, dynamically analyzing oil tank oil volume change curves caused by temperature changes and actuator actions in each flight stage, and extracting a global minimum oil volume; if the global minimum oil volume does not meet the oil absorption safety margin requirement, iteratively adjusting the initial oiling volume and dynamically simulating and analyzing the oil tank oil volume change curve in combination with the complete flight profile until a new global minimum oil volume meets the oil absorption safety margin requirement, determining the volume of the hydraulic oil tank according to the new global maximum oil volume, and adjusting the structural design of the hydraulic oil tank. The scheme improves the efficiency and accuracy of the hydraulic oil tank design.

Description

Technical Field

[0001] This invention relates to the field of aviation hydraulic system design technology, and in particular to a design method, device, computer equipment, and medium for hydraulic oil tanks in civil passenger aircraft. Background Technology

[0002] Hydraulic oil in civil aviation hydraulic systems is primarily stored in hydraulic oil tanks. These tanks provide the hydraulic oil needed for system operation, ensuring the transmission of hydraulic energy. As civil aircraft become larger, more complex, and require higher reliability, the functions of aircraft hydraulic systems are constantly increasing, and the number of users is also growing significantly. This places higher demands on the stability and reliability of hydraulic oil supply. As a crucial component of the hydraulic system, the design of the hydraulic oil tank directly affects the system's normal operating capability and safety under various working conditions.

[0003] In the design process of hydraulic oil tanks, existing methods for designing hydraulic oil tank volume often rely on empirical formulas, focusing primarily on meeting the requirements of the hydraulic system under rated operating conditions, while neglecting extreme and transient conditions and system margins. Furthermore, different models of civil aircraft exhibit significant differences in hydraulic system architecture, user configurations, and flight profiles, resulting in a lack of universal and systematic hydraulic oil tank volume design methods. This leads to inaccurate and unreliable hydraulic oil tank volume designs, requiring repeated adjustments to design parameters such as hydraulic oil tank volume and structure in practical engineering applications. This increases design time and costs, and reduces the efficiency of hydraulic system design.

[0004] Therefore, there is an urgent need to propose a hydraulic tank design method that takes into account the characteristics of hydraulic systems in civil aircraft. This method should comprehensively consider the impact of multiple working conditions and factors on hydraulic oil demand, improve the scientificity and applicability of hydraulic tank volume and structure design, thereby meeting the high reliability and high safety design requirements of modern civil aircraft hydraulic systems and improving the efficiency of hydraulic system design. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide a design method for hydraulic oil tanks in civil aircraft to solve the technical problems of low efficiency and inaccuracy in existing hydraulic oil tank designs. The method includes:

[0006] Determine the basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions, and calculate the total required volume and initial filling volume of the hydraulic tank based on the basic parameters. Substitute the initial refueling volume into the complete flight profiles under two temperature conditions, cold and hot, respectively, and dynamically simulate and analyze the fuel tank quantity change curves caused by temperature changes and actuator actions in each flight stage, and extract the global minimum fuel quantity from the fuel tank quantity change curves. If the global minimum fuel level does not meet the fuel intake safety margin requirement, the initial refueling volume is adjusted iteratively and the fuel tank fuel level change curve is analyzed by dynamic simulation based on the complete flight profile until the new global minimum fuel level meets the fuel intake safety margin requirement. The volume of the hydraulic tank is determined based on the new global maximum oil volume in the oil volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement. The structural design of the hydraulic oil tank is adjusted according to its volume.

[0007] This invention also provides a design device for hydraulic oil tanks in civil aircraft, to solve the technical problems of low efficiency and inaccuracy in existing hydraulic oil tank designs. The device includes: Create a basic oil tank volume module to determine basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions. Calculate the total system required volume and initial filling volume of the hydraulic oil tank based on these basic parameters. The fuel tank volume consumption analysis module is used to substitute the initial refueling volume into the complete flight profile under two temperature conditions: cold and hot weather. It dynamically simulates and analyzes the fuel tank volume change curve caused by temperature changes and actuator actions in each flight stage, and extracts the global minimum fuel volume from the fuel tank volume change curve. The fuel tank volume adjustment module is used to iteratively adjust the initial refueling volume and perform dynamic simulation analysis of the fuel tank volume change curve in conjunction with the complete flight profile if the global minimum fuel volume does not meet the fuel suction safety margin requirement, until the new global minimum fuel volume meets the fuel suction safety margin requirement. The oil tank volume determination module is used to determine the volume of the hydraulic oil tank based on the new global maximum oil volume in the oil tank volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement. The oil tank structure adjustment module is used to adjust the structural design of the hydraulic oil tank according to its volume.

[0008] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the design method of any of the above-mentioned hydraulic oil tanks for civil aircraft, thereby solving the technical problems of low efficiency and inaccuracy in the design of hydraulic oil tanks in the prior art.

[0009] This invention also provides a computer-readable storage medium storing a computer program that executes any of the above-described design methods for hydraulic oil tanks of civil aircraft, in order to solve the technical problems of low efficiency and inaccuracy in the design of hydraulic oil tanks in the prior art.

[0010] Compared with the prior art, the beneficial effects that at least one of the above-mentioned technical solutions adopted in the embodiments of this specification can achieve include at least the following: A complete analysis and design chain from basic parameters to the final volume and structure of the hydraulic oil tank is constructed, with rigorous logic and clear steps. It abandons static empirical estimation and, by combining dynamic simulation and iteration of complete flight profiles in cold and hot weather, accurately captures the transient extreme values ​​of oil quantity changes. Based on these transient extreme values, the final volume and structure of the hydraulic oil tank are designed, making the design results of the hydraulic oil tank more consistent with actual operating conditions. Simultaneously, it considers all major influencing factors such as temperature effects, pressure effects, actuator dynamic requirements, leakage, and accumulator pressurization. The method covers multiple coupled operating conditions that affect the oil tank volume, ensuring that the hydraulic oil tank design meets the oil suction safety requirements under the most stringent operating conditions. This fundamentally avoids the risk of functional failure due to insufficient oil volume, improving the accuracy and reliability of hydraulic oil tank design. Simultaneously, the increased accuracy of the hydraulic oil tank design effectively reduces repeated adjustments to design parameters, shortens the R&D and design cycle, lowers development costs, and improves design efficiency. Furthermore, the method is process-oriented and parameterized, easy to implement through programming or tabular calculations, and can be widely applied to the design of hydraulic oil tanks for civil aircraft of different configurations and scales, demonstrating versatility and applicability. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart illustrating a design method for a hydraulic oil tank in a civil aircraft, as provided in an embodiment of the present invention. Figure 2 This is an example flowchart of a design method for a hydraulic oil tank of a civil passenger aircraft provided in an embodiment of the present invention; Figure 3 This is a curve showing the change in hydraulic oil tank volume of a civil passenger aircraft during different flight phases in hot weather, provided by an embodiment of the present invention; Figure 4 This is a curve showing the change in hydraulic oil tank volume of a civil passenger aircraft during different flight stages in cold weather, provided by an embodiment of the present invention; Figure 5 This is a structural diagram of a computer device provided in an embodiment of the present invention; Figure 6 This is a structural diagram of a design device for a hydraulic oil tank of a civil aircraft provided in an embodiment of the present invention. Detailed Implementation

[0013] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0014] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0015] In this embodiment of the invention, a design method for a hydraulic oil tank in a civil passenger aircraft is provided, such as... Figure 1 As shown, the method includes: Step 101: Determine the basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions, and calculate the total required volume and initial filling volume of the hydraulic tank based on the basic parameters; Step 102: Substitute the initial refueling volume into the complete flight profiles under two typical temperature conditions, cold and hot, respectively, and dynamically simulate and analyze the fuel tank quantity change curves caused by temperature changes and actuator actions in each flight stage, and extract the global minimum fuel quantity from the fuel tank quantity change curves. Step 103: If the global minimum fuel quantity does not meet the fuel suction safety margin requirement, the initial refueling volume is adjusted iteratively and the fuel tank fuel quantity change curve is analyzed by dynamic simulation based on the complete flight profile until the new global minimum fuel quantity meets the fuel suction safety margin requirement. Step 104: Determine the volume of the hydraulic oil tank based on the new global maximum oil volume in the oil tank volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement; Step 105: Adjust the structural design of the hydraulic oil tank according to its volume.

[0016] In specific implementation, this application proposes a design method for the hydraulic oil tank of the aforementioned civil passenger aircraft. First, basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions, are determined. Based on these parameters, the total required system volume and initial refueling volume are calculated. Then, the initial refueling volume is substituted into complete flight profiles under two typical temperature conditions: cold and hot weather. The oil volume change curves caused by temperature variations and actuator movements at each stage are dynamically analyzed, and the global oil volume extreme value is extracted. Through iterative adjustment of the compensation volume, the minimum oil volume is ensured to meet the oil suction safety requirements. Finally, the volume of the hydraulic oil tank is determined based on the corrected maximum oil volume, and the structural design of the hydraulic oil tank is adjusted. Specifically, as shown... Figure 2 As shown, in step S1, in order to determine the basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions, and to ensure that the total required volume and initial refueling volume of the system can be calculated effectively and accurately, the specific operation is as follows: First, a series of basic input parameters can be determined using system design documents, 3D model measurements, component supplier data, and operating condition definitions. During implementation, the accuracy and representativeness of these basic parameters should be ensured. For example, Hydraulic system inherent volume: Piping volume The value is obtained by measuring and statistically analyzing the three-dimensional piping model of the hydraulic system; in this example, it can be 55.2L.

[0017] Internal volume of hydraulic system components This includes the internal cavity volume of pumps, valves, filter housings, etc., which can be summarized from component design data; in this example, it can be 21.6L.

[0018] Actuator differential volume This analysis examines the net hydraulic fluid volume difference generated by all hydraulic actuators (such as ailerons, elevators, rudders, flaps, slats, landing gear retraction and extension, etc.) during a complete flight cycle, from full retraction to full extension (or vice versa). Actuator area differences and stroke must be considered. In this example, the calculated value is 4.8L.

[0019] Accumulator filling volume The value is calculated based on the accumulator's pre-charge pressure, operating pressure range, and required effective volume; in this example, it can be 1.0L.

[0020] Compensation volume : This is an adjustable variable used to adjust the total required volume of the system later. The initial value can be set to 0L.

[0021] hydraulic oil thermal expansion coefficient The specific type of hydraulic oil used will be determined based on the selected hydraulic oil model; for example, 8.0×10 -4 / °C.

[0022] Hydraulic oil bulk modulus Considering the effect of air mixed in the oil, for example, take 700MPa.

[0023] Minimum operating temperature of fuel tank It can be defined as the lowest expected oil temperature when the machine is shut down on the ground in cold weather, such as -40°C.

[0024] Maximum operating temperature of fuel tank It can be defined as the highest expected oil temperature during flight in hot weather or after being immersed in hot water on the ground, such as 105°C.

[0025] Add oil at room temperature Oil temperature under standard refueling conditions, such as 20°C.

[0026] System high pressure The system's rated operating pressure is 3000 psi in this example.

[0027] Leakage compensation amount The estimated value is based on the system sealing level and flight cycle duration, such as 0.6L in this example.

[0028] In specific implementation, such as Figure 2 As shown, in step S2, the formula for calculating the total required volume of the hydraulic oil tank based on the basic parameters is as follows: First, calculate the total required volume of the system. , , in, , , This is the temperature influence coefficient. This is the pressure influence coefficient. The coefficient of thermal expansion of hydraulic oil. To adjust the refueling temperature, This is the minimum operating temperature of the fuel tank. For the system's rated operating pressure, The bulk modulus of hydraulic oil. For the volume of hydraulic system pipelines, For the internal volume of hydraulic system components, For actuator differential volume, Fill the accumulator with volume, To compensate for the volume.

[0029] Specifically, by substituting the values ​​of the basic parameters from step S1, the following can be calculated:

[0030]

[0031]

[0032] In specific implementation, such as Figure 2 As shown, in step S3, based on the basic parameters and the total system volume requirement... Calculate the initial refueling volume (This volume is at the refueling temperature) (and the volume of oil after refueling on the ground under normal pressure)

[0033] in, This is the amount of compensation for leakage.

[0034] Specifically, the values ​​of the basic parameters in step S1 and the total system demand volume calculated in step S2 are combined. By substituting the values, we can calculate:

[0035] In practice, the inventors of this application discovered that during the operation of civil aircraft, the hydraulic system needs to adapt to various complex operating conditions, such as the flight profile which includes ground start-up, takeoff cruise, descent, landing, and ground maintenance phases. Under these conditions, changes in hydraulic oil temperature, system oil return, actuator operation, and the high-flow-rate oil supply demand in emergency situations all place different requirements on the effective volume of hydraulic oil in the hydraulic tank. In each of these flight phases, if the tank volume and structural design are unreasonable, it may lead to actuator failure, thereby affecting the normal operation of the hydraulic system, and in severe cases, even causing catastrophic safety incidents.

[0036] To improve the accuracy and reliability of hydraulic oil tank volume design, after obtaining the initial filling volume, such as... Figure 2 Step S4, as shown, proposes a more refined and accurate dynamic simulation analysis of fuel tank quantity changes based on the initial refueling volume combined with different extreme operating conditions and different flight stages. For example, the initial refueling volume is substituted into complete flight profiles under both cold and hot weather temperature conditions, and the fuel tank quantity change curves caused by temperature changes and actuator actions in each flight stage are dynamically simulated and analyzed, including: In hot weather conditions, during dynamic simulation analysis combining a complete flight profile, the oil temperature is considered to rise from the refueling ambient temperature. Rise to the maximum operating temperature of the fuel tank The expansion effect, and the temperature drop from the tank's maximum operating temperature during cruise phase. Thigh The contraction effect when the temperature drops to low ambient temperatures; In cold weather conditions, during dynamic simulation analysis combining the complete flight profile, the oil temperature is considered to rise from the refueling ambient temperature. Reduced to the lowest operating temperature of the fuel tank The contraction effect, and the temperature drop from the lowest operating temperature of the fuel tank during the landing phase. Return to normal refueling temperature The expansion effect.

[0037] And / or, in the process of dynamic simulation analysis combined with the complete flight profile, the oil compression or expansion caused by system pressure build-up or depressurization, the volume change of system components under pressure, and the oil quantity change caused by accumulator charging and discharging can also be considered.

[0038] Specifically, based on the above calculation results, the calculated initial refueling volume is... Using (11.17L) as a baseline, typical flight profiles under two extreme environmental temperature conditions, "cold weather" and "hot weather," were substituted to perform dynamic fuel quantity calculations throughout the entire cycle and in stages. The purpose of this calculation is to accurately analyze the volume changes of hydraulic oil during aircraft operation caused by factors such as temperature changes, actuator movements, and temperature variations, thereby determining the real-time changes in the fuel quantity in the tank and identifying the global minimum fuel quantity. With the highest global fuel volume .

[0039] First, let's analyze the operating conditions in hot weather, as follows: The maximum fuel temperature conditions under hot weather operating conditions are simulated, and the fuel quantity changes during each flight phase are considered as follows: Ground start-up phase: The initial fuel quantity in this phase is the refueling volume. The oil temperature is initially 20°C. Subsequently, due to environmental and system heating, the oil temperature rises to the maximum operating temperature of 105°C. The resulting oil volume expansion (i.e., expansion effect) needs to be calculated. Simultaneously, system pressurization causes oil compression, and system pipelines and components undergo slight expansion under pressure. The minimum oil quantity required to maintain system circulation, potential overflow losses from safety valves (calculated at 130% of permissible losses), and the oil required for normal accumulator filling also need to be considered.

[0040] Takeoff and cruise phase: During this phase, the release of the parking brake and the retraction of the landing gear cause the oil in the differential volume of the corresponding actuators to flow out of the fuel tank. During cruise, the oil temperature drops from a maximum of 105°C to the extremely low temperature environment at high altitude (such as -40°C), resulting in significant volume contraction (i.e., the contraction effect), which has a significant impact on the fuel quantity.

[0041] Descent phase: During this phase, the oil temperature rises from the cruising low temperature (e.g., -40°C) to the high temperature (105°C), causing volume expansion. At the same time, the landing gear lowering operation causes the oil in the corresponding actuator cylinder to return to the oil tank.

[0042] Landing and parking phase: This phase involves a complex sequence of actuator operations, including opening and retracting spoilers, opening and retracting thrust reversers, and applying parking brakes, each corresponding to a specific differential volume change. After system depressurization, the hydraulic fluid expands due to the release of pressure, the volume of pipelines and components contracts, and the hydraulic fluid in the accumulator is released back into the tank. Finally, the system oil temperature cools from the highest operating temperature (105°C) to room temperature (20°C), resulting in the final volume contraction. In addition, releasing the parking brake (calculated based on 130% differential volume) and maintaining the minimum circulating oil volume are also considered at the end of this phase.

[0043] By performing sequential recursive calculations on the above-mentioned hot weather profile, the following can be obtained: Figure 3 The continuous variation curve of fuel tank level throughout the entire flight cycle shown allows for the extraction of the minimum fuel level in the hot weather profile. It has a capacity of 1.65L, the highest fuel volume in hot weather profiles. It is 17.06 L.

[0044] In conjunction with the analysis of cold weather operating conditions, the results are as follows: The fuel quantity changes during each flight phase are considered in the cold weather simulation of the lowest fuel temperature conditions: Ground start-up phase: The initial conditions are the same as in hot weather. Subsequently, the oil temperature drops from 20°C to the minimum operating temperature of -40°C, and the resulting oil volume contraction (i.e., contraction effect) needs to be calculated. Other factors, including oil compression, component expansion, minimum circulating oil volume, safety valve overflow, and accumulator filling, are analyzed in the same way as in hot weather.

[0045] During takeoff and cruise phases: The differential volume considered for actuator actions is the same as in hot weather conditions, including releasing the parking brake and retracting the landing gear. The key difference from hot weather conditions is that the oil temperature during cruise phase is considered to be at the extreme low temperature (-40°C) and remains basically unchanged, therefore there is no significant oil temperature contraction effect.

[0046] Descent Phase: During this phase, the oil temperature remains constant at a low level (-40°C), therefore there is no increase or decrease in oil volume due to temperature changes. Only the differential volume of oil returning to the tank when the landing gear is lowered is considered.

[0047] Landing and parking phase: Factors such as actuator sequence operation, system depressurization effect, and accumulator release are consistent with the analysis for hot weather conditions. The key difference lies in the temperature effect: the system oil temperature rises from the lowest operating temperature (-40°C) to normal temperature (20°C), resulting in volume expansion (i.e., the expansion effect). Similarly, the release of the parking brake and the minimum circulating oil volume must be taken into account.

[0048] By performing sequential recursive calculations on the above cold weather profile, the following can be obtained: Figure 4 The continuous variation curve of fuel tank level throughout the entire flight cycle shown is used to extract the minimum fuel level in the cold weather profile. It has a capacity of 1.65L, the highest fuel volume in cold weather profiles. It is 11.81L.

[0049] In practice, after obtaining the fuel tank level change curve, the global minimum fuel level in the fuel tank level change curve can be identified. With the highest global fuel volume This allows for the determination of the lowest global fuel level. If the oil suction safety margin requirement is not met, the total system demand volume and initial refueling volume are adjusted iteratively by adjusting the compensation volume. The simulation process is then iteratively repeated to ensure that the minimum oil quantity meets the oil suction safety requirement. Finally, the design volume of the fuel tank is determined based on the corrected maximum oil quantity. Specifically, the global minimum oil quantity... for and The smaller value in the range, the highest global oil volume for and The larger value.

[0050] In practice, the initial refueling volume is adjusted iteratively, and the fuel tank volume change curve is dynamically simulated and analyzed in conjunction with the complete flight profile, including: The total system demand volume is adjusted by iteratively adjusting the compensation volume, and the initial refueling volume is adjusted based on the adjusted total system demand volume. The adjusted initial refueling volume is then combined with the complete flight profile to perform dynamic simulation analysis of the fuel tank quantity change curve until the new global minimum fuel quantity meets the fuel intake safety margin requirements.

[0051] Specifically, such as Figure 2 Steps S5 to S7 shown, if If the value is not within the preset volume range of [0.995, 1.005]L (i.e., the volume range corresponding to the oil absorption safety margin requirement), then adjust the compensation volume. In this embodiment, After adjusting to -0.645L, the adjusted total system demand volume is calculated using the formula. Based on this new total system demand volume, the adjusted initial refueling volume is then calculated using the formula. The adjusted initial refueling volume is then combined with the complete flight profile for dynamic simulation analysis to obtain a new fuel tank quantity change curve, and the new global minimum fuel quantity is extracted. The value is 1.00L, which meets the oil absorption safety margin requirement and the iterative convergence requirement.

[0052] At this point, the new global peak fuel level is shown in the new fuel tank level change curve. The value is 16.41L, from which the final design volume of the hydraulic oil tank is obtained:

[0053] Based on the total required volume of the system The set design margin will determine the new global maximum fuel consumption. Substituting 16.41L and the initially calculated total system requirement volume into the formula, the final design volume of the hydraulic tank is calculated as follows: =20.79L.

[0054] In practice, once an accurate and reliable hydraulic tank volume is obtained, the structural design of the hydraulic tank can be adjusted accordingly. This improves the overall accuracy and reliability of the hydraulic tank and avoids repeated adjustments to the design parameters of the hydraulic tank and the related design parameters of the hydraulic system, thus improving design efficiency. For example, the wall thickness, piston diameter, and suction port diameter of the hydraulic tank can be adjusted based on its volume.

[0055] In this embodiment, a computer device is provided, such as... Figure 5 As shown, it includes a memory 501, a processor 502, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the design method of any of the above-mentioned hydraulic oil tanks for civil aircraft.

[0056] Specifically, the computer device can be a computer terminal, a server, or a similar computing device.

[0057] In this embodiment, a computer-readable storage medium is provided, which stores a computer program that executes any of the above-described design methods for hydraulic oil tanks of civil passenger aircraft.

[0058] Specifically, computer-readable storage media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable storage media does not include transient media, such as modulated data signals and carrier waves.

[0059] Based on the same inventive concept, this invention also provides a design apparatus for a hydraulic oil tank of a civil aircraft, as described in the following embodiments. Since the principle of the design apparatus for a civil aircraft hydraulic oil tank is similar to that of the design method for a civil aircraft hydraulic oil tank, the implementation of the design apparatus can refer to the implementation of the design method for a civil aircraft hydraulic oil tank, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0060] Figure 6 This is a structural block diagram of a design device for a hydraulic oil tank of a civil passenger aircraft according to an embodiment of the present invention, such as... Figure 6 As shown, it includes: Create a basic oil tank volume module 601: Determine the basic parameters, including the system's inherent volume, oil properties, and extreme working conditions, and calculate the total system required volume and initial filling volume of the hydraulic oil tank based on the basic parameters; Fuel tank volume consumption module 602: Substitute the initial refueling volume into the complete flight profile under two typical temperature conditions of cold and hot weather, respectively, and dynamically simulate and analyze the fuel tank volume change curve caused by temperature changes and actuator actions in each flight stage, and extract the global minimum fuel volume from the fuel tank volume change curve. Fuel tank volume adjustment module 603: If the global minimum fuel quantity does not meet the fuel suction safety margin requirement, iteratively adjusts the initial refueling volume and performs dynamic simulation analysis of the fuel quantity change curve in the fuel tank in conjunction with the complete flight profile until the new global minimum fuel quantity meets the fuel suction safety margin requirement. The oil tank volume determination module 604 is used to determine the volume of the hydraulic oil tank based on the new global maximum oil volume in the oil tank volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement. The oil tank structure adjustment module 605 is used to adjust the structural design of the hydraulic oil tank according to the volume of the hydraulic oil tank.

[0061] In one embodiment, a basic fuel tank volume module is created to calculate the total required volume of the system using the following formula. : , Among them, , , This is the temperature influence coefficient. This is the pressure influence coefficient. The coefficient of thermal expansion of hydraulic oil. To adjust the refueling temperature, This is the minimum operating temperature of the fuel tank. For the system's rated operating pressure, The bulk modulus of hydraulic oil. For the volume of hydraulic system pipelines, For the internal volume of hydraulic system components, For actuator differential volume, Fill the accumulator with volume, To compensate for the volume.

[0062] In one embodiment, a base fuel tank volume module is used to calculate the initial refueling volume using the following formula. :

[0063] in, This is the amount of compensation for leakage.

[0064] In one embodiment, the fuel tank volume fuel consumption analysis module is used to consider the fuel temperature rising from the refueling ambient temperature during dynamic simulation analysis in hot weather conditions, in conjunction with a complete flight profile. Rise to the maximum operating temperature of the fuel tank The expansion effect, and the temperature drop from the tank's maximum operating temperature during cruise phase. Thigh The contraction effect due to low ambient temperatures; under cold weather conditions, in the process of dynamic simulation analysis combined with the complete flight profile, the oil temperature is considered from the refueling ambient temperature. Reduced to the lowest operating temperature of the fuel tank The contraction effect, and the temperature drop from the lowest operating temperature of the fuel tank during the landing phase. Tlow Return to normal refueling temperature The expansion effect.

[0065] In one embodiment, the fuel tank volume consumption analysis module is used to consider the oil compression or expansion caused by system pressurization or depressurization, the volume change of system components under pressure, and the change in oil quantity caused by accumulator charging and discharging during dynamic simulation analysis combined with the complete flight profile.

[0066] In one embodiment, the fuel tank volume adjustment module is used to adjust the total system demand volume by iteratively adjusting the compensation volume, and to adjust the initial refueling volume based on the adjusted total system demand volume. The adjusted initial refueling volume is then combined with the complete flight profile to perform dynamic simulation analysis of the fuel tank volume change curve.

[0067] In one embodiment, the tank volume determination module is used to calculate the volume of the hydraulic tank using the following formula. : ,in, Based on the total required volume of the system The set design margin, The total required volume of the system is given. This is the new global maximum oil quantity.

[0068] The embodiments of this invention achieve the following technical effects: A complete analysis and design chain, from basic parameters to the final volume and structure of the hydraulic tank, is constructed. The logic is rigorous, the steps are clear, and static empirical estimation is abandoned. By combining dynamic simulation and iteration of complete flight profiles in cold and hot weather, the transient extreme values ​​of oil volume changes are accurately captured. Based on these transient extreme values, the final volume and structure of the hydraulic tank are designed, making the design results more closely match actual operating conditions. Simultaneously, all major influencing factors such as temperature effects, pressure effects, actuator dynamic requirements, leakage, and accumulator pressurization are considered, covering all factors affecting the tank volume. This method addresses multi-condition coupling scenarios, ensuring that the hydraulic tank design meets the oil suction safety requirements under the most stringent conditions. This fundamentally avoids the risk of functional failure due to insufficient oil volume, improving the accuracy and reliability of the hydraulic tank design. Furthermore, the increased accuracy of the hydraulic tank design effectively reduces the need for repeated adjustments to design parameters, shortens the R&D and design cycle, lowers development costs, and improves design efficiency. In addition, this method is process-oriented and parameterized, easy to implement through programming or tabular calculations, and can be widely applied to the design of hydraulic tanks for civil aircraft of different configurations and scales, demonstrating versatility and applicability.

[0069] Obviously, those skilled in the art should understand that the modules or steps of the above-described embodiments of the present invention can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the embodiments of the present invention are not limited to any particular hardware and software combination.

[0070] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A design method for a hydraulic oil tank in a civil passenger aircraft, characterized in that, include: Determine the basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions, and calculate the total required volume and initial filling volume of the hydraulic tank based on the basic parameters. The initial refueling volume is substituted into the complete flight profiles under two temperature conditions, cold and hot, respectively. Dynamic simulation analysis is performed on the fuel tank quantity change curves caused by temperature changes and actuator actions in each flight stage. The global minimum fuel quantity in the fuel tank quantity change curves is then extracted. If the global minimum fuel level does not meet the fuel intake safety margin requirement, the initial refueling volume is adjusted iteratively and the fuel tank fuel level change curve is analyzed by dynamic simulation based on the complete flight profile until the new global minimum fuel level meets the fuel intake safety margin requirement. The volume of the hydraulic tank is determined based on the new global maximum oil volume in the oil volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement. The structural design of the hydraulic oil tank is adjusted according to its volume.

2. The method according to claim 1, characterized in that, The total required system volume of the hydraulic tank is calculated based on the aforementioned basic parameters, including: The total required volume of the system The calculation formula is: ， in, , , This is the temperature influence coefficient. This is the pressure influence coefficient. The coefficient of thermal expansion of hydraulic oil. To adjust the refueling temperature, This is the minimum operating temperature of the fuel tank. For the system's rated operating pressure, The bulk modulus of hydraulic oil. For the volume of hydraulic system pipelines, For the internal volume of hydraulic system components, For actuator differential volume, Fill the accumulator with volume, To compensate for the volume.

3. The method according to claim 2, characterized in that, The initial refueling volume The calculation formula is: in, This is the amount of compensation for leakage.

4. The method according to claim 3, characterized in that, Substituting the initial refueling volume into complete flight profiles under both cold and hot weather conditions, dynamic simulation analysis was performed on the fuel tank quantity change curves caused by temperature variations and actuator actions during each flight phase, including: In hot weather conditions, during dynamic simulation analysis combining a complete flight profile, the oil temperature is considered to rise from the refueling ambient temperature. Rise to the maximum operating temperature of the fuel tank The expansion effect, and the temperature drop from the tank's maximum operating temperature during cruise phase. Thigh The contraction effect when the temperature drops to low ambient temperatures; In cold weather conditions, during dynamic simulation analysis combining the complete flight profile, the oil temperature is considered to rise from the refueling ambient temperature. Reduced to the lowest operating temperature of the fuel tank The contraction effect, and the temperature drop from the lowest operating temperature of the fuel tank during the landing phase. Tlow Return to normal refueling temperature The expansion effect.

5. The method according to claim 4, characterized in that, Substituting the initial refueling volume into complete flight profiles under both cold and hot weather conditions, dynamic simulation analysis was performed on the fuel tank quantity change curves caused by temperature variations and actuator actions during each flight phase, including: In the process of dynamic simulation analysis combined with the complete flight profile, the compression or expansion of oil caused by system pressure build-up or depressurization, the volume change of system components under pressure, and the change of oil volume caused by the charging and discharging of accumulator are considered.

6. The method according to any one of claims 1 to 5, characterized in that, By iteratively adjusting the initial refueling volume and combining it with the complete flight profile, dynamic simulation analysis of the fuel tank volume change curve was performed, including: The total system demand volume is adjusted by iteratively adjusting the compensation volume, and the initial refueling volume is adjusted based on the adjusted total system demand volume. The adjusted initial refueling volume is then combined with the complete flight profile to perform dynamic simulation analysis of the fuel tank quantity change curve.

7. The method according to any one of claims 1 to 5, characterized in that, The volume of the hydraulic tank is determined based on the new global maximum oil volume in the oil volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement, including: The volume of the hydraulic oil tank Determined according to the following formula: in, The total required volume of the system is given. This is the new global maximum oil quantity.

8. A device for designing the volume of hydraulic oil tanks in civil passenger aircraft, characterized in that, include: Create a basic oil tank volume module to determine basic parameters, including the system's inherent volume, oil properties, and extreme operating conditions. Calculate the total system required volume and initial filling volume of the hydraulic oil tank based on these basic parameters. The fuel tank volume consumption analysis module is used to substitute the initial refueling volume into the complete flight profile under two temperature conditions, cold and hot, respectively, and dynamically simulate and analyze the fuel tank volume change curve caused by temperature changes and actuator actions in each flight stage, and extract the global minimum fuel volume from the fuel tank volume change curve. The fuel tank volume adjustment module is used to iteratively adjust the initial refueling volume and perform dynamic simulation analysis of the fuel tank volume change curve in conjunction with the complete flight profile if the global minimum fuel volume does not meet the fuel suction safety margin requirement, until the new global minimum fuel volume meets the fuel suction safety margin requirement. The oil tank volume determination module is used to determine the volume of the hydraulic oil tank based on the new global maximum oil volume in the oil tank volume change curve when the new global minimum oil volume meets the oil suction safety margin requirement. The oil tank structure adjustment module is used to adjust the structural design of the hydraulic oil tank according to its volume.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the design method for the hydraulic oil tank of a civil passenger aircraft as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that executes the design method for a hydraulic oil tank of a civil passenger aircraft according to any one of claims 1 to 7.

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