Oiling cut-off control system

Abstract

A refueling cut-off control system is arranged in a wing of an aircraft, a wing oil tank and a ventilation oil tank which are separated by a rib plate are arranged in the wing, and the wing oil tank is communicated with an external refueling device through a refueling pipeline and communicated with the ventilation oil tank through a communication port formed in the top of the rib plate. The detection part is arranged in the ventilation oil tank in a manner of detecting whether oil exists in the ventilation oil tank; and a refueling shut-off valve which is disposed in the refueling line so as to be able to open or close the refueling line and is electrically connected to the vent tank sensor. When the ventilation oil tank sensor detects that oil exists in the ventilation oil tank, the ventilation oil tank sensor generates a special cut-off signal and sends the special cut-off signal to the actuator in the refueling cut-off valve, and the actuator closes the refueling cut-off valve after receiving the special cut-off signal. As a result, by providing the vent tank sensor connected to the refueling shut-off valve in the vent tank, it is possible to achieve highly safe and highly reliable refueling shut-off control with a simple structure.

Description

Technical Field

[0001] This application belongs to the field of aviation technology, specifically relating to a refueling cut-off control system. Background Technology

[0002] As is well known, the refueling system is a crucial system for civil aircraft, requiring refueling before each flight. There are generally two refueling methods: gravity refueling and pressure refueling. Gravity refueling is typically used as a backup function for small and medium-sized civil aircraft, while pressure refueling is a mandatory function for all civil aircraft.

[0003] Pressure refueling systems must meet various safety requirements. For example, they must accurately and promptly cut off refueling at the target or maximum refueling level to prevent refueling spillage and mechanical damage. Furthermore, if the refueling level exceeds the mission's requirements, refueling may need to be pumped out to keep the aircraft's weight within the limits allowed by the flight manual. This pumping significantly increases stopover time, causing delays. Additionally, for efficiency and other considerations, the crew cannot constantly monitor the refueling level during refueling; therefore, the pressure refueling system must be automated, automatically cutting off refueling once the predetermined level is reached. Thus, the refueling cutoff control system is a crucial and critical component of the aircraft pressure refueling system, playing a vital role in automatic protection.

[0004] like Figure 3 As shown in (a), the existing refueling cut-off control system typically includes: a high-level float valve 91, a refueling cut-off valve 92, a refueling solenoid valve 93, pressure lines 94 and 95, a fuel level sensor 97, and a control unit 99. During refueling, the mechanical high-level float valve 91 drops, fuel flows in the pressure line 95, and the fuel pressure causes the mechanical refueling cut-off valve 92 to open. Fuel flows through the refueling line 96 into the fuel tank, the refueling solenoid valve 93 closes, and there is no fuel flow in the pressure line 94. When the fuel level in the tank reaches the set target value, the fuel level sensor 97 sends a signal to the control unit 99, which in turn sends a signal to the refueling solenoid valve 93. The refueling solenoid valve 93 opens, fuel flows in the pressure line 94, and there is no fuel flow in the pressure line 95, thereby closing the refueling cut-off valve 92 and cutting off refueling. When the fuel level in the tank reaches the set target value but the fuel level sensor 97 does not send a signal to the control unit 99, refueling continues until the fuel level in the tank reaches the maximum refueling level. At this point, the high fuel level float valve 91 is lifted by buoyancy, the pressure line 95 is cut off and there is no fuel flow, and the refueling cut-off valve 92 closes and cuts off refueling.

[0005] However, the high oil level float valve is a purely mechanical component, and it often gets stuck due to blockages caused by foreign objects, resulting in failure to cut off the high oil level.

[0006] Therefore, as well as Figure 3As shown in (b), a high-level sensor 95 is included instead of a pressure-sensing line 95. During refueling, the mechanical high-level float valve 91 drops, the refueling solenoid valve 93 opens, fuel flows in the pressure-sensing line 94, and the fuel pressure causes the mechanical refueling shut-off valve 92 to open, allowing fuel to flow into the fuel tank through the refueling line 96. When the fuel level in the tank reaches the set target value, the fuel level sensor 97 sends a signal to the control unit 99, which in turn sends a signal to the refueling solenoid valve 93, causing it to close. No fuel flows in the pressure-sensing line 94, thus closing the refueling shut-off valve 92 and cutting off refueling. If the fuel level in the tank reaches the set target value but the fuel level sensor 97 does not send a signal to the control unit 99, refueling continues until the fuel level in the tank reaches the maximum refueling level. At this point, the high-level float valve 91 rises due to buoyancy, the pressure-sensing line 94 is cut off, and no fuel flows, thus closing the refueling shut-off valve 92 and cutting off refueling. Simultaneously, the high fuel level sensor 95 sends a signal to the control unit 99, which in turn sends a signal to the refueling solenoid valve 93. The refueling solenoid valve 93 closes, and no fuel flows in the pressure line 94, thus closing the refueling cut-off valve 92 and cutting off refueling. Therefore, the high fuel level sensor 99 and the high fuel level float valve 91 form a double safety mechanism, ensuring the refueling cut-off function is maintained even if the high fuel level float valve 91 malfunctions and fails to cut off the fuel supply.

[0007] However, although the redundancy design of the high oil level float valve and high oil level sensor ensures the refueling cut-off function, all refueling cut-off control systems require additional equipment and supporting pipelines. As a result, the frequency of equipment failure, pipeline damage, joint leakage and other adverse situations increases, the system cost increases, the pipeline becomes more complex, maintenance becomes more difficult, failure situations still exist, and it is still difficult to completely overcome the problems of sensor failure in the fuel tank. Utility Model Content

[0008] Technical problem to be solved by the utility model

[0009] This application was developed to solve the aforementioned technical problems, and its purpose is to provide a refueling cut-off control system that can achieve high safety and high reliability refueling cut-off control with a simple structure.

[0010] Technical solutions adopted to solve technical problems

[0011] This application provides a refueling cut-off control system configured inside the wing of an aircraft. The wing contains a wing fuel tank and a ventilation fuel tank separated by ribs. The wing fuel tank is connected to an external refueling device via a refueling line and to the ventilation fuel tank via a connection port located at the top of the ribs. The refueling cut-off control system includes: a ventilation fuel tank sensor configured to detect the presence of fuel in the ventilation fuel tank; and a refueling cut-off valve configured to open or close the refueling line and electrically connected to the ventilation fuel tank sensor. When the ventilation fuel tank sensor detects the presence of fuel in the ventilation fuel tank, it generates a dedicated cut-off signal and sends it to an actuator inside the refueling cut-off valve. Upon receiving the dedicated cut-off signal, the actuator closes the refueling cut-off valve.

[0012] Preferably, the system further includes: a fuel level sensor configured in the wing fuel tank to detect the fuel level in the wing fuel tank; a high fuel level sensor configured in the wing fuel tank to detect whether the fuel level in the wing fuel tank has reached the maximum refueling capacity; and a control unit electrically connected to the fuel level sensor, the high fuel level sensor, and the refueling cut-off valve, respectively. The fuel level sensor continuously monitors the fuel level in the wing fuel tank and sends the data to the control unit. When the control unit determines, based on the signal from the fuel level sensor, that the fuel level in the wing fuel tank has reached a preset refueling capacity, it sends a fuel cut-off signal to the actuator inside the refueling cut-off valve.

[0013] Preferably, the system further includes: a fuel level sensor configured in the wing fuel tank to detect the fuel level in the wing fuel tank; a high fuel level sensor configured in the wing fuel tank to detect whether the fuel level in the wing fuel tank has reached the maximum refueling capacity; and a control unit electrically connected to the fuel level sensor, the high fuel level sensor, and the refueling cut-off valve, wherein the high fuel level sensor generates a high fuel level signal and sends it to the control unit when it detects that the fuel level in the wing fuel tank has reached the maximum refueling capacity; and the control unit, based on the signal from the high fuel level sensor, sends a high fuel level cut-off signal to the actuator inside the refueling cut-off valve to switch to a closed state.

[0014] Preferably, the venting oil tank sensor is a pressure sensor and is disposed on the inner bottom of the venting oil tank.

[0015] Preferably, the rib has a reflux port at the bottom, and a one-way valve is provided at the reflux port. The vent oil tank sensor is a pressure sensor and is disposed on the inner bottom of the vent oil tank and near the one-way valve.

[0016] Preferably, it also includes a manual shut-off unit connected to the refueling shut-off valve, which can switch the refueling shut-off valve from an open state to a closed state by operating the manual shut-off unit.

[0017] Preferably, the manual cut-off part is a mechanical over-control button located on the actuator of the refueling cut-off valve.

[0018] Preferably, the fuel level sensor, the high fuel level sensor, and the ventilated fuel tank sensor are configured to be turned on during refueling and turned off during flight.

[0019] According to this application, by installing a venting tank sensor connected to the refueling shut-off valve in the venting tank, a refueling shut-off control with high safety and high reliability can be achieved with a simple structure. Attached Figure Description

[0020] Figure 1 This is a schematic diagram illustrating the structure of a refueling cut-off control system according to one embodiment;

[0021] Figure 2 This is a flowchart illustrating the cut-off control of the oil cut-off control system;

[0022] Figure 3 This is a schematic diagram showing the structure of an existing refueling cut-off control system.

[0023] Symbol explanation:

[0024] 11-Refueling shut-off valve, 12-Fuel level sensor, 13-High fuel level sensor, 14-Ventilation fuel tank sensor, 15-Manual shut-off unit, 100-Control unit, 10-Wing fuel tank, 20-Refueling pipeline, 40-Ventilation fuel tank, 30-Rib plate, 50-One-way valve. Detailed Implementation

[0025] The present application is further described below with reference to the following embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of the present application. The same or corresponding reference numerals in the figures denote the same components, and repeated descriptions are omitted. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0026] In the description of this application, it should be noted that the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience and simplification of the description of this application, and should not be construed as limiting this application. The terms "installation," "connection," and "joining" should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] The following combination Figure 1 This application describes a refueling cut-off control system according to one embodiment.

[0028] The refueling cut-off control system is installed inside the wing and includes: a refueling cut-off valve 11, a fuel quantity sensor 12, a high fuel level sensor 13, a ventilated fuel tank sensor 14, a manual cut-off unit 15, and a control unit 100.

[0029] The internal structure of the wing will be explained below.

[0030] In this embodiment, since the pair of wings are arranged in a basically symmetrical manner, this application will only use one side as an example for simplification.

[0031] In civil and commercial aircraft, a wing fuel tank 10 is located inside one wing and on the side close to the fuselage. It is used to store fuel and is connected to an external refueling device (e.g., a refueling truck) via a refueling line 20, so that fuel can be delivered from the external refueling device to the interior via the refueling line 20.

[0032] The ventilated fuel tank 40 is located inside the wing and on the side furthest from the fuselage compared to the wing fuel tank 10. It serves to maintain fuel tank pressure balance and prevent expansion or contraction due to temperature changes or altitude variations. Additionally, a NACA (Non-Aerodynamic Control and Assistance) intake (not shown) is located at the bottom of the ventilated fuel tank 40 for airflow guidance and aerodynamic optimization. The crew can observe the interior of the ventilated fuel tank 40 through the NACA intake (e.g., by opening the maintenance cover).

[0033] In this embodiment, the space inside the wing is divided into the wing fuel tank 10 and the ventilated fuel tank 40 by the rib plate 30.

[0034] The rib 30 is a vertical component located between the wing fuel tank 10 and the ventilated fuel tank 40. It physically separates the interior of the wing, preventing fuel from the wing fuel tank 10 from entering the ventilated fuel tank 40, and also provides some support and reinforcement to the wing structure. The rib 30 can be connected to the wing frame and / or shell, for example, by welding or riveting. The rib 30 is sealed to the wing fuel tank 10 and the ventilated fuel tank 40, for example, by a sealing component.

[0035] A connecting port is provided at the top of the rib 30, through which the ventilated fuel tank 40 and the wing fuel tank 10 are connected. However, the connection between the ventilated fuel tank 40 and the wing fuel tank 10 is not limited to the connecting port; it can also be a pipe or channel passing through the rib 30.

[0036] A return port is located at the bottom of the rib 30, and a one-way valve 50 is installed at this return port. Through the return port, fuel overflowing from the wing fuel tank 10 to the vent fuel tank 40 can be returned to the wing fuel tank 10 (the overflow path is as follows). Figure 1 (As shown by the dashed arrow). The one-way valve 50 can be, for example, a spring-loaded one-way valve or a gravity-operated one-way valve, or a plate-shaped one-way valve, but is not limited to these, as long as it can control the flow of fuel in one direction and prevent reverse flow.

[0037] The fuel cut-off valve 11 of the fuel cut-off control system is disposed in the fuel line 20, and determines the flow or stop of fuel in the fuel line 20 by opening and closing itself. In this embodiment, the fuel cut-off valve 11 may be, for example, a valve assembly including a ball valve and an actuator. After receiving a signal, the actuator drives the ball valve to realize the valve's opening, closing or regulating function.

[0038] Fuel level sensor 12 is disposed in wing fuel tank 10 and is used to detect the fuel level in wing fuel tank 10 in real time. In this embodiment, fuel level sensor 12 is a fuel level sensor installed inside wing fuel tank 10, which detects the fuel level in wing fuel tank 10 in real time and sends a fuel level signal to control unit 100. When control unit 100 determines based on the fuel level signal that the fuel level in wing fuel tank 10 has reached the preset refueling amount, it sends a first cut-off signal (i.e., fuel level cut-off signal) to refueling cut-off valve 11 (specifically, actuator). However, a flow sensor installed in refueling line 20 can also be selected as fuel level sensor 12.

[0039] A high fuel level sensor 13 is disposed in the wing fuel tank 10 to detect in real time whether the fuel level in the wing fuel tank 10 exceeds the safe range, thereby preventing the tank from overfilling and avoiding fuel spills. In this embodiment, the high fuel level sensor 13 is a fuel level sensor installed inside the wing fuel tank 10, and can detect the fuel level, for example, by means of a float or capacitor. When the high fuel level sensor 13 detects that the fuel level in the wing fuel tank 10 has reached the maximum refueling capacity, it sends a high fuel level signal to the control unit 100. Based on the high fuel level signal, the control unit 100 sends a second cut-off signal (i.e., a high fuel level cut-off signal) to the refueling cut-off valve 11 (specifically, the actuator).

[0040] The ventilator fuel tank sensor 14 is located in the ventilator fuel tank 40 and detects whether fuel in the wing fuel tank 10 is overflowing from the connection port by detecting whether there is fuel in the ventilator fuel tank 40. When the high fuel level sensor 13 detects that there is fuel in the ventilator fuel tank 40, it directly sends a third cut-off signal (i.e., a dedicated cut-off signal) to the actuator of the fuel cut-off valve 11 to execute its opening or closing.

[0041] In this embodiment, the ventilator fuel tank sensor 14 is a pressure sensor, which allows it to measure whether fuel is leaking from the wing fuel tank 10 by utilizing the pressure change generated by the fuel at the bottom of the ventilator fuel tank 40. Furthermore, the ventilator fuel tank sensor 14 is located on the inner bottom of the ventilator fuel tank 40, preferably near the one-way valve 50, so that even a small leak can be easily detected by the ventilator fuel tank sensor 14 during the backflow process. Moreover, because it is located at the bottom of the ventilator fuel tank 40, the condition of the ventilator fuel tank sensor 14 can be observed through the NACA air intake, such as whether it is contaminated with fuel, and replacement and maintenance are also convenient.

[0042] In the above, the preset refueling amount is usually a value manually set before each refueling trip based on specific circumstances such as the distance of the voyage. The maximum refueling amount is usually a preset safety value within the system. Therefore, the preset refueling amount should generally not exceed the maximum refueling amount. Consequently, the high fuel level sensor 13 will generally send a high fuel level signal later than the fuel level sensor 12 will send a fuel level signal. Furthermore, since fuel spillage only occurs after the maximum refueling amount is exceeded, the vent tank sensor 14 will generally send a third cut-off signal later than the high fuel level sensor 13 will send a high fuel level signal.

[0043] Furthermore, the fuel level sensor 12, high fuel level sensor 13, and ventilated fuel tank sensor 14 can be configured to operate only during refueling and shut off during flight, thereby preventing interference caused by sensor misjudgments during flight. For example, if fuel overflows from the wing fuel tank 10 into the ventilated fuel tank 40 due to turbulence during flight, there is no need to cut off refueling. However, if the ventilated fuel tank sensor 14 issues a third cut-off signal, it may affect normal flight.

[0044] The manual shut-off unit 15 controls the opening and closing of the refueling shut-off valve 11, allowing crew members to manually shut off refueling in emergencies. When the refueling shut-off valve 11 is open, operating the manual shut-off unit 15 can switch it to the closed state. The manual shut-off unit 15 can be, for example, an over-control button electrically connected to the refueling shut-off valve 11, a button on the control panel, or a safety valve mounted on the refueling truck. The manual shut-off unit 15 can be designed as a switch, button, or push rod, without specific limitations. By providing the manual shut-off unit 15, even if the fuel level sensor 12, high fuel level sensor 13, and vent tank sensor 14 all fail during refueling, crew members can close the refueling shut-off valve 11 by pressing the over-control button. Furthermore, crew members can press the over-control button at any time to shut off the refueling shut-off valve 11 and end refueling. In this embodiment, a mechanical over-control button is used, located on the actuator of the refueling shut-off valve 11. During refueling, the crew presses the over-control button, generating an electrical or mechanical signal that is directly transmitted to the actuator. The actuator receives the signal and actuates, mechanically closing the refueling shut-off valve 11. Thus, even in emergency situations such as a control system malfunction preventing the transmission of signals, the refueling shut-off valve 11 failing while open, or a power outage, the refueling process can at least be mechanically interrupted, ensuring safety.

[0045] The control unit 100 is electrically connected to the filler shut-off valve 11, the fuel level sensor 12, and the high fuel level sensor 13. The control unit 100 receives fuel level and high fuel level signals from the fuel level sensor 12 and the high fuel level sensor 13, and sends a shut-off signal to the filler shut-off valve 11 based on these signals. Additionally, Figure 1 The manual cut-off unit 15 is shown as an over-control button, which is independent of the control unit 100. However, when the manual cut-off unit 15 is a button on the control panel, it can also be electrically connected to the control unit 100 and send control signals to the control unit 100.

[0046] The following combination Figure 2 Explain the control process of the refueling cut-off control system.

[0047] First, connect the wing fuel tank 10 to the external refueling device, set the preset refueling amount through the input device such as the external refueling panel or the cockpit refueling panel, and start the refueling cut-off control system to begin refueling. At this time, the control unit 100 opens the refueling cut-off valve 11, and external fuel is delivered into the wing fuel tank 10 through the refueling line 20. The fuel level sensor 12 continuously monitors the fuel level in the wing fuel tank 10 and sends a fuel level signal to the control unit 100.

[0048] When the control unit 100 determines, based on the fuel quantity signal, that the fuel quantity in the wing fuel tank 10 has reached the preset refueling amount (for example, ...), Figure 1 When the oil level 1 is reached, a first cut-off signal is sent to the refueling cut-off valve 11. At this time, if the refueling cut-off valve 11 automatically switches to the closed state based on the first cut-off signal (resulting in "yes"), the refueling process ends.

[0049] If the refueling shut-off valve 11 does not switch to the closed state (result is no), it indicates that the fuel level sensor 12 may be malfunctioning (i.e., the fuel level signal is not present, and the control unit 100 cannot generate the corresponding command signal). In this case, refueling continues until the fuel level in the wing fuel tank 10 reaches the maximum refueling capacity (e.g., ...). Figure 1 When the oil level is 2), the high oil level sensor 13 detects it and generates a high oil level signal, which is then sent to the control unit 100. Based on the high oil level signal, the control unit 100 sends a second cut-off signal to the refueling cut-off valve 11. At this time, if the refueling cut-off valve 11 automatically switches to the closed state based on the second cut-off signal (resulting in "yes"), the refueling process ends.

[0050] If the refueling shut-off valve 11 does not switch to the closed state (result is no), it indicates that the high fuel level sensor 13 may be malfunctioning (i.e., the high fuel level signal is not present, and the control unit 100 cannot generate the corresponding command signal). In this case, refueling continues until the fuel in the wing fuel tank 10 overflows into the vent tank 40 (e.g., Figure 1 When the oil level (3) is detected by the vent tank sensor 14, a third cut-off signal is generated and sent to the refueling cut-off valve 11. At this time, if the refueling cut-off valve 11 automatically switches to the closed state based on the third cut-off signal (resulting in "yes"), refueling is completed.

[0051] If the refueling shut-off valve 11 does not switch to the closed state (result is no), it indicates that the vent tank sensor 14 may be malfunctioning (i.e., the third shut-off signal is not present). If refueling continues, the fuel level in the vent tank 40 will continue to increase, and eventually, fuel may overflow from the NACA intake. The crew presses the overload control button to shut off the refueling shut-off valve 11 and end the refueling process.

[0052] In summary, the refueling cut-off control system of this application can achieve high safety and high reliability refueling cut-off control with a simple structure.

[0053] Specifically, this application simplifies the layout of equipment and pressure-sensing pipelines by reducing the use of traditional refueling solenoid valves, high-fuel-level float valves, and other components. It reduces complex pipelines and connecting components, optimizes the structural design of the refueling system, thereby reducing the overall weight of the structure, improving fuel efficiency, reducing potential failure points, and enhancing system reliability.

[0054] Furthermore, this application features a high degree of integration, with multiple backups for the refueling cut-off mechanism. The oil level sensor 12 and the high oil level sensor 13 send signals to the controller, while the vent tank sensor 14 sends signals directly to the refueling cut-off valve 11. Thus, the refueling cut-off signal transmission channels are independent of each other. Moreover, through the redundant design of the oil level sensor 12, the high oil level sensor 13, and the vent tank sensor 14, it is possible not only to monitor the oil level in real time and ensure the correct response of the refueling cut-off valve, but also to avoid the risk of single-point failure and ensure equipment safety during the refueling process.

[0055] Furthermore, this application incorporates a ventilator fuel tank sensor 14 within the ventilator fuel tank 40, directly electrically connected to the refueling shut-off valve 11. Thus, during refueling, whether fuel overflows from the wing fuel tank 10 after it is full, or fuel accidentally enters the ventilator fuel tank 40 when it is not full, the ventilator fuel tank sensor 14 will generate a third shut-off signal and send it to the refueling shut-off valve 11, causing the valve to close and stopping refueling. This further enhances system reliability and minimizes the risk of fuel leakage.

[0056] In addition to automated control, this application also includes a manual shut-off unit 15 as a backup, allowing crew members to intervene at any time. For example, if the control unit 100 malfunctions, an alarm will typically be triggered, and crew members can immediately manually shut off the refueling shut-off valve 11 upon receiving the alarm. This minimizes the risk of fuel spillage during refueling and reduces the risk of fuel tank overpressure damaging the fuel tank structure.

[0057] Furthermore, when the equipment needs to be repaired, the entire disassembly process does not involve the disassembly of the refueling pipeline or the pressure tapping pipeline, which greatly avoids the oil leakage problem caused by pipeline disassembly. Compared with the solenoid valve architecture in the traditional refueling system, it can make the disassembly and maintenance of the refueling system simpler and reduce maintenance costs.

[0058] Furthermore, this application provides effective support for troubleshooting and fault location. By determining the command that causes the refueling shut-off valve 11 to automatically shut off, it is possible to identify which sensor signal is being used to execute the command. For example, if the refueling shut-off valve 11 automatically shuts off based on a second shut-off signal, it can be determined that the high fuel level sensor 13 is not faulty, while the fuel quantity sensor 12 may have failed and is the primary focus of investigation. As another example, if the refueling shut-off valve 11 automatically shuts off based on a third shut-off signal, it can be determined that the vent tank sensor 14 is not faulty; in this case, the fuel quantity sensor 12 and the high fuel level sensor 13 may have failed and are the primary focus of investigation. This allows for rapid location of the most likely faulty components, reducing the time spent on blind troubleshooting and improving the efficiency of fault repair.

[0059] Furthermore, the functions of the elements disclosed in this specification can be implemented using a general-purpose processor, special-purpose processor, integrated circuit, ASIC (Application Specific Integrated Circuits), existing circuitry, and / or combinations thereof that are configured or programmed to perform the disclosed functions. A processor, because it contains transistors or other circuitry, is considered a processing circuit or circuit. In this disclosure, a circuit, unit, or means is hardware that performs or is programmed to perform the listed functions. The hardware can be the hardware disclosed in this specification or other known hardware programmed or configured to perform the listed functions. When the hardware is considered a processor, a type of circuit, the circuit, means, or unit is a combination of hardware and software used in the configuration of the hardware and / or processor.

[0060] The above detailed embodiments further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above are merely one specific embodiment of this application and are not limited to the scope of protection of this application. This application can be embodied in various forms without departing from its fundamental characteristics. Therefore, the embodiments described in this application are for illustrative purposes only and not for limitation. Since the scope of this application is defined by the claims rather than the description, and all variations falling within the scope defined by the claims, or their equivalents, should be understood to be included in the claims. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A refueling cut-off control system, disposed inside the wing of an aircraft, wherein the wing interior has a wing fuel tank and a ventilation fuel tank separated by ribs, the wing fuel tank being connected to an external refueling device via a refueling pipeline and connected to the ventilation fuel tank via a connecting port located at the top of the ribs, characterized in that, The refueling cutoff control system includes: A vent tank sensor, configured in the vent tank to detect whether there is oil in the vent tank; and A fuel cut-off valve is configured in the fuel line in a manner that enables it to open or close the fuel line, and is electrically connected to the vent tank sensor. When the vent tank sensor detects oil in the vent tank, it generates a dedicated cut-off signal and sends it to the actuator inside the refueling cut-off valve. Upon receiving the dedicated cut-off signal, the actuator closes the refueling cut-off valve.

2. The refueling cut-off control system according to claim 1, characterized in that, It also includes: a fuel level sensor, which is configured in the wing fuel tank in a manner that can detect the amount of fuel in the wing fuel tank; A high fuel level sensor, configured in the wing fuel tank to detect whether the fuel level in the wing fuel tank has reached the maximum refueling capacity; and The control unit is electrically connected to the fuel quantity sensor, the high fuel level sensor, and the fuel filler shut-off valve, respectively. The fuel level sensor continuously monitors the fuel level in the wing fuel tank and sends the data to the control unit. When the control unit determines, based on the signal from the fuel level sensor, that the fuel level in the wing fuel tank has reached the preset refueling level, it sends a fuel cut-off signal to the actuator inside the refueling cut-off valve.

3. The refueling cut-off control system according to claim 1, characterized in that, It also includes: a fuel level sensor, which is configured in the wing fuel tank in a manner that can detect the amount of fuel in the wing fuel tank; A high fuel level sensor, configured in the wing fuel tank to detect whether the fuel level in the wing fuel tank has reached the maximum refueling capacity; and The control unit is electrically connected to the fuel quantity sensor, the high fuel level sensor, and the fuel filler shut-off valve, respectively. When the high fuel level sensor detects that the fuel level in the wing fuel tank has reached the maximum refueling capacity, it generates a high fuel level signal and sends it to the control unit. Based on the signal from the high oil level sensor, the control unit sends a high oil level cut-off signal to the actuator inside the refueling cut-off valve, switching it to the closed state.

4. The refueling cut-off control system according to claim 1, characterized in that, The ventilated oil tank sensor is a pressure sensor and is located on the inner bottom of the ventilated oil tank.

5. The refueling cut-off control system according to claim 1, characterized in that, The rib has a reflux port at the bottom, and a one-way valve is provided at the reflux port. The venting oil tank sensor is a pressure sensor and is located on the inner bottom of the venting oil tank, near the one-way valve.

6. The refueling cut-off control system according to any one of claims 1 to 5, characterized in that, It also includes a manual shut-off section connected to the refueling shut-off valve. The refueling shut-off valve can be switched from the open state to the closed state by operating the manual shut-off unit.

7. The refueling cut-off control system according to claim 6, characterized in that, The manual shut-off part is a mechanical over-control button located on the actuator of the refueling shut-off valve.

8. The refueling cut-off control system according to claim 2 or 3, characterized in that, The oil quantity sensor, the high oil level sensor and the breather tank sensor are set to be on during refueling and off during flight. The oil quantity sensor, the high oil level sensor and the breather tank sensor are set to be on during refueling and off during flight.

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