CN212556819U - Device for reducing the flammability of fuel tanks and fuel systems and aircraft containing the same - Google Patents
Device for reducing the flammability of fuel tanks and fuel systems and aircraft containing the same Download PDFInfo
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- CN212556819U CN212556819U CN202021309822.5U CN202021309822U CN212556819U CN 212556819 U CN212556819 U CN 212556819U CN 202021309822 U CN202021309822 U CN 202021309822U CN 212556819 U CN212556819 U CN 212556819U
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Abstract
本实用新型涉及一种降低民用飞行器燃油箱可燃性的装置，该装置包括：经由密封管路依次连接并流体连通的储液罐、节流阀、蒸发器、压缩机和冷凝器，蒸发器设置在燃油中；冷凝器和涡轮机依次设置在冲压空气的流动路径中，涡轮机驱动地连接到压缩机，使得涡轮机能够在冲压空气的作用下驱动压缩机工作；在密封管路内循环吸热和放热的冷媒；设置在燃油箱内的燃油温度监控传感器和燃油压力监控传感器；以及控制单元。通过该装置能可控地降低燃油可燃性，且技术成熟、取材方便、操作简易、成本低廉且系统之间交联影响小。可以在保证可靠性和安全性的基础上，极大地降低制造、安装和维护成本。本实用新型还涉及包含该装置的燃油系统和飞行器。
The utility model relates to a device for reducing the flammability of a fuel tank of a civil aircraft. The device comprises: a liquid storage tank, a throttle valve, an evaporator, a compressor and a condenser which are sequentially connected and fluidly communicated via a sealed pipeline. In the fuel oil; the condenser and the turbine are sequentially arranged in the flow path of the ram air, and the turbine is drivingly connected to the compressor, so that the turbine can drive the compressor to work under the action of the ram air; the heat absorption and discharge are circulated in the sealed pipeline. hot refrigerant; a fuel temperature monitoring sensor and a fuel pressure monitoring sensor provided in the fuel tank; and a control unit. The device can controllably reduce the flammability of fuel oil, and has mature technology, convenient material acquisition, simple operation, low cost and little influence of cross-linking between systems. It can greatly reduce manufacturing, installation and maintenance costs on the basis of ensuring reliability and safety. The utility model also relates to a fuel system and an aircraft comprising the device.
Description
Technical Field
The utility model relates to a reduce device of civilian aircraft fuel tank flammability belongs to aircraft fuel oil system airworthiness and verifies the field.
The utility model discloses still relate to a fuel oil system and aircraft that contain the device.
Background
Aircraft fuel tanks are important components of aircraft airframes as storage units for aircraft fuel. For civil aircraft, due to airworthiness requirements, the design of aircraft fuel tanks must meet the explosion-proof function of the fuel tank, i.e. meet the requirements of clause 25.981. Therefore, the safety of the fuel tank of the aircraft is guaranteed to have a vital role and significance from the functional perspective and the safety perspective.
Because there are two direct indicators related to the flammability of aircraft fuel, namely, the oxygen concentration in the fuel tank and the self-ignition point (flash point) temperature of the fuel, the fuel tank is considered to be in a flammable state only if the two indicators reach a flammable condition at the same time, namely, the oxygen concentration exceeds a certain indicator (specified in the clause), and the temperature of the fuel is above a flammable limit (related to the flash point and pressure, the lowest flash point of the fuel of a common civil aircraft is about 15 ℃ in a flight envelope). It is common practice in the prior art to reduce flammability targets by adding an on-board nitrogen generation system to reduce the oxygen concentration in the fuel tank. For example, for newly designed civil aircraft, the prior art at home and abroad generally meets airworthiness requirements by adding an inerting system to a target fuel tank, such as Boeing 787, Boeing 737NG, A320, A350, and C919 aircraft in service or in research.
For the technical scheme that the combustibility of the aircraft is reduced by additionally arranging an inerting system, the key points of the scheme are as follows: by supplying the fuel tank with nitrogen-rich gas, the oxygen concentration above the fuel level of the fuel tank is maintained within a safety value specified by airworthiness requirements, so that the fuel tank is prevented from exploding due to any ignition source.
However, reducing flammability by adding inerting systems to aircraft also has several disadvantages: the inerting system generally utilizes engine bleed air to produce nitrogen, which affects the thrust efficiency of the engine and further affects the overall economy of the aircraft; when the inerting system uses an engine to bleed air, high-temperature gas can be introduced, and if the cutoff measure fails, the high-temperature gas can enter a fuel tank, so that a catastrophic event occurs; key components of the inerting system, such as an air separator, an ozone converter, a filter and the like, are frequently replaced and are expensive, so that the operation cost of the fleet is increased; the inerting system achieves the purpose of explosion prevention by filling nitrogen, has large mutual influence with a fuel tank ventilation system, and is complex in design and management; the inerting system is used as a new system of a civil aircraft, the key component technology is not stable, such as the service life of an air separator, the design service life target is far from being achieved in practical application, and a plurality of uncertain risks are brought.
There is therefore a need for a device or system which is capable of cooling the fuel tanks of an aircraft while overcoming the above drawbacks of the prior art.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a reduce device of fuel tank flammability, the device can carry out controllable evaporation compression cooling to can reduce fuel temperature, guarantee that the fuel temperature reduces to within the flammable limit in the aircraft target fuel tank, and then reach the purpose that reduces civil aircraft fuel tank flammability, thereby satisfy up-to-date airworthiness requirement.
According to an aspect of the utility model, a device for reducing civilian aircraft fuel tank flammability is proposed, the device includes: the liquid storage tank, the throttle valve, the evaporator, the compressor and the condenser are sequentially connected and in fluid communication through a sealing pipeline, wherein the evaporator is arranged inside the fuel tank, and the condenser is arranged outside the fuel tank; the ram air channel is used for realizing heat exchange for the condenser; the refrigerant is stored in the liquid storage tank and can circulate in the sealed pipeline under the driving of the compressor, so that at least one part of the refrigerant is changed into a gas state from a liquid state in the evaporator, and at least one part of the refrigerant is changed into a liquid state from a gas state in the condenser; the fuel temperature monitoring sensor and the fuel pressure monitoring sensor are arranged in the fuel tank; the shut-off valve is arranged in the sealed pipeline, is inserted between the evaporator and the throttle valve and is communicated with the throttle valve and the evaporator in a fluid mode; and the control unit commands the device to stop working once the fuel temperature value is lower than the temperature threshold value. Therefore, the refrigerant absorbs heat in the fuel tank of the device and exchanges heat in the ram air channel, so that the heat is transferred from the inside of the fuel tank to the outside of the fuel tank, and the temperature inside the fuel tank is reduced.
According to the utility model discloses an in this respect, the control unit communicates fuel temperature monitoring sensor, fuel pressure monitoring sensor and trip valve, and the control unit receives the temperature value that comes from fuel temperature monitoring sensor and the pressure value that comes from fuel pressure monitoring sensor to set to calculate the temperature threshold value based on the pressure value, make in case the temperature value is less than the temperature threshold value, just send turn-off signal to the trip valve. This allows the device to control the temperature of the fuel in the tank more accurately and efficiently, avoiding the continuous operation of the device which would reduce the fuel to an undesirable temperature, and at the same time saving energy consumption.
According to the utility model discloses an in this respect, utilize parts such as fuel temperature monitoring sensor, fuel pressure monitoring sensor, the control unit, refrigerant, evaporimeter, condenser, choke valve, liquid storage pot, turbine and compressor, carry out controllable reduction aircraft fuel tank fuel temperature, and then reduce the fuel flammability to satisfy latest airworthiness requirement. At the same time, the ram air used to cool the condenser is reused to drive the turbine to drive the compressor, and the overall solution consumes little power.
According to this aspect of the invention, the condenser and the turbine are arranged in the flow path of the ram air channel in sequence, the turbine being drivingly connected to the compressor, so that the turbine can drive the compressor into operation under the effect of the ram air. In this way, the device cools the condenser via the ram air channel and operates the turbine by means of the ram air therein, which in turn operates the compressor via the turbine, so that the system operates directly by means of the ram air flow without the need for an additional power source, which considerably reduces the complexity of the system and, as mentioned above, is less energy consuming.
Preferably, in order to ensure that the pressure in the sealed line does not exceed a safety threshold, the device may further comprise a pressure sensor arranged in the sealed line, interposed between the shut-off valve and the evaporator, the control unit being connected to the pressure sensor and receiving a pressure value from the pressure sensor. Therefore, as the refrigerant is vaporized from the liquid state to the gaseous state, so that the volume expansion pressure is increased, once the pressure sensor detects that the pressure in the sealed pipeline exceeds a safety threshold value, the control unit sends a disconnection signal to the stop valve, so that the cooling operation is suspended, and the safety of the device and the system is ensured.
According to another preferred embodiment of the invention, in order to ensure that the device also cools the fuel tank in the event that no ram air can be used for cooling the condenser, the device may further comprise a fan arranged in the flow path of the ram air channel downstream of the turbine and connected to the onboard power supply system of the aircraft for sucking air in the ground phase, and a one-way valve. The one-way valve is arranged in the flow path of the ram air in the ram air channel alongside the fan, so that air cannot enter the ram air channel in the reverse direction. At this time, the fan draws air through the turbine and drives the compressor to operate, thereby driving the apparatus to normally perform a cooling operation.
According to the utility model discloses an aforementioned aspect, fuel temperature monitoring sensor can include the near point fuel temperature monitoring sensor who is close to the evaporimeter better and keep away from the far point fuel temperature monitoring sensor of evaporimeter. This allows the actual temperature of the fuel in the tank to be monitored more accurately to compensate for sensed temperature differences resulting from different distances from the evaporator.
According to the utility model discloses an in the aforesaid aspect, the device can still include the fuel diffuser, and the fuel diffuser sets up inside the fuel tank, sets up the bottom position department of fuel tank near the evaporimeter better to be connected to the control unit, and this control unit sets up to send the signal with higher speed or slow down to the fuel diffuser based on the difference of the temperature value that far point temperature monitoring sensor and near point temperature monitoring sensor measured respectively. In this way, the fuel in the fuel tank is agitated by the fuel diffuser, so that the device can cool the fuel more uniformly.
According to the utility model discloses a further preferred embodiment can set up evaporimeter, fuel temperature monitoring sensor and/or fuel pressure monitoring sensor in the bottom position department that is close to in the fuel tank, like this, even when increasing along with aircraft operating duration, the fuel liquid level reduces in the fuel tank, can monitor the temperature and the pressure of fuel equally in real time.
According to the present invention, the refrigerant used may be R410 a. So that the refrigeration efficiency can be improved, the refrigeration performance of the device can be improved, and the ozone layer can not be damaged.
According to the aforementioned aspect of the invention, the control unit may be connected to a control bus on the aircraft. In order to send corresponding signals to the onboard control system so that the aircraft operator can understand the operating status of the device and facilitate maintenance by ground crew.
According to another aspect of the present invention, a fuel system for an aircraft is proposed, comprising a fuel tank and a device as described in the preceding aspect, which can be set to keep the fuel temperature in the fuel tank below a temperature threshold, for example below 15 degrees celsius, in order to achieve the aim of reducing the flammability of the fuel tank of a civil aircraft.
According to a further aspect of the invention, an aircraft is proposed, which comprises the device of the preceding aspect.
From this, through the utility model discloses a device of reduction civilian aircraft fuel tank flammability is on combustible boundary with fuel temperature control (relevant with flash point and pressure, and the minimum flash point is about 15 degrees centigrade in the flight envelope curve for general civilian aircraft's fuel), has satisfied the airworthiness requirement, has realized predetermined purpose.
In addition, the device has no special emerging equipment or expensive consumables, mature technology, convenient material taking, simple and easy operation, low cost, small cross-linking influence among systems, and does not have various defects caused by the technical scheme of reducing the combustibility by additionally arranging an inerting system. Along with the civil aviation constantly pays close attention to key index such as the holistic economic nature of civilian aircraft, maintainability, the utility model discloses an aircraft design direction that has prospect undoubtedly can greatly reduce manufacturing, installation and maintenance cost on the basis of the reliability of assurance device and system and security.
In addition, along with the harsher that airworthiness combustible index required, reduce the fuel temperature and also will carry forward the agenda certainly, the utility model discloses also will regard as ripe design technique to use in the aspect of civil aircraft.
Drawings
In order to further illustrate the device for reducing the flammability of a fuel tank of a civil aircraft according to the invention, the invention will be described in detail below with reference to the accompanying drawings, in which:
fig. 1 is an illustrative schematic view of a device for reducing the flammability of a civil aircraft fuel tank, according to a non-limiting embodiment of the present invention.
Detailed Description
It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices illustrated in the attached drawings, and described in the specification are simply exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, specific flow paths, directions or other physical characteristics referred to by the various embodiments disclosed should not be considered as limiting, unless expressly stated otherwise.
The device for reducing the flammability of the fuel tank of a civil aircraft according to the invention will be described in detail with reference to the accompanying drawings.
Fig. 1 shows an illustrative schematic view of a device 100 for reducing the flammability of a civil aircraft fuel tank 10 according to a non-limiting embodiment of the present invention. As can be seen in fig. 1, the device 100 for reducing the flammability of a fuel tank 10 of a civil aircraft according to the invention may comprise: a reservoir tank 1, a throttle valve 2, an evaporator 3, a compressor 4 and a condenser 5 are connected in series and in fluid communication via a seal pipe 20, wherein the evaporator 3 is disposed inside the fuel tank 10 and the condenser 5 is disposed outside the fuel tank 10. A ram air channel 30 having an inlet 31 which is arranged on the fuselage of the aircraft and is open in the direction of flight so that, when the aircraft is in flight, cold air enters the ram air channel 30 at high speed, and a condenser 5 is arranged in the flow path of the ram air channel 30 downstream of the inlet so that heat exchange with heat exchange components (not shown in detail but known to the person skilled in the art) of the condenser is possible directly by this incoming cold air. A turbine 6, which may be arranged in the flow path of the ram air in the ram air channel 30 downstream of the condenser 5, is drivingly connected to the compressor 4, so that the turbine 6 can drive the compressor 4 into operation under the influence of the ram air, i.e. the high-speed ram air after heat exchange with the condenser drives the turbine 6 and thus the compressor 4 into rotation. And a refrigerant 7 which is capable of being stored in the receiver 1 and is capable of being circulated in the hermetic tube 20 by the compressor 4, such that at least a portion of the refrigerant 7 changes from a liquid state to a gas state in the evaporator 3 and at least a portion of the refrigerant 7 changes from a gas state to a liquid state in the condenser 5. A fuel temperature monitoring sensor and a fuel pressure monitoring sensor 9 may be provided in the fuel tank 10.
In order to control the operation or the stop of the device, it is also possible to include a shut-off valve 12, which is arranged in the sealed line 20, is interposed between the evaporator 3 and said throttle valve 2 and is in fluid communication with the throttle valve 2 and the evaporator 3.
In addition, as shown, the device 100 may further comprise a control unit 40, the control unit 40 being in communication with the temperature monitoring sensor, the fuel pressure sensor 9 and the shut-off valve 12, the control unit 40 receiving a temperature value from the fuel temperature monitoring sensor 8a and/or the fuel temperature monitoring sensor 8b and a pressure value from the fuel pressure monitoring sensor and being arranged to calculate a temperature threshold value based on the pressure value, such that a shut-off signal is sent to the shut-off valve 12 as soon as the temperature value is below the temperature threshold value. The temperature threshold may be adjusted or selected according to actual conditions, and may be set to about 15 degrees celsius, for example.
Although in the embodiment shown the turbine 6 is arranged in the flow path of the ram air in the ram air channel 30 downstream of the condenser 5 for optimum cooling, it should be understood that the turbine 6 may also be arranged upstream of the condenser 5.
In accordance with a preferred embodiment of the present invention, the device 100 may further comprise a pressure sensor 11 in order to prevent the liquid or gas pressure entering the evaporator 3 downstream of the condenser 5 from being too high and causing damage to the components and to ensure that the pressure in the sealed conduit 20 does not exceed a safety threshold. The pressure sensor 11 may be disposed in the sealing line 20, interposed between the throttle valve 2 and the evaporator 3, and connected to the control unit 40. The shut-off valve 12 may be provided in the sealed line 20, interposed between the pressure sensor 11 and the throttle valve 2 and in fluid communication with the throttle valve 2 and the evaporator 3, and connected to a control unit 40, as schematically shown in fig. 1. Thus, as at least a portion of the refrigerant 7 vaporizes from a liquid state to a gaseous state, causing the volumetric expansion pressure to increase, once the pressure sensor 11 detects that the pressure in the sealed pipeline 20 exceeds the safety threshold, the control unit 40 sends a cut-off command to the cut-off valve 12, so that the cooling operation is suspended, and the safety of the device and the system is ensured. Likewise, the pressure safety threshold can also be selected according to the line characteristics of the sealed line, with a corresponding margin, also ensuring the safety of the device and of the aircraft.
According to another preferred embodiment of the invention, the device 100 may also comprise a fan 13 and a one-way valve 14 in order to ensure that the fuel tank 10 can be cooled also in situations where no ram air is available for cooling the condenser 5 (e.g. when the aircraft is on the ground, when the aircraft is not travelling at high speed and thus no ram air enters the inlet 31). The fan 13 is arranged in the flow path of the ram air in the ram air channel 30 downstream of the turbine 6 and is connected to the power supply system of the aircraft for drawing air during the ground phase. The non-return valve 14 is arranged in the flow path of the ram air in the ram air channel 20 alongside the fan 13, so that air does not enter the ram air channel 20 in the reverse direction from the air outlet 32, as is schematically shown in fig. 1. At this time, the fan 13 draws air through the turbine 6 so that the condenser 5 can dissipate heat using the drawn-in cool air, and drives the compressor 4 to operate, thereby ensuring that the apparatus 100 can perform a cooling operation normally.
According to another preferred embodiment of the present invention, the fuel temperature monitoring sensor may include a near point fuel temperature monitoring sensor 8a close to the evaporator 3 and a far point fuel temperature monitoring sensor 8b far from the evaporator 3. The far and near points are each relative to the position of the sensor relative to the evaporator 3 in the tank 10, which makes it possible to monitor the actual temperature of the fuel in the tank more accurately, in order to balance the temperature differences resulting from the different distances of the evaporator 3. In the example in fig. 1, 2 fuel temperature monitoring sensors 8a, 8b are shown, but it is possible to envisage more than 2 fuel temperature monitoring sensors in order to better monitor the actual temperature of the fuel in the fuel tank, and it is clear that the device 100 according to the invention also achieves the preset aims in the case of only 1 fuel temperature monitoring sensor 8a or 8 b.
According to another preferred embodiment of the present invention, the device 100 may further comprise a fuel diffuser 15, the fuel diffuser 15 being arranged inside the fuel tank 10, preferably at a bottom position of the fuel tank close to the evaporator, and being connected to the control unit 40, and the control unit 40 being arranged to send an acceleration or deceleration signal to the fuel diffuser 15 based on the difference of the temperature values measured by the far point temperature monitoring sensor 8b and the near point temperature monitoring sensor 8a, respectively. Thus, the fuel diffuser 15 continuously convects the fuel, and the cold and hot fuel is continuously mixed, so that the temperature in the fuel tank 10 is uniformly distributed. It should be understood that the fuel diffuser 15 may be any type of mixing/diffusing device known to those skilled in the art that will allow fuel to move within the fuel tank 10 without having to provide overcooling or overheating.
According to another preferred embodiment of the present invention, the fuel temperature monitoring sensor and/or the fuel pressure monitoring sensor 9 can be arranged at the bottom position in the fuel tank 10, so that the fuel temperature and pressure can be monitored in real time also when the fuel level in the fuel tank 10 decreases as the aircraft running time is extended. So that the temperature of the fuel can be controlled more precisely, according to the characteristics of the fuel itself, always above the flammability limit (in relation to the flash point and pressure, the minimum flash point of a fuel for a typical civil aircraft is around 15 degrees celsius in the flight envelope).
According to another preferred embodiment of the present invention, the refrigerant 7 used may be R410 a. The R410a refrigerant is composed of two quasi-azeotropic mixtures R32 and R125 of 50% respectively, mainly comprises hydrogen, fluorine and carbon elements (represented as hfc), and has the characteristics of stability, no toxicity, excellent performance and the like. Meanwhile, because the ozone generating agent does not contain chlorine, the ozone generating agent does not react with ozone. So that the refrigeration efficiency can be improved, the refrigeration performance of the device can be improved, and the ozone layer can not be damaged. It should be understood that any type of cooling medium known to those skilled in the art may be used for cooling medium 7.
According to a non-limiting embodiment of the present invention, the control unit 40 may be connected to a control bus on the aircraft. So that the aircraft operator can understand the operating conditions of the device and facilitate maintenance by ground service personnel.
Thus, a refrigeration evaporator 3 is arranged in a target fuel tank 10 of the aircraft, which needs to reduce fuel combustibility, the refrigerant 7 in the refrigeration evaporator evaporates, vaporizes and absorbs heat to refrigerate fuel, then refrigerant steam leaving the evaporator 3 is pressurized through a turbo compressor 4, heat exchange is carried out through a condenser 5 arranged outside the fuel tank 10 to change the refrigerant into liquid refrigerant, the refrigerant is decompressed through a throttle valve 2 and then enters the evaporator 3 in the fuel tank 10, and the refrigerant 7 circulates in a sealed pipeline 20 in a reciprocating mode. Real-time fuel pressure data are read through the fuel pressure monitoring sensor 9, the fuel flash point temperature (fuel combustible limit is obtained) is automatically calculated through the control unit 40, meanwhile, the fuel temperature in the fuel tank 10 is monitored through the far-point fuel temperature monitoring sensor 8b and the near-point fuel temperature monitoring sensor 8a, and the device 10 is automatically enabled to work until the fuel temperature in the whole target fuel tank 10 is reduced below the combustible limit. At this time, the control unit 40 automatically shuts down the device 100/system by closing the shut valve 12 based on the temperature value sensed by the fuel temperature monitoring sensors 8a, 8b being lower than the target temperature, thereby achieving the purpose of reducing the ignitability of the fuel tank.
The utility model discloses a principle utilizes controllable evaporation compression cooling device, reduces the fuel temperature in the aircraft target fuel tank to within the flammable limit. By looking up the fuel data of the civil aircraft, the temperature threshold value of the lowest temperature of the combustible limit of the fuel in the most severe flight envelope of the aircraft is about 15 ℃ and about 28 ℃ in the ground stage. Of course, under the most severe conditions, the aim of reducing the flammability of the fuel tank of the civil aircraft can be achieved by reducing the temperature of the fuel to be lower than 15 ℃.
Therefore, according to an embodiment of the present invention and as a non-limiting example, also proposed is a fuel system for aircraft (not shown in the attached figures), which may comprise a fuel tank 10 and a device 100, which may be set to keep the fuel temperature inside the fuel tank 10 below a threshold temperature, for example, the aircraft is kept below about 15 degrees celsius during flight and below about 28 degrees celsius during ground phase, or more strictly, the fuel temperature is kept below 15 degrees celsius all the time, in order to reach the aim of reducing the flammability of the civil aircraft fuel tank, improving the flight safety.
The cooling process of the fuel system according to this embodiment may be as follows: the gaseous refrigerant 7 (for example, R410a) is compressed into a high-temperature high-pressure gaseous refrigerant by a compressor 4 disposed outside the aircraft fuel tank 10, and then sent to the condenser 3 (disposed outside the aircraft fuel tank 10) to be cooled into a low-temperature high-pressure liquid refrigerant after heat exchange with ram air. The liquid refrigerant passes through the pipeline throttle valve 2, the pressure is reduced, the liquid refrigerant is changed into low-temperature and low-pressure liquid refrigerant, the low-temperature and low-pressure liquid refrigerant enters the evaporator 3 in the target fuel tank 10, the liquid refrigerant is vaporized due to the fact that the space is increased and the pressure is reduced, the heat absorption process is conducted from the liquid state to the gas state, the evaporator 3 is arranged in the fuel oil, the heat of the fuel oil is taken away due to the vaporization of the refrigerant, and therefore the temperature of the. Finally, the gaseous refrigerant 7 returns to the compressor 4 outside the fuel tank 10 to continue to be compressed and circulate until the temperature is reduced below the threshold temperature.
In conclusion, the device 100 for reducing the flammability of a fuel tank 10 of a civil aircraft according to an embodiment of the present invention overcomes the drawbacks of the prior art and achieves the intended utility purpose.
Although the device for reducing flammability of a fuel tank of a civil aircraft according to the invention has been described above with reference to a preferred embodiment, it will be understood by those skilled in the art that the above example is given for illustrative purposes only and should not be taken as limiting the invention. Therefore, various modifications and changes can be made to the present invention within the spirit and scope of the claims, and these modifications and changes will fall within the scope of the claims of the present invention.
Claims (10)
1. A device (100) for reducing the flammability of a fuel tank (10) of a civil aircraft, characterized in that it comprises:
the system comprises a liquid storage tank (1), a throttle valve (2), an evaporator (3), a compressor (4) and a condenser (5) which are sequentially connected and in fluid communication through a sealing pipeline (20), wherein the evaporator (3) is arranged inside the fuel tank (10), and the condenser (5) is arranged outside the fuel tank (10);
a ram air channel (30) to effect heat exchange for the condenser (5);
-a refrigerant (7) stored in the tank (1) and able to circulate inside the sealed conduit (20) driven by the compressor (4), so that at least a portion of the refrigerant (7) changes from liquid to gaseous in the evaporator (3) and at least a portion of the refrigerant (7) changes from gaseous to liquid in the condenser (5);
a fuel temperature monitoring sensor and a fuel pressure monitoring sensor (9) arranged in the fuel tank (10);
a shut-off valve (12) disposed in the sealed conduit (20), interposed between the evaporator (3) and the throttle valve (2) and in fluid communication with the throttle valve (2) and the evaporator (3); and
a control unit (40) which commands the device to stop working as soon as the fuel temperature value is lower than a temperature threshold value.
2. The device (100) according to claim 1, wherein the control unit is in communication with the fuel temperature monitoring sensor, the fuel pressure monitoring sensor (9) and the shut-off valve (12), the control unit (40) receiving a temperature value from the fuel temperature monitoring sensor and a pressure value from the fuel pressure monitoring sensor (9) and being arranged to calculate the temperature threshold value on the basis of the pressure values, the control unit commanding the device to stop operating by sending a shut-off signal to the shut-off valve (12).
3. The apparatus (100) of claim 1, further comprising: -a pressure sensor (11) arranged in the sealed line (20), interposed between the shut-off valve (12) and the evaporator (3), the control unit (40) being connected to the pressure sensor (11) and receiving a pressure value from the pressure sensor (11) so as to send a shut-off signal to the shut-off valve (12) once the pressure value is higher than a pressure threshold value.
4. The device (100) as claimed in claim 1, characterized in that the condenser (5) and the turbine (6) are arranged in succession in the flow path of the ram air channel (30), the turbine (6) being drivingly connected to the compressor (4) such that the turbine (6) can drive the compressor (4) into operation under the influence of the ram air.
5. The apparatus (100) of claim 4, further comprising:
a fan (13) which is arranged in the flow path of the ram air channel (30) downstream of the turbine (6) and is connected to the power supply system of the aircraft, and
a one-way valve (14) which is arranged in the flow path of the ram air channel (30) alongside the fan (13) such that air cannot enter the ram air channel (30) in the reverse direction.
6. The device (100) according to claim 1, wherein said fuel temperature monitoring sensors comprise a near point fuel temperature monitoring sensor (8a) close to said evaporator (3) and a far point fuel temperature monitoring sensor (8b) far from said evaporator (3).
7. The device (100) according to claim 6, further comprising a fuel diffuser (15), wherein said control unit (40) is connected to said fuel diffuser (15) and is arranged to signal acceleration or deceleration to said fuel diffuser (15) based on the difference between the temperature values measured by said far point fuel temperature monitoring sensor (8b) and said near point fuel temperature monitoring sensor (8a), respectively.
8. The apparatus (100) of any of claims 1-7, wherein the refrigerant (7) is R410 a.
9. Fuel system for an aircraft, characterized in that it comprises a fuel tank (10) and a device (100) according to any one of claims 1 to 8, which is arranged to keep the fuel temperature in the fuel tank (10) below a temperature threshold value.
10. An aircraft comprising the device (100) according to any one of claims 1 to 8.
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| CN202021309822.5U CN212556819U (en) | 2020-07-06 | 2020-07-06 | Device for reducing the flammability of fuel tanks and fuel systems and aircraft containing the same |
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| CN114394245A (en) * | 2021-12-28 | 2022-04-26 | 南京航空航天大学 | Helicopter cabin evaporation circulation refrigeration and oil tank oxygen consumption type inerting coupling system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114394245A (en) * | 2021-12-28 | 2022-04-26 | 南京航空航天大学 | Helicopter cabin evaporation circulation refrigeration and oil tank oxygen consumption type inerting coupling system |
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