CN114954966B

CN114954966B - Aircraft fuel supply and fuel transfer system and method

Info

Publication number: CN114954966B
Application number: CN202210608096.4A
Authority: CN
Inventors: 龚昊; 宋志强; 肖海斌; 张霄宇
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2022-05-31
Filing date: 2022-05-31
Publication date: 2025-06-06
Anticipated expiration: 2042-05-31
Also published as: CN114954966A

Abstract

A fuel supply and fuel transfer system includes a central fuel tank and a left wing fuel tank and a right wing fuel tank respectively arranged on both sides of the central fuel tank. The fuel can be transferred from the central fuel tank to the fuel tanks of the two wings. In addition, the fuel tanks of the two wings are respectively formed with a collecting tank, and a pipeline is provided for transferring fuel from the remaining parts of the fuel tanks of the two wings to the collecting tank. The structure can achieve the goal of flexible control and intelligent management of the fuel transfer process from the central fuel tank to the wing fuel tanks on both sides, and can also transfer and remove water from the central fuel tank in real time. It also relates to an operation method of the fuel supply and fuel transfer system.

Description

Aircraft fuel supply and transfer system and method

Technical Field

The present invention relates to an aircraft fuel supply system, and in particular to an aircraft fuel supply and transfer system and related methods.

Background

The fuel system is one of the important systems of an aircraft, which supplies fuel to the engine and Auxiliary Power Unit (APU) of the aircraft and ensures the fuel supply safety. In addition, the fuel system also controls the fuel consumption sequence of each fuel tank to match with the load control of the aircraft and improve the running economy of the aircraft.

In the prior art, the oil supply mode for the aircraft engine mainly comprises direct oil supply, override oil supply, transmission oil supply and the like. In the aspect of fuel oil transfer, there are modes of electric pump transfer, ejector pump transfer, gravity transfer, bleed air pressurization transfer and the like. Among the existing fueling and fuel transfer systems for aircraft are the following.

One is a combination of direct oil supply and injection transfer. The aircraft comprises a left wing oil tank and a right wing oil tank, and each oil tank is provided with two alternating current delivery pumps for supplying oil to the engine. In addition, an ejector pump is also arranged, and the ejector pump is used for transporting fuel oil so as to maintain the liquid level of the oil collecting tank.

One is a combination of override oil supply and injection oil supply or gravity oil supply. The engine oil supply is adopted and is used the override framework, is realized the override to the main oil feed pump of wing oil tank by the override pump that sets up in central oil tank. And the fuel transfer from the central fuel tank to the fuel collecting tank is injection transfer, wherein the transfer from the central fuel tank to the fuel collecting tank is controlled internally through a transfer float valve. The fuel transfer from the wing fuel tank to the fuel collecting tank is also performed by injection, and the transfer is uncontrolled and continuously performed. There are also forms of gravity transfer of fuel from the wing tanks to the sump tanks.

The other is a transfer oil supply. In the structure of transferring and supplying oil, two oil supply pumps are provided corresponding to each oil collecting tank, and a backup pump is provided in addition to the oil collecting tank. A transfer pump is mounted in the central fuel tank for transferring fuel from the central fuel tank.

Still another is bleed air boost transfer. Bleed air boost transfer is commonly used on aircraft with auxiliary fuel tanks. The transfer of fuel from the auxiliary fuel tank to the main fuel tank of the aircraft is effected by pressurizing the air.

In application, some problems are noted with existing fueling and fuel transfer systems. For example, the control mode of fuel transfer from the central fuel tank to the wing fuel tank is relatively simple, the requirements of flexible control and intelligent management cannot be met, and the effect of transferring water to the central fuel tank is limited.

Second, for an aircraft with a three tank arrangement (center tank plus wing tanks on both sides), the center tank loading is large and therefore it is desirable to use fuel in the center tank preferentially. In the existing fuel supply and fuel transfer systems, long-time extra energy consumption is brought no matter the fuel transfer from the central fuel tank to the wing fuel tank is carried out based on the electric pump or the override fuel supply is carried out by adopting the override pump.

In addition, in the case of the use of an override oil supply, the override pump of the central tank is the most powerful electricity and heat generating device in the central tank, which presents certain difficulties for the protection of the ignition source of the tank and for the temperature control of the main landing gear bay.

In one existing three-tank configuration of an aircraft, an override fueling architecture is provided in the central tank to supply fuel to the engine, and a transfer line is provided to transfer fuel from the central tank to the wing tank. The transfer is beneficial to the load shedding of the aircraft wings on one hand, improves the running efficiency of the aircraft, and can improve the fuel availability of the central fuel tank on the other hand. In this configuration, a transfer float valve is provided at the outlet of the transfer line for controlling the transfer of fuel. However, there are some disadvantages to this configuration.

First, whether fuel transfer is on or off in this configuration depends on the level of the wing tank. The opening and ending of the fuel transfer directly corresponds to the position of the transfer float valve. Thus, the control of fuel transfer is not flexible enough.

Furthermore, the position of the transfer float valve is close to the outer side of the wing oil tank, so that a longer transfer pipeline needs to be arranged, the overall weight of the aircraft can be increased, and higher requirements are put on the injection capacity of the transfer injection pump.

Furthermore, in such a configuration, the timing of the transfer opening of the central tank may be late, resulting in the inability to effect water removal from the central tank at an early stage of the flight.

Accordingly, there is a need for further improvements in aircraft fueling and fuel transfer systems that overcome the above-described technical problems associated with prior systems.

Disclosure of Invention

The present invention has been made to solve the above-described problems occurring in the prior art. It is an object of the present invention to provide an improved fuel supply and transfer system for an aircraft which enables flexible control of fuel transfer from a central fuel tank to wing fuel tanks.

The invention provides an oil supply and fuel oil transfer system, which comprises a central oil tank, and a left wing oil tank and a right wing oil tank which are respectively arranged at two sides of the central oil tank. The fuel oil collecting and transporting device comprises a left wing oil tank, a central oil tank, a first fuel oil transporting and transporting pump, a left wing oil tank, at least one left wing oil tank fuel supply pump, a third fuel oil transporting and transporting pipeline and a third fuel oil transporting and transporting pump, wherein the first fuel oil transporting and transporting pipeline is arranged between the left wing oil tank and the central oil tank, the first fuel oil transporting and transporting pipeline is arranged for transporting fuel oil from the central oil tank to the left wing oil tank, a part of the left wing oil tank, which is close to the central oil tank, is formed into the left wing oil collecting tank, at least one left wing oil tank fuel supply pump is arranged in the left wing oil collecting tank and is used for transporting fuel oil to the left wing oil collecting tank from the part of the left wing oil tank, which is arranged on the outer side of the left wing oil collecting tank, and a third fuel oil transporting and transporting pipeline is arranged between the left wing oil collecting tank and the part of the left wing oil collecting tank, which is arranged on the outer side of the left wing oil collecting tank. Similarly, a second transfer line is provided between the right wing tank and the central tank, a second fuel transfer pump is provided on the second transfer line for transferring fuel from the central tank to the right wing tank, a portion of the right wing tank near the central tank is formed as a right wing tank, at least one right wing tank fuel supply pump is provided in the right wing tank for transferring fuel to the right wing engine, a fourth transfer line is provided between the right wing tank and a portion of the right wing tank outside the left wing tank, and a fourth fuel transfer pump is provided in the fourth transfer line for transferring fuel from a portion of the right wing tank outside the right wing tank to the right wing tank. The control device is used for controlling fuel oil transfer through at least the first transfer pipeline, the second transfer pipeline, the third transfer pipeline and the fourth transfer pipeline.

Wherein, the control device can control the fuel transfer through the first to fourth fuel transfer pumps. Alternatively, the control of the fuel transfer may be achieved by controlling other components on each transfer line, for example, by controlling a shut-off valve on each transfer line as mentioned below, etc.

The oil supply and fuel transfer system with the structure can realize the purposes of flexible control and intelligent management of the fuel transfer process from the central oil tank to the wing oil tanks at two sides, and can also timely transfer water to the central oil tank. Furthermore, while the purpose of preferentially consuming fuel in the central tank is achieved, the energy consumption can be reduced, since it is possible to omit the override fuel supply architecture.

Preferably, at least one of the first fuel transfer pump, the second fuel transfer pump, the third fuel transfer pump and the fourth fuel transfer pump is an ejector pump.

Preferably, the left wing tank and the right wing tank are formed by the form of semi-sealing ribs. Specifically, a first half sealing rib is provided in the left-wing tank, and a portion of the left-wing tank on a side of the first half sealing rib near the center tank forms a left-wing tank. Similarly, a second half sealing rib is provided in the right-wing tank, and a portion of the right-wing tank on a side of the second half sealing rib near the center tank forms a right-wing tank.

Preferably, a first transfer check valve is provided on the first transfer line, the first transfer check valve being arranged to prevent fuel from flowing back from the left wing tank to the central tank. A second transfer check valve is disposed on the second transfer line and is configured to prevent fuel from flowing back from the right wing tank to the center tank. A third transfer check valve is disposed on the third transfer line and is configured to prevent backflow of fuel from the left wing tank. A fourth transfer check valve is disposed on the fourth transfer line and is configured to prevent backflow of fuel from the right wing tank. These check valves prevent backflow of the transferred fuel along the first and second transfer lines. For example, backflow from the left-wing tank into a portion of the left-wing tank outside the left-wing tank, backflow from the right-wing tank into a portion of the right-wing tank outside the right-wing tank, or backflow from the left-wing tank and the right-wing tank into other portions of the aircraft fuel system, etc. is prevented.

Preferably, the lower part of the first half sealing rib is provided with a first rib check valve, and the upper part of the first half sealing rib is provided with at least one first hole. Likewise, the lower part of the second half sealing rib is provided with a second rib one-way valve, and the upper part of the second half sealing rib is provided with at least one second hole.

Here, the first and second rib check valves may prevent fuel from flowing from the left and right wing tanks into other portions of the left and right wing tanks, and the first and second holes function as vent-spill holes, i.e., vent when the fuel level in the tank is low, and allow fuel therein to spill outside the tank when the fuel level in the tank is high.

Preferably, the flow stream used in operation of at least one of the third fuel transfer pump and the fourth fuel transfer pump is an annular jet. The annular jet flow can be beneficial to avoiding the injection capacity of the injection pump from being reduced due to the fact that the flow channel is blocked by sundries.

Preferably, the first transfer line extends from the central tank into the left-wing tank or the left-wing tank, so that fuel can be transferred from the central tank into the left-wing tank or the left-wing tank. Similarly, the second transfer line may also extend from the central tank into the right-wing tank or the right-wing header tank, thereby enabling transfer of fuel from the central tank into the right-wing tank or the right-wing header tank. The length of the transfer pipeline can be shortened by the aid of the arrangement, difficulty in installation and arrangement is reduced, weight of a system can be reduced, and requirements on injection capacity of the injection pump are reduced.

Preferably, the first transfer pipeline is also provided with a first transfer cut-off valve, and/or the second transfer pipeline is also provided with a second transfer cut-off valve. The arrangement of the first transfer cut-off valve and the second transfer cut-off valve further improves the flexibility of transferring fuel.

Preferably, the first transfer cutoff valve is an opening-adjustable valve, and/or the second transfer cutoff valve is an opening-adjustable valve. This configuration also helps to improve the flexibility and accuracy of adjustments to fuel transfer.

Preferably, a left wing oil tank transfer pipe cut-off valve is also arranged on the third transfer pipeline, and/or a right wing oil tank transfer pipe cut-off valve is also arranged on the fourth transfer pipeline.

Preferably, the central oil tank is also provided with a first override pump, the first override pump is used for overriding oil supply to the left wing engine, and/or a second override pump, and the second override pump is used for overriding oil supply to the right wing engine.

Also disclosed is a method of operating the fuel supply and delivery system as described above, the method comprising the steps of:

Setting a first preset value which is smaller than the maximum oil carrying amount of the left wing oil tank and/or the right wing oil tank, setting a second preset value which is larger than or equal to the first preset value, and setting a third preset value which is smaller than the difference between the maximum oil carrying amount of the left wing oil tank and/or the right wing oil tank and the first preset value;

opening the fuel transfer of the central fuel tank to the left wing fuel tank when the fuel quantity in the left wing fuel tank is below a first predetermined value, closing the fuel transfer of the central fuel tank to the left wing fuel tank when the fuel quantity in the left wing fuel tank is above a second predetermined value, and/or opening the fuel transfer of the central fuel tank to the right wing fuel tank when the fuel quantity in the right wing fuel tank is below the first predetermined value, closing the fuel transfer of the central fuel tank to the right wing fuel tank when the fuel quantity in the right wing fuel tank is above the second predetermined value, and

When the fuel amount in the center fuel tank is lower than a third predetermined value, fuel transfer from the center fuel tank to the left-wing fuel tank and/or the right-wing fuel tank is continuously performed, and after the fuel amount in the center fuel tank is zero, fuel transfer is continuously performed for a predetermined time, and then fuel transfer to the left-wing fuel tank and/or the right-wing fuel tank is closed again. Here, the information that the fuel amount is zero may be obtained by a cockpit display or the like.

Here, the first, second and third predetermined values may all be set and modified by the control device. The amount of fuel in the tank can be detected by sensors known in the art and the data transmitted to the control device. The control device is, for example, a computer or the like.

Preferably, the fuel in the center tank is transferred into the left-wing tank, and when the transfer of fuel from the center tank to the left-wing tank is closed, the transfer of fuel from the portion of the left-wing tank outside the left-wing tank to the left-wing tank is opened. The fuel in the central fuel tank is transferred to the right wing tank, and when the fuel transfer from the central fuel tank to the right wing tank is closed, the fuel transfer from the portion of the right wing tank outside the right wing tank to the right wing tank is started.

Preferably, the method further comprises adjusting the fuel transfer rate from the center tank to the left wing tank and/or adjusting the fuel transfer rate from the center tank to the right wing tank.

Preferably, the method further comprises overriding the fueling from the central tank to the left wing engine and/or overriding the fueling from the central tank to the right wing engine.

Drawings

Embodiments of the present invention will be more clearly understood from the structure shown in the accompanying drawings, in which:

Fig. 1 shows a schematic configuration of a fuel supply and delivery system according to a first embodiment of the present invention.

Fig. 2 shows a schematic configuration of a fuel supply and delivery system according to a second embodiment of the present invention.

Fig. 3 shows a schematic configuration of a fuel supply and delivery system according to a third embodiment of the present invention.

Fig. 4 shows a schematic structural view of a fuel supply and delivery system according to a fourth embodiment of the present invention.

(Symbol description)

100. Fuel supply and transfer system

110. Central oil tank

111. First transfer ejector pump

112. Second transfer ejector pump

113. First transfer check valve

114. Second transfer check valve

115. First transfer cut-off valve

116. Second transfer cut-off valve

117. Oil supply cut-off valve for central oil tank

120. Left wing oil tank

121. First half sealing rib

122. Left wing oil collecting tank

123. Third transfer ejector pump

124. Left wing oil tank oil supply pump

125. Third transfer check valve

126. Oil supply one-way valve of left wing oil tank

127. Oil supply cut-off valve for left wing oil tank

130. Right wing oil tank

131. Second half sealing rib

132. Right wing oil collecting tank

133. Fourth transfer ejector pump

134. Right wing oil tank oil supply pump

135. Fourth transfer check valve

136. Right wing oil tank oil supply one-way valve

137. Right wing oil tank oil supply cut-off valve

141. Left wing engine

142. Right wing engine

151. First transfer pipeline

152. Second transfer pipeline

153. Third transfer pipeline

154. Fourth transfer pipeline

155. First oil supply pipeline

156. Second oil supply pipeline

157. Oil supply pipeline of central oil tank

200. Fuel supply and transfer system

210. Central oil tank

211. First transfer ejector pump

212. Second transfer ejector pump

213. First transfer check valve

214. Second transfer check valve

215. First transfer cut-off valve

216. Second transfer cut-off valve

217. Oil supply cut-off valve for central oil tank

220. Left wing oil tank

221. First half sealing rib

222. Left wing oil collecting tank

223. Third transfer ejector pump

224. Left wing oil tank oil supply pump

225. Third transfer check valve

226. Oil supply one-way valve of left wing oil tank

227. Oil supply cut-off valve for left wing oil tank

228. Left wing oil tank transfer pipe cut-off valve

230. Right wing oil tank

231. Second half sealing rib

232. Right wing oil collecting tank

233. Fourth transfer ejector pump

234. Right wing oil tank oil supply pump

235. Fourth transfer check valve

236. Right wing oil tank oil supply one-way valve

237. Right wing oil tank oil supply cut-off valve

238. Right wing oil tank transfer pipe cut-off valve

241. Left wing engine

242. Right wing engine

251. First transfer pipeline

252. Second transfer pipeline

253. Third transfer pipeline

254. Fourth transfer pipeline

300. Fuel supply and transfer system

310. Central oil tank

311. First transfer ejector pump

312. Second transfer ejector pump

313. First transfer check valve

314. Second transfer check valve

315. First adjustable transfer cut-off valve

316. Second adjustable transfer cut-off valve

320. Left wing oil tank

321. First half sealing rib

322. Left wing oil collecting tank

330. Right wing oil tank

331. Second half sealing rib

332. Right wing oil collecting tank

351. First transfer pipeline

352. Second transfer pipeline

400. Fuel supply and transfer system

410. Central oil tank

411. First override pump

412. Second override pump

420. Left wing oil tank

421. First half sealing rib

422. Left wing oil collecting tank

430. Right wing oil tank

431. Second half sealing rib

432. Right wing oil collecting tank

441. Left wing engine

442. Right wing engine

Detailed Description

The following detailed description of the embodiments of the invention refers to the accompanying drawings. It should be understood that the drawings are only illustrative of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various obvious modifications, variations, equivalent substitutions of the present invention may be made by those skilled in the art on the basis of the embodiments shown in the drawings, and the technical features of the different embodiments described below may be arbitrarily combined with each other without contradiction, which fall within the scope of the present invention.

< First embodiment >

Fig. 1 shows a schematic structure of a fuel supply and delivery system 100 according to a first embodiment of the present invention. The fueling and fuel transfer system 100 includes a center tank 110 and left and right wing tanks 120, 130 located on either side of the center tank 110.

The fuel supply and transfer system 100 includes a first transfer line 151 from the center fuel tank 110 to the left-wing fuel tank 120, the first transfer line 151 being for transferring fuel to the left-wing fuel tank 120, i.e., the first transfer line 151 transfers fuel in the center fuel tank 110 to the left-wing fuel tank 120. In the specific structure of the first embodiment shown in fig. 1, the first transfer line 151 opens into the left-wing tank 120, and a first transfer jet pump 111 serving as a fuel transfer pump is provided on the first transfer line 151, and the fuel in the center tank 110 is transferred into the left-wing tank 120 by the operation of the first transfer jet pump 111. Of course, it is within the scope of the application to employ other forms of pumping means as fuel transfer pumps.

Preferably, a first transfer check valve 113 is also provided in the first transfer line 151, and further a first transfer shut-off valve 115 may be provided. The first transfer check valve 113 is provided to allow fuel to flow from the center fuel tank 110 into the left-wing fuel tank 120, but to prevent fuel from flowing back from the left-wing fuel tank 120 into the center fuel tank 110. The first transfer shutoff valve 115 may then be used to switch on and off the transfer of fuel from the center tank 110 to the left wing tank 120.

In the figures, the first transfer check valve 113 is shown to be located in the first transfer jet pump 111, although the first transfer valve 113 may be located downstream of the first transfer jet pump 111. Or check valves may be provided both upstream and downstream of the first transfer jet pump 111. These are all within the scope of the present invention.

The fuel supply and transfer system 100 is further provided with a second transfer line 152 from the center fuel tank 110 to the right wing fuel tank 130, the second transfer line 152 being for transferring fuel to the right wing fuel tank 130, i.e. transferring fuel in the center fuel tank 110 to the right wing fuel tank 130. In the specific structure of the first embodiment shown in fig. 1, the second transfer line 152 opens into the right wing tank 130, and the second transfer jet pump 112 is provided on the second transfer line 152, and the fuel in the center tank 110 is transferred into the right wing tank 130 by the operation of the second transfer jet pump 112.

Preferably, a second transfer check valve 114 is also provided in the second transfer line 152, and further a second transfer shut-off valve 116 may be provided. The second transfer check valve 114 is configured to allow fuel to flow from the center fuel tank 110 into the right wing fuel tank 130, but to prevent fuel from flowing back from the right wing fuel tank 130 into the center fuel tank 110. The second transfer shutoff valve 116 may then be used to switch on and off the transfer of fuel from the center tank 110 to the right wing tank 130.

Similarly, the second transfer check valve 114 may be disposed upstream or downstream of the second transfer jet pump 112, or both upstream and downstream of the second transfer jet pump 112.

The left-wing tank 120 is provided therein with a first half seal rib 121, and a portion of the left-wing tank 120 on a side of the first half seal rib 121 near the center tank 110 serves as a left-wing oil collecting tank 122. In other words, in the present invention, the left wing tank 122 integrated in the left wing tank 120 is formed by the first half seal rib 121 provided in the left wing tank 120. In the structure of the first embodiment shown in fig. 1, the first transfer line 151 extends all the way into the portion of the left-wing tank 120 that is located outside the left-wing tank 122. Thus, the fuel in the center tank 110 is first transferred to the outside of the left wing tank 122 through the first transfer line 151.

A third transfer line 153 is provided between the left-wing tank 122 and the rest of the left-wing tank 120 (i.e., the portion outside the left-wing tank 122) for transferring fuel from the left-wing tank 120 to the left-wing tank 122. A third transfer pump 123 and preferably a third transfer check valve 125 are provided in the third transfer line 153. The third transfer jet pump 123 is used to transfer fuel to the left wing tank 122 from the portion of the left wing tank 120 that is located outside the left wing tank 122. The third transfer check valve 125 is provided to allow fuel to flow from the outside of the left-wing tank 122 into the left-wing tank 122, but to prevent fuel from flowing from the left-wing tank 122 back into the portion of the left-wing tank 120 that is outside of the left-wing tank 122.

The third transfer check valve 125 may be disposed upstream or downstream of the third transfer injection pump 123, or both upstream and downstream of the third transfer injection pump 123.

Preferably, the flow created when the third transfer jet pump 123 is operated is an annular jet. In addition, a third transfer jet pump 123 is provided at a position corresponding to the lower portion of the first half seal rib 121, preferably near the bottom of the left wing tank 120. Also, at least one, and preferably a plurality of first holes are provided at the upper portion of the first half seal rib 121, or near the top of the left wing tank 120, which serve as ventilation and oil spill. Specifically, when the fuel level in the left-wing tank 122 is higher than the holes, fuel may spill from within the left-wing tank 122 into the portion of the left-wing tank 120 outside the left-wing tank 122 via the holes, and when the fuel level in the left-wing tank 122 is lower than the holes, ventilation may be performed through the holes.

At least one (two are shown) left-wing tank fuel feed pumps 124 are provided in the left-wing tank 122. The left wing tank oil feed pump 124 feeds oil to the left wing engine 141 through the first oil feed line 155. A left wing tank fuel supply shutoff valve 127 is provided on the first fuel supply line 155 for allowing the fuel supply to the left wing engine 141 to be turned on and off. Optionally, a left wing tank fuel supply check valve 126 may also be provided on the first fuel supply line 155.

The right wing tank 130 may have a structure similar to that of the left wing tank 120. Specifically, the second half sealing rib 131 is provided in the right-wing tank 130, and a portion of the right-wing tank 130 on the side of the second half sealing rib 131 near the center tank 110 serves as the right-wing tank header 132. In other words, in the present invention, the right wing tank 132 integrated in the right wing tank 130 is formed by the second half seal rib 131 provided in the right wing tank 130. Similar to the first transfer line 151, the second transfer line 152 extends all the way into the portion of the right-wing tank 130 that is located outside of the right-wing tank header 132. Thus, the fuel in the center tank 110 is first transferred to the outside of the right wing tank 132 through the second transfer line 152.

A fourth transfer line 154 is provided between the right-wing tank 132 and the rest of the right-wing tank 130 (i.e., the portion outside the right-wing tank 132) for transferring fuel from the right-wing tank 130 to the right-wing tank 132. A fourth transfer pump 133 and preferably a fourth transfer check valve 135 are provided in the fourth transfer line 154. The fourth transfer jet pump 133 is used to transfer fuel to the right wing tank 132 from the portion of the right wing tank 130 that is located outside the right wing tank 132. The fourth transfer check valve 135 is provided to allow fuel to flow from the outside of the right-wing tank 132 into the right-wing tank 132, but to prevent fuel from flowing back from the right-wing tank 132 into the portion of the right-wing tank 130 that is outside the right-wing tank 132.

The fourth transfer check valve 135 may be disposed upstream or downstream of the fourth transfer ejector 133, or both upstream and downstream of the fourth transfer ejector 133.

The flow stream created upon operation of the fourth transfer jet pump 133 is also preferably an annular jet. In addition, a fourth transfer jet pump 133 is provided at a position corresponding to the lower portion of the second half seal rib 131, preferably near the bottom of the right wing tank 130. Also, at least one, and preferably a plurality of second holes are provided in the upper portion of the second half-sealing rib 131, or near the top of the right wing tank 130, which serve the same function as the first holes in the first half-sealing rib 121, as well as venting and oil spillage.

At least one (two are shown) right wing tank fuel feed pump 134 is also provided in the right wing tank 132. The right wing tank fuel feed pump 134 feeds fuel to the right wing engine 142 through the second fuel feed line 156. A right-wing tank fuel supply shutoff valve 137, which functions the same as the left-wing tank fuel supply shutoff valve 127 in the left-wing tank 120, is preferably provided on the second fuel supply line 156. Optionally, a right wing tank fuel supply check valve 136 may also be provided on the second fuel supply line 156.

Preferably, as shown, a central tank oil supply line 157 is further provided, both ends of which are connected to the first oil supply line 155 and the second oil supply line 156, respectively, so as to allow the cross-transfer oil supply, i.e., the oil supply from the left wing oil tank 120 to the right wing engine 142 or the oil supply from the right wing oil tank 130 to the left wing engine 141. Alternatively, the same engine may be supplied with oil from the left-wing tank 120 and the right-wing tank 130 at the same time. A center tank oil supply shutoff valve 117 may be provided in the center tank oil supply line 157.

The principle of operation of the fuel supply and delivery system 100 of the construction shown in fig. 1 will be described below:

First, the lowest fuel amount value of the left-wing tank 120 (including the left-wing header tank 122 therein), or the first predetermined value X1, is preset. When the amount of fuel in the left wing tank 120 is lower than the first predetermined value X1, the first transfer shutoff valve 115 is opened, thereby opening the transfer of fuel from the center tank 110 to the left wing tank 120. When the amount of fuel in the left-wing tank 120 is equal to or greater than a second predetermined value X2 that is greater than the first predetermined value X1, the first transfer shutoff valve 115 is closed, thereby stopping the transfer of fuel from the center tank 110 to the left-wing tank 120.

The control of the fuel transfer to the right wing tank 130 is the same as described above with respect to the left wing tank 120. That is, when the fuel amount in the right-wing tank 130 is lower than the first predetermined value X1, the second transfer shutoff valve 116 is opened, the transfer of fuel from the center tank 110 to the right-wing tank 130 is started, and when the fuel amount in the right-wing tank 130 is equal to or greater than the second predetermined value X2, the second transfer shutoff valve 116 is closed, and the transfer of fuel from the center tank 110 to the right-wing tank 130 is stopped.

When the amount of fuel in the center tank 110 is lower than the third predetermined value X3, the first transfer shutoff valve 115 and the second transfer shutoff valve 116 are opened, and the transfer of fuel from the center tank 110 to the left-wing tank 120 and the right-wing tank 130 is continued. And, after the fuel amount in the center tank 110 shown in, for example, the cockpit is zero or near zero, the transfer process is continued for a preset time, and then the first transfer shutoff valve 115 and the second transfer shutoff valve 116 are closed. Wherein the third predetermined value X3 is smaller than the difference between the maximum oil loading of the left wing tank 120 or the right wing tank 130 and the first predetermined value X1.

Here, the fuel amounts in the center tank 110, the left-wing tank 120, and the right-wing tank 130 may be characterized by the fuel levels therein, and the fuel levels may be monitored by providing a level sensor. The opening and closing of the individual shut-off valves can be effected, for example, by an additionally provided control (for example, a computer). The controller may communicate with a sensor that monitors the amount of fuel, and may control the fuel amount.

Furthermore, the above-described first, second and third predetermined values X1, X2 and X3 may be changed according to actual needs, and the change of these values may be achieved by making modifications to the computer program without requiring operations and changes to the mechanical structure.

< Second embodiment >

Fig. 2 shows a fuel supply and delivery system 200 according to a second embodiment of the present invention. In the following description of the second embodiment, technical features of the second embodiment that are different from those of the first embodiment will be mainly described, and features described in the first embodiment are also applicable to the second embodiment unless the following description is contrary or conflicts with other technical features, and will not be described in detail herein.

As with the fuel supply and delivery system 100 of the first embodiment, the fuel supply and delivery system 200 includes a central fuel tank 210, and left and right wing fuel tanks 220 and 230, respectively, located on either side of the central fuel tank 210.

The fueling and fuel transfer system 200 includes a first transfer line 251 from the center tank 210 to the left wing tank 220, the first transfer line 251 having a first transfer jet pump 211 disposed thereon for transferring fuel to the left wing tank 220.

Preferably, a first transfer check valve 213 is also provided in the first transfer line 251, and further a first transfer shut-off valve 215 may be provided. The first transfer check valve 213 is configured to allow fuel to flow from the center tank 210 into the left-wing tank 220, but to prevent fuel from flowing back from the left-wing tank 220 into the center tank 210. The first transfer shutoff valve 215 may then be used to switch on and off the transfer of fuel from the center fuel tank 210 to the left wing fuel tank 220. The first transfer check valve 213 may be disposed upstream or downstream of the first ejector 211, or both upstream and downstream of the first transfer ejector 211.

The fueling and fuel transfer system 200 is further provided with a second transfer line 252 from the center tank 210 to the right wing tank 230, the second transfer line 252 being a second transfer jet pump 212 for transferring fuel to the right wing tank 230.

Preferably, a second transfer check valve 214 is also provided in the second transfer line 252, and further a second transfer shut-off valve 216 may be provided. The second transfer check valve 214 is configured to allow fuel to flow from the center fuel tank 210 into the right wing fuel tank 230, but to prevent fuel from flowing back from the right wing fuel tank 230 into the center fuel tank 210. The second transfer shutoff valve 216 may then be used to turn on and off the transfer of fuel from the center tank 210 to the right wing tank 230.

The second transfer check valve 214 may be disposed upstream or downstream of the second transfer ejector pump 212 or both upstream and downstream of the second transfer ejector pump 212.

The left-wing tank 220 is provided therein with a first half seal rib 221, and a portion of the left-wing tank 220 on the side of the first half seal rib 221 near the center tank 210 serves as a left-wing oil collecting tank 222, as in the first embodiment. Also, as can be seen from fig. 2, unlike the first embodiment, the first transfer line 251 extends into the left-wing tank 222 without further extending to the remainder of the left-wing tank 220 located outside the left-wing tank 222. In this way, the length of the first transfer pipe 251 can be effectively shortened, which is beneficial to reducing the difficulty of system arrangement and reducing the weight of the system.

A third transfer line 253 is provided between the left-wing tank 222 and the rest of the left-wing tank 220 (i.e., the portion outside the left-wing tank 222) for transferring fuel from the left-wing tank 220 to the left-wing tank 222. As in the first embodiment, a third transfer pump 223 and preferably a third transfer check valve 225 are provided on the third transfer line 253. Further, in the fuel supply and fuel transfer system 200 of the second embodiment, the third transfer line 253 is further provided with a left-wing tank transfer pipe shut-off valve 228, thereby allowing control of the transfer of fuel from the portion of the left-wing tank 220 outside the left-wing tank 222 into the left-wing tank 222.

At least one (two are shown in the drawing) left-wing tank oil feed pump 224 is provided in the left-wing oil collecting tank 222 for feeding oil to the left-wing engine 241, and the feeding oil to the left-wing engine 241 is controlled by the left-wing tank oil feed cut-off valve 227. Optionally, a left wing tank fuel supply check valve 226 may also be provided as shown.

The right-wing tank 230 is provided therein with a second half seal rib 231, and a portion of the right-wing tank 230 on a side of the second half seal rib 231 near the center tank 210 serves as a right-wing tank 232. As can be seen in fig. 2, second transfer line 252 extends into right wing tank 232, similar to first transfer line 251, without further extending to the remainder of right wing tank 230 outside of right wing tank 232. In this way, the length of the second transfer line 252 is reduced, which is also beneficial to reducing difficulty in system layout and reducing weight of the system.

A fourth transfer line 254 is provided between right-wing tank 232 and the remainder of right-wing tank 230 (i.e., the portion outside of right-wing tank 232) for transferring fuel from right-wing tank 230 to right-wing tank 232. A fourth transfer jet pump 233 and preferably a fourth transfer check valve 235 are provided in the fourth transfer line 254. Similar to the third transfer line 253, a right-wing tank transfer line shut-off valve 238 is also provided on the fourth transfer line 254 for controlling the transfer of fuel from the portion of the right-wing tank 230 outside the right-wing tank 232 into the right-wing tank 232.

Also provided in the right-wing tank 232 is at least one (two are shown) right-wing tank fuel feed pump 234 for feeding the right-wing engine 242. The fuel supply to the right-wing engine 242 can be controlled by providing the right-wing tank fuel supply shutoff valve 237. Optionally, a right wing tank filler check valve 236 may also be provided as shown.

The principle of operation of the fuel supply and delivery system 200 of the configuration shown in fig. 2 will be described below:

First, similar to the fueling and fuel transfer system 100, the first predetermined value X1, the second predetermined value X2, and the third predetermined value X3 may also be preset for the fueling and fuel transfer system 200. When the fuel amount in the left wing tank 220 is lower than the first predetermined value X1, the first transfer shutoff valve 215 is opened to start the transfer of fuel from the center tank 210 to the left wing tank 222, and when the fuel amount in the left wing tank 222 is equal to or greater than the second predetermined value X2 that is greater than the first predetermined value X1, the first transfer shutoff valve 215 is closed to stop the transfer of fuel from the center tank 210 to the left wing tank 222. The control of fuel transfer to right wing tank 232 is the same as described above with respect to left wing tank 222. When the amount of fuel in the central tank 210 is lower than the third predetermined value X3, the first transfer cutoff valve 215 and the second transfer cutoff valve 216 are opened, the transfer of fuel from the central tank 210 to the left wing tank 222 and the right wing tank 232 is continued, and after the amount of fuel in the central tank 210 is zero or near zero, the transfer process is continued for a preset time, after which the first transfer cutoff valve 215 and the second transfer cutoff valve 216 are closed.

Further, in the fuel supply and transfer system 200 of the second embodiment, when the first transfer shutoff valve 215 is closed, that is, the transfer of fuel from the center fuel tank 210 to the left wing tank 222 is stopped, the left wing tank transfer pipe shutoff valve 228 on the third transfer pipe 253 is opened, and the transfer of fuel from the portion of the left wing tank 220 located outside the left wing tank 222 to the inside of the left wing tank 222 is performed. Conversely, when the first transfer shutoff valve 215 is open, the left wing tank transfer line shutoff valve 228 is closed.

Similarly, when the second transfer shutoff valve 216 is closed, i.e., the transfer of fuel from the center tank 210 to the right-wing tank 232 is stopped, the right-wing tank transfer pipe shutoff valve 238 on the fourth transfer line 254 is opened, and the transfer of fuel from the portion of the right-wing tank 230 located outside the right-wing tank 232 to the inside of the right-wing tank 232 is performed. Conversely, when the second transfer cutoff valve 216 is open, the right wing tank transfer line cutoff valve 238 is closed.

The above-described control process may be realized by a control device such as a computer for realizing the closing and opening of each cutoff valve and realizing the setting of specific values of the first, second, and third predetermined values X1, X2, and X3.

< Third embodiment >

Fig. 3 shows a fuel supply and delivery system 300 according to a third embodiment of the present invention. In the following description of the third embodiment, technical features of the third embodiment that are different from those of the first and second embodiments will be mainly described, and unless the following description is contrary or conflicts with other technical features, the features described in the first and second embodiments are also applicable to the third embodiment, and will not be described in detail herein.

The fueling and fuel transfer system 300 includes a center tank 310 and left and right wing tanks 320 and 330, respectively, on either side of the center tank 310.

The fueling and fuel transfer system 300 includes a first transfer line 351 from the center tank 310 to the left wing tank 320, the first transfer line 351 having a first transfer jet pump 311 disposed thereon for transferring fuel to the left wing tank 320. Specifically, as shown in fig. 3, the first transfer line 351 extends into the left wing tank 322 of the left wing tank 320, and the left wing tank 322 is constituted by a portion near the center tank 310 partitioned by the first half seal rib 321.

Preferably, a first transfer check valve 313 is provided in the first transfer line 351 that ensures that fuel transferred to the left wing tank 322 does not flow back. In addition, a first adjustable transfer shutoff valve 315, the opening of which is adjustable, is further provided in the first transfer line 351. The first adjustable transfer shutoff valve 315 is capable of controlling not only the opening and closing of the fuel transfer from the center tank 310 to the left wing tank 322, but also the rate of fuel transfer. In this way, a more flexible and precise adjustment of the fuel transfer process can be made.

The first transfer check valve 313 may be provided upstream or downstream of the first transfer injection pump 311, or both upstream and downstream of the first transfer injection pump 311.

Similarly, the fueling and fuel transfer system 300 is further provided with a second transfer line 352 from the center tank 310 to the right wing tank 330, the second transfer line 352 including a second transfer jet pump 312 for transferring fuel to the right wing tank 330. The second transfer line 352 extends in particular into a right-wing tank 332 of the right-wing tank 330, which right-wing tank 332 is formed by a portion of the second semi-sealing rib 331 that is separated from the central tank 310.

Preferably, a second transfer check valve 314 is provided in the second transfer line 352 to ensure that fuel transferred to the right wing tank 332 does not flow back. A second adjustable transfer cutoff valve 316 is further provided in the second transfer line 352, the opening degree of which is adjustable, so that the second adjustable transfer cutoff valve 316 can control the opening and closing of the fuel transfer from the center tank 310 to the right wing tank 332 and adjust the fuel transfer rate.

The second transfer check valve 314 may be disposed upstream or downstream of the second transfer ejector 312, or both upstream and downstream of the second transfer ejector 312.

< Fourth embodiment >

Fig. 4 shows a fourth embodiment of the fuel supply and delivery system 400 of the present invention. In the following description of the fourth embodiment, technical features of the fourth embodiment that are different from those of the first to third embodiments will be mainly described, and unless the following description is contrary or conflicts with other technical features, the features described in the first to third embodiments are also applicable to the fourth embodiment, and will not be described in detail here.

The fueling and fuel transfer system 400 includes a center tank 410 and left and right wing tanks 420, 430 located on either side of the center tank 410. Wherein, the first half sealing rib 421 provided in the left wing tank 420 separates the left wing tank 422 near the central tank 410 in the left wing tank 420, and the second half sealing rib 431 provided in the right wing tank 430 separates the right wing tank 432 near the central tank 410 only in the right wing tank 430.

Unlike the previous embodiments, in the fuel supply and transfer system 400 of the fourth embodiment, a first override pump 411 is provided in the center tank 410 for overriding the fuel supply to the left-wing engine 441, and a second override pump 412 is provided in the center tank 410 for overriding the fuel supply to the right-wing engine 442.

During operation of the fourth embodiment fueling and fuel transfer system 400, the left and right wing engines 441, 442 are overridden by the first and second override pumps 411, 412 from the central fuel tank 410. And, during ground taxiing and flying of the aircraft, fuel is allowed to be transferred from the center fuel tank 410 to the left wing fuel tank 420 and the right wing fuel tank 430, thereby accomplishing water removal and oil search of the center fuel tank 410.

Claims

1. An oil supply and fuel transfer system comprising a central oil tank, a left wing oil tank and a right wing oil tank respectively arranged at two sides of the central oil tank;

It is characterized in that the method comprises the steps of,

A first transfer line is arranged between the left wing tank and the central tank, a first fuel transfer pump is arranged on the first transfer line and used for transferring fuel from the central tank to the left wing tank, and/or a second transfer line is arranged between the right wing tank and the central tank, and a second fuel transfer pump is arranged on the second transfer line and used for transferring fuel from the central tank to the right wing tank;

The part of the left wing tank, which is close to the central tank, is formed into a left wing tank, at least one left wing tank oil supply pump is arranged in the left wing tank and used for conveying fuel to a left wing engine, a third transmission pipeline is arranged between the left wing tank and the part of the left wing tank, which is positioned outside the left wing tank, a third fuel transmission pump is arranged in the third transmission pipeline and used for transmitting fuel from the part of the left wing tank, which is positioned outside the left wing tank, to the left wing tank, and/or the part of the right wing tank, which is close to the central tank, is formed into a right wing tank, at least one right wing tank oil supply pump is arranged in the right wing tank and used for conveying fuel to a right wing engine, a fourth transmission pipeline is arranged between the right wing tank and the part of the right wing tank, which is positioned outside the left wing tank, and used for transmitting fuel from the part of the right wing tank, which is positioned outside the right wing tank, to the right wing tank, and the transmission pipeline is arranged in the fourth transmission pipeline and used for transmitting fuel from the part of the right wing tank, which is positioned outside the right wing tank

The control device is capable of setting a first predetermined value, a second predetermined value and a third predetermined value, wherein the second predetermined value is greater than or equal to the first predetermined value, and the third predetermined value is smaller than the difference between the maximum fuel carrying capacity of the left wing tank and/or the right wing tank and the first predetermined value;

wherein the control device is configured to:

Opening the fuel transfer of the central fuel tank to the left wing fuel tank when the fuel quantity in the left wing fuel tank is lower than the first predetermined value, closing the fuel transfer of the central fuel tank to the left wing fuel tank when the fuel quantity in the left wing fuel tank is higher than the second predetermined value, and/or opening the fuel transfer of the central fuel tank to the right wing fuel tank when the fuel quantity in the right wing fuel tank is lower than the first predetermined value, closing the fuel transfer of the central fuel tank to the right wing fuel tank when the fuel quantity in the right wing fuel tank is higher than the second predetermined value, and

When the fuel amount in the center fuel tank is lower than the third predetermined value, fuel transfer from the center fuel tank to the left-wing fuel tank and/or the right-wing fuel tank is continuously performed, and fuel transfer to the left-wing fuel tank and/or the right-wing fuel tank is continued for a predetermined time after the fuel amount in the center fuel tank is zero, and then fuel transfer to the left-wing fuel tank and/or the right-wing fuel tank is closed again.

2. The fuel supply and delivery system of claim 1, wherein at least one of the first fuel delivery pump, the second fuel delivery pump, the third fuel delivery pump, and the fourth fuel delivery pump is a jet pump.

3. The fuel supply and delivery system according to claim 1, wherein a first half seal rib is provided in the left-wing tank, a portion of the left-wing tank on a side of the first half seal rib near the center tank forms the left-wing tank, and/or

A second semi-sealing rib is arranged in the right wing oil tank, and a part of the right wing oil tank, which is on one side of the second semi-sealing rib, close to the central oil tank forms the right wing oil collecting tank.

4. The fuel supply and delivery system of claim 3,

A first transfer check valve is arranged on the first transfer pipeline and is arranged to prevent fuel from flowing back to the central fuel tank from the left wing fuel tank, and/or

A second transfer check valve is arranged on the second transfer pipeline and is arranged to prevent fuel from flowing back from the right wing fuel tank to the central fuel tank, and/or

A third transfer check valve is arranged on the third transfer pipeline and is arranged to prevent the fuel from flowing back from the left wing oil collecting tank, and/or

A fourth transfer check valve is disposed on the fourth transfer line and is configured to prevent backflow of fuel from the right wing tank.

5. The fuel supply and delivery system of claim 3,

A first rib check valve is arranged at the lower part of the first half sealing rib, at least one first hole is arranged at the upper part of the first half sealing rib, and/or

A second rib one-way valve is arranged at the lower part of the second half sealing rib, and at least one second hole is arranged at the upper part of the second half sealing rib.

6. The fuel supply and delivery system of claim 1, wherein the motive flow used in operation of at least one of the third fuel transfer pump and the fourth fuel transfer pump is an annular jet.

7. The fuel supply and delivery system of claim 1, wherein the first delivery line extends from the central fuel tank into the left wing fuel tank or the left wing fuel tank to enable delivery of fuel from the central fuel tank into the left wing fuel tank or the left wing fuel tank, and/or the second delivery line extends from the central fuel tank into the right wing fuel tank or the right wing fuel tank to enable delivery of fuel from the central fuel tank into the right wing fuel tank or the right wing fuel tank.

8. The fuel supply and delivery system according to claim 1, wherein a first delivery shut-off valve is further provided on the first delivery line and/or a second delivery shut-off valve is further provided on the second delivery line.

9. The fuel supply and delivery system of claim 8, wherein the first delivery cut-off valve is an opening-adjustable valve and/or the second delivery cut-off valve is an opening-adjustable valve.

10. The fuel supply and delivery system of claim 1, wherein a left wing tank delivery line shut-off valve is also provided on the third delivery line and/or a right wing tank delivery line shut-off valve is also provided on the fourth delivery line.

11. The fuel supply and delivery system of claim 1, wherein the central fuel tank further has a first override pump disposed therein for overriding the fuel supply to the left wing engine and/or a second override pump disposed therein for overriding the fuel supply to the right wing engine.

12. A method of operating the fuel supply and delivery system of claim 1, comprising the steps of:

setting the first predetermined value, the second predetermined value and the third predetermined value;

13. The method of operation of claim 12, wherein fuel in said center tank is transferred into said left wing tank, fuel transfer from a portion of said left wing tank outside said left wing tank to said left wing tank is turned on when said center tank is turned off, and/or

The fuel in the central fuel tank is transferred into the right wing fuel collecting tank, and when the fuel transfer from the central fuel tank to the right wing fuel collecting tank is closed, the fuel transfer from the part of the right wing fuel tank outside the right wing fuel collecting tank to the right wing fuel collecting tank is started.

14. The method of operation of claim 12, further comprising adjusting a fuel transfer rate from the center tank to the left wing tank, and/or

And adjusting the fuel transfer rate from the central fuel tank to the right wing fuel tank.

15. The method of operation of claim 12, further comprising overriding oil supply from the central oil tank to the left wing engine and/or

And overriding oil supply from the central oil tank to the right wing engine.