초록 ▼

An inerting system is disclosed that is adaptable to inert the fuel tank of a vehicle, most typically an aircraft, that includes an oxygen detector to monitor the oxygen partial pressure of the vapors in the ullage (i.e., the overfuel) volume of the tank, a source of an inert gas (e.g., nitrogen) in

An inerting system is disclosed that is adaptable to inert the fuel tank of a vehicle, most typically an aircraft, that includes an oxygen detector to monitor the oxygen partial pressure of the vapors in the ullage (i.e., the overfuel) volume of the tank, a source of an inert gas (e.g., nitrogen) in valved communication with the ullage of the tank, and a detector for sensing the oxygen content in the ullage of the tank and controlling the flow of inert gas to the tillage to maintain that volume with a proportion oxygen that will not support combustion in the event of an ignition source or intrusion of another potentially explosive occurrence within said tank. A specific fiberoptic probe which enables monitoring oxygen content within the tank without introducing a source of electrical current within the tank is also disclosed.

대표청구항 ▼

An inerting system is disclosed that is adaptable to inert the fuel tank of a vehicle, most typically an aircraft, that includes an oxygen detector to monitor the oxygen partial pressure of the vapors in the ullage (i.e., the overfuel) volume of the tank, a source of an inert gas (e.g., nitrogen) in

An inerting system is disclosed that is adaptable to inert the fuel tank of a vehicle, most typically an aircraft, that includes an oxygen detector to monitor the oxygen partial pressure of the vapors in the ullage (i.e., the overfuel) volume of the tank, a source of an inert gas (e.g., nitrogen) in valved communication with the ullage of the tank, and a detector for sensing the oxygen content in the ullage of the tank and controlling the flow of inert gas to the tillage to maintain that volume with a proportion oxygen that will not support combustion in the event of an ignition source or intrusion of another potentially explosive occurrence within said tank. A specific fiberoptic probe which enables monitoring oxygen content within the tank without introducing a source of electrical current within the tank is also disclosed. least a second portion of the operating schedule of the propulsion system. 2. The system of claim 1 wherein the auxiliary flow duct includes a third opening between the first and second openings, the third opening providing fluid communication between the auxiliary flow duct and the engine inlet duct, and wherein the system further comprises a plurality of louvers positioned in the auxiliary flow duct, the louvers being moveable between a closed position and an open position, the louvers generally restricting boundary layer air from passing from the auxiliary flow duct into the engine inlet duct when in the closed position, the louvers allowing air to pass from the auxiliary flow duct into the engine inlet duct during static and low speed operation when the louvers are in the open position, and wherein the louvers are configured to move between the open position and the closed position based on a difference in air pressure between air flow in the auxiliary flow duct and the engine inlet duct. 3. The system of claim 1 wherein the auxiliary flow duct includes a third opening between the first and second openings, the third opening providing fluid communication between the auxiliary flow duct and the engine inlet duct, and wherein the system further comprises a plurality of louvers positioned in the auxiliary flow duct, the louvers being moveable between a closed position and an open position, the louvers generally restricting boundary layer air from passing from the auxiliary flow duct into the engine inlet duct when in the closed position, the louvers allowing air to pass from the auxiliary flow duct into the engine inlet duct when the louvers are in the open position, and wherein the louvers are configured to move between the open position and the closed position based on a difference in air pressure between air flow in the auxiliary flow duct and the engine inlet duct, further wherein the external flow surface is a wing lower surface, and wherein the first opening of the auxiliary flow duct is positioned at least proximate to the wing lower surface, further wherein the second opening of the auxiliary flow duct is positioned proximate to a wing upper surface. 4. The system of claim 1 wherein the external flow surface includes a wing portion. 5. The system of claim 1 wherein the external flow surface is one of a wing lower surface and a wing upper surface. 6. The system of claim 1 wherein the external flow surface is one of a wing lower surface and a wing upper surface, and wherein the first opening of the auxiliary flow duct is positioned at least proximate to the one of the wing lower surface and the wing upper surface, and wherein the second opening of the auxiliary flow duct is positioned proximate to the other of the wing lower surface and the wing upper surface. 7. The system of claim 1 wherein the auxiliary flow duct has a first configuration during cruise operation and the auxiliary flow duct has a second configuration during take-off operation, and wherein the auxiliary flow duct is changeable between the first and second configurations. 8. The system of claim 1 wherein the auxiliary flow duct includes a third opening between the first and second openings, the third opening providing fluid communication between the auxiliary flow duct and the engine inlet duct, and wherein the system further comprises a valve positioned to selectively permit and restrict flow through the third opening. 9. The system of claim 1, further comprising a valve positioned at least proximate to the first opening to control a flow of air through the first opening. 10. The system of claim 1, further comprising a valve positioned at least proximate to the second opening to control a flow of air through the second opening. 11. An aircraft propulsion system, comprising: a wing portion having wing surfaces including a wing upper surface and a wing lower surface; an engine inlet positioned at least proximate to at least one of the wing upper su