JP6770404B2 - Aircraft fuel amount measurement method and aircraft - Google Patents

Description

The present invention relates to an aircraft fuel amount measuring method and an aircraft.

As a device for measuring the amount of fuel existing in the fuel tank of an aircraft, a device for measuring the amount of liquid in a liquid-containing tank having at least the first and second postures with respect to the gravity vector is known (see, for example, Patent Document 1). ). In the liquid amount measuring device disclosed in Patent Document 1, the amount of fuel in the fuel tank is determined by determining whether the aircraft is in the first posture or the second posture with respect to the gravity vector. ..

Japanese Unexamined Patent Publication No. 64-63818

However, the liquid amount measuring device disclosed in Patent Document 1 has a problem that the amount of fuel in the tank cannot be accurately measured because the acceleration of the aircraft is not taken into consideration. That is, even if the attitude of the aircraft is the same, the liquid level of the fuel in the tank may fluctuate due to the acceleration / deceleration of the aircraft. When the liquid level fluctuates, the height of the liquid level detected by each probe fluctuates, and there is a problem that the amount of fuel in the tank cannot be measured accurately.

An object of the present invention is to solve the above-mentioned conventional problems, and to provide an aircraft and an aircraft fuel amount measuring method capable of measuring the fuel amount in a tank more accurately than the conventional technique.

In order to solve the above-mentioned conventional problem, the method for measuring the amount of fuel in an aircraft according to the present invention detects a tank divided into two or more virtual compartments and a liquid level in the tank by storing fuel, and the above-mentioned A liquid level sensor arranged in each of the virtual compartments, an acceleration sensor that detects the acceleration of the aircraft, the height of the liquid level detected by the liquid level sensor at a predetermined acceleration of the aircraft, and the inside of the virtual compartment. A method for measuring the amount of fuel in an aircraft including a storage device that stores first data that is a correlation of the amount of fuel, the height of the liquid level detected by the liquid level sensor, the first data, and (A), in which the amount of fuel in the tank is calculated from the acceleration of the aircraft detected by the acceleration sensor.

As a result, even if the liquid level in the tank fluctuates due to the attitude change and acceleration / deceleration of the aircraft, the amount of fuel in the tank can be accurately measured.

Further, the aircraft according to the present invention has a tank that stores fuel and is divided into two or more virtual compartments, and a liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual compartments. , The acceleration sensor that detects the acceleration of the aircraft, and the first data that is the correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft is stored. The control device includes a control device having a storage device, and the control device is based on the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. It is configured to execute (A) and the calculation of the amount of fuel in.

As a result, even if the liquid level in the tank fluctuates due to the attitude change and acceleration / deceleration of the aircraft, the amount of fuel in the tank can be accurately measured.

According to the aircraft fuel amount measuring method and the aircraft of the present invention, it is possible to accurately measure the fuel amount in the tank even if the liquid level in the tank fluctuates due to the attitude change and acceleration / deceleration of the aircraft. It becomes.

FIG. 1 is a schematic view showing a schematic configuration of an aircraft according to the first embodiment. FIG. 2 is a schematic view showing a schematic configuration of the right wing fuel tank of the aircraft shown in FIG. FIG. 3 is a flowchart showing the operation of the aircraft according to the first embodiment. FIG. 4 is a schematic diagram showing an example of first data (first fluctuation graph) which is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel (volume). FIG. 5 is a schematic diagram showing an example of first data (first fluctuation graph) which is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel (volume). FIG. 6 is a flowchart showing the operation of the aircraft according to the second embodiment. FIG. 7 is a schematic diagram showing an example of the second data which is a correlation between the acceleration of the aircraft and the amount of fuel (volume) in the tank. FIG. 8 is a schematic diagram showing a fluctuation graph of fuel amount and acceleration (second fluctuation graph) created from the second data shown in FIG. 7. FIG. 9 is a flowchart showing the operation of the aircraft according to the third embodiment. FIG. 10 is a schematic diagram showing an example of the third data which is a correlation between the acceleration of the aircraft and the amount of fuel (volume) in the virtual compartment in which the liquid level sensor determined to be normal is arranged. FIG. 11 is a schematic diagram showing a fluctuation graph of fuel amount and acceleration (third fluctuation graph) created from the third data shown in FIG. FIG. 12 is a flowchart showing the operation of the aircraft according to the fourth embodiment. FIG. 13 is a flowchart showing the operation of the aircraft according to the fifth embodiment. FIG. 14 is a flowchart showing the operation of the aircraft according to the sixth embodiment. FIG. 15 is a flowchart showing the operation of the aircraft of the modified example 1 in the sixth embodiment. FIG. 16 is a schematic view showing a schematic configuration of an aircraft according to the seventh embodiment. FIG. 17 is a flowchart showing the operation of the aircraft according to the seventh embodiment. FIG. 18 is a flowchart showing the operation of the aircraft of the modified example 1 in the seventh embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In all drawings, the same or corresponding parts are designated by the same reference numerals, and duplicate description will be omitted. Further, in all the drawings, the constituent elements necessary for explaining the present invention are excerpted and illustrated, and the illustration of other constituent elements may be omitted. Furthermore, the present invention is not limited to the following embodiments.

(Embodiment 1)
The aircraft according to the first embodiment has a tank that stores fuel and is divided into two or more virtual compartments, a liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual compartments. A storage device that stores the first data, which is the correlation between the acceleration sensor that detects the acceleration of the aircraft and the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. The control device includes, and the control device calculates the amount of fuel in the tank from the liquid level height detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A). And is configured to run.

Hereinafter, an example of the aircraft according to the first embodiment will be described with reference to FIGS. 1 to 5.

[Aircraft structure]
FIG. 1 is a schematic view showing a schematic configuration of an aircraft according to the first embodiment. FIG. 2 is a schematic view showing a schematic configuration of the right wing fuel tank of the aircraft shown in FIG. In addition, in FIG. 1, a part is omitted.

As shown in FIG. 1, the aircraft 100 according to the first embodiment has a central tank 10 arranged on the fuselage of the aircraft 100, a right wing fuel tank 20 arranged on the right wing, and a left wing arranged on the left wing. It includes a fuel tank 30, engines 60a and 60b arranged on the right wing, engines 60c and 60d arranged on the left wing, an acceleration sensor 40, and a control device 50.

Fuel is supplied to the engines 60a to 60d from at least one of the central tank 10, the right wing fuel tank 20, and the left wing fuel tank 30 via the fuel flow path 70. A flow rate sensor 80 is arranged at an appropriate position in the fuel flow path 70. The flow rate sensor 80 is configured to detect the flow rate of the fuel flowing through the fuel flow path 70 and output the detected flow rate to the control device 50.

In the first embodiment, the configuration includes four engines, but the present invention is not limited to this, and the number of engines is arbitrary. The engine may also be located on the fuselage. Further, since the flow rate sensor 80 can use the sensor provided in each engine, the number of installations and the installation position thereof are arbitrary. Further, the fuel may be transferred from one tank to another tank via the fuel flow path 70.

Further, the central tank 10 is divided into two or more virtual sections 10a and 10b (here, 2), and liquid level sensors 1a and 1b are arranged in each of the virtual sections 10a and 10b, respectively. Similarly, the right wing fuel tank 20 is divided into two or more virtual compartments 20a to 20f (here, 6), and liquid level sensors 2a to 2f are arranged in each virtual compartment 20a to 20f. .. Further, the left wing fuel tank 30 is divided into two or more virtual compartments 30a to 30f (here, 6), and liquid level sensors 3a to 3f are arranged in each of the virtual compartments 30a to 30f. The inside of the tank may be partitioned so that the volume of each virtual partition is the same, or the inside of the tank may be partitioned so that the volume of each virtual partition is different.

The liquid level sensors 1a to 3f are configured to detect the height of the liquid level of the fuel in each of the virtual compartments 10a to 30f arranged and output the detected data to the control device 50. The liquid level sensors 1a to 3f may be any device as long as the height of the liquid level can be detected, and may be, for example, a capacitance type sensor.

The acceleration sensor 40 is configured to detect the acceleration of the aircraft 100 (acceleration in the front-rear direction, the left-right direction, and the vertical direction) and output the detected acceleration to the control device 50. The control device 50 may acquire the acceleration data directly from the acceleration sensor 40, or may indirectly acquire the acceleration data from the inertial reference device (IRS).

The control device 50 may have any form as long as it is a device that controls each device constituting the aircraft 100, and includes, for example, an arithmetic processor (not shown) exemplified by a microprocessor, a CPU, or the like. A storage unit 51 composed of a memory or the like, which stores a program for executing each control operation, is provided. Then, the control device 50 performs various controls related to the aircraft 100 by the arithmetic processing unit reading a predetermined control program stored in the storage device 51 and executing the predetermined control program. Further, the control device 50 is not limited to a form composed of a single control device, but may be a form composed of a group of control devices in which a plurality of control devices cooperate to execute control of the aircraft 100. Absent.

[Aircraft operation (fuel amount measurement method)]
Next, the operation (fuel amount measuring method) of the aircraft 100 according to the first embodiment will be described with reference to FIGS. 1 to 5. In the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

FIG. 3 is a flowchart showing the operation of the aircraft according to the first embodiment. 4 and 5 are schematic views showing an example of first data (first fluctuation graph) which is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel (volume).

As shown in FIG. 3, the control device 50 has a correlation between the amount of fuel in each of the virtual compartments 20a to 20f and the height of the liquid level detected by the liquid level sensors 2a to 2f at a predetermined acceleration of the aircraft 100. The first data is stored in the storage device 51 (step S101).

Specifically, first, the worker uses a 3D simulation model (for example, software such as CATIA) to shape the right wing fuel tank 20 (each virtual section 20a to 20f) and arrange the liquid level sensors 2a to 2f. From the position and (see FIG. 2), each virtual section 20a to the reference acceleration (representative attitude during flight, etc., where the acceleration in the front-rear direction and the acceleration in the left-right direction are 0; hereinafter referred to as the first attitude) The fluctuation of the fuel amount and the liquid level of 20f is analyzed.

Then, the worker measures the fuel amount and the liquid level of the right wing fuel tank 20 (virtual compartments 20a to 20f) of the aircraft 100 in the first posture with the actual machine, and calibrates the data analyzed by the 3D simulation model. To do. Specifically, for example, when 1700 lbs of fuel is supplied into the right wing fuel tank 20, the height of the liquid level detected by each of the liquid level sensors 2a to 2f is acquired, and the height of the liquid level obtained is used. , Calculate the amount of fuel in each virtual section 20a to 20f. Then, the data analyzed by the 3D simulation model is calibrated from the height of the liquid level detected by the liquid level sensors 2a to 2f and the amount of fuel in the virtual compartments 20a to 20f. The result of calibration is a graph shown in FIG.

Next, using a 3D simulation model, from the shape of the right wing fuel tank 20 (each virtual section 20a to 20f) and the arrangement position of each liquid level sensor 2a to 2f (see FIG. 2), each virtual at a predetermined acceleration. The fluctuations in the fuel amount and the liquid level in the compartments 20a to 20f are analyzed. The result of the analysis is a graph shown in FIG. The analysis is performed with the acceleration in the front-rear direction / acceleration in the vertical direction and / or the acceleration in the left-right direction / acceleration in the vertical direction as parameters (predetermined acceleration).

As shown in FIGS. 4 and 5, a fluctuation graph of the fuel amount and the liquid level at each acceleration (hereinafter referred to as a first fluctuation graph) is obtained, and the control device 50 displays the first fluctuation graph group. As the first data, it is stored in the storage device 51 (step S101 in FIG. 3). When the control device 50 stores the first data in the storage device 51 once, the step S101 may be omitted when the next fuel amount measurement is executed.

Next, as shown in FIG. 3, the control device 50 is in the right wing fuel tank 20 based on the liquid level height detected by the liquid level sensors 2a to 2f, the first data, and the acceleration detected by the acceleration sensor 40. The amount of fuel is calculated (step S102), and this flowchart (program) ends.

Specifically, first, the control device 50 selects a fluctuation graph corresponding to the acceleration detected by the acceleration sensor 40, and based on the height of the liquid level detected by the liquid level sensors 2a to 2f, each virtual section 20a to 20f. Calculate the amount of fuel in.

Next, the control device 50 calculates the total amount of fuel in each of the virtual compartments 20a to 20f, and calculates the amount of fuel in the right wing fuel tank 20. The control device 50 may output the calculated amount of fuel in the right wing fuel tank 20 to a cockpit monitor and / or a fuel supply device that supplies fuel to each tank of the aircraft 100.

In the aircraft 100 according to the first embodiment configured in this way, since the fuel amount is calculated in consideration of the fluctuation of the acceleration, the liquid level in the tank changes as the attitude of the aircraft changes and the acceleration / deceleration occurs. Even if it fluctuates, the amount of fuel in the tank can be measured accurately.

Further, in the aircraft 100 according to the first embodiment, the amount of fuel in the tank can be calculated by using the first fluctuation graph in the first posture as in the conventional aircraft, and redundancy is ensured. Can be done.

(Embodiment 2)
In the aircraft according to the second embodiment, the control device creates the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank from the plurality of first data having different accelerations, and is set as (A). , The amount of fuel in each virtual compartment at the reference acceleration is calculated from the height of the liquid level detected by the liquid level sensor and the first data (A1), and the amount of fuel in each virtual compartment calculated in (A1). From the total amount of the first fuel, the acceleration of the aircraft detected by the acceleration sensor, and the second data, the amount of fuel in the tank is calculated by correcting the amount of the first fuel (A2). Has been done.

Hereinafter, an example of the aircraft according to the second embodiment will be described with reference to FIGS. 6 to 8. Since the configuration of the aircraft according to the second embodiment is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
First, a general example of the method for measuring the fuel amount of the aircraft 100 according to the second embodiment will be described with reference to FIG. A specific example of the method for measuring the fuel amount of the aircraft 100 according to the second embodiment will be described later.

FIG. 6 is a flowchart showing the operation of the aircraft according to the second embodiment.

As shown in FIG. 6, the control device 50 stores the first data in the storage device 51 in the same manner as the aircraft 100 according to the first embodiment (step S201). When the control device 50 stores the first data in the storage device 51 once, the step S201 may be omitted when the next fuel amount measurement is executed.

Next, the control device 50 creates the second data, which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank, from the first data (step S202). Specifically, from the first data shown in FIGS. 4 and 5, the total amount of fuel in each virtual compartment 20a to 20f at a predetermined acceleration is calculated, and the amount of fuel in the right wing fuel tank 20 (measured). Calculate the amount of fuel). That is, the measured fuel amount means the amount of fuel calculated based on the height of the liquid level detected by the liquid level sensor without correcting the fluctuation of the liquid level due to the acceleration, although the liquid level fluctuates due to the acceleration.

Next, the control device 50 creates a table (second data) from the calculated measured fuel amount in the right wing fuel tank 20 and the acceleration of the aircraft 100, and stores the table.

Next, the control device 50 determines the amount of fuel in each virtual compartment 20a to 20f from the height of the liquid level detected by the liquid level sensors 2a to 2f and the first fluctuation graph (first data) in the first posture. Calculate (step S203). That is, in step S203, unlike the aircraft 100 according to the first embodiment, the amount of fuel in each of the virtual compartments 20a to 20f is calculated first without considering the acceleration of the aircraft 100 (with the acceleration set to 0).

Next, the control device 50 is in the right wing fuel tank 20 from the first fuel amount, which is the total amount of fuel in each virtual compartment 20a to 20f, the acceleration of the aircraft 100 detected by the acceleration sensor 40, and the second data. The amount of fuel is calculated (step S204), and this flowchart (program) ends.

Specifically, the control device 50 calculates the first fuel amount by adding the fuel amounts in the virtual sections 20a to 20f calculated in step S203. Next, the control device 50 creates a fluctuation graph of the measured fuel amount and acceleration (hereinafter referred to as a second fluctuation graph) shown in FIG. 8 from the second data. Then, the control device 50 corrects the first fuel amount from the first fuel amount and the acceleration of the aircraft 100 detected by the acceleration sensor 40 by using the second fluctuation graph shown in FIG. 8, and the inside of the right wing fuel tank 20. Calculate the amount of fuel in.

Next, a specific example of the fuel amount measuring method for the aircraft 100 according to the second embodiment will be described in detail with reference to FIGS. 6 to 8.

FIG. 7 is a schematic diagram showing an example of the second data which is a correlation between the acceleration of the aircraft and the measured fuel amount (volume) in the tank. FIG. 8 is a schematic diagram showing a fluctuation graph (second fluctuation graph) of the measured fuel amount and acceleration created from the second data shown in FIG. 7.

First, a worker supplies 1700 lb or 3200 lb of fuel into the right wing fuel tank 20, and the control device 50 determines each virtual compartment 20a to 20f from the height of the liquid level detected by the liquid level sensors 2a to 2f. Calculate the amount of fuel inside (measurement with an actual machine). Next, the control device 50 uses the data analyzed by the 3D simulation model under the condition that 1700 lb or 3200 lb of fuel is stored in the right wing fuel tank 20 based on the amount of fuel calculated using the actual machine. Calibrate and store the calibrated data as the first data (step S201 in FIG. 6).

Next, the control device 50 calculates the measured fuel amount in the right wing fuel tank 20 by adding the fuel amounts in the virtual compartments 20a to 20f at a predetermined acceleration from the first data stored in step S201. .. Next, the control device 50 creates a table (second data) from the calculated measured fuel amount in the right wing fuel tank 20 and the acceleration of the aircraft 100 (see FIG. 7), and stores the table in the storage device 51 (FIG. 7). Step S202 of 6).

Next, the control device 50 determines each virtual compartment 20a from the liquid level detected by the liquid level sensors 2a to 2f and the fluctuation graph (first data) of the fuel amount and the liquid level in the first posture. The amount of fuel in ~ 20f is calculated (step S203).

Next, the control device 50 adds the fuel amounts in the virtual compartments 20a to 20f calculated in step S203 to calculate the first fuel amount, and acquires the acceleration of the aircraft 100 detected by the acceleration sensor 40.

Here, the first fuel amount is 2000 lb, the acceleration of the aircraft 100 detected by the acceleration sensor 40 is 0 in the left-right direction / vertical direction, and +0.050 in the front-back direction / vertical direction. Suppose that

Then, from the second data, the control device 50 is a variation table of the amount of fuel when the acceleration in the left-right direction / the acceleration in the vertical direction is 0 and the acceleration in the front-rear direction / the acceleration in the vertical direction fluctuates (shown in FIG. 7). , The table located in the foreground) is selected, and the second fluctuation graph shown in FIG. 8 is created based on the data in the table.

Here, the black circles (●) in FIG. 8 are fluctuation values analyzed by a 3D simulation model (hereinafter, the first fluctuation value) under the condition that fuel having a fuel amount of 1700 lb is stored in the right wing fuel tank 20. ) Is shown. The black squares (■) in FIG. 8 are fluctuation values analyzed by a 3D simulation model (hereinafter, second fluctuation values) under the condition that fuel having a fuel amount of 3200 lb is stored in the right wing fuel tank 20. ) Is shown. The fluctuation value is the actual amount of fuel due to the fluctuation of the liquid level of the fuel in the right wing fuel tank 20 due to the acceleration and the fluctuation of the height of the liquid level detected by the liquid level sensors 2a to 2f. The value that fluctuates from (measured fuel amount).

Next, the control device 50 calculates (corrects) the amount of fuel in the right wing fuel tank 20 from the calculated first fuel amount, the acceleration of the aircraft 100, and the second fluctuation graph shown in FIG. 8 (step S204).

Specifically, the control device 50 sets a black triangle (▲) at the intersection of the fuel amount of 2000 lb and the acceleration of +0.050 in the second fluctuation graph shown in FIG. Then, the control device 50 acquires the first fluctuation value and the second fluctuation value in the vicinity of the intersection of the fuel amount of 2000 lb and the acceleration +0.050. In the case of the second fluctuation graph shown in FIG. 8, the first fluctuation value and the second fluctuation value when the acceleration is +0.035 and +0.070 are selected, respectively. Then, the control device 50 predicts the first fluctuation value when the acceleration is +0.050 from the first fluctuation value when the acceleration is +0.035 and +0.070 (white square (□) in FIG. 8). .. Similarly, the control device 50 predicts the second fluctuation value when the acceleration is +0.050 from the second fluctuation value when the acceleration is +0.035 and +0.070 (white circle (◯) in FIG. 8). ..

Next, in the control device 50, the ratio of the first fuel amount between the first fluctuation value (white square (□)) and the second fluctuation value (white circle (◯)) at the acceleration +0.050 (a: b shown in FIG. 8). ) Is obtained, and the control device 50 calculates the amount of fuel in the right wing fuel tank 20 at an acceleration of 0 from the obtained ratio. That is, the control device 50 has the first fluctuation value (here, 3200 lb) and the first variation value. A value of a: b is calculated between the two fluctuation values (here, 1700 lb), and that value becomes the fuel amount of the right wing fuel tank 20 (white triangle (Δ) in FIG. 8).

Since the fuel amount of the right wing fuel tank 20 obtained in this manner is calculated by taking into account the fluctuation of acceleration, the liquid level in the tank changes as the attitude of the aircraft changes and acceleration / deceleration occurs. Even if it fluctuates, the amount of fuel in the tank can be measured accurately.

Therefore, even the aircraft 100 according to the second embodiment has the same effect as the aircraft 100 according to the first embodiment.

(Embodiment 3)
In the aircraft according to the third embodiment, the control device creates the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank from the plurality of first data having different accelerations, and the liquid level sensor is used. When (C) for determining whether or not it is normal is executed and it is determined in (C) that at least one liquid level sensor is abnormal, the acceleration of the aircraft and (C) are obtained from a plurality of first data having different accelerations. The third data, which is the correlation with the fuel amount obtained by adding the fuel amount in the virtual section where the liquid level sensor judged to be normal in) is arranged, is created, and is normal in (C) as (A). The amount of fuel in each virtual compartment at the reference acceleration is calculated from the liquid level height detected by the liquid level sensor determined to be (A3) and the first data, and in each virtual compartment calculated in (A3). The third fuel amount is calculated by correcting the second fuel amount from the second fuel amount, which is the sum of the fuel amounts of the above, the acceleration of the aircraft detected by the acceleration sensor, and the third data (A4) and (A4). Estimate the amount of fuel in the virtual section where the liquid level sensor determined to be abnormal in (C) is located from the third fuel amount, aircraft acceleration, first data, and second data calculated in 3 The amount of fuel in the tank is calculated from the amount of fuel and the estimated amount of fuel in the virtual section (A5), and is configured to be executed.

Hereinafter, an example of the aircraft according to the third embodiment will be described with reference to FIGS. 9 to 11. Since the configuration of the aircraft according to the third embodiment is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
First, a general example of the method for measuring the fuel amount of the aircraft 100 according to the third embodiment will be described with reference to FIG. A specific example of the method for measuring the fuel amount of the aircraft 100 according to the third embodiment will be described later.

FIG. 9 is a flowchart showing the operation of the aircraft according to the third embodiment.

As shown in FIG. 9, the control device 50 stores the first data in the same manner as the aircraft 100 according to the first embodiment (step S301). When the control device 50 stores the first data in the storage device 51 once, the step S301 may be omitted when the next fuel amount measurement is executed.

Next, the control device 50 determines whether or not each of the liquid level sensors 2a to 2f is normal (step S302). For example, when a failure signal (failure flag) output from the liquid level sensor is input to the control device 50, or when the liquid level height value output from the liquid level sensor is abnormal, the liquid level It can be determined that the sensor is abnormal.

Further, each engine 60a to 60d calculated from the amount of residual fuel in the right wing fuel tank 20 calculated from the value of the liquid level output from the liquid level sensors 2a to 2f and the flow rate detected by the flow rate sensor 80. It is possible to determine whether or not each of the liquid level sensors 2a to 2f is normal by comparing with the amount of fuel supplied to the above.

Specifically, the control device 50 was supplied to each engine 60a to 60d or the like from the amount of fuel stored in the right wing fuel tank 20 before the flight of the aircraft 100 (when the aircraft 100 is located in the parking lot). Calculated from the value obtained by subtracting the fuel amount (the total flow rate detected by the flow rate sensor 80 from the time the aircraft 100 left the parking lot to the present) and the value of the liquid level output from the liquid level sensors 2a to 2f. If the amount of remaining fuel in the right wing fuel tank 20 does not match, it can be determined that the liquid level sensors 2a to 2f are abnormal. In this case, the control device 50 includes a value obtained by subtracting the amount of fuel supplied to each of the engines 60a to 60d from the amount of fuel stored in the right wing fuel tank 20, the acceleration of the aircraft 100, the first data, and the first data. From the second data, the height of the liquid level predicted to be detected by the liquid level sensors 2a to 2f is calculated, and the predicted height is compared with the height detected by the liquid level sensors 2a to 2f. Then, the defective liquid level sensor can be identified.

When the control device 50 determines that the liquid level sensors 2a to 2f are normal in step S302, the liquid level detected by the liquid level sensors 2a to 2f is the same as that of the aircraft 100 according to the first embodiment. The amount of fuel in the right wing fuel tank 20 is calculated from the height, the first data, and the acceleration detected by the acceleration sensor 40 (step S303). The calculation of the amount of fuel in the right wing fuel tank 20 may be performed in the same manner as in the aircraft 100 according to the second embodiment.

On the other hand, when the control device 50 determines in step S302 that at least one of the liquid level sensors 2a to 2f is abnormal, the control device 50 proceeds to step S304. In the following description, the case where the control device 50 determines that the liquid level sensor 2f is abnormal will be described.

In step S304, the control device 50 calculates the measured fuel amount in the right wing fuel tank 20 by adding the fuel amounts in the virtual compartments 20a to 20f at a predetermined acceleration from the first data stored in step S301. To do. Next, the control device 50 creates a table (second data) from the calculated measured fuel amount in the right wing fuel tank 20 and the acceleration of the aircraft 100 (see FIG. 7), and stores the table in the storage device 51. The control device 50 may execute step S304 before step S302. Further, once the second data is stored in the storage device 51, the control device 50 may omit step S304 when executing the next fuel amount measurement.

Next, the control device 50 is in the virtual compartments 20a to 20e in which the liquid level sensors 2a to 2e determined to be normal in step S302 are arranged at a predetermined acceleration from the first data stored in step S301. Calculate the total amount of fuel. Next, the control device 50 creates a table (third data) from the calculated sum and the acceleration of the aircraft 100, and stores the table as the third data in the storage device 51 (step S305). The control device 50 is a fuel obtained from the first data of the virtual section 20f in which the liquid level sensor 2f determined to be abnormal in step S302 is arranged from the measured fuel amount in the right wing fuel tank 20 calculated in step S304. The total amount of fuel in the virtual compartments 20a to 20e may be calculated by subtracting the amount.

Next, the control device 50 uses each virtual from the height of the liquid level detected by the liquid level sensors 2a to 2e determined to be normal in step S302 and the first fluctuation graph (first data) in the first posture. The amount of fuel in the compartments 20a to 20e is calculated (step S306). That is, in step S306, similarly to the aircraft 100 according to the second embodiment, the fuel amount in each of the virtual compartments 20a to 20e is calculated first without considering the acceleration of the aircraft 100.

Next, the control device 50 calculates the second fuel amount, which is the sum of the fuel amounts in the virtual compartments 20a to 20e calculated in step S306. Next, the control device 50 corrects the second fuel amount from the acceleration of the aircraft 100 detected by the acceleration sensor 40 and the third data, and calculates the third fuel amount (step S307). That is, in step S307, the fluctuation of the liquid level due to the acceleration of the aircraft 100 is corrected for the virtual compartments 20a to 20e in which the liquid level sensors 2a to 2e determined to be normal in step S302 are arranged.

Next, the control device 50 calculates the fuel amount in the right wing fuel tank 20 from the third fuel amount, the first data, and the second data calculated in step S307 (step S308), and ends this program.

Specifically, in the control device 50, first, a virtual liquid level sensor 2f determined to be abnormal in step S302 from the third fuel amount calculated in step S307, the first data, and the second data is arranged. The amount of fuel in the compartment 20f is estimated.

Here, when a predetermined amount of fuel is stored in the right wing fuel tank 20, the liquid level of the fuel in each virtual compartment 20a to 20f at a certain acceleration becomes a predetermined height a to f, respectively. Each of the liquid level sensors 2a to 2f detects predetermined heights a to f, respectively. That is, when the aircraft 100 detects the predetermined heights a to e at the predetermined acceleration, the liquid level sensors 2f always detect the predetermined height f. ..

Therefore, the sum of the acceleration of the aircraft 100, the height of the liquid level detected by the liquid level sensors 2a to 2e that have not failed (determined to be normal in step S302), and the fuel amount of the virtual compartments 20a to 20e. If a certain amount of fuel is calculated, the height of the liquid level detected by the liquid level sensor 2f can be estimated from the first data and the second data at a predetermined acceleration of the liquid level sensor 2f. Then, the control device 50 calculates (estimates) the amount of fuel in the virtual compartment 20f from the estimated liquid level height and the first data at the predetermined acceleration of the liquid level sensor 2f.

Next, the control device 50 calculates the fuel amount in the right wing fuel tank 20 by adding the calculated fuel amount of the virtual section 20f to the third fuel amount.

Next, a specific example of the fuel amount measuring method for the aircraft 100 according to the third embodiment will be described in detail with reference to FIGS. 9 to 11. In the following, a case where the liquid level sensor 2f is out of order will be described.

FIG. 10 is a schematic diagram showing an example of the third data which is a correlation between the acceleration of the aircraft and the amount of fuel (volume) in the virtual compartment in which the liquid level sensor determined to be normal is arranged. FIG. 11 is a schematic diagram showing a fluctuation graph of fuel amount and acceleration (third fluctuation graph) created from the third data shown in FIG. Note that FIG. 11 shows a second fluctuation graph of the fuel amount and acceleration created from the second data shown in FIG. 7 with a broken line.

First, as in the second embodiment, the worker supplies 1700 lb or 3200 lb of fuel into the right wing fuel tank 20, and the control device 50 measures the height of the liquid level detected by the liquid level sensors 2a to 2f. From, the amount of fuel in each virtual section 20a to 20f is calculated (measurement with an actual machine). Next, the control device 50 uses the data analyzed by the 3D simulation model under the condition that 1700 lb or 3200 lb of fuel is stored in the right wing fuel tank 20 based on the amount of fuel calculated using the actual machine. The calibration is performed, and the calibrated data is stored in the storage device 51 as the first data (step S301 in FIG. 9).

When 1700 lb of fuel is stored in the right wing fuel tank 20, 500 lb of fuel is stored in the virtual compartment 20f, and when 3200 lb of fuel is stored, it is in the virtual compartment 20f. It is assumed that 600 lbs of fuel is stored in.

Next, the control device 50 determines whether or not each of the liquid level sensors 2a to 2f is normal (step S302). As described above, here, it is assumed that the control device 50 determines that the liquid level sensor 2f is abnormal.

Next, the control device 50 calculates the amount of fuel in the right wing fuel tank 20 by adding the amount of fuel in each of the virtual sections 20a to 20f at a predetermined acceleration from the first data stored in step S301. Next, the control device 50 creates a table (second data) from the calculated measured fuel amount in the right wing fuel tank 20 and the acceleration of the aircraft 100 (see FIG. 7), and stores the table in the storage device 51 (step). S304).

Next, the control device 50 is in the virtual compartments 20a to 20e in which the liquid level sensors 2a to 2e determined to be normal in step S302 are arranged at a predetermined acceleration from the first data stored in step S301. Calculate the total amount of fuel. Next, the control device 50 creates a table (third data) from the calculated sum and the acceleration of the aircraft 100 (see FIG. 10), and stores the table as the third data (step S305).

Next, the control device 50 uses each virtual from the height of the liquid level detected by the liquid level sensors 2a to 2e determined to be normal in step S302 and the first fluctuation graph (first data) in the first posture. The amount of fuel in the compartments 20a to 20e is calculated (step S306).

Next, the control device 50 calculates the second fuel amount, which is the sum of the fuel amounts in the virtual compartments 20a to 20e calculated in step S306. Then, the control device 50 acquires the acceleration of the aircraft 100 detected by the acceleration sensor 40.

Here, the second fuel amount is 1200 lb, the acceleration of the aircraft 100 detected by the acceleration sensor 40 is 0 in the left-right direction / vertical direction, and +0.050 in the front-back direction / vertical direction. Suppose that

Next, from the third data, the control device 50 is a variation table of the amount of fuel when the acceleration in the left-right direction / acceleration in the vertical direction is 0 and the acceleration in the front-rear direction / acceleration in the vertical direction fluctuates (shown in FIG. , The table located in the foreground) is selected, and the third fluctuation graph shown in FIG. 11 is created based on the data in the table.

Here, the black circles (●) in FIG. 11 are fluctuation values analyzed by a 3D simulation model (hereinafter, the third fluctuation) under the condition that fuel having a fuel amount of 1200 lb in the virtual compartments 20a to 20e is stored. (Called a value). The black squares (■) in FIG. 11 are fluctuation values analyzed by a 3D simulation model (hereinafter, the fourth fluctuation) under the condition that fuel having a fuel amount of 2600 lb is stored in the virtual compartments 20a to 20e. (Called a value).

Next, the control device 50 corrects the fuel amount (second fuel amount) in the virtual sections 20a to 20e from the calculated second fuel amount, the acceleration of the aircraft 100, and the third fluctuation graph shown in FIG. The third fuel amount is calculated (step S307).

Specifically, the control device 50 places a black triangle (▲) at the intersection of the fuel amount of 1200 lb and the acceleration of +0.050 in the third fluctuation graph shown in FIG. Then, the control device 50 acquires the third fluctuation value and the fourth fluctuation value in the vicinity of the intersection of the fuel amount of 1200 lb and the acceleration +0.050. In the case of the third fluctuation graph shown in FIG. 11, the third fluctuation value and the fourth fluctuation value when the acceleration is +0.035 and +0.070 are selected, respectively. Then, the control device 50 predicts the third fluctuation value when the acceleration is +0.050 from the third fluctuation value when the acceleration is +0.035 and +0.070 (white square (□) in FIG. 11). .. Similarly, the control device 50 predicts the fourth fluctuation value when the acceleration is +0.050 from the fourth fluctuation value when the acceleration is +0.035 and +0.070 (white circle (◯) in FIG. 11). ..

Next, in the control device 50, the ratio of the second fuel amount between the third fluctuation value (white square (□)) and the fourth fluctuation value (white circle (◯)) at the acceleration +0.050 (c: d shown in FIG. 11). ) Is obtained, and the control device 50 calculates the amount of fuel in the virtual compartments 20a to 20e at 0 acceleration from the obtained ratio. That is, the control device 50 has a third fluctuation value (here, 2600 lb). A value of c: d is calculated between the fourth fluctuation values (here, 1200 lb), and the value becomes the fuel amount (third fuel amount) of the virtual sections 20a to 20e in the first posture (FIG.). 11 white triangles (△)).

Next, the control device 50 calculates the fuel amount in the right wing fuel tank 20 from the third fuel amount, the first data, and the second data calculated in step S307 (step S308), and ends this program.

Specifically, in the control device 50, first, a virtual liquid level sensor 2f determined to be abnormal in step S302 from the third fuel amount calculated in step S307, the first data, and the second data is arranged. The amount of fuel in the compartment 20f is estimated. Next, the control device 50 adds the calculated fuel amount of the virtual section 20f to the third fuel amount to calculate the fuel amount in the right wing fuel tank 20 (double circle (⊚) in FIG. 11).

Further, in step S308, the control device 50 uses the first fluctuation value (1700 lb) and the second fluctuation value (3200 lb) of the second data (broken line in FIG. 11) without using the third fuel amount. The amount of fuel in the right wing fuel tank 20 in the first posture may be calculated from the ratio of the two fuel amounts (c: d). That is, when the acceleration is 0, a value such that c: d is obtained between the first fluctuation value and the second fluctuation value may be calculated, and the calculated value may be used as the fuel amount in the right wing fuel tank 20.

In the aircraft 100 according to the third embodiment configured in this way, the amount of fuel in the tank can be calculated even when one of the plurality of liquid level sensors fails. ..

(Embodiment 4)
In the aircraft according to the fourth embodiment, the control device creates the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank from the plurality of first data having different accelerations, and the liquid level sensor is used. When (C) for determining whether or not it is normal is executed and it is determined in (C) that at least one liquid level sensor is abnormal, the liquid determined to be normal in (C) is determined as (A). The amount of fuel in each virtual compartment is calculated from the height of the liquid level detected by the surface sensor, the acceleration of the aircraft detected by the acceleration sensor, and the first data (A6), and in each virtual compartment calculated in (A6). Estimate the amount of fuel in the virtual section where the liquid level sensor judged to be abnormal in (C) is located from the 4th fuel amount, the acceleration of the aircraft, and the 2nd data, which are the sum of the fuel amounts of 4 The amount of fuel in the tank is calculated from the amount of fuel and the estimated amount of fuel in the virtual section (A7), and is configured to be executed.

Hereinafter, an example of the aircraft according to the fourth embodiment will be described with reference to FIG. Since the configuration of the aircraft according to the fourth embodiment is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
An example of the fuel amount measuring method for the aircraft 100 according to the fourth embodiment will be described with reference to FIG.

FIG. 12 is a flowchart showing the operation of the aircraft according to the fourth embodiment.

As shown in FIG. 12, the control device 50 stores the first data in the same manner as the aircraft 100 according to the first embodiment (step S401). When the control device 50 stores the first data in the storage device 51 once, the step S401 may be omitted when the next fuel amount measurement is executed.

Next, the control device 50 determines whether or not each of the liquid level sensors 2a to 2f is normal in the same manner as the aircraft 100 according to the third embodiment (step S402).

When the control device 50 determines that the liquid level sensors 2a to 2f are normal in step S402, the liquid level detected by the liquid level sensors 2a to 2f is the same as that of the aircraft 100 according to the first embodiment. The amount of fuel in the right wing fuel tank 20 is calculated from the height, the first data, and the acceleration detected by the acceleration sensor 40 (step S403). The calculation of the amount of fuel in the right wing fuel tank 20 may be performed in the same manner as in the aircraft 100 according to the second embodiment.

On the other hand, when the control device 50 determines in step S402 that at least one of the liquid level sensors 2a to 2f is abnormal, the control device 50 proceeds to step S404. In the following description, the case where the control device 50 determines that the liquid level sensor 2f is abnormal will be described.

In step S404, the control device 50 calculates the measured fuel amount in the right wing fuel tank 20 by adding the fuel amounts in the virtual compartments 20a to 20f at a predetermined acceleration from the first data stored in step S401. To do. Next, the control device 50 creates a table (second data) from the calculated measured fuel amount in the right wing fuel tank 20 and the acceleration of the aircraft 100 (see FIG. 7), and stores the table in the storage device 51.

Next, the control device 50 calculates the amount of fuel in each virtual compartment 20a to 20e in which the liquid level sensors 2a to 2e determined to be normal in step S402 are arranged (step S405). Specifically, the control device 50 selects a fluctuation graph corresponding to the acceleration detected by the acceleration sensor 40 from the first data stored in step S401, and the selected fluctuation graph and the liquid level sensors 2a to 2e detect it. The amount of fuel in each of the virtual compartments 20a to 20e is calculated from the height of the liquid level.

Next, the control device 50 calculates the fourth fuel amount, which is the total amount of fuel in each of the virtual sections 20a to 20e calculated in step S405. Next, the control device 50 estimates the fuel amount in the virtual compartment 20f in which the liquid level sensor 2f determined to be abnormal in step S402 is arranged from the fourth fuel amount, the first data, and the second data.

As described above, the acceleration of the aircraft 100, the height of the liquid level detected by the liquid level sensors 2a to 2e that have not failed (determined to be normal in step S402), and the fuel amount of the virtual compartments 20a to 20e. If the total fourth fuel amount is calculated, the height of the liquid level detected by the liquid level sensor 2f can be estimated from the first data and the second data at a predetermined acceleration of the liquid level sensor 2f. .. Then, the control device 50 calculates (estimates) the amount of fuel in the virtual compartment 20f from the estimated liquid level height and the first data at the predetermined acceleration of the liquid level sensor 2f.

Then, the control device 50 calculates the fuel amount in the right wing fuel tank 20 by adding the calculated fuel amount of the virtual section 20f to the fourth fuel amount (step S406), and ends this program.

Even the aircraft 100 according to the fourth embodiment, which is configured in this way, has the same effects as the aircraft 100 according to the third embodiment.

(Embodiment 5)
In the aircraft according to the fifth embodiment, when the control device cannot acquire the acceleration of the aircraft from the acceleration sensor, as (A), the liquid level detected by the liquid level sensor and the reference acceleration are the first. The amount of fuel in each virtual section is calculated from one data, and the calculated amount of fuel is added to calculate the amount of fuel in the tank.

Hereinafter, an example of the aircraft according to the fifth embodiment will be described with reference to FIG. Since the configuration of the aircraft according to the fifth embodiment is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
By the way, when the acceleration sensor 40 fails, or when the cable connecting the acceleration sensor 40 and the control device 50 is broken, the control device 50 cannot acquire the acceleration from the acceleration sensor 40. If the acceleration cannot be acquired, the control device 50 cannot select the fluctuation graph corresponding to the acceleration detected by the acceleration sensor 40 from the first data, so that the fuel amount in the tank may not be calculated. is there. Therefore, in the aircraft according to the fifth embodiment, the amount of fuel in the tank is calculated as follows.

FIG. 13 is a flowchart showing the operation of the aircraft according to the fifth embodiment.

As shown in FIG. 13, the control device 50 stores the first data in the same manner as the aircraft 100 according to the first embodiment (step S501). In addition, once the first data is stored in the storage device 51, the control device 50 may omit step S501 when executing the next fuel amount measurement.

Next, the control device 50 determines whether or not the acceleration has been acquired from the acceleration sensor 40 (step S502).

When the control device 50 acquires the acceleration from the acceleration sensor 40 (Yes in step S502), the control device 50 determines the height of the liquid level detected by the liquid level sensors 2a to 2f, the first data, as in the first embodiment. The amount of fuel in the right wing fuel tank 20 is calculated from the acceleration detected by the acceleration sensor 40 (step S503), and this program ends. The calculation of the amount of fuel in the right wing fuel tank 20 may be performed in the same manner as in the aircraft 100 according to the second embodiment.

On the other hand, when the control device 50 cannot acquire the acceleration from the acceleration sensor 40 (No in step S502), the height of the liquid level detected by the liquid level sensors 2a to 2f and the first in the first posture. From the fluctuation graph, the amount of fuel in each virtual section 20a to 20f is calculated, the amount of fuel in the right wing fuel tank 20 is calculated (step S504), and this program ends.

That is, when the control device 50 cannot acquire the acceleration from the acceleration sensor 40, the control device 50 considers that the acceleration in the front-rear and left-right directions is 0, selects the first fluctuation graph in the first posture, and inside the right wing fuel tank 20. Calculate the amount of fuel in.

Even the aircraft 100 according to the fifth embodiment, which is configured in this way, has the same effects as the aircraft 100 according to the first embodiment. Further, in the aircraft 100 according to the fifth embodiment, even when the acceleration cannot be acquired from the acceleration sensor 40, the fuel amount in the tank can be calculated, so that an error that the fuel amount in the tank cannot be displayed occurs. Can be suppressed.

When the acceleration cannot be acquired from the acceleration sensor 40, the control device 50 may calculate the amount of fuel in the tank by the following method. That is, first, the liquid level detected by the liquid level sensor when the control device 50 is in a state where the legs of the aircraft 100 are in contact with the ground (a state in which the nose of the aircraft 100 is lowered by a predetermined angle; hereinafter referred to as a second posture). The first data including the second posture, which is the correlation between the height of the aircraft and the amount of fuel (volume), is stored in the storage unit.

Then, when the control device 50 acquires a signal from the sensor indicating that the legs of the aircraft 100 are not in contact with the ground, the liquid level detected by the liquid level sensors 2a to 2f and the first posture. From the first fluctuation graph, the amount of fuel in each virtual section 20a to 20f is calculated, and the amount of fuel in the right wing fuel tank 20 is calculated.

On the other hand, when the control device 50 acquires a signal from the sensor indicating that the legs of the aircraft 100 are in contact with the ground, the liquid level detected by the liquid level sensors 2a to 2f and the second posture. From the first fluctuation graph, the amount of fuel in each virtual section 20a to 20f is calculated, and the amount of fuel in the right wing fuel tank 20 is calculated.

(Embodiment 6)
The aircraft according to the sixth embodiment further includes a flow rate sensor that detects the flow rate of fuel delivered from the tank, and the control device is used when the rate of change in the acceleration of the aircraft acquired from the acceleration sensor is equal to or higher than a predetermined value. Is configured to execute (E) in which the fuel amount in the tank is estimated from the fuel amount in the tank calculated last time and the flow rate of the fuel detected by the flow rate sensor instead of (A).

Hereinafter, an example of the aircraft according to the sixth embodiment will be described with reference to FIG. Since the configuration of the aircraft according to the sixth embodiment is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
By the way, when the aircraft 100 lands, especially when the wheels come into contact with the ground, the liquid level in the tank fluctuates greatly due to the impact. Also, when the aircraft 100 changes direction to the left or right during taxiing, the liquid level in the tank fluctuates greatly. That is, when the acceleration of the aircraft 100 exceeds a predetermined value, the liquid level in the tank fluctuates greatly. Further, when the acceleration in the vertical direction of the aircraft 100 is close to 0, it is conceivable that the value in the acceleration / vertical direction in the front-rear direction or the left-right direction, which is a parameter of the attitude angle, becomes undefined. In such a case, if the fuel amount is calculated based on the height of the liquid level detected by the liquid level sensor, a large error may occur. Therefore, in the aircraft according to the sixth embodiment, the amount of fuel in the tank is calculated as follows.

FIG. 14 is a flowchart showing an example of the operation of the aircraft according to the sixth embodiment.

As shown in FIG. 14, the control device 50 acquires the acceleration from the acceleration sensor 40, and calculates the rate of change of the acceleration from the acquired acceleration and the acceleration acquired from the previous acceleration sensor 40 (step S601). Then, the control device 50 determines whether or not the rate of change of the acceleration calculated in step S601 is smaller than a predetermined value (step S602).

Here, the predetermined value can be arbitrarily set, and may be appropriately set according to, for example, the total length, weight, engine output, cruising distance, etc. of the aircraft 100, and the acceleration change of the aircraft becomes large. The operation may be analyzed, and the time during which the acceleration change becomes equal to or higher than a predetermined value and the fuel consumption during that time may be set to values that do not affect the resolution of the instruction.

When the rate of change of acceleration calculated in step S601 is smaller than a predetermined value (Yes in step S602), the control device 50 determines the amount of fuel in the right wing fuel tank 20 based on the acceleration acquired from the acceleration sensor 40. Calculate (step S603). The calculation of the amount of fuel in the right wing fuel tank 20 may be executed in the same manner as the aircraft 100 according to the first embodiment, or may be executed in the same manner as the aircraft 100 according to the second embodiment.

On the other hand, when the rate of change in acceleration calculated in step S601 is equal to or greater than a predetermined value (No in step S602), the control device 50 detects the amount of fuel in the right wing fuel tank 20 and the flow rate sensor 80 calculated last time. The amount of fuel in the right wing fuel tank 20 is calculated (estimated) (step S604) from the flow rate of the fuel, and this program ends.

Specifically, the control device 50 uses, for example, the amount of fuel stored in the right wing fuel tank 20 (fuel in the tank calculated last time) before the flight of the aircraft 100 (when the aircraft 100 is located in the parking lot). The amount) may be estimated as the amount of fuel in the right wing fuel tank 20 by subtracting the sum of the flow rates detected by the flow rate sensor 80 from the time when the aircraft 100 leaves the parking lot to the present.

Further, for example, when the rate of change in acceleration when the fuel amount in the right wing fuel tank 20 was calculated last time is smaller than a predetermined value, the control device 50 sets the fuel amount as the fuel amount in the tank calculated last time. Even if the value obtained by subtracting the sum of the flow rates detected by the flow rate sensor 80 from the previous calculation of the fuel amount in the right wing fuel tank 20 to the present is calculated as the fuel amount in the right wing fuel tank 20. Good.

[Modification 1]
The aircraft of the first modification of the sixth embodiment further includes a flow rate sensor that detects the flow rate of the fuel delivered from the tank, and the control device is in the case where the acceleration of the aircraft acquired from the acceleration sensor is within the first range. Instead of (A), (E) is configured to estimate the amount of fuel in the tank from the amount of fuel in the tank calculated last time and the flow rate of fuel detected by the flow rate sensor.

Hereinafter, an example of the aircraft of the modified example 1 of the sixth embodiment will be described with reference to FIG. Since the configuration of the aircraft of the present modification 1 is the same as that of the aircraft according to the first embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
FIG. 15 is a flowchart showing the operation of the aircraft of the modified example 1 in the sixth embodiment.

As shown in FIG. 15, the control device 50 acquires the acceleration from the acceleration sensor 40 (step S701), and determines whether or not the acceleration acquired in step S701 is outside the first range (step S702).

Here, the first range can be arbitrarily set, for example, the acceleration in the vertical direction may be a value smaller than 1.0 G (for example, 0.9 G or less, 0 G) which is actually frequently used. The acceleration in the left-right direction may be smaller than the acceleration during taxiing turning and larger than the acceleration due to the inclination of the parking lot (for example, 0.05 G).

When the acceleration acquired in step S701 is outside the first range (Yes in step S702), the control device 50 calculates the amount of fuel in the right wing fuel tank 20 based on the acceleration acquired from the acceleration sensor 40. (Step S703). The calculation of the amount of fuel in the right wing fuel tank 20 may be executed in the same manner as the aircraft 100 according to the first embodiment, or may be executed in the same manner as the aircraft 100 according to the second embodiment.

On the other hand, when the acceleration calculated in step S701 is not outside the first range, that is, within the first range (No in step S702), the control device 50 is in the right wing fuel tank 20 calculated last time. The fuel amount in the right wing fuel tank 20 is calculated (estimated) (step S704) from the fuel amount and the fuel flow rate detected by the flow rate sensor 80, and this program ends.

Specifically, the control device 50 uses, for example, the amount of fuel stored in the right wing fuel tank 20 (fuel in the tank calculated last time) before the flight of the aircraft 100 (when the aircraft 100 is located in the parking lot). The amount) may be estimated as the amount of fuel in the right wing fuel tank 20 by subtracting the sum of the flow rates detected by the flow rate sensor 80 from the time when the aircraft 100 leaves the parking lot to the present.

Further, for example, when the acceleration when the fuel amount in the right wing fuel tank 20 was calculated last time is not outside the first range, the control device 50 sets the fuel amount as the fuel amount in the tank calculated last time. The fuel amount in the right wing fuel tank 20 may be estimated by subtracting the sum of the flow rates detected by the flow sensor 80 from the previous calculation of the fuel amount in the right wing fuel tank 20 to the present. ..

Even the aircraft 100 of the present modification 1 configured in this way has the same effects as the aircraft 100 according to the sixth embodiment.

(Embodiment 7)
The aircraft according to the seventh embodiment further includes a fuel flow path through which fuel sent from the tank flows, and a valve provided in the fuel flow path, and the control device is an aircraft acquired from an acceleration sensor. If the rate of change in acceleration is greater than or equal to a predetermined value, instead of (A), the amount of fuel in the tank is estimated from the previously calculated amount of fuel in the tank and the time when the valve was open (F). Is configured to run.

Hereinafter, an example of the aircraft according to the seventh embodiment will be described with reference to FIG.

[Aircraft configuration]
FIG. 16 is a schematic view showing a schematic configuration of an aircraft according to the seventh embodiment.

As shown in FIG. 16, the aircraft 100 according to the seventh embodiment has the same basic configuration as the aircraft 100 according to the first embodiment, but is provided with a valve 90 in the fuel flow path 70. It will be different. The valve 90 may be any valve as long as it can allow / block the flow of fuel in the fuel flow path 70, and for example, an on-off valve or a flow rate adjusting valve can be used. Further, the installation location and the number of valves 90 are arbitrarily set. Then, the valve 90 opens or closes the valve body under the control of the control device 50.

[Aircraft operation (fuel amount measurement method)]
Next, the operation (fuel amount measuring method) of the aircraft 100 according to the first embodiment will be described with reference to FIGS. 16 and 17. In the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

FIG. 17 is a flowchart showing the operation of the aircraft according to the seventh embodiment.

As shown in FIG. 17, the aircraft 100 according to the seventh embodiment executes the same operation as the aircraft 100 according to the sixth embodiment, but steps S604A are executed instead of step S604. different. Specifically, when the rate of change in acceleration calculated in step S601 is equal to or greater than a predetermined value (No in step S602), the control device 50 determines the amount of fuel in the right wing fuel tank 20 and the valve 90 calculated last time. The amount of fuel in the right wing fuel tank 20 is calculated (estimated) (step S604A) from the time when the fuel tank 20 is open, and this program ends.

Specifically, the control device 50 opens the valve 90 from, for example, the amount of fuel stored in the right wing fuel tank 20 (the amount of fuel in the tank calculated last time) before the flight of the aircraft 100. The fuel in the right wing fuel tank 20 is obtained by subtracting the flow rate obtained by integrating the flow rate of the fuel flowing through the fuel flow path 70 and the time when the valve 90 has been opened since the aircraft 100 left the parking lot. It may be estimated as a quantity.

Further, for example, when the rate of change in acceleration when the fuel amount in the right wing fuel tank 20 was calculated last time is smaller than a predetermined value, the control device 50 sets the fuel amount as the fuel amount in the tank calculated last time. From the fuel amount, the amount of fuel in the right wing fuel tank 20 was calculated last time, and then the flow rate of fuel flowing through the fuel flow path 70 by opening the valve 90 and the time when the valve 90 has been opened up to now. May be estimated as the amount of fuel in the right wing fuel tank 20 by subtracting the flow rate obtained by integrating the above.

The flow rate of the fuel flowing through the fuel flow path 70 by opening the valve 90 may be the average value of the fuel flowing through the fuel flow path 70, and is the flow rate set by default. May be good.

Even the aircraft 100 according to the seventh embodiment, which is configured in this way, has the same effects as the aircraft 100 according to the sixth embodiment.

[Modification 1]
The aircraft of the first modification of the seventh embodiment further includes a fuel flow path through which fuel sent from the tank flows, and a valve provided in the fuel flow path, and the control device is from an acceleration sensor. If the acquired aircraft acceleration is within the first range, instead of (A), the fuel amount in the tank is estimated from the previously calculated fuel amount in the tank and the time when the valve was open (F). ) Is configured to execute.

Hereinafter, an example of the aircraft of the first modification of the seventh embodiment will be described with reference to FIG. Since the configuration of the aircraft of the present modification 1 is the same as that of the aircraft according to the seventh embodiment, detailed description thereof will be omitted. Further, in the following description, a method of measuring the amount of fuel in the right wing fuel tank 20 will be described. Since the central tank 10 and the left wing fuel tank 30 can be measured in the same manner as the right wing fuel tank 20, detailed description thereof will be omitted.

[Aircraft operation (fuel amount measurement method)]
FIG. 18 is a flowchart showing the operation of the aircraft of the modified example 1 in the seventh embodiment.

As shown in FIG. 18, the aircraft 100 of the modified example 1 in the seventh embodiment performs the same operation as the aircraft 100 of the modified example 1 of the sixth embodiment, but instead of step S704, step S704A Is executed. Specifically, when the acceleration calculated in step S701 is within the first range (No in step S702), the control device 50 opens the fuel amount and the valve 90 in the right wing fuel tank 20 calculated last time. From the time spent, the amount of fuel in the right wing fuel tank 20 is calculated (estimated) (step S704A), and this program ends.

Specifically, the control device 50 is the same as in step S604A of the seventh embodiment, the fuel flowing through the fuel flow path 70 by opening the valve 90 from the fuel amount in the right wing fuel tank 20 calculated last time. The fuel amount in the right wing fuel tank 20 is estimated by subtracting the flow rate obtained by integrating the flow rate of the fuel and the time when the valve 90 has been opened so far.

Even the aircraft 100 of the present modification 1 configured in this way has the same effects as the aircraft 100 according to the sixth embodiment.

From the above description, many improvements and other embodiments of the present invention will be apparent to those skilled in the art. Therefore, the above description should be construed as an example only and is provided for the purpose of teaching those skilled in the art the best aspects of carrying out the present invention. The details of its structure and / or function can be substantially changed without departing from the spirit of the present invention.

Since the method for measuring the fuel amount of an aircraft and the aircraft of the present invention can accurately measure the fuel amount in the tank even if the liquid level in the tank fluctuates due to the attitude change and acceleration / deceleration of the aircraft. It is useful.

1a Liquid level sensor 2a Liquid level sensor 2b Liquid level sensor 2c Liquid level sensor 2d Liquid level sensor 2e Liquid level sensor 2f Liquid level sensor 3a Liquid level sensor 3a Liquid level sensor 3b Liquid level sensor 3c Liquid level sensor 3d Liquid level sensor 3e Liquid Surface sensor 3f Liquid level sensor 10 Central tank 10a Virtual compartment 10b Virtual compartment 20 Right wing fuel tank 20a Virtual compartment 20b Virtual compartment 20c Virtual compartment 20d Virtual compartment 20e Virtual compartment 20f Virtual compartment 30 Left wing fuel tank 30a Virtual compartment 30b Virtual compartment 30c Virtual compartment 30d virtual compartment 30e virtual compartment 30f virtual compartment 40 acceleration sensor 50 controller 60a engine 60b engine 60c engine 60d engine 70 fuel flow path 80 flow sensor 90 valve 100 aircraft

Claims (12)

A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
When the amount of fuel in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A) ,
From the plurality of first data having different accelerations, the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank is created (B).
As the (A), the amount of fuel in each virtual compartment at the reference acceleration is calculated from the height of the liquid level detected by the liquid level sensor and the first data (A1).
The first fuel amount is corrected from the first fuel amount, which is the sum of the fuel amounts in each virtual section calculated in (A1), the acceleration of the aircraft detected by the acceleration sensor, and the second data. wherein calculating the amount of fuel in the tank and (A2), you run, fuel amount measuring method of the aircraft Te. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
When the fuel level in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A),
When the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank is created from the plurality of first data having different accelerations (B),
When it is determined whether or not the liquid level sensor is normal (C),
When it is determined in (C) that at least one of the liquid level sensors is abnormal, the acceleration of the aircraft and the liquid level determined to be normal in (C) are determined from the plurality of first data having different accelerations. sensor creates a third data is a correlation between the amount of fuel added to the fuel amount in the virtual partition being arranged as (D), Bei give a,
As (A), the amount of fuel in each virtual compartment at the reference acceleration is calculated from the height of the liquid level detected by the liquid level sensor determined to be normal in (C) and the first data. (A3) and
The second fuel amount is corrected from the second fuel amount, which is the sum of the fuel amounts in each virtual section calculated in (A3), the acceleration of the aircraft detected by the acceleration sensor, and the third data. When the third fuel amount is calculated (A4),
The liquid level sensor determined to be abnormal in (C) from the third fuel amount calculated in (A4), the acceleration of the aircraft, the first data, and the second data is arranged. estimating the fuel quantity in the virtual compartments, executes, and calculates (A5) the fuel quantity in the tank from the fuel amount of the third fuel quantity and the estimated said virtual lane, the fuel amount of aircraft Measuring method. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
When the fuel level in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A),
When the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank is created from the plurality of first data having different accelerations (B),
E Bei a said liquid level sensor determines whether a normal (C),
If it is determined in (C) that at least one of the liquid level sensors is abnormal,
As the (A), the height of the liquid level detected by the liquid level sensor determined to be normal in the (C), the acceleration of the aircraft detected by the acceleration sensor, and each of the above virtuals from the first data. When the amount of fuel in the compartment is calculated (A6),
The liquid level sensor determined to be abnormal in (C) from the fourth fuel amount, which is the sum of the fuel amounts in each virtual compartment calculated in (A6), the acceleration of the aircraft, and the second data. Estimates the amount of fuel in the virtual compartment in which the above is arranged, and calculates the amount of fuel in the tank from the fourth fuel amount and the estimated fuel amount in the virtual compartment (A7) . fuel quantity measurement method of the aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
The fuel level in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A).
If the acceleration of the aircraft cannot be obtained from the acceleration sensor,
As (A), the amount of fuel in each virtual compartment is calculated from the first data at the height of the liquid level and the reference acceleration detected by the liquid level sensor, and the calculated fuel amount is added to the inside of the tank. A method of measuring the amount of fuel in an aircraft to calculate the amount of fuel in the aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
The fuel level in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A).
The aircraft further comprises a flow rate sensor that detects the flow rate of the fuel delivered from the tank.
When the rate of change in the acceleration of the aircraft acquired from the acceleration sensor is equal to or greater than a predetermined value, or when the acceleration of the aircraft acquired from the acceleration sensor is within the first range,
The place (A), the amount of fuel and the flow rate sensor in the tank previously calculated estimates the amount of fuel in the tank from the flow rate of the fuel is detected to perform the (E), fuel aircraft Quantity measurement method. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
An aircraft fuel comprising a storage device that stores first data that is a correlation between the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. It is a quantity measurement method
The fuel level in the tank is calculated from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor (A).
The aircraft further includes a fuel flow path through which the fuel delivered from the tank flows, and a valve provided in the fuel flow path.
When the rate of change in the acceleration of the aircraft acquired from the acceleration sensor is equal to or greater than a predetermined value, or when the acceleration of the aircraft acquired from the acceleration sensor is within the first range,
The place (A), the previous amount of fuel and the valves calculated in the tank to estimate the amount of fuel in the tank from the time that was opened to perform the (F), the fuel amount measuring method of aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
Wherein the control device executes the liquid level sensor detects the liquid level height, the first data, and the acceleration sensor to calculate the fuel quantity in the tank from the acceleration of the aircraft has been detected (A) ,
From the plurality of first data having different accelerations, the second data which is the correlation between the acceleration of the aircraft and the measured fuel amount in the tank is created.
As the (A), the amount of fuel in each virtual compartment at the reference acceleration is calculated from the height of the liquid level detected by the liquid level sensor and the first data (A1).
The first fuel amount is corrected from the first fuel amount, which is the sum of the fuel amounts in each virtual section calculated in (A1), the acceleration of the aircraft detected by the acceleration sensor, and the second data. An aircraft configured to perform the calculation of the amount of fuel in the tank (A2) . A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
The control device executes (A) to calculate the amount of fuel in the tank from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. ,
Different from the plurality of the first data of acceleration, to create the second data is a correlation of measured fuel in acceleration and the tank of the aircraft,
(C) for determining whether or not the liquid level sensor is normal is executed, and
If it is determined in (C) that at least one of the liquid level sensors is abnormal,
From the plurality of first data having different accelerations, the acceleration of the aircraft and the fuel amount obtained by adding the fuel amount in the virtual section in which the liquid level sensor determined to be normal in (C) is arranged are added. Create the third data that is the correlation,
As (A), the amount of fuel in each virtual compartment at the reference acceleration is calculated from the height of the liquid level detected by the liquid level sensor determined to be normal in (C) and the first data. (A3) and
The second fuel amount is corrected from the second fuel amount, which is the sum of the fuel amounts in each virtual section calculated in (A3), the acceleration of the aircraft detected by the acceleration sensor, and the third data. When the third fuel amount is calculated (A4),
The liquid level sensor determined to be abnormal in (C) from the third fuel amount calculated in (A4), the acceleration of the aircraft, the first data, and the second data is arranged. estimating the fuel quantity in the virtual compartments, executes, and calculates (A5) the fuel quantity in the tank from the fuel amount of the third fuel quantity and the estimated said virtual lane, aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
The control device executes (A) to calculate the amount of fuel in the tank from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. ,
Different from the plurality of the first data of acceleration, to create the second data is a correlation of measured fuel in acceleration and the tank of the aircraft,
(C) for determining whether or not the liquid level sensor is normal is executed, and
If it is determined in (C) that at least one of the liquid level sensors is abnormal,
As the (A), the height of the liquid level detected by the liquid level sensor determined to be normal in the (C), the acceleration of the aircraft detected by the acceleration sensor, and each of the above virtuals from the first data. When the amount of fuel in the compartment is calculated (A6),
The liquid level sensor determined to be abnormal in (C) from the fourth fuel amount, which is the sum of the fuel amounts in each virtual compartment calculated in (A6), the acceleration of the aircraft, and the second data. Estimates the amount of fuel in the virtual compartment in which is arranged, and calculates the amount of fuel in the tank from the fourth fuel amount and the estimated fuel amount in the virtual compartment (A7) . aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
The control device executes (A) to calculate the amount of fuel in the tank from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. ,
If it can not obtain the acceleration of the aircraft from the front Symbol acceleration sensor,
As (A), the amount of fuel in each virtual compartment is calculated from the first data at the height of the liquid level and the reference acceleration detected by the liquid level sensor, and the calculated fuel amount is added to the inside of the tank. to calculate the amount of fuel, aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
The control device executes (A) to calculate the amount of fuel in the tank from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. ,
The aircraft further comprises a flow rate sensor that detects the flow rate of the fuel delivered from the tank.
When the rate of change of the acceleration of the aircraft acquired from the acceleration sensor is equal to or higher than a predetermined value, or when the acceleration of the aircraft acquired from the acceleration sensor is within the first range, the control device is used.
The place (A), the amount of fuel and the flow rate sensor in the tank previously calculated estimates the amount of fuel in the tank from the flow rate of the fuel is detected to perform the (E), aircraft. A tank that stores fuel and is divided into two or more virtual compartments,
A liquid level sensor that detects the liquid level in the tank and is arranged in each of the virtual sections,
Accelerometers that detect the acceleration of aircraft and
A control device having a storage device that stores first data that is a correlation between the height of the liquid level detected by the liquid level sensor and the amount of fuel in the virtual compartment at a predetermined acceleration of the aircraft. Prepare,
The control device executes (A) to calculate the amount of fuel in the tank from the height of the liquid level detected by the liquid level sensor, the first data, and the acceleration of the aircraft detected by the acceleration sensor. ,
The aircraft further includes a fuel flow path through which the fuel delivered from the tank flows, and a valve provided in the fuel flow path.
When the rate of change in the acceleration of the aircraft acquired from the acceleration sensor is equal to or greater than a predetermined value, or when the acceleration of the aircraft acquired from the acceleration sensor is within the first range, the control device (A) instead, the fuel amount and the valve in the tank previously calculated estimates the amount of fuel in the tank from the open have time to perform the (F), aircraft.

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