An aircraft hydraulic pump and control method and apparatus

Abstract

The application discloses an aviation hydraulic pump and a control method and device, relates to the technical field of aviation hydraulic pumps, and aims to solve the problem that the existing aviation hydraulic pump still does useless work when no hydraulic energy is needed. The aviation hydraulic pump comprises a clutch, a wheel speed sensor, a hydraulic pump, a pressure sensor and a controller, an engine or a wheel of an aircraft is in driving connection with the hydraulic pump through the clutch, and the controller is connected with the clutch, the pressure sensor and the wheel speed sensor. The method is applied to the aviation hydraulic pump. The device is applied to the aviation hydraulic pump. The aviation hydraulic pump, the control method and the device are used for judging whether the hydraulic system or the brake system of the aircraft needs hydraulic energy according to the flight state of the aircraft, controlling whether the hydraulic pump works, reducing the useless working time of the hydraulic pump in the state without hydraulic energy demand, and prolonging the service life of the hydraulic pump.

Description

Technical Field

[0001] This invention relates to the field of aircraft hydraulic technology, and particularly to an aviation hydraulic pump, control method, and device. Background Technology

[0002] As a power component on an aircraft, the aviation hydraulic pump is driven by the engine or wheels, converting the mechanical energy of the engine or wheels into hydraulic energy to provide hydraulic power for the aircraft's flight control. When the engine or wheels are running, the aviation hydraulic pump operates continuously along with them.

[0003] However, when the hydraulic pump rotates with the engine, it generally operates in two modes: pressurization and depressurization. In depressurization mode, the hydraulic pump remains at its rated speed, low pressure, and zero flow, constantly running—a useless operation that significantly reduces its effective lifespan. When the hydraulic pump rotates with the landing gear, if the aircraft's landing speed is high, the pump's speed will be high, impacting its lifespan. Furthermore, due to the high aircraft speed during landing, braking is not advisable; therefore, during this process, the hydraulic pump operates at high speed under no-load conditions, performing useless work and further reducing its effective lifespan. Summary of the Invention

[0004] The purpose of this invention is to provide an aviation hydraulic pump and a control method and device, which controls whether the hydraulic pump works according to whether the aircraft needs hydraulic energy, thereby avoiding the hydraulic pump from doing useless work and extending the service life of the hydraulic pump.

[0005] In a first aspect, the present invention provides an aviation hydraulic pump, comprising: a clutch, a hydraulic pump body, a wheel speed sensor, a pressure sensor, and a controller, wherein the engine or wheels of the aircraft are connected to the hydraulic pump body via the clutch, and the controller is electrically connected to the clutch, the wheel speed sensor, and the pressure sensor, respectively.

[0006] The wheel speed sensor is used to detect the rotational speed information of the aircraft and send the rotational speed information of the aircraft to the controller; the pressure sensor is used to detect the pressure information of the oil outlet circuit of the hydraulic pump body and send the pressure information of the oil outlet circuit to the controller.

[0007] The controller is used to confirm that the wheels are rotating based on the rotation speed information of the aircraft, and to confirm whether the engine or wheels are in a state of hydraulic power demand or non-hydraulic power demand based on the pressure information of the oil outlet circuit of the hydraulic pump body.

[0008] The controller is configured to, when the wheel is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the wheel; and when the wheel is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the wheel. The controller is also configured to, when the engine is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the engine; and when the engine is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the engine.

[0009] Compared with the prior art, the aviation hydraulic pump provided by the present invention includes a clutch, a wheel speed sensor, a hydraulic pump body, a pressure sensor, and a controller. The engine or wheels of the aircraft are connected to the hydraulic pump body via the clutch. The controller is electrically connected to the clutch and the wheel speed sensor. Therefore, the wheel speed sensor can be used to detect engine speed information or wheel speed information and send the engine speed information or wheel speed information to the controller. The pressure sensor can be used to detect the pressure information of the oil outlet of the hydraulic pump body and send the pressure information of the oil outlet to the controller. Then, the controller can be used to control the clutch to be energized or de-energized to control the clutch to disengage and engage, thereby controlling the disconnection and connection of the hydraulic pump body with the engine or wheels.

[0010] For example, based on the rotor speed information, it can be confirmed that the rotor is rotating. Based on the pressure information of the hydraulic pump's outlet oil circuit, it can be confirmed whether the engine or rotor is in a state of hydraulic power demand or not. When the rotor is in a state of hydraulic power demand, the controller can control the clutch to engage the transmission connection between the hydraulic pump and the rotor. When the rotor is in a state of not requiring hydraulic power, the controller controls the clutch to disengage the transmission connection between the hydraulic pump and the rotor. When the engine is in a state of hydraulic power demand, the controller controls the clutch to engage the transmission connection between the hydraulic pump and the engine. When the engine is in a state of not requiring hydraulic power, the controller controls the clutch to disengage the transmission connection between the hydraulic pump and the engine. In other words, the controller can control the clutch to connect or disconnect the engine or rotor from the hydraulic pump. This allows the hydraulic pump to connect to the engine or rotor when the engine or rotor needs hydraulic energy, thus providing mechanical power to the hydraulic pump, which in turn provides hydraulic energy to the engine or rotor. When the engine or rotor does not need hydraulic energy, the hydraulic pump is disconnected from the engine or rotor. Therefore, the aircraft can be disconnected from the engine or wheels when hydraulic power is not needed, and will no longer rotate with the rotation of the engine or wheels, avoiding the hydraulic pump doing useless work and wasting energy, and extending the service life of the hydraulic pump.

[0011] As can be seen from the above, the aviation hydraulic pump of the present invention can control whether the hydraulic pump works according to whether the aircraft needs hydraulic energy, thereby avoiding the hydraulic pump from doing useless work and extending the service life of the hydraulic pump.

[0012] In a second aspect, embodiments of the present invention provide a control method for an aviation hydraulic pump, using the aviation hydraulic pump described in the first aspect, the method comprising:

[0013] The controller receives aircraft rotation speed information from wheel speed sensors and oil outlet pressure information from hydraulic pump body via pressure sensors.

[0014] Based on the wheel speed information, it is confirmed that the wheel is rotating. Based on the oil pressure information of the hydraulic pump body, it is confirmed that the engine or wheel is in a state of hydraulic power demand or non-hydraulic power demand.

[0015] When the engine wheel is in a state requiring hydraulic power, the clutch is controlled to engage the transmission connection between the hydraulic pump body and the engine wheel; when the engine wheel is not in a state requiring hydraulic power, the clutch is controlled to disengage the transmission connection between the hydraulic pump body and the engine wheel; when the engine is in a state requiring hydraulic power, the clutch is controlled to engage the transmission connection between the hydraulic pump body and the engine; when the engine is not in a state requiring hydraulic power, the clutch is controlled to disengage the transmission connection between the hydraulic pump body and the engine.

[0016] Compared with the prior art, the beneficial effects of the control of the aviation hydraulic pump provided by the present invention are the same as those of the aviation hydraulic pump described in the first aspect above, and will not be repeated here.

[0017] Thirdly, embodiments of the present invention provide an aircraft hydraulic device that uses the aviation hydraulic pump described in the first aspect, the device comprising:

[0018] The communication module is used to receive aircraft rotation speed information from the wheel speed sensor to the controller, and to receive oil outlet pressure information from the hydraulic pump body of the pressure sensor to the controller.

[0019] The determination module is used to confirm that the wheel is rotating based on the wheel speed information, and to confirm that the engine or wheel is in a state of hydraulic power demand or non-hydraulic power demand based on the oil pressure information of the hydraulic pump body's oil outlet circuit.

[0020] The control module is used to control the clutch to engage the transmission connection between the hydraulic pump body and the wheel when the wheel is in a state of hydraulic power demand; to control the clutch to disengage the transmission connection between the hydraulic pump body and the wheel when the wheel is in a state of non-hydraulic power demand; to control the clutch to engage the transmission connection between the hydraulic pump body and the engine when the engine is in a state of hydraulic power demand; and to control the clutch to disengage the transmission connection between the hydraulic pump body and the engine when the engine is in a state of non-hydraulic power demand.

[0021] Compared with the prior art, the beneficial effects of the control of the aircraft hydraulic device provided by the present invention are the same as the beneficial effects of the aviation hydraulic pump described in the first aspect above, and will not be repeated here. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0023] Figure 1 This is a schematic diagram of the structure of the aviation hydraulic pump in this embodiment of the invention when it is an engine hydraulic pump;

[0024] Figure 2 This is a schematic diagram of the structure of the aviation hydraulic pump in this embodiment of the invention when it is a self-powered hydraulic pump;

[0025] Figure 3 This is a flowchart of a control method for an aviation hydraulic pump according to an embodiment of the present invention.

[0026] Figure label:

[0027] 100-Clutch, 200-Wheel speed sensor, 300-Hydraulic pump body, 400-Controller, 500-Pressure sensor, 600-Pressure regulating assembly, 700-Variable adjustment mechanism, 800-Unloading assembly, 900-Stop check valve, 1000-Accumulator, 1100-First check valve, 1200-Second check valve, 1300-Third check valve, 1400-Fourth check valve, 1500-First safety valve, 1600-Second safety valve, a-Outlet oil circuit, b-Inlet oil circuit, c-Housing return oil circuit. Detailed Implementation

[0028] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0029] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. "Several" means one or more, unless otherwise explicitly specified.

[0031] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0032] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0033] As a power component of a hydraulic system, the aviation hydraulic pump is driven by the engine or wheels. As the engine or wheels rotate, it converts mechanical energy into hydraulic energy, playing a very important role in the hydraulic system.

[0034] When a hydraulic pump is installed on an engine, it operates as soon as the engine starts. As long as the engine is running, the hydraulic pump installed on it will continue to operate. On an aircraft, hydraulic pumps installed on engines typically operate in two modes: pressurization mode and depressurization mode. In both modes, the hydraulic pump operates synchronously with the engine at the same speed. In depressurization mode, the hydraulic pump remains at its rated speed, low pressure, and zero flow rate, meaning no pressure or flow output is required. However, the pump continues to run continuously, which is a useless operating state and significantly reduces its effective lifespan.

[0035] When a hydraulic pump is mounted on the landing gear, it operates as the landing gear rotates. As long as the landing gear is rotating, the corresponding hydraulic pump will continue to run. During aircraft landing, due to the high speed of the landing gear, the hydraulic pump's rotational speed is also very high, normally around 10,000 revolutions per minute, and sometimes even exceeding 20,000 revolutions per minute. Such high speeds severely impact the lifespan of the hydraulic pump. Furthermore, because the aircraft's speed is too high during landing for braking, the hydraulic pump is essentially running at high speed under no-load conditions, performing useless work and reducing its effective service life.

[0036] Hydraulic pumps installed on aircraft engines are called engine hydraulic pumps. They are driven by the engine and convert the engine's mechanical energy into hydraulic energy to provide hydraulic power for the aircraft's flight control. Hydraulic pumps installed on the landing gear are called self-powered hydraulic pumps. They are driven by the landing gear and convert the mechanical energy of the landing gear into hydraulic energy to provide hydraulic power for the aircraft's braking control.

[0037] The engine hydraulic pump operates as soon as the engine starts; as long as the engine is running, the corresponding engine hydraulic pump will continue to operate. On aircraft, the engine hydraulic pump typically operates in two modes: pressurization mode and depressurization mode. In both modes, the engine hydraulic pump operates synchronously with the engine at the same speed. In depressurization mode, the engine hydraulic pump remains at its rated speed, low pressure, and zero flow rate, meaning that no pressure or flow output is required. However, the engine hydraulic pump continues to run continuously, which is a useless operating state and significantly reduces the effective service life of the hydraulic pump.

[0038] Similarly, the self-powered hydraulic pump operates as the wheels rotate; as long as the wheels are rotating, the corresponding self-powered hydraulic pump will continue to run. During aircraft landing, due to the high speed of the wheels, the rotational speed of the self-powered hydraulic pump is also relatively high, normally around 10,000 revolutions per minute, and sometimes even exceeding 20,000 revolutions per minute. Such a high rotational speed will severely impact the lifespan of the self-powered hydraulic pump. Furthermore, because the aircraft speed is too high during landing, braking is not advisable. Therefore, during this process, the self-powered hydraulic pump is running at high speed under no-load conditions, performing useless work, thus reducing the effective service life of the hydraulic pump.

[0039] To address the aforementioned problems, embodiments of the present invention provide an aviation hydraulic pump and its control method and apparatus to solve the problem that existing hydraulic systems continue to perform unnecessary work when hydraulic energy is not required. The operation of the hydraulic pump can be controlled according to whether the aircraft requires hydraulic energy, thereby avoiding unnecessary work and extending the service life of the hydraulic pump. It should be understood that the aircraft can be an airplane.

[0040] This invention provides an aviation hydraulic pump. Figure 1 A schematic diagram of the structure of an aviation hydraulic pump according to an embodiment of the present invention is shown. Figure 2 This is a schematic diagram of the structure of an aviation hydraulic pump that is a self-powered hydraulic pump, according to an embodiment of the present invention. Figures 1-2 As shown, the aviation hydraulic pump 1 of this embodiment includes a clutch 100, a wheel speed sensor 200, a hydraulic pump body 300, a pressure sensor 500, and a controller 400. The aircraft's engine or wheels are connected to the hydraulic pump body 300 via the clutch 100. The controller 400 is electrically connected to the clutch 100. The wheel speed sensor 200 is electrically connected to the aircraft's engine or wheels, and also electrically connected to the controller 400.

[0041] It is understood that in practical use, the aforementioned clutch 100 can be an electromagnetic clutch, which employs a control logic of engaging when de-energized and disengaging when energized. The aviation hydraulic pump can be configured as two sets: one connected to the aircraft's engine via clutch 100, and the other connected to the aircraft's wheels via clutch 100. Alternatively, the aviation hydraulic pump can be configured as two hydraulic pump bodies, each connected to the engine and wheels respectively, with other components (such as controllers) shared. Whether to use two sets of aviation hydraulic pumps connected to the engine and wheels respectively, or to use only two hydraulic pump bodies with shared components, can be configured according to actual needs and is not limited here. The following embodiments of the invention use two sets of aviation hydraulic pumps as an example, which can be defined as the engine hydraulic system and the wheel hydraulic system, respectively.

[0042] In practical applications, the clutch 100 is connected to the controller 400 via an electromagnetic cable, and the controller 400 is used to control the energization and de-energization of the clutch 100.

[0043] It is understood that the hydraulic pump installed on the aircraft engine in this embodiment can be called an engine hydraulic pump. The engine hydraulic pump is driven by the engine, converting the engine's mechanical energy into hydraulic energy to provide hydraulic power for the aircraft's flight control. The hydraulic pump installed on the landing gear in this embodiment can be called a self-powered hydraulic pump. The self-powered hydraulic pump is driven by the landing gear, converting the landing gear's mechanical energy into hydraulic energy to provide hydraulic power for the aircraft's braking control.

[0044] For example, if the aforementioned aviation hydraulic pump is an engine hydraulic system, the aircraft's engine is connected to the hydraulic pump body 300 via the clutch 100. If the aforementioned aviation hydraulic pump is a wheel hydraulic system, the aircraft's wheels are connected to the hydraulic pump body 300 via the clutch 100.

[0045] In one possible implementation, the wheel speed sensor 200 is used to detect engine speed information or wheel speed information and send the engine speed information or wheel speed information to the controller 400. The pressure sensor 500 is used to detect the pressure information of the oil outlet circuit of the hydraulic pump body 300 and send the oil outlet circuit pressure information to the controller 400. It is understood that the preset pressure threshold can be the rated pressure value of the hydraulic pump body 300.

[0046] For example, the wheel speed sensor 200 described above can be used to detect the engine speed or the wheel speed, and then the rotation of the wheel can be determined based on the engine speed and the wheel speed. The wheel speed sensor 200 is connected to the controller 400 via a cable, and the controller 400 is used to collect and process the engine speed or wheel speed detected by the wheel speed sensor 200.

[0047] In one alternative embodiment, the controller 400 is used to determine whether the engine or rotor is in a state requiring hydraulic power or not requiring hydraulic power, based on pressure information from the oil outlet circuit of the hydraulic pump body. When the rotor is in a state requiring hydraulic power, the control clutch 100 engages the transmission connection between the hydraulic pump body 300 and the rotor; when the rotor is in a state not requiring hydraulic power, the control clutch 100 disengages the transmission connection between the hydraulic pump body 300 and the rotor. When the engine is in a state requiring hydraulic power, the control clutch 100 engages the transmission connection between the hydraulic pump body 300 and the engine; when the engine is in a state not requiring hydraulic power, the control clutch 100 disengages the transmission connection between the hydraulic pump body 300 and the engine.

[0048] For example, if the aforementioned aviation hydraulic pump is determined to be part of the engine hydraulic system, the controller 400 controls the clutch 100 to connect to both the hydraulic pump body 300 and the engine drive when the engine meets the engine hydraulic power requirements. When it is determined that the engine does not meet the engine hydraulic power requirements, the controller controls the clutch 100 to disconnect the hydraulic pump body 300 from the engine drive connection.

[0049] If the aforementioned aviation hydraulic pump is determined to be part of the wheel hydraulic system, then the controller 400 controls the clutch 100 to connect with both the hydraulic pump body 300 and the wheel drive when the wheel meets the hydraulic power requirements. When the wheel does not meet the hydraulic power requirements, the controller 400 controls the clutch 100 to disconnect the hydraulic pump body 300 from the wheel drive.

[0050] In other words, the controller 400 can be used to control the clutch 100 to connect or disconnect the engine or wheel from the hydraulic pump body 300. This allows the hydraulic pump body 300 to connect to the engine or wheel when hydraulic power is needed, enabling the engine or wheel to supply power to the hydraulic pump body 300, which in turn supplies hydraulic power to the engine or wheel. Conversely, the hydraulic pump body 300 can disconnect from the engine or wheel when hydraulic power is not required. Therefore, the aircraft can disconnect from the engine or wheel when hydraulic power is not needed, preventing it from rotating with the engine or wheel and avoiding unnecessary work and energy waste by the hydraulic pump, thus extending its service life.

[0051] For example, the controller is used to confirm that the engine or impeller is in a non-hydraulic power demand state when the pressure information of the oil outlet circuit of the hydraulic pump body is greater than or equal to a preset pressure threshold, and to confirm that the engine or impeller is in a hydraulic power demand state when the pressure information of the oil outlet circuit of the hydraulic pump body is less than the preset pressure threshold.

[0052] In one alternative embodiment, the controller 400 is used to determine whether the aircraft is in a low-speed takeoff taxiing state or a low-speed landing taxiing state when the wheels are in a state requiring hydraulic power. When the wheels are not in a state requiring hydraulic power, the controller determines whether the aircraft is in at least one of the following states: in-flight state, ground stalled state, high-speed taxiing at the moment of takeoff, or high-speed taxiing at the moment of landing. When the engine is in a state requiring hydraulic power, the controller determines whether the aircraft is in at least one of the following states: at the moment of initial start-up, ascent state, descent state, control surface in motion state, or power supply system failure state. When the engine is not in a state requiring hydraulic power, the controller determines whether the aircraft is in at least one of the following states: normal cruise state, stalled state, or reverse wheel reversal state.

[0053] In one alternative approach, such as Figure 1 As shown, the aviation hydraulic pump of this embodiment of the invention further includes a pressure regulating component 600 and a variable adjustment mechanism 700. The pressure sensor 500 and the pressure regulating component 600 are disposed on the oil outlet passage a of the hydraulic pump body 300. The variable adjustment mechanism 700 is connected to the hydraulic pump body 300 and the pressure regulating component 600. It should be understood that the pressure sensor 500 and the controller 400 can be connected via a pressure acquisition cable. The controller 400 is used to supply power to the pressure sensor 500 and to acquire and process the pressure signal.

[0054] In specific implementation, when the pressure sensor 500 detects the oil outlet pressure of the hydraulic pump body 300 and sends the oil outlet pressure of the hydraulic pump body 300 to the controller 400, the hydraulic oil in the oil outlet a of the hydraulic pump body 300 will also enter the pressure regulating component 600 and the control variable regulating mechanism 700 until the working pressure of the hydraulic pump body 300 is the rated pressure.

[0055] In one feasible way, such as Figure 1 As shown, the aviation hydraulic pump of this embodiment of the invention also includes an unloading assembly 800. The unloading assembly 800 is disposed on the oil outlet a of the hydraulic pump body 300. The controller 400 is electrically connected to the unloading assembly 800, and the unloading assembly 800 is electrically connected to the variable adjustment mechanism 700. It should be understood that the unloading assembly 800 can be an electromagnetic unloading assembly. The unloading assembly 800 is connected to the controller 400 and via an unloading cable, and is used to control the energization and de-energization of the unloading assembly 800 by the controller 400. The unloading assembly 800 is also used to control the opening and closing of the oil passage between the oil outlet a of the hydraulic pump body and the variable adjustment mechanism 700. The unloading assembly 800 adopts an energized-on, energized-off control logic.

[0056] For example, the controller 400 is also used to control the unloading assembly 800 to depressurize the oil outlet a of the hydraulic pump body 300 when the aircraft is in at least one of the initial start-up state, the taxiing state, and the moment of landing.

[0057] As can be seen from the above, the clutch 100 adopts the control logic of engaging when power is off and disengaging when power is on, and the unloading assembly 800 adopts the control logic of opening when power is on and closing when power is off. This ensures that in the event of abnormal conditions such as a failure of the aircraft's power supply system, the clutch 100 and the unloading assembly 800 are respectively in the engaged and closed states. That is, the hydraulic pump body 300 operates normally in a synchronous manner with the engine or wheels and outputs high pressure to ensure the safety of the aircraft.

[0058] In one example, such as Figure 1 As shown, the aviation hydraulic pump of this embodiment further includes a shut-off check valve 900 connected in parallel to the inlet and outlet of the hydraulic pump body. When the aircraft is in a reverse wheel reversing state, the shut-off check valve 900 opens under the pressure of the hydraulic pump body. This allows oil circulation within the hydraulic pump body 300 while the aircraft is in a reverse wheel reversing state, without affecting other components of the system.

[0059] In one feasible way, such as Figure 1As shown, the aviation hydraulic pump of this embodiment of the invention also includes an accumulator 1000. The accumulator 1000 is provided on the oil outlet a of the hydraulic pump body. The accumulator 1000 is electrically connected to the controller 400. The accumulator 1000 is used to store excess hydraulic energy on the oil outlet a and release energy when needed.

[0060] In one example, such as Figure 1 As shown, the oil outlet circuit a of this embodiment is further provided with a first one-way valve 1100 and a second one-way valve 1200. The first one-way valve 1100 and the second one-way valve 1200 are used to control the direction of the hydraulic oil in the oil outlet circuit a, preventing system pressure from flowing back into the hydraulic pump body 300. Moreover, when the aircraft only needs hydraulic oil, and the pressure sensor 500 detects that the pressure meets the oil supply requirements, the first one-way valve 1100 and the second one-way valve 1200 can be used in combination. At this time, the clutch can also remain disengaged, and the hydraulic pump does not work.

[0061] In one example, such as Figure 1 As shown, the aviation hydraulic pump of this embodiment further includes an inlet oil passage b and a housing return oil passage c. A third one-way valve 1300 is provided on the inlet oil passage b for controlling the direction of the oil in the inlet oil passage b. A fourth one-way valve 1400 is provided on the housing return oil passage c for controlling the direction of the oil in the housing return oil passage c.

[0062] In one alternative approach, such as Figure 1 As shown, the aviation hydraulic pump of this embodiment of the invention further includes a first safety valve 1500 and a second safety valve 1600. The first safety valve 1500 is connected to the oil outlet line a and the housing return line c, respectively, and the second safety valve 1600 is connected to the oil inlet line b and the housing return line c, respectively.

[0063] In practical applications, the first safety valve 1500 is used to relieve pressure when the pressure on the oil outlet circuit a is too high, protecting the safety of the hydraulic pump and the system. The opening pressure of the first safety valve 1500 can be higher than the rated outlet pressure of the hydraulic pump body 300, and the specific setting depends on the usage requirements. The second safety valve 1600 is used to relieve pressure when the pressure on the oil return circuit c of the housing is too high, protecting the safety of the hydraulic pump body 300 and the system. The opening pressure of the second safety valve 1600 can be lower than the rated outlet pressure of the hydraulic pump body 300 and higher than the rated return pressure of the hydraulic pump body 300, and the specific setting depends on the usage requirements.

[0064] In one example, this embodiment of the invention also provides the operation process and principle of the aviation hydraulic pump provided by this embodiment of the invention when the aircraft is in different states. The operation process and principle of the aircraft in different states are explained in detail below.

[0065] For example, when the aircraft is determined to be in the initial start-up state based on the aircraft's hydraulic demand reference information, the controller 400 can be used to control the electromagnetic clutch 100 to be de-energized, the electromagnetic unloading assembly 800 to be energized, and the pressure sensor 500 to be energized. At this time, the engine hydraulic pump body 300 starts in the pressure relief mode, which can effectively reduce the engine's starting burden.

[0066] When, based on the aircraft's hydraulic demand reference information, it is determined that the aircraft is in at least one of the following states: taxiing, ascent, descent, or during flight, with control surface movement or a power supply system malfunction, the controller 400 can de-energize the electromagnetic clutch 1001 and the electromagnetic unloading assembly 800. At this time, the engine hydraulic pump and engine mechanical transmission, and the self-energized hydraulic pump and wheel mechanical energy harvesting mechanism are engaged. The engine hydraulic pump operates synchronously with the engine, and the self-energized hydraulic pump operates synchronously with the wheels. The engine hydraulic pump is in normal operating mode (i.e., boosted mode), thus supplying hydraulic oil to the hydraulic system. When the hydraulic oil pressure reaches the design value (i.e., rated pressure), the pressure regulating assembly 600 opens, and the hydraulic oil from oil outlet a enters the variable adjustment mechanism 700 through the pressure regulating assembly 600. The variable adjustment mechanism 700 then pushes the hydraulic pump swashplate, reducing its angle until it reaches zero, operating at rated pressure (zero flow).

[0067] When the aircraft is determined to be in cruise mode based on the hydraulic demand reference information of the aircraft, the controller 400 can perform logical calculations based on the pressure monitoring value of the pressure sensor 500. When the pressure reaches the set value, the electromagnetic clutch 100 is energized and the electromagnetic unloading component 800 is de-energized. The engine hydraulic pump is disconnected from the engine mechanical transmission, and the self-powered hydraulic pump is disconnected from the wheel mechanical energy harvesting mechanism. The engine runs, but the wheel does not run. The engine hydraulic pump (self-powered hydraulic pump) does not run, the hydraulic pump stops working, there is no pressure oil output, and the supply of pressure oil to the hydraulic system (brake system) stops.

[0068] When the aircraft is determined to be in a state of engine shutdown or wheel non-rotation based on the aircraft's hydraulic demand reference information, the controller 400 can be used to control the electromagnetic clutch 100 to de-energize, the electromagnetic unloading assembly 800 to de-energize, and the pressure sensor 500 to de-energize. At this time, the engine hydraulic pump and engine mechanical transmission, as well as the self-energized hydraulic pump and wheel mechanical energy harvesting mechanism, are all in a engaged state.

[0069] When the aircraft is determined to be at the moment of landing based on its hydraulic demand reference information, due to the high touchdown velocity, to protect the hydraulic pump from damage due to overspeed operation, the controller 400 can control the electromagnetic clutch 100 to open and the electromagnetic unloading assembly 800 to close. Then, based on the wheel speed signal collected by the wheel speed sensor 200, the controller 400 performs logical calculations. When the wheel speed reaches the set value and the pressure collected by the pressure sensor 500 is lower than the set value, the electromagnetic clutch 100 is de-energized and engaged, and the electromagnetic unloading assembly 800 is de-energized and closed. The engine hydraulic pump and engine mechanical transmission, and the self-powered hydraulic pump and wheel mechanical energy harvesting mechanism are engaged. At this time, the engine runs, and the engine hydraulic pump runs synchronously. The wheels run, and the self-powered hydraulic pump runs synchronously. The hydraulic pump is in normal operating mode (boost mode), supplying pressurized oil to the hydraulic system or braking system. When the pressure of the hydraulic oil reaches the design value (i.e., the rated pressure), the pressure regulating component 600 opens, and the oil in the oil outlet circuit enters the variable regulating mechanism 700 through the pressure regulating component 600, pushing the swashplate of the engine hydraulic pump to reduce its angle until it is zero, so that it works in the rated pressure (zero flow) state.

[0070] In one alternative embodiment, the present invention also provides a control method for an aviation hydraulic pump. Figure 3 A flowchart illustrating the control method of an aviation hydraulic pump according to an embodiment of the present invention is shown, such as... Figure 3 As shown, when the control method of the aviation hydraulic pump of this embodiment is applied to an aviation hydraulic pump having a clutch, a wheel speed sensor, and a hydraulic pump body, the control method of this embodiment includes:

[0071] Step 301: Receive aircraft rotation speed information from wheel speed sensor to controller, and receive oil outlet pressure information of hydraulic pump body from pressure sensor to controller.

[0072] Step 302: Based on the wheel speed information, confirm that the wheel is rotating. Based on the oil pressure information of the hydraulic pump body, confirm that the engine or wheel is in a state of hydraulic power demand or non-hydraulic power demand.

[0073] Step 303: When the engine wheel is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the engine wheel; when the engine wheel is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the engine wheel; when the engine is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the engine; when the engine is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the engine.

[0074] In one possible implementation, the control method for the aviation hydraulic pump of this embodiment further includes: when the aircraft wheels are in a state requiring hydraulic power, controlling the clutch to engage the transmission connection between the hydraulic pump body and the aircraft wheels. When the aircraft wheels are in a state without requiring hydraulic power, determining that the aircraft is in at least one of the following states: in-flight state, ground-based shutdown state, high-speed taxiing at takeoff, or high-speed taxiing at landing. When the engine is in a state requiring hydraulic power, determining that the aircraft is in at least one of the following states: initial start-up state, ascent state, descent state, control surface activation state, and power supply system failure state. When the engine is in a state without requiring hydraulic power, determining that the aircraft is in at least one of the following states: normal cruise state, shutdown state, or reverse wheel reversal state.

[0075] In an optional embodiment, when the aviation hydraulic pump of this invention further includes a pressure regulating component and a variable adjustment mechanism, the control method of this invention further includes: acquiring the outlet oil pressure of the hydraulic pump body from the pressure sensor. When the acquired outlet oil pressure of the hydraulic pump body is greater than or equal to a preset pressure threshold, the hydraulic oil in the outlet oil path of the hydraulic pump body enters the pressure regulating component and the variable adjustment mechanism until the working pressure of the hydraulic pump body reaches the rated pressure.

[0076] In one example, when the aviation hydraulic pump of the present invention further includes an unloading component, the control method of the present invention further includes: when the aircraft is in the initial start-up state, at the moment of takeoff of the landing gear or at the moment of landing, controlling the unloading component to depressurize the oil outlet circuit of the hydraulic pump body.

[0077] In one feasible embodiment, the present invention also provides an aircraft hydraulic device that utilizes an aviation hydraulic pump having a clutch and a hydraulic pump body. The aircraft hydraulic device of an exemplary embodiment of the present invention includes:

[0078] A communication module is used to receive hydraulic demand reference information of the aircraft from the wheel speed sensor and transmit it to the controller;

[0079] The determination module is used to determine whether the aircraft is in a state of hydraulic power demand based on the aircraft's hydraulic demand reference information;

[0080] The control module is used to control the clutch to connect with the hydraulic pump body and the engine or wheels of the aircraft respectively when the aircraft is in a state of hydraulic power demand; and to control the clutch to disconnect the hydraulic pump body and the engine or wheels of the aircraft when the aircraft is in a state of non-hydraulic power demand.

[0081] An exemplary embodiment of the present invention also provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor. The memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the electronic device to perform a method according to an embodiment of the present disclosure.

[0082] An exemplary embodiment of the present invention also provides a non-transitory computer-readable storage medium storing a computer program, wherein the computer program, when executed by a computer's processor, is used to cause the computer to perform a method according to an embodiment of the present disclosure.

[0083] An exemplary embodiment of the present invention also provides a computer program product, including a computer program, wherein the computer program, when executed by a computer's processor, is used to cause the computer to perform a method according to an embodiment of the present disclosure.

[0084] The aviation hydraulic pump, control method, and apparatus provided in the exemplary embodiments of this invention can be widely applied to engine-driven hydraulic pumps in civil aircraft and other fields. They can autonomously control the operation and shutdown of the engine hydraulic pump by controlling the engagement and disengagement of the engine's mechanical transmission, depending on whether the aircraft's hydraulic system requires hydraulic energy. This solves the problem of useless operation when the aircraft is in phases such as cruise (cruise flight accounts for a long portion of flight time in civil aircraft) or ground taxiing, where the engine hydraulic pump operates synchronously with the engine or the self-powered hydraulic pump operates synchronously with the wheels, but the aircraft's hydraulic system or braking system does not require pressurized oil output. This significantly improves the effective service life of the hydraulic pump, especially the lifespan of the internal friction pair components. Simultaneously, it solves the problem of excessive wheel speed during landing or near takeoff, which can cause the self-powered hydraulic pump to overspeed and be damaged, thus effectively avoiding safety issues caused by hydraulic pump damage and extending the service life of the hydraulic pump.

[0085] Although this disclosure has been described herein in conjunction with various embodiments, those skilled in the art will understand and implement other variations of the disclosed embodiments by reviewing the accompanying drawings, the disclosure, and the appended claims in carrying out the claimed disclosure. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude a plurality. A single processor or other unit can implement several functions listed in the claims. While different dependent claims may recite certain measures, this does not mean that these measures cannot be combined to produce good results.

[0086] In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0087] The above description is merely a specific embodiment of the present invention. Obviously, various modifications and combinations can be made without departing from the spirit and scope of the present invention. Accordingly, this specification and accompanying drawings are merely exemplary descriptions of the invention as defined by the appended claims, and are considered to cover any and all modifications, variations, combinations, or equivalents within the scope of the present invention. Clearly, those skilled in the art can make various alterations and modifications to the present invention without departing from its spirit and scope. Thus, if these modifications and variations of the present invention fall within the scope of the claims and their equivalents, the intent of the present invention includes these modifications and variations. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the scope of the claims.

Claims

1. An aviation hydraulic pump, characterized in that, include: The aircraft includes a clutch, a hydraulic pump body, a wheel speed sensor, a pressure sensor, and a controller. The aircraft's engine or wheels are connected to the hydraulic pump body via the clutch. The controller is electrically connected to the clutch, the wheel speed sensor, and the pressure sensor, respectively. The wheel speed sensor is used to detect engine speed information or wheel speed information and send the engine speed information or wheel speed information to the controller; the pressure sensor is used to detect the pressure information of the oil outlet circuit of the hydraulic pump body and send the pressure information of the oil outlet circuit to the controller. The controller is used to confirm that the wheel is rotating based on the wheel speed information, and to confirm that the engine or wheel is in a state of hydraulic power demand or non-hydraulic power demand based on the pressure information of the oil outlet circuit of the hydraulic pump body. The controller is configured to, when the wheel is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the wheel; and when the wheel is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the wheel. The controller is also configured to, when the engine is in a state requiring hydraulic power, control the clutch to engage the transmission connection between the hydraulic pump body and the engine; and when the engine is not in a state requiring hydraulic power, control the clutch to disengage the transmission connection between the hydraulic pump body and the engine. The aviation hydraulic pump also includes a pressure regulating component and a variable adjustment mechanism. The pressure regulating component is located on the oil outlet line of the hydraulic pump body, and the variable adjustment mechanism is connected to the hydraulic pump body and the pressure regulating component. When the pressure sensor detects that the oil outlet line pressure of the hydraulic pump body is greater than or equal to a preset pressure threshold, the hydraulic oil in the oil outlet line of the hydraulic pump body enters the pressure regulating component and the variable adjustment mechanism until the working pressure of the hydraulic pump body is the rated pressure. The aviation hydraulic pump also includes an unloading assembly, which is located on the oil outlet line of the hydraulic pump body. The controller is electrically connected to the unloading assembly, and the unloading assembly is connected to the variable adjustment mechanism. The controller is used to control the unloading assembly to depressurize the oil outlet line of the hydraulic pump body when the aircraft is in at least one of the initial start-up state, taxiing state, and landing moment. The clutch is an electromagnetic clutch, which uses a control logic of engaging when de-energized and disengaging when energized. The unloading assembly uses a control logic of opening when energized and closing when de-energized. The controller is also used to control the electromagnetic clutch to open when the aircraft is landing and the unloading assembly to open when energized. It also performs logical calculations based on the wheel speed signal collected by the wheel speed sensor. When the wheel speed reaches a set value and the pressure collected by the pressure sensor is lower than a set value, it controls the electromagnetic clutch to engage when de-energized and the unloading assembly to close when de-energized, so that the hydraulic pump body is in normal working mode.

2. The aviation hydraulic pump according to claim 1, characterized in that, The controller is used to confirm that the engine or impeller is in a non-hydraulic power demand state when the pressure information of the oil outlet circuit of the hydraulic pump body is greater than or equal to a preset pressure threshold, and to confirm that the engine or impeller is in a hydraulic power demand state when the pressure information of the oil outlet circuit of the hydraulic pump body is less than the preset pressure threshold.

3. The aviation hydraulic pump according to claim 1, characterized in that, The controller is used to determine whether the aircraft is in a low-speed takeoff taxiing state or a low-speed landing taxiing state based on the hydraulic power demand state of the wheels. The controller is also used to determine, when the wheels are in a non-hydraulic power demand state, whether the aircraft is in an airborne state, a ground parking state, a high-speed taxiing state at the moment of takeoff, or a high-speed taxiing state at the moment of landing. The controller is also used to determine, when the engine is in a state of hydraulic power demand, that the aircraft is in at least one of the following states: initial start-up moment, ascent state, descent state, control surface in motion state, and power supply system failure state. The controller is also configured to determine, when the engine is in a non-hydraulic power demand state, whether the aircraft is in a normal cruise state, a stopped state, or a reverse wheel reversing state.

4. The aviation hydraulic pump according to any one of claims 1 to 3, characterized in that, The aviation hydraulic pump also includes a shut-off check valve connected in parallel at the inlet and outlet of the hydraulic pump body; When the aircraft is in the reverse wheel reverse state, the hydraulic pump body opens the shut-off one-way valve.

5. A control method for an aviation hydraulic pump according to any one of claims 1 to 4, characterized in that, The method, which utilizes an aviation hydraulic pump comprising a clutch, wheel speed sensor, pressure sensor, controller, and hydraulic pump body, includes: The controller receives aircraft rotation speed information from wheel speed sensors and oil outlet pressure information from hydraulic pump body from pressure sensors. Based on the rotor speed information, it is confirmed that the rotor is rotating. Based on the oil pressure information of the hydraulic pump body, it is confirmed that the engine or rotor is in a state of hydraulic power demand or non-hydraulic power demand. When the engine wheel is in a state requiring hydraulic power, the clutch is controlled to engage the transmission connection between the hydraulic pump body and the engine wheel; when the engine wheel is not in a state requiring hydraulic power, the clutch is controlled to disengage the transmission connection between the hydraulic pump body and the engine wheel; when the engine is in a state requiring hydraulic power, the clutch is controlled to engage the transmission connection between the hydraulic pump body and the engine; when the engine is not in a state requiring hydraulic power, the clutch is controlled to disengage the transmission connection between the hydraulic pump body and the engine.

6. The control method for an aviation hydraulic pump according to claim 5, characterized in that, The method further includes: determining whether the aircraft is in a low-speed takeoff taxiing state or a low-speed landing taxiing state based on the hydraulic power demand state of the wheels; When the wheels are in a state of non-hydraulic power demand, the aircraft is determined to be in at least one of the following states: in-flight state, ground parking state, high-speed taxiing at the moment of takeoff, or high-speed taxiing at the moment of landing. When the engine is in a state of hydraulic power demand, the aircraft is determined to be in at least one of the following states: initial start-up moment, ascent state, descent state, control surface in motion state, and power supply system failure state. When the engine is in a non-hydraulic power demand state, the aircraft is determined to be in at least one of the following states: normal cruise state, parking state, and reverse wheel reversal state.

7. The control method for an aviation hydraulic pump according to claim 5, characterized in that, The aviation hydraulic pump further includes a pressure regulating component and a variable adjustment mechanism, and the method further includes: Obtain the oil outlet pressure of the hydraulic pump body from the pressure sensor; When the oil pressure in the outlet circuit of the hydraulic pump body is greater than or equal to a preset pressure threshold, the hydraulic oil in the outlet circuit of the hydraulic pump body enters the pressure regulating component and the variable regulating mechanism until the working pressure of the hydraulic pump body is the rated pressure.

8. The control method for an aviation hydraulic pump according to claim 5, characterized in that, The aviation hydraulic pump also includes an unloading assembly, and the method further includes: When the aircraft is in the initial engine start-up state, at the moment of takeoff or landing, the unloading assembly is controlled to depressurize the oil outlet circuit of the hydraulic pump body.

9. An aviation hydraulic pump device, characterized in that, The device utilizes an aviation hydraulic pump with a clutch and a hydraulic pump body, and includes: The communication module is used to receive aircraft rotation speed information from the wheel speed sensor to the controller, and to receive oil outlet pressure information from the hydraulic pump body of the pressure sensor to the controller. The determination module is used to confirm that the wheel is rotating based on the wheel speed information, and to confirm whether the engine or wheel is in a state of hydraulic power demand or non-hydraulic power demand based on the oil pressure information of the hydraulic pump body's oil outlet circuit. The control module is used to control the clutch to engage the transmission connection between the hydraulic pump body and the wheel when the wheel is in a state of hydraulic power demand; to control the clutch to disengage the transmission connection between the hydraulic pump body and the wheel when the wheel is in a state of non-hydraulic power demand; to control the clutch to engage the transmission connection between the hydraulic pump body and the engine when the engine is in a state of hydraulic power demand; and to control the clutch to disengage the transmission connection between the hydraulic pump body and the engine when the engine is in a state of non-hydraulic power demand.

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