Aero-engine lubricating oil system and lubricating oil interruption processing method

Abstract

The application provides an aero-engine lubricating oil system and a lubricating oil interruption processing method, and relates to the technical field of aero-engines. The aero-engine lubricating oil system is provided with an auxiliary oil path parallel to a lubricating oil tank to form an auxiliary lubricating circuit, and after interruption of oil supply of the lubricating oil tank, the lubricating oil system is switched to the auxiliary lubricating circuit to realize normal oil supply of the first oil path and the second oil path. The first compensation oil path is parallel to the first oil path, and the first compensation oil path is used for supplementing oil supply to the bearing cavity in the case of insufficient lubrication of the bearing cavity. The second compensation oil path is parallel to the second oil path, and the second compensation oil path is used for supplementing oil supply to the gear box in the case of insufficient lubrication of the gear box. Since the amount of lubricating oil in the auxiliary lubricating oil path is prone to be low compared with normal working conditions after interruption of oil supply, through the setting of the first compensation oil path and the second compensation oil path, dynamic and reasonable distribution of the lubricating oil can be realized, and the lubrication requirements of the bearing cavity and the gear box can be met at the same time as much as possible.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and more specifically, to an aero-engine lubricating oil system and a method for handling lubricating oil interruption. Background Technology

[0002] The lubrication system is one of the key systems of an aero-engine. It is responsible for lubricating, cooling, cleaning, and preventing corrosion of the engine's main shaft bearings, bearing cavity seals, transmission system, and compression film dampers. CCAR33.71(a) airworthiness clause stipulates that every lubrication system must be able to function properly under the flight attitude and atmospheric conditions under which the aircraft is intended to be used.

[0003] However, during the operation of aero engines, issues such as overload flight and lubrication system malfunctions may lead to interruptions in the lubricating oil supply. This can result in accelerated bearing wear, increased temperature, and increased engine vibration, potentially even causing serious engine failure. Therefore, ensuring the lubrication requirements of aero engines are met even in the event of an oil interruption, thus guaranteeing their normal operation, is of paramount importance. Summary of the Invention

[0004] The purpose of this invention is to provide an aircraft engine lubrication system that can meet the lubrication requirements of the aircraft engine and ensure its normal operation in the event of an interruption in lubrication.

[0005] The present invention also aims to provide a lubrication interruption handling method, which can meet the lubrication requirements of the aircraft engine and ensure its normal operation in the event of lubrication interruption.

[0006] Embodiments of the present invention can be implemented in the following ways:

[0007] An aircraft engine lubrication system includes a lubricating oil tank, an oil supply pump, an oil supply main pipe, an oil return main pipe, a first oil passage, and a second oil passage. The oil supply pump is mounted on the oil supply main pipe. The lubricating oil tank, the oil supply main pipe, the oil return main pipe, the first oil passage, and the second oil passage form a conventional lubrication circuit. The oil supply pump pumps lubricating oil from the lubricating oil tank to the first and second oil passages. The first and second oil passages are connected in parallel, with the first oil passage used for lubricating bearing cavities and the second oil passage used for lubricating gearboxes. The aircraft engine lubrication system further includes:

[0008] An auxiliary oil circuit is connected in parallel with the lubricating oil tank, and its two ends are respectively connected to the oil supply main pipe and the oil return main pipe; after the oil supply from the lubricating oil tank is interrupted, an auxiliary lubrication circuit is formed through the auxiliary oil circuit, the oil supply pump, the first oil circuit, and the second oil circuit.

[0009] Solenoid valve, the solenoid valve being used to control the switching of the aircraft engine lubrication system between the conventional lubrication circuit and the auxiliary lubrication circuit;

[0010] A first compensation oil circuit, connected in parallel with the first oil circuit, is used to supplement oil supply to the bearing cavity when the bearing cavity is insufficiently lubricated; and

[0011] The second compensation oil circuit is connected in parallel with the second oil circuit, and the second compensation oil circuit is used to supplement the oil supply to the gearbox when the gearbox is not sufficiently lubricated.

[0012] Optionally, the aircraft engine lubricating oil system further includes an oil-gas separator, which is disposed on the auxiliary oil line.

[0013] Optionally, the aircraft engine lubricating oil system further includes a pressure relief oil circuit, which is equipped with a pressure relief valve. The two ends of the pressure relief oil circuit are respectively connected to the oil supply main pipe and the oil return main pipe to form a pressure relief circuit through the pressure relief oil circuit, the oil supply pump and the auxiliary oil circuit; the pressure relief valve is used to control the opening and closing of the pressure relief oil circuit.

[0014] Optionally, the aircraft engine lubricating oil system further includes a first oil pressure sensor disposed at the outlet of the oil supply pump, and the pressure relief valve is used to control the opening and closing of the pressure relief oil circuit according to the oil pressure at the outlet of the oil supply pump detected by the first oil pressure sensor.

[0015] Optionally, the first compensation oil circuit includes a front bearing cavity compensation oil circuit, a middle bearing cavity compensation oil circuit, and a rear bearing cavity compensation oil circuit, wherein the front bearing cavity compensation oil circuit, the middle bearing cavity compensation oil circuit, and the rear bearing cavity compensation oil circuit are arranged in parallel.

[0016] Optionally, the second compensation oil circuit includes an accessory gearbox compensation oil circuit and a transmission gearbox compensation oil circuit, wherein the accessory gearbox compensation oil circuit and the transmission gearbox compensation oil circuit are arranged in parallel.

[0017] Optionally, the aircraft engine lubricating oil system further includes a second oil pressure sensor disposed at the lubricating oil tank, the second oil pressure sensor being used to detect the oil pressure at the outlet of the lubricating oil tank.

[0018] A method for handling oil interruption includes determining whether an aircraft engine has experienced oil interruption;

[0019] In the event of an oil interruption, the aircraft engine oil system is switched from the conventional lubrication circuit to the auxiliary lubrication circuit. The conventional lubrication circuit supplies oil through the lubrication oil tank, and the auxiliary lubrication circuit connects the oil supply main and the oil return main through an auxiliary oil circuit connected in parallel with the lubrication oil tank.

[0020] Determine the lubrication status of the bearing cavity and gearbox;

[0021] In the event of insufficient lubrication in the bearing cavity, the first compensation oil circuit is opened to supplement the oil supply to the bearing cavity;

[0022] In the event of insufficient lubrication in the gearbox, the second compensation oil circuit is opened to supplement the oil supply to the gearbox.

[0023] Optionally, the aircraft engine lubricating oil system has a second oil pressure sensor for detecting the oil pressure at the lubricating oil tank outlet;

[0024] The steps for determining whether an aircraft engine has experienced a lubrication interruption include:

[0025] Acquire the signal representing the oil pressure at the outlet of the lubricating oil tank, detected by the second oil pressure sensor;

[0026] If the oil pressure at the outlet of the lubricating oil tank is lower than a preset value and remains so for a preset duration, it is determined that the aero-engine has experienced an oil interruption.

[0027] Optionally, the aircraft engine lubricating oil system includes a bearing outer ring temperature sensor located at each bearing in the bearing cavity and the gearbox, and a bearing vibration sensor located at each bearing.

[0028] The steps for determining the lubrication status of the bearing cavity and gearbox include:

[0029] Acquire the detection signals from the bearing outer ring temperature sensor and the bearing vibration sensor;

[0030] If the bearing outer ring temperature detected by any of the bearing outer ring temperature sensors in the bearing cavity exceeds a preset value, or the bearing vibration value detected by any of the bearing vibration sensors exceeds a preset value, then the bearing cavity will not be adequately lubricated.

[0031] If the bearing outer ring temperature detected by any of the bearing outer ring temperature sensors in the gearbox exceeds a preset value, or if the bearing vibration value detected by any of the bearing vibration sensors exceeds a preset value, then the bearing cavity will not be adequately lubricated.

[0032] Optionally, the aircraft engine lubricating oil system further includes an oil supply pump, a first oil pressure sensor, and a pressure relief oil circuit; the first oil pressure sensor is used to detect the oil pressure at the outlet of the oil supply pump, and the pressure relief oil circuit, the oil supply pump, and the auxiliary oil circuit form a pressure relief loop;

[0033] The lubricating oil interruption handling method further includes:

[0034] Acquire the signal representing the oil pressure at the outlet of the oil supply pump, detected by the first oil pressure sensor;

[0035] If the oil pressure at the outlet of the oil supply pump exceeds a threshold, the pressure relief oil circuit is opened to allow some lubricating oil to flow directly back to the oil supply pump through the auxiliary oil circuit.

[0036] The beneficial effects of the aircraft engine lubricating oil system and lubricating oil interruption handling method provided by the embodiments of the present invention include:

[0037] The aircraft engine lubrication system provided in the embodiments of the present invention includes a lubricating oil tank, an oil supply pump, an oil supply main pipe, an oil return main pipe, a first oil passage, and a second oil passage. The oil supply pump is installed on the oil supply main pipe. The lubricating oil tank, oil supply main pipe, oil return main pipe, first oil passage, and second oil passage form a conventional lubrication circuit. During normal operation of the lubrication system, the oil supply pump pumps the lubricating oil from the lubricating oil tank to the first and second oil passages. The first and second oil passages are connected in parallel, with the first oil passage used for lubricating the bearing cavity and the second oil passage used for lubricating the gearbox. The aircraft engine lubrication system also includes an auxiliary oil passage, a solenoid valve, a first compensation oil passage, and a second compensation oil passage. The auxiliary oil circuit is connected in parallel with the lubricating oil tank, and its two ends are connected to the main oil supply line and the main oil return line, respectively. After the lubricating oil tank supply is interrupted, the auxiliary oil circuit, along with the oil supply pump, the first oil circuit, and the second oil circuit, forms an auxiliary lubrication circuit. A solenoid valve controls the switching of the lubricating oil system between the conventional lubrication circuit and the auxiliary lubrication circuit. When the lubricating oil tank supply is interrupted, the lubricating oil system switches to the auxiliary lubrication circuit. The lubricating oil in the return line, under the action of the oil supply pump, enters the main oil supply line through the auxiliary oil circuit and supplies oil to the first and second oil circuits, thus ensuring normal oil supply to the first and second oil circuits even when the main oil supply is interrupted. The first compensation oil circuit is connected in parallel with the first oil circuit and is used to supplement the bearing cavity with oil when lubrication is insufficient. The second compensation oil circuit is connected in parallel with the second oil circuit and is used to supplement the gearbox with oil when lubrication is insufficient. Since the amount of lubricating oil in the auxiliary lubrication circuit is likely to be lower than normal after the oil supply is interrupted, the setting of the first compensation oil circuit and the second compensation oil circuit can achieve dynamic and reasonable distribution of lubricating oil, so as to meet the lubrication needs of the bearing cavity and gearbox as much as possible.

[0038] The lubrication interruption handling method provided in the embodiments of the present invention includes: determining whether an oil interruption has occurred in the aero-engine; in the event of an oil interruption, controlling the aero-engine lubrication system to switch from the conventional lubrication circuit to the auxiliary lubrication circuit; the conventional lubrication circuit supplies oil through the lubricating oil tank, and the auxiliary lubrication circuit connects the oil supply main pipe and the oil return main pipe through an auxiliary oil circuit connected in parallel with the lubricating oil tank; determining the lubrication status of the bearing cavity and the gearbox; if the bearing cavity is not sufficiently lubricated, controlling the opening of the first compensation oil circuit to supplement the oil supply to the bearing cavity; if the gearbox is not sufficiently lubricated, controlling the opening of the second compensation oil circuit to supplement the oil supply to the gearbox. In this way, in the event of an oil interruption, the aero-engine lubrication system continues to operate, and achieves dynamic and reasonable distribution of lubricating oil, simultaneously meeting the lubrication needs of the bearing cavity and the gearbox as much as possible. Attached Figure Description

[0039] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0040] Figure 1 A schematic diagram of the structure of an aircraft engine lubricating oil system according to one aspect of the present invention is shown;

[0041] Figure 2 A block diagram of an electronic control system according to one aspect of the present invention is shown;

[0042] Figure 3 A partial structural schematic diagram of an aircraft engine lubricating oil system provided according to one aspect of the present invention is shown.

[0043] Figure label:

[0044] 100-Lubricating oil system; 111-Lubricating oil tank; 112-Oil supply pump; 113-Auxiliary oil circuit; 114-Oil-gas separator; 115-Pressure relief oil circuit; 116-Pressure relief valve; 117-Return oil pump; 118-Lubricating oil radiator; 119-Solenoid valve; 120-Main oil supply pipe; 121-First oil supply pipe section; 122-Second oil supply pipe section; 130-First oil circuit; 131-Front bearing cavity oil circuit; 132-Middle bearing cavity oil circuit; 133-Rear bearing cavity oil circuit; 140-Second oil circuit; 141-Accessory gearbox oil circuit; 142-Transmission gearbox oil circuit; 150-First compensation oil circuit; 151-Front bearing cavity compensation oil circuit; 152-Middle bearing cavity compensation oil circuit; 153-Rear bearing cavity compensation oil circuit 154 - Front bearing cavity compensation valve; 155 - Middle bearing cavity compensation valve; 156 - Rear bearing cavity compensation valve; 160 - Second compensation oil circuit; 161 - Accessory gearbox compensation oil circuit; 162 - Transmission gearbox compensation oil circuit; 163 - Accessory gearbox compensation valve; 164 - Transmission gearbox compensation valve; 170 - Main return oil pipe; 171 - First return oil pipe section; 172 - Second return oil pipe section; 181 - First dividing point; 182 - Third dividing point; 183 - Fourth dividing point; 191 - First oil pressure sensor; 192 - Second oil pressure sensor; 193 - Third oil pressure sensor; 194 - Bearing outer ring temperature sensor; 195 - Bearing vibration sensor; 196 - Engine electronic controller. Detailed Implementation

[0045] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0046] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," "outer," or "vertical" appear, the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed when in use, and does 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, and therefore should not be construed as a limitation of this invention.

[0047] At the same time, it should be noted that the terms "first" and "second" are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0048] In the description of this invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an integral connection, or a detachable 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, or a connection within two components, etc. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0049] Figure 1 This is a structural schematic diagram of the aircraft engine lubricating oil system 100 provided in this embodiment. Please refer to... Figure 1 This embodiment provides an aircraft engine lubricating oil system 100 (hereinafter referred to as lubricating oil system 100), which includes a lubricating oil tank 111, an oil supply pump 112, an oil supply main pipe 120, an oil return main pipe 170, a first oil passage 130, a second oil passage 140, an auxiliary oil passage 113, a solenoid valve 119, a first compensation oil passage 150, and a second compensation oil passage 160.

[0050] The oil supply pump 112 is installed on the oil supply main pipe 120. Both the oil supply main pipe 120 and the return oil main pipe 170 are connected to the oil supply pump 112. The first oil passage 130 and the second oil passage 140 are connected in parallel. The two ends of the first oil passage 130 are connected to the oil supply main pipe 120 and the return oil main pipe 170, respectively. The two ends of the second oil passage 140 are connected to the oil supply main pipe 120 and the return oil main pipe 170, respectively. The first oil passage 130 is used to lubricate the bearing cavity, and the second oil passage 140 is used to lubricate the gearbox. Thus, under the action of the oil supply pump 112, the lubricating oil in the lubricating oil tank 111 enters the oil supply main pipe 120, and then enters the first oil circuit 130 and the second oil circuit 140 through the oil supply main pipe 120 to achieve lubrication of the bearing cavity and the gearbox; after lubricating the bearing cavity and the gearbox, the lubricating oil flows into the return oil main pipe 170 and flows back to the lubricating oil tank 111 through the return oil main pipe 170; thus, the lubricating oil tank 111, the oil supply main pipe 120, the return oil main pipe 170, the first oil circuit 130 and the second oil circuit 140 form a conventional lubrication circuit.

[0051] It should be noted that the lubrication of the lubricating oil system 100 is not limited to the bearing cavity and gearbox. If other parts of the aircraft engine also have lubrication requirements, the lubricating oil system 100 can also be equipped with other oil passages to lubricate the parts that need lubrication.

[0052] Furthermore, the lubricating oil system 100 also includes a return oil pump 117, which is installed on the return oil main pipe 170. The return oil pump 117 causes the lubricating oil to flow back to the return oil main pipe 170 and flow along the return oil main pipe 170 to the supply oil main pipe 120.

[0053] The auxiliary oil circuit 113 is connected in parallel with the lubricating oil tank 111, and its two ends are connected to the oil supply main pipe 120 and the oil return main pipe 170 respectively. In this way, the lubricating oil in the oil return main pipe 170 can flow back to the oil supply main pipe 120 through the auxiliary pipeline. When the oil supply is interrupted and the oil supply pump 112 is unable to pump the lubricating oil in the lubricating oil tank 111 into the oil supply main pipe 120, the lubricating oil can form a circuit without passing through the lubricating oil tank 111 through the auxiliary pipeline. That is, the auxiliary oil circuit 113, the oil supply pump 112, the first oil circuit 130 and the second oil circuit 140 can form an auxiliary lubrication circuit.

[0054] Specifically, taking the connection point between the auxiliary oil circuit 113 and the main oil supply pipe 120 as the first dividing point 181, the main oil supply pipe 120 is divided into a first oil supply pipe section 121 and a second oil supply pipe section 122. The end of the first oil supply pipe section 121 away from the first dividing point 181 is connected to the lubricating oil tank 111, and the end of the second oil supply pipe section 122 away from the first dividing point 181 is connected to the first oil circuit 130 and the second oil circuit 140. The oil supply pump 112 is installed on the second oil supply pipe section 122. Similarly, taking the connection point between the auxiliary oil circuit 113 and the return oil main pipe 170 as the second dividing point, the return oil main pipe 170 is divided into a first return oil pipe section 171 and a second return oil pipe section 172. The end of the first return oil pipe section 171 away from the second dividing point is connected to the lubricating oil tank 111, and the end of the second return oil pipe section 172 away from the second dividing point is connected to the first oil circuit 130 and the second oil circuit 140. Therefore, the "auxiliary lubrication circuit" referred to in this embodiment includes at least the second oil supply pipe section 122, the first oil circuit 130, the second oil circuit 140, the second oil return pipe section 172, and the auxiliary oil circuit 113.

[0055] The auxiliary oil circuit 113 is connected to the main return oil pipe 170 via a solenoid valve 119. In other words, in this embodiment, the location of the solenoid valve 119 can be regarded as the second dividing point. The solenoid valve 119 is a two-position three-way solenoid valve 119. The solenoid valve 119 controls the connection and disconnection between the second return oil pipe section 172 and the first return oil pipe section 171, as well as between the second return oil pipe section 172 and the auxiliary oil circuit 113. Specifically, when the solenoid valve 119 controls the second return oil pipe section 172 to be connected to the first return oil pipe section 171, the second return oil pipe section 172 is disconnected from the auxiliary oil circuit 113. At this time, the lubricating oil system 100 circulates lubricating oil through the conventional lubrication circuit. When the solenoid valve 119 controls the second return oil pipe to be disconnected from the first return oil pipe section 171, the second return oil pipe section 172 is connected to the auxiliary oil circuit 113. At this time, the lubricating oil system 100 circulates lubricating oil through the auxiliary lubrication circuit.

[0056] Figure 2 The diagram shows the structural block diagram of the electronic control system provided in this embodiment. Please refer to the reference diagram. Figure 1 and Figure 2Furthermore, the solenoid valve 119 is electrically connected to the engine electronic controller 196 (EEC), and the solenoid valve 119 is switched by the control signal output by the engine electronic controller 196.

[0057] In this embodiment, the lubricating oil system 100 also includes an oil-gas separator 114, which is installed on the auxiliary oil circuit 113. Therefore, when the lubricating oil system 100 experiences a lubricating oil interruption and switches to the auxiliary lubricating oil circuit, the lubricating oil in the second return oil pipe section 172 needs to undergo oil-gas separation through the oil-gas separator 114 when it passes through the return oil supply main pipe 120 of the auxiliary oil circuit 113.

[0058] The first compensation oil circuit 150 is connected in parallel with the first oil circuit 130, and the first compensation oil circuit 150 is used to supplement the bearing cavity with oil when the bearing cavity is not sufficiently lubricated.

[0059] Specifically, a first compensation valve is provided on the first compensation oil circuit 150, which controls the opening and closing of the first compensation oil circuit 150. When the lubrication system 100 experiences an interruption in lubrication and switches to the auxiliary lubrication circuit, the amount of lubricating oil in the auxiliary lubrication circuit is likely to be less than the normal amount. Therefore, it is necessary to reasonably distribute the lubricating oil. In the case of insufficient lubrication in the bearing cavity, the first compensation valve is controlled to open, and then the bearing cavity is supplied with oil through the first oil circuit 130 and the first compensation oil circuit 150, thereby providing more lubricating oil to the bearing cavity and achieving more sufficient lubrication and cooling of the bearing cavity.

[0060] The second compensation oil circuit 160 is connected in parallel with the second oil circuit 140, and the second compensation oil circuit 160 is used to supplement the oil supply to the gearbox when the gearbox lubrication is insufficient.

[0061] Specifically, a second compensation valve is provided on the second compensation oil circuit 160, which controls the opening and closing of the second compensation oil circuit 160. When the lubrication system 100 experiences an oil interruption and switches to the auxiliary lubrication circuit, the amount of lubricating oil in the auxiliary lubrication circuit is likely to be less than the normal amount. Therefore, it is necessary to properly distribute the lubricating oil. In the case of insufficient lubrication of the gearbox, the second compensation valve is opened. At this time, the gearbox is supplied with oil through the second oil circuit 140 and the second compensation oil circuit 160, thereby providing more lubricating oil to the gearbox and achieving more sufficient lubrication and cooling of the bearing cavity.

[0062] Figure 3 This is a partial structural schematic diagram of the aircraft engine lubricating oil system 100 provided in this embodiment. Please refer to the attached diagram. Figures 1-3In this embodiment, the bearing cavity includes a front bearing cavity, a middle bearing cavity, and a rear bearing cavity. Correspondingly, the first oil passage 130 includes a front bearing cavity oil passage 131, a middle bearing cavity oil passage 132, and a rear bearing cavity oil passage 133, which are arranged in parallel. The front bearing cavity oil passage 131 supplies lubricating oil to the front bearing cavity to meet its lubrication requirements; the middle bearing cavity oil passage 132 supplies lubricating oil to the middle bearing cavity to meet its lubrication requirements; and the rear bearing cavity oil passage 133 supplies lubricating oil to the rear bearing cavity to meet its lubrication requirements.

[0063] The first compensation oil circuit 150 includes a front bearing cavity compensation oil circuit 151, a middle bearing cavity compensation oil circuit 152, and a rear bearing cavity compensation oil circuit 153, which are arranged in parallel. The front bearing cavity compensation oil circuit 151 is used to supplement oil supply to the front bearing cavity, the middle bearing cavity compensation oil circuit 152 is used to supplement oil supply to the middle bearing cavity, and the rear bearing cavity compensation oil circuit 153 is used to supplement oil supply to the rear bearing cavity.

[0064] Accordingly, the first compensation valve includes a front bearing cavity compensation valve 154, a middle bearing cavity compensation valve 155, and a rear bearing cavity compensation valve 156. The front bearing cavity compensation valve 154 is installed on the front bearing cavity compensation oil passage 151, the middle bearing cavity compensation valve 155 is installed on the middle bearing cavity compensation oil passage 152, and the rear bearing cavity compensation valve 156 is installed on the rear bearing cavity compensation oil passage 153.

[0065] The front bearing cavity compensation valve 154, the middle bearing cavity compensation valve 155, and the rear bearing cavity compensation valve 156 are all electrically connected to the engine electronic controller 196 and are opened and closed under the control of the engine electronic controller 196. Under normal circumstances, the front bearing cavity compensation valve 154, the middle bearing cavity compensation valve 155, and the rear bearing cavity compensation valve 156 are all normally closed. When the lubrication is interrupted and the auxiliary lubrication circuit is switched, if the lubrication of the front bearing cavity is insufficient, the engine electronic controller 196 controls the front bearing cavity compensation valve 154 to open, and supplies lubricating oil to the front bearing cavity through the front bearing cavity oil circuit 131 and the front bearing cavity compensation oil circuit 151. If the lubrication of the middle bearing cavity is insufficient, the engine electronic controller 196 controls the middle bearing cavity valve to open, and supplies lubricating oil to the middle bearing cavity through the middle bearing cavity oil circuit 132 and the middle bearing cavity compensation oil circuit 152. If the lubrication of the rear bearing cavity is insufficient, the engine electronic controller 196 controls the rear bearing cavity valve to open, and supplies lubricating oil to the rear bearing cavity through the rear bearing cavity oil circuit 133 and the rear bearing cavity compensation oil circuit 153.

[0066] In this embodiment, the gearbox includes an accessory gearbox and a transmission gearbox. Correspondingly, the second oil circuit 140 includes an accessory gearbox oil circuit 141 and a transmission gearbox oil circuit 142. The accessory gearbox oil circuit 141 and the transmission gearbox oil circuit 142 are connected in parallel. Lubricating oil is supplied to the accessory gearbox through the accessory gearbox oil circuit 141 to meet the lubrication requirements of the accessory gearbox, and lubricating oil is supplied to the transmission gearbox through the transmission gearbox oil circuit 142 to meet the lubrication requirements of the transmission gearbox.

[0067] The second compensation oil circuit 160 includes an accessory gearbox compensation oil circuit 161 and a transmission gearbox compensation oil circuit 162. The accessory gearbox compensation oil circuit 161 and the transmission gearbox compensation oil circuit 162 are connected in parallel. The accessory gearbox compensation oil circuit 161 is used to supply compensation oil to the accessory gearbox, and the transmission gearbox compensation oil circuit 162 is used to supply compensation oil to the transmission gearbox.

[0068] Accordingly, the second compensation valve includes an accessory gearbox compensation valve 163 and a transmission gearbox compensation valve 164. The accessory gearbox compensation valve 163 is installed on the accessory gearbox compensation oil circuit 161, and the transmission gearbox compensation valve 164 is installed on the transmission gearbox compensation oil circuit 162.

[0069] Both the accessory gearbox compensating valve 163 and the transmission gearbox compensating valve 164 are electrically connected to the engine electronic controller 196 and are opened and closed under the control of the engine electronic controller 196. Under normal circumstances, both the accessory gearbox compensating valve 163 and the transmission gearbox compensating valve 164 are normally closed. When the lubrication is interrupted and the auxiliary lubrication circuit is switched, if the lubrication of the accessory gearbox is insufficient, the engine electronic controller 196 controls the accessory gearbox compensating valve 163 to open. At this time, lubricating oil is supplied to the accessory gearbox through the accessory gearbox oil circuit 141 and the accessory gearbox compensating oil circuit 161. If the lubrication of the transmission gearbox is insufficient, the engine electronic controller 196 controls the transmission gearbox compensating valve 164 to open. At this time, lubricating oil is supplied to the transmission gearbox through the transmission gearbox oil circuit 142 and the transmission gearbox compensating oil circuit 162.

[0070] Furthermore, the lubrication system 100 also includes a bearing outer ring temperature sensor 194 and a bearing vibration sensor 195 located at each bearing in the bearing cavity and gearbox. By detecting the vibration at the bearing and the bearing outer ring temperature, it determines whether there are lubrication problems in the bearing cavity and gearbox. Specifically, the multiple bearing outer ring temperature sensors 194 and multiple bearing vibration sensors 195 in the lubrication system 100 are electrically connected to the engine electronic controller 196. The bearing outer ring temperature sensors 194 detect temperature data in real time, and the bearing vibration sensors 195 detect vibration data in real time. If the temperature or vibration exceeds the threshold or shows a continuous increasing trend, it indicates insufficient lubrication, and more lubricating oil needs to be added.

[0071] It should be noted that the temperature or vibration thresholds are confirmed based on the operating calibration values ​​of the aero-engine. If the data detected by the temperature sensor 194 or the vibration sensor 195 of any bearing outer ring in the front bearing cavity, middle bearing cavity, rear bearing cavity, accessory gearbox, and transmission gearbox exceeds the threshold or shows a continuous increasing trend, it indicates that there is insufficient lubrication at that location. Accordingly, the engine electronic controller 196 controls the corresponding compensation valve to open.

[0072] In this embodiment, the lubricating oil system 100 further includes a pressure relief oil passage 115, on which a pressure relief valve 116 is provided. The two ends of the pressure relief oil passage 115 are respectively connected to the oil supply main pipe 120 and the oil return main pipe 170, so as to form a pressure relief circuit through the pressure relief oil passage 115, the oil supply pump 112 and the auxiliary oil passage 113. The pressure relief valve 116 is used to control the opening and closing of the pressure relief oil passage 115.

[0073] Specifically, the pressure relief oil passage 115 is connected to the second oil supply pipe section 122 of the main oil supply pipe 120, and the connection point between the pressure relief oil passage 115 and the second oil supply pipe section 122 is the third dividing point 182. The oil supply pump 112 is located between the first dividing point 181 and the third dividing point 182. The pressure relief oil passage 115 is connected to the second return oil pipe section 172 of the main return oil pipe 170, and the connection point between the pressure relief oil passage 115 and the second return oil pipe section 172 is the fourth dividing point 183. The return oil pump 117 is located between the second dividing point and the fourth dividing point 183. Thus, when the pressure relief oil passage 115 is open, some of the lubricating oil pumped from the outlet of the oil supply pump 112 returns directly to the main return oil pipe 170 through the pressure relief oil passage 115. The pressure relief valve 116 is electrically connected to the engine electronic controller 196. The engine electronic controller 196 sends a control signal to the pressure relief valve 116 to control the opening and closing of the pressure relief valve 116.

[0074] Furthermore, the lubricating oil system 100 also includes a lubricating oil cooler 118, which is installed on the second oil supply pipe section 122 and is located on the side away from the oil supply pump 112 at the third dividing point 182. In other words, the lubricating oil flowing directly from the pressure relief oil passage 115 back to the return oil main pipe 170 does not need to pass through the lubricating oil cooler 118.

[0075] Furthermore, the lubricating oil system 100 also includes a first oil pressure sensor 191 disposed at the outlet of the oil supply pump 112. A pressure relief valve 116 is used to control the opening and closing of the pressure relief oil passage 115 based on the oil pressure detected by the first oil pressure sensor 191 at the outlet of the oil supply pump 112. Specifically, the first oil pressure sensor 191 is disposed between the oil supply pump 112 and the third dividing point 182, thereby detecting the oil pressure at the outlet of the oil supply pump 112. The first oil pressure sensor 191 is electrically connected to the engine electronic controller 196, thereby transmitting a signal representing the detected oil pressure at the outlet of the oil supply pump 112 to the engine electronic controller 196. The pressure relief valve 116 is normally closed. If the engine electronic controller 196 determines that the oil pressure exceeds a threshold, it controls the pressure relief valve 116 to open, so that some lubricating oil does not participate in the lubrication of the bearing cavity and gearbox, but flows directly back to the return oil main pipe 170 from the pressure relief oil passage 115.

[0076] In this embodiment, the lubrication system 100 further includes a second oil pressure sensor 192 disposed at the lubrication oil tank 111. The second oil pressure sensor 192 is used to detect the oil pressure at the outlet of the lubrication oil tank 111, thereby determining whether an oil interruption has occurred based on the oil pressure. Specifically, the second oil pressure sensor 192 is electrically connected to the engine electronic controller 196. The second oil pressure sensor 192 sends a signal representing the detected oil pressure at the outlet of the lubrication oil tank 111 to the engine electronic controller 196, and the engine electronic controller 196 determines whether an oil interruption has occurred in the lubrication system 100 based on the signal. The second oil pressure sensor 192 is disposed on the first oil supply pipe section 121.

[0077] In this embodiment, the lubricating oil system 100 also includes a third oil pressure sensor 193 disposed on the auxiliary oil passage 113. The third oil pressure sensor 193 detects the oil pressure value on the auxiliary oil passage 113 to monitor the oil pressure on the auxiliary oil passage 113. Specifically, the third oil pressure sensor 193 is electrically connected to the engine electronic controller 196. The oil pressure on the auxiliary oil passage 113 detected by the third oil pressure sensor 193 can be transmitted to the engine electronic controller 196 for storage or analysis.

[0078] The aircraft engine lubrication system 100 provided in the embodiments of the present invention, by setting an auxiliary oil passage 113, ensures the circulation of lubricating oil through the auxiliary lubrication circuit formed by the auxiliary oil passage 113 in the event of lubrication interruption, thereby achieving lubrication of the bearing cavity and gearbox. Simultaneously, a first compensation oil passage 150 for lubrication compensation of the bearing cavity and a second compensation oil passage 160 for lubrication compensation of the gearbox are also provided. The first compensation oil passage 150 and the second compensation oil passage 160 enable reasonable distribution of lubricating oil during the unconventional state of lubrication oil circulation through the auxiliary lubrication circuit, maximizing the satisfaction of lubrication requirements. This aircraft engine lubrication system 100 effectively avoids general and serious mechanical failures such as bearing wear and clamping due to reduced system oil pressure and insufficient oil quantity caused by lubrication oil supply interruption. Moreover, this aircraft engine lubrication system 100 does not require significant modifications to a conventional lubrication system 100 or the addition of excessive auxiliary equipment, effectively improving the reliability and safety of the lubrication system 100.

[0079] Embodiments of the present invention also provide a lubricating oil interruption handling method, which can be implemented based on the aforementioned aircraft engine lubricating oil system 100. In other words, the aforementioned engine electronic controller 196 can be used to execute the lubricating oil interruption handling method. The lubricating oil interruption handling method includes the following steps:

[0080] S01: Determine if the aircraft engine has experienced a lubrication interruption.

[0081] The engine electronic controller 196 acquires a signal representing the oil pressure at the outlet of the lubricating oil tank 111 detected by the second oil pressure sensor 192. If the oil pressure at the outlet of the lubricating oil tank 111 is lower than a preset value and remains lower for a preset duration, it is determined that the aircraft engine has experienced an oil interruption. Conversely, if the detected oil pressure at the outlet of the lubricating oil tank 111 is higher than or equal to the preset value, or if the pressure is lower than the preset value for less than the preset duration, it is determined that the aircraft engine has not experienced an oil interruption.

[0082] Optionally, the preset value can be set to 3 psid; the preset duration can be set to 3 seconds. Understandably, the specific value of the preset value can be adaptively adjusted according to different aircraft engine models, and correspondingly, the preset duration can also be adjusted according to requirements or the stringency of the judgment logic.

[0083] S02: In the event of an oil interruption, control the aircraft engine oil system 100 to switch from the conventional lubrication circuit to the auxiliary lubrication circuit.

[0084] If the engine electronic controller 196 determines that the lubricating oil system 100 has experienced an interruption in lubricating oil supply, the engine electronic controller 196 sends a control signal to the solenoid valve 119, controlling the solenoid valve 119 to disconnect the first return oil pipe section 171 from the second return oil pipe section 172, and connect the second return oil pipe section 172 to the auxiliary oil circuit 113. At this time, the lubricating oil in the second return oil pipe section 172 flows back to the main oil supply pipe 120 through the auxiliary oil circuit 113, without having to pass through the lubricating oil tank 111.

[0085] S03: Determine the lubrication status of the bearing cavity and gearbox.

[0086] The engine electronic controller 196 acquires detection signals from multiple bearing outer ring temperature sensors 194 and bearing vibration sensors 195. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the bearing cavity exceeds a preset value, it is determined that there is insufficient lubrication in the bearing cavity. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the gearbox exceeds a preset value, it is determined that there is insufficient lubrication in the gearbox.

[0087] Specifically, if the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the front bearing cavity exceeds a preset value, it is determined that the front bearing cavity has insufficient lubrication. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the middle bearing cavity exceeds a preset value, it is determined that the middle bearing cavity has insufficient lubrication. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the rear bearing cavity exceeds a preset value, it is determined that the rear bearing cavity has insufficient lubrication. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the accessory gearbox exceeds a preset value, it is determined that the accessory gearbox has insufficient lubrication. If the temperature detected by any bearing outer ring temperature sensor 194 or the vibration value detected by any bearing vibration sensor 195 in the transmission gearbox exceeds a preset value, it is determined that the transmission gearbox has insufficient lubrication.

[0088] S04: In the event of insufficient lubrication in the bearing cavity, control the opening of the first compensation oil circuit 150 to supplement the oil supply to the bearing cavity.

[0089] When the bearing cavity is not sufficiently lubricated, the engine electronic controller 196 controls the first compensation valve to open, thereby opening the first compensation oil circuit 150. At this time, the first compensation oil circuit 150 and the first oil circuit 130 jointly supply oil to the bearing cavity.

[0090] Specifically, when the lubrication in the bearing cavity is insufficient, the engine electronic controller 196 controls the front bearing cavity compensation valve 154 to open. At this time, the front bearing cavity oil circuit 131 and the front bearing cavity compensation oil circuit 151 jointly supply oil to the front bearing cavity to ensure sufficient lubrication and cooling of the front bearing cavity. When the lubrication in the middle bearing cavity is insufficient, the engine electronic controller 196 controls the middle bearing cavity compensation valve 155 to open. At this time, the middle bearing cavity oil circuit 132 and the middle bearing cavity compensation oil circuit 152 jointly supply oil to the middle bearing cavity to ensure sufficient lubrication and cooling of the middle bearing cavity. When the lubrication in the rear bearing cavity is insufficient, the engine electronic controller 196 controls the rear bearing cavity compensation valve 156 to open. At this time, the rear bearing cavity oil circuit 133 and the rear bearing cavity compensation oil circuit 153 jointly supply oil to the rear bearing cavity to ensure sufficient lubrication and cooling of the rear bearing cavity.

[0091] S05: In the event of insufficient lubrication in the gearbox, control the second compensation oil circuit 160 to open to supplement the oil supply to the gearbox.

[0092] In the event of insufficient gearbox lubrication, the engine electronic controller 196 controls the second compensation valve to open, thereby opening the second compensation oil circuit 160. At this time, the second compensation oil circuit 160 and the second oil circuit 140 jointly supply oil to the gearbox.

[0093] Specifically, when the accessory gearbox is not sufficiently lubricated, the engine electronic controller 196 controls the accessory gearbox compensation valve 163 to open. At this time, the accessory gearbox oil circuit 141 and the accessory gearbox compensation oil circuit 161 jointly supply oil to the accessory gearbox to ensure sufficient lubrication and cooling of the accessory gearbox. When the transmission gearbox is not sufficiently lubricated, the engine electronic controller 196 controls the transmission gearbox compensation valve 164 to open. At this time, the transmission gearbox oil circuit 142 and the transmission gearbox compensation oil circuit 162 jointly supply oil to the transmission gearbox to ensure sufficient lubrication and cooling of the transmission gearbox.

[0094] Understandably, steps S04 and S05 are steps executed in response to the judgment result obtained after executing step S03. Therefore, there is no restriction on the order of execution of S04 and S05. In actual work, steps S04 and S05 can be executed together, or only one of them can be executed.

[0095] Furthermore, the lubricating oil interruption handling method provided in the embodiments of the present invention further includes:

[0096] S06: Obtain the oil pressure signal at the outlet of the oil supply pump 112 detected by the first oil pressure sensor 191, and control the pressure relief oil circuit 115 to open when the oil pressure at the outlet of the oil supply pump 112 exceeds the threshold.

[0097] The engine electronic controller 196 acquires the oil pressure signal detected by the first oil pressure sensor 191. If the oil pressure at the outlet of the oil supply pump 112 exceeds a threshold, it controls the pressure relief valve 116 to open, thereby opening the pressure relief oil passage 115. A portion of the lubricating oil in the second oil supply pipe section 122 does not participate in lubrication but flows directly from the pressure relief oil passage 115 into the return oil main pipe 170, and then flows back to the oil supply pump 112 via the return oil main pipe 170 and the auxiliary oil passage 113. It is understood that the threshold here can be set to the oil pressure value of the lubricating oil system 100 during normal operation, and its specific data can be set according to the aircraft engine model.

[0098] Furthermore, the lubricating oil interruption handling method provided in the embodiments of the present invention further includes:

[0099] S07: If the lubricating oil system 100 resumes oil supply, control the aircraft engine lubricating oil system 100 to switch from the auxiliary lubrication circuit to the conventional lubrication circuit.

[0100] During the process of lubricating oil circulation in the aero-engine lubricating oil system 100 through the auxiliary lubrication circuit, the second oil pressure sensor 192 continuously detects the oil pressure at the outlet of the lubricating oil tank 111. When the second oil pressure sensor 192 detects that the oil pressure at the outlet of the lubricating oil tank 111 has returned to the normal range and has been maintained for a certain period of time, it is determined that the lubricating oil system 100 has resumed oil supply. At this time, the engine electronic controller 196 controls the solenoid valve 119 to connect the first return oil pipe section 171 and the second return oil pipe section 172, and disconnect the second return oil pipe section 172 from the auxiliary oil circuit 113, thereby switching the aero-engine lubricating oil system 100 from the auxiliary lubrication circuit to the conventional lubrication circuit.

[0101] It should be noted that the term "normal range" here is specifically set according to the type of aircraft engine. For example, the normal range can be set to greater than 3 psid, and "a certain duration" includes, but is not limited to, 3 seconds.

[0102] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations 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 scope of protection of the present invention.

Claims

1. An aircraft engine lubrication system, comprising a lubricating oil tank, an oil supply pump, an oil supply main pipe, an oil return main pipe, a first oil passage, and a second oil passage, wherein the oil supply pump is mounted on the oil supply main pipe, and the lubricating oil tank, the oil supply main pipe, the oil return main pipe, the first oil passage, and the second oil passage form a conventional lubrication circuit, the oil supply pump being used to pump lubricating oil from the lubricating oil tank to the first oil passage and the second oil passage; the first oil passage and the second oil passage are connected in parallel, and the first oil passage is used to lubricate the bearing cavity, and the second oil passage is used to lubricate the gearbox; characterized in that... The aircraft engine lubrication system also includes: An auxiliary oil circuit is connected in parallel with the lubricating oil tank, and its two ends are respectively connected to the oil supply main pipe and the oil return main pipe; after the oil supply from the lubricating oil tank is interrupted, an auxiliary lubrication circuit is formed through the auxiliary oil circuit, the oil supply pump, the first oil circuit, and the second oil circuit. Solenoid valve, the solenoid valve being used to control the switching of the aircraft engine lubrication system between the conventional lubrication circuit and the auxiliary lubrication circuit; A first compensation oil circuit, connected in parallel with the first oil circuit, is used to supplement oil supply to the bearing cavity when the bearing cavity is insufficiently lubricated; and The second compensation oil circuit is connected in parallel with the second oil circuit, and the second compensation oil circuit is used to supplement the oil supply to the gearbox when the gearbox is not sufficiently lubricated.

2. The aircraft engine lubricating oil system according to claim 1, characterized in that, The aircraft engine lubricating oil system also includes an oil-gas separator, which is installed on the auxiliary oil line.

3. The aircraft engine lubricating oil system according to claim 1, characterized in that, The aircraft engine lubricating oil system also includes a pressure relief oil circuit, which is equipped with a pressure relief valve. The two ends of the pressure relief oil circuit are respectively connected to the oil supply main pipe and the oil return main pipe to form a pressure relief circuit through the pressure relief oil circuit, the oil supply pump and the auxiliary oil circuit. The pressure relief valve is used to control the opening and closing of the pressure relief oil circuit.

4. The aircraft engine lubricating oil system according to claim 3, characterized in that, The aircraft engine lubricating oil system also includes a first oil pressure sensor disposed at the outlet of the oil supply pump, and the pressure relief valve is used to control the opening and closing of the pressure relief oil circuit according to the oil pressure at the outlet of the oil supply pump detected by the first oil pressure sensor.

5. The aircraft engine lubricating oil system according to claim 1, characterized in that, The first compensation oil circuit includes a front bearing cavity compensation oil circuit, a middle bearing cavity compensation oil circuit, and a rear bearing cavity compensation oil circuit, which are arranged in parallel.

6. The aircraft engine lubricating oil system according to claim 1, characterized in that, The second compensation oil circuit includes an accessory gearbox compensation oil circuit and a transmission gearbox compensation oil circuit, which are connected in parallel.

7. The aircraft engine lubricating oil system according to claim 1, characterized in that, The aircraft engine lubrication system also includes a second oil pressure sensor located at the lubrication tank, which is used to detect the oil pressure at the outlet of the lubrication tank.

8. A method for handling lubricating oil interruption, characterized in that, The lubricating oil interruption handling method includes: Determine if the aircraft engine has experienced a lubrication interruption; In the event of an oil interruption, the aircraft engine oil system is switched from the conventional lubrication circuit to the auxiliary lubrication circuit. The conventional lubrication circuit supplies oil through the lubrication oil tank, and the auxiliary lubrication circuit connects the oil supply main and the oil return main through an auxiliary oil circuit connected in parallel with the lubrication oil tank. Determine the lubrication status of the bearing cavity and gearbox; In the event of insufficient lubrication in the bearing cavity, the first compensation oil circuit is opened to supplement the oil supply to the bearing cavity; In the event of insufficient lubrication in the gearbox, the second compensation oil circuit is opened to supplement the oil supply to the gearbox.

9. The lubricating oil interruption handling method according to claim 8, characterized in that, The aircraft engine lubricating oil system has a second oil pressure sensor for detecting the oil pressure at the outlet of the lubricating oil tank; The steps for determining whether an aircraft engine has experienced a lubrication interruption include: Acquire the signal, which is the oil pressure at the outlet of the lubricating oil tank, detected by the second oil pressure sensor; If the oil pressure at the outlet of the lubricating oil tank is lower than a preset value and remains so for a preset duration, it is determined that the aero-engine has experienced an oil interruption.

10. The lubricating oil interruption handling method according to claim 8, characterized in that, The aircraft engine lubrication system includes a bearing outer ring temperature sensor and a bearing vibration sensor located at each bearing in the bearing cavity and the gearbox. The steps for determining the lubrication status of the bearing cavity and gearbox include: Acquire the detection signals from the bearing outer ring temperature sensor and the bearing vibration sensor; If the bearing outer ring temperature detected by any of the bearing outer ring temperature sensors in the bearing cavity exceeds a preset value, or the bearing vibration value detected by any of the bearing vibration sensors exceeds a preset value, then the bearing cavity will not be adequately lubricated. If the bearing outer ring temperature detected by any of the bearing outer ring temperature sensors in the gearbox exceeds a preset value, or if the bearing vibration value detected by any of the bearing vibration sensors exceeds a preset value, then the bearing cavity will not be adequately lubricated.

11. The lubricating oil interruption handling method according to claim 8, characterized in that, The aircraft engine lubricating oil system also includes an oil supply pump, a first oil pressure sensor, and a pressure relief oil circuit; the first oil pressure sensor is used to detect the oil pressure at the outlet of the oil supply pump, and the pressure relief oil circuit, the oil supply pump, and the auxiliary oil circuit form a pressure relief loop; The lubricating oil interruption handling method further includes: Acquire the signal representing the oil pressure at the outlet of the oil supply pump, detected by the first oil pressure sensor; If the oil pressure at the outlet of the oil supply pump exceeds a threshold, the pressure relief oil circuit is opened to allow some lubricating oil to flow directly back to the oil supply pump through the auxiliary oil circuit.

Images