Aircraft fuel pump

Abstract

The invention discloses an aircraft fuel pump which comprises a pump shell, a pump core, a stator, a rotor and a rotating plate. One end of the pump core is arranged in the pump shell, the stator and the rotor are arranged in the pump core, the rotor is located in the stator, the rotating plate is arranged in the rotor and rotates along with the rotor, and the rotating plate extends out of the rotor in the radial direction and is close to the inner wall of the stator. Wherein the pump shell is provided with an oil inlet end and an oil outlet end which are intersected, a self-sealing valve mechanism is arranged in the oil inlet end, and a one-way valve mechanism is arranged in the oil outlet end. Fuel oil is continuously conveyed to the oil outlet end of the pump shell after being pressurized through the rotary plate, the oil inlet end is provided with a self-sealing valve mechanism, the oil outlet end is provided with a one-way valve mechanism, the fuel oil is prevented from leaking outwards after the pump core is disassembled, and the pump shell and the pump core are independently replaceable units, are matched at will and are convenient to replace.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft fuel delivery, and in particular to an aircraft fuel pump. Background Art

[0002] The most important equipment for civil aircraft fuel transportation is the pump. The power provided by the motor or engine gearbox drives the oil pump to do work on the fuel. There are three types of aircraft fuel pumps: centrifugal pumps, external gear pumps, internal gear pumps and rotary vane pumps. Among them, centrifugal pumps have a large flow rate, a small maximum pressure value, no self-priming ability, and need to be integrated with a vacuum exhaust pump. They are generally installed at the low oil level of the aircraft tank and are the most widely used products for aircraft fuel transportation. External gears have a smaller flow rate at the same weight and size, a large maximum pumping pressure value, and a certain negative pressure oil absorption capacity. They are mainly used in aircraft engine high-pressure pumps. Internal gear pumps have a certain negative pressure oil absorption capacity. At the same flow rate, they are larger in size and are mainly used in engine fuel and lubricating oil systems. Rotary vane pumps have strong negative pressure oil absorption capacity and a large flow rate, and are mainly used in aircraft fuel and engine fuel and lubricating oil systems.

[0003] Due to the limited space, the fuel system APU (Auxiliary Power Unit) and engine fuel pump of small and medium-sized regional aircraft are required to have simple structure, small size, easy disassembly and assembly, strong self-priming ability, fast pressure build-up, and fire prevention. Centrifugal pumps have large radial dimensions and do not meet the space requirements; internal and external meshing gear pumps have large radial dimensions, slow pressure build-up, limited self-priming ability, and are not fireproof, which do not meet the requirements; rotary vane pumps have simple structures, small sizes, strong self-priming ability, and dry running requirements, but there is a risk of ignition and deflagration.

[0004] Therefore, it is necessary to develop a rotary vane fuel pump suitable for the APU and engine fuel supply of small regional aircraft fuel systems, which can adapt to long-term dry operation and negative pressure fuel supply needs. Summary of the invention

[0005] In view of the above problems existing in the prior art, an aircraft fuel pump is provided.

[0006] The specific technical solutions are as follows:

[0007] An aircraft fuel pump mainly comprises: a pump casing, a pump core, a stator, a rotor and a rotary plate;

[0008] One end of the pump core is installed in the pump housing, the stator and the rotor are installed in the pump core, the rotor is located in the stator, the rotary plate is installed in the rotor and rotates with the rotor, and the rotary plate radially extends out of the rotor and is close to the inner wall of the stator;

[0009] The pump housing has an oil inlet end and an oil outlet end whose axes intersect, a self-sealing valve mechanism is arranged in the oil inlet end, and a one-way valve mechanism is arranged in the oil outlet end.

[0010] The above-mentioned aircraft fuel pump also has the following characteristics: the stator is a cylindrical structure, a side surface of one side of the cylindrical structure is provided with a plurality of oil inlets, the pump core is provided with openings corresponding to the oil inlets, and the openings and the inner wall of the pump housing form an oil inlet cavity.

[0011] The above-mentioned aircraft fuel pump also has the following feature: the pump core is provided with a first convex ring and a second convex ring at positions corresponding to the oil outlet end; the first convex ring and the second convex ring are respectively sealed and connected to the inner wall of the pump housing by a sealing ring to form a fuel cavity; wherein the first convex ring is close to the oil inlet end; a fuel port is provided on the radial surface of the first convex ring; one end of the fuel port is communicated with the inner cavity of the rotor; the other end of the fuel port is communicated with the fuel cavity; and the fuel cavity is communicated with the oil outlet end.

[0012] The above-mentioned aircraft fuel pump also has such a feature that the self-sealing valve mechanism includes a first torsion spring, a first pin shaft and a first valve;

[0013] The first pin is installed in the pump housing, the first valve is movably sleeved on the first pin, the first torsion spring is installed on the first pin, the first torsion spring has a first extension portion, and the first extension portion radially extends toward the first valve;

[0014] The one-way valve mechanism includes a second torsion spring, a second pin and a second valve;

[0015] The second pin shaft is installed in the pump housing, the second valve is movably sleeved on the second pin shaft, the second torsion spring is installed on the second pin shaft, the second torsion spring has a second extension portion, and the second extension portion radially extends toward the second valve.

[0016] The above-mentioned aircraft fuel pump also has the following characteristics: one end of the rotor close to the oil outlet end is coaxially connected to a motor, the radial surface of the second convex ring is provided with a fuel cooling circuit inlet, one end of the fuel cooling circuit inlet is connected to the fuel cavity, and the other end of the fuel cooling circuit inlet is connected to the cooling circuit arranged inside the motor.

[0017] The above-mentioned aircraft fuel pump also has the following feature: the cooling circuit is connected to the fuel cooling circuit outlet, and the fuel cooling circuit outlet is arranged on the pump core and is connected to the oil inlet chamber.

[0018] The above-mentioned aircraft fuel pump also has the following characteristics: a separate cavity is provided on one side of the pump core, a connecting port connected to the oil inlet cavity is provided at one end of the cavity, a safety inlet connected to the fuel cavity is provided at the other end of the cavity, and a valve mechanism is provided in the cavity for realizing one-way connection between the cavity and the fuel cavity.

[0019] The above-mentioned aircraft fuel pump also has such a feature that the valve mechanism includes an elastic member, a valve core and a valve sleeve;

[0020] The valve sleeve is arranged at the safety entrance of the cavity, the elastic member is installed in the cavity, the valve core is arranged at one end of the elastic member facing the valve sleeve, one end of the valve core is against the elastic member, and the other end of the valve core is against the valve sleeve.

[0021] The above-mentioned aircraft fuel pump also has the feature that a fine-tuning gasket is provided at one end of the elastic member away from the valve sleeve.

[0022] The above-mentioned aircraft fuel pump also has the following characteristics: the rotary plate includes four F-shaped plates, and the F-shaped plates are symmetrically connected in pairs to form two plate structures with holes. The two plate structures are crossed to form a cross-shaped cross structure member as a whole. The cross structure member is installed in the rotor, and each branch of the cross structure member extends out of the rotor. The end of each branch of the cross structure member is close to the inner wall of the stator, and the cross-sectional shape of the inner cavity of the stator is a high-order curve.

[0023] The positive effects of the above technical solution are:

[0024] The present invention provides an aircraft fuel pump, in which the fuel is pressurized by a rotary plate and continuously delivered to the oil outlet end of the pump casing. The oil inlet end is provided with a self-sealing valve mechanism, and the oil outlet end is provided with a one-way valve mechanism to prevent the fuel from leaking out after the pump core is disassembled. The pump casing and the pump core are independently replaceable units, which can be matched arbitrarily and are easy to replace.

[0025] The rotary vane is made of antimony-impregnated electro-graphite material, with an "F"-shaped cross arrangement and a high-order curve stator inner profile design to achieve the requirements of dry operation and wear resistance of the rotary vane pump;

[0026] The design of the safety valve (chamber and valve mechanism) is that when the pump outlet pressure exceeds the maximum opening pressure of the safety valve, the safety valve opens and the fuel flows back to the inlet chamber through the pressure relief valve, achieving overpressure protection and avoiding damage to the system caused by overpressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A schematic diagram of the general assembly structure of an aircraft fuel pump provided by the present invention;

[0028] Figure 2 A schematic diagram of the first direction structure of the pump core provided by the present invention;

[0029] Figure 3 A schematic diagram of the second direction structure of the pump core provided by the present invention;

[0030] Figure 4 A schematic diagram of the third-direction structure of the pump core provided by the present invention;

[0031] Figure 5 A schematic diagram of the structure of the stator provided by the present invention;

[0032] Figure 6 A schematic diagram of the structure of the rotary plate provided by the present invention;

[0033] Figure 7 A schematic structural diagram of the self-sealing valve mechanism provided by the present invention;

[0034] Figure 8 This is a schematic structural diagram of the one-way valve mechanism provided by the present invention.

[0035] In the attached drawings: 1, pump housing; 2, pump core; 201, opening; 202, fuel port; 203, fuel cooling circuit inlet; 204, fuel cooling circuit outlet; 205, connecting port; 206, safety inlet; 207, pressure sensor interface; 21, first convex ring; 22, second convex ring; 23, cavity; 24, poke plate; 3, stator; 301, oil inlet; 4, rotor; 5, rotary plate; 6, self-sealing valve mechanism; 611, first torsion spring; 6111, first extension spring Outlet; 621, first pin; 631, first valve; 641, first baffle; 7, one-way valve mechanism; 712, second torsion spring; 7122, second extension; 722, second pin; 732, second valve; 742, second baffle; 8, spring; 9, valve core; 11, valve sleeve; 12, fine-tuning gasket; 13, screw; 14, sealing ring; 15, motor; 1501, cooling circuit; 16, first bearing; 17, second bearing; 18, pin. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0037] The serial numbers of the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings). In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. are based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0038] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0039] See also Figure 1 As shown in the figure, the invention discloses an aircraft fuel pump, comprising: a pump housing 1, a pump core 2, a stator 3, a rotor 4 and a rotary plate 5;

[0040] One end of the pump core 2 is installed in the pump housing 1 . Specifically, one end of the pump core 2 is inserted into the pump housing 1 .

[0041] The stator 3 and the rotor 4 are installed in the pump core 2 . The rotor 4 is located in the stator 3 . The rotary plate 5 is installed in the rotor 4 and rotates with the rotor 4 . The rotary plate 5 radially extends out of the rotor 4 and is close to the inner wall of the stator 3 .

[0042] Optionally, the rotary vane 5 includes four F-shaped plates, which are symmetrically connected in pairs to form two plate structures with holes. The two plate structures cross to form a cross-shaped cross structure. The cross structure is loaded into the rotor 4, and each branch of the cross structure extends out of the rotor 4. The end of one end of each branch of the cross structure is close to the inner wall of the stator 3, and the cross-sectional shape of the inner cavity of the stator 3 is a high-order curve (for details, please refer to Chinese patent documents CN110953150 U and CN211778170U). The rotary vane pump structure is selected, which has a simple structure, strong self-priming ability, fast pressure build-up, and stable performance. The structural characteristics of the rotary vane pump are given full play, and the large diameter R and small diameter r of smaller sizes are selected to reduce the radial size of the working chamber, thereby reducing the overall size of the pump housing 1 and the pump core 2 to meet the aircraft installation space requirements. The inner contour of the stator 3 uses a high-order fitting curve, so that the entire product runs smoothly and with low noise.

[0043] The rotor 4 is provided with a plurality of slots for avoiding the rotary plate 5 , and each branch of the cross structure is located in a slot and extends out of the slot.

[0044] Furthermore, the rotary vane 5 is made of antimony-impregnated electrolytic graphite material, with an "F"-shaped cross arrangement, and is matched with the inner contour design of the high-order curve stator 3 to achieve the requirements of dry operation and wear resistance of the rotary vane pump.

[0045] Among them, the first bearing 16 and the second bearing 17 are respectively provided at both ends of the rotor 4, and the first bearing 16 and the second bearing 17 are connected by a pin 18 structure. The pin 18 extends into the pump core 2 to realize the connection between the first bearing 16, the second bearing 17, the stator 3 and the pump core 2, thereby preventing the stator 3, the first bearing 16 and the second bearing 17 from rotating.

[0046] The pump housing 1 has an oil inlet end and an oil outlet end with intersecting axes, a self-sealing valve mechanism 6 is arranged in the oil inlet end, and a one-way valve mechanism 7 is arranged in the oil outlet end. Specifically, the pump housing 1 is an L-shaped tube structure as a whole, one port is the oil inlet end, and the other port is the oil outlet end.

[0047] The stator 3 is a cylindrical structure, and a plurality of oil inlets 301 are arranged on the side of one side of the cylindrical structure. The pump core 2 is provided with an opening 201 corresponding to the oil inlet 301. The opening 201 and the inner wall of the pump housing 1 form an oil inlet cavity. The fuel reaches the oil inlet cavity from the self-sealing valve mechanism 6 at the oil inlet end of the pump housing 1, and then enters the pump core 2 and enters the rotor 4.

[0048] The pump core 2 is provided with a first convex ring 21 and a second convex ring 22 at the position corresponding to the oil outlet. The first convex ring 21 and the second convex ring 22 are sealed and connected to the inner wall of the pump housing 1 by a sealing ring 14 to form a fuel cavity, wherein the first convex ring 21 is close to the oil inlet end, and the radial surface of the first convex ring 21 is provided with a fuel port 202, one end of the fuel port 202 is connected to the inner cavity of the rotor 4, and the other end of the fuel port 202 is connected to the fuel cavity, and the fuel cavity is connected to the oil outlet. The fuel enters the fuel cavity from the fuel port 202 after being pressurized by the rotary plate 5 from the rotor 4, and then flows out to the oil outlet.

[0049] Optionally, the self-sealing valve mechanism 6 includes a first torsion spring 611, a first pin 621 and a first valve 631;

[0050] The first pin shaft 621 is installed in the pump housing 1 . The first valve 631 is movably sleeved on the first pin shaft 621 . The first torsion spring 611 is installed on the first pin shaft 621 . The first torsion spring 611 has a first extension portion 6111 . The first extension portion 6111 radially extends toward the first valve 631 .

[0051] Specifically, the first valve 631 is a disc structure, and the first valve 631 is hinged to the inner wall of the pump housing 1 through the first pin 621. The first extension 6111 of the first torsion spring 611 presses on the first valve 631. In fact, the first extension 6111 of the first torsion spring 611 is located on the outer side of the first valve 631. When the pump core 2 is not installed, the first valve 631 of the self-sealing valve mechanism 6 naturally droops under the action of gravity and the elastic force of the first torsion spring 611, closing the opening here, and the first valve 631 and the pump housing 1 are sealed with high-precision matching surfaces to achieve the anti-leakage function after the pump core 2 is disassembled. Optionally, the first pin 621 is a shaft structure with a shoulder, and the other end of the shaft structure is provided with a first baffle 641 to achieve locking.

[0052] Furthermore, a protruding poking plate 24 is designed at the front end of the pump core 2 . When the pump core 2 is inserted into the pump housing 1 , the poking plate 24 can push open the first valve 631 , so that the fuel can enter the pump housing 1 .

[0053] The one-way valve mechanism 7 includes a second torsion spring 712, a second pin 722 and a second valve 732;

[0054] The second pin shaft 722 is installed in the pump housing 1 . The second valve 732 is movably sleeved on the second pin shaft 722 . The second torsion spring 712 is installed on the second pin shaft 722 . The second torsion spring 712 has a second extension portion 7122 . The second extension portion 7122 radially extends toward the second valve 732 .

[0055] Specifically, the second valve 732 is a disc structure, and the second valve 732 is hinged to the inner wall of the pump housing 1 through the second pin 722. The second extension 7122 of the second torsion spring 712 presses on the second valve 732. In fact, the second extension 7122 of the second torsion spring 712 is located on the outer side of the second valve 732. When the pump is not in operation, the second valve 732 of the one-way valve mechanism 7 naturally sags under the action of gravity and the elastic force of the second torsion spring 712, closing the opening here. The second valve 732 and the pump housing 1 are sealed with high-precision matching surfaces, and the fuel outside the second valve 732 cannot flow in reverse, realizing the one-way conduction and anti-leakage function. When the pump is working, the high-pressure fuel will open the second valve 732, and the working process is always in the open state. When the pump stops working in any state, the second valve 732 can be automatically closed to prevent backflow. Optionally, the second pin shaft 722 is a shaft structure with a shoulder, and a second blocking piece 742 is provided at the other end of the shaft structure to achieve locking.

[0056] The end of the rotor 4 near the oil outlet is coaxially connected to a motor 15, and the radial surface of the second convex ring 22 is provided with a fuel cooling circuit inlet 203, one end of the fuel cooling circuit inlet 203 is connected to the fuel cavity, and the other end of the fuel cooling circuit inlet 203 is connected to the cooling circuit 1501 set inside the motor 15. Further, a branch is set at the other end of the fuel cooling circuit inlet 203, and a pressure sensor interface 207 is designed at the end of the branch for installing a pressure sensor to detect the pressure of the fuel. Optionally, the motor 15 is a brushless motor, and the design of the cooling circuit 1501 can refer to the existing technology and will not be repeated here.

[0057] The cooling circuit 1501 is connected to the fuel cooling circuit outlet 204, and the fuel cooling circuit outlet 204 is arranged on the pump core 2 and is connected to the oil inlet cavity. Optionally, in this embodiment, the fuel cooling circuit outlet 204 passes through the fuel cavity of the pump core 2. In order to achieve non-interference, the fuel cavity of the pump core 2 is set to a circular arc structure, and a protruding block structure is arranged on the outer side of the pump core 2. The fuel cooling circuit outlet 204 axially crosses the block structure, and passes through the first convex ring 21 and is connected to the oil inlet cavity. In this way, the part of the fuel with a higher temperature that is used to cool the motor 15 is sent back to the oil inlet cavity and then mixed with the fuel with a lower temperature entering the oil inlet cavity to become a fuel with a lower temperature for repeated use, and then enters the pump core 2 again, and enters the rotor 4.

[0058] A separate cavity 23 is provided on one side of the pump core 2, a connecting port 205 connected to the oil inlet cavity is provided at one end of the cavity 23, a safety inlet 206 connected to the fuel cavity is provided at the other end of the cavity 23, and a valve mechanism is provided in the cavity 23 for realizing one-way communication between the cavity 23 and the fuel cavity.

[0059] Specifically, the valve mechanism includes an elastic member, a valve core 9 and a valve sleeve 11;

[0060] The valve sleeve 11 is installed at the safety inlet 206 of the cavity 23, the elastic member is installed in the cavity 23, the valve core 9 is arranged at the end of the elastic member facing the valve sleeve 11, one end of the valve core 9 is against the elastic member, and the other end of the valve core 9 is against the valve sleeve 11. The valve sleeve 11 here is in a stable state, and the valve core 9 is in a movable state. When the pump is in a normal state, the elastic force of the elastic member presses the valve core 9 against the valve sleeve 11, and the fuel cannot enter the cavity 23. However, in some special cases, such as when the oil outlet is blocked or the oil volume needs to be reduced, the fuel pressure will continue to increase until the fuel pressure exceeds the elastic force of the elastic member (preset in advance) and then pushes the valve core 9 to Figure 1 The left side is pushed to separate the valve core 9 from the valve sleeve 11. At this time, the fuel can enter the cavity 23 from the safety inlet 206, and then flow out of the cavity 23 from the connecting port 205 to the oil inlet cavity, enter the pump core 2 again, and enter the rotor 4.

[0061] Optionally, the elastic member is a spring 8 or other similar elastic structure. Further, a fine-tuning gasket 12 is provided at one end of the elastic member away from the valve sleeve 11. Fine-tuning gaskets 12 of different thicknesses can be selected to adapt to each spring 8. Optionally, in order to achieve the positioning of the fine-tuning gasket 12 and the spring 8, a rod structure such as a screw 13 or a pin is provided on the outside of the cavity 23 of the pump core 2. For example, the rod structure can be a screw 13, the screw 13 extends into the cavity 23, and the fine-tuning gasket 12 and the spring 8 are sleeved on the screw 13.

[0062] The present invention provides an aircraft fuel pump, in which the fuel is pressurized by a rotary plate 5 and continuously delivered to the oil outlet end of a pump housing 1. A self-sealing valve mechanism 6 is provided at the oil inlet end, and a one-way valve mechanism 7 is provided at the oil outlet end to prevent the fuel from leaking out after the pump core 2 is disassembled. The pump housing 1 and the pump core 2 are independently replaceable units, which can be matched arbitrarily and are easy to replace.

[0063] The rotary vane 5 is made of antimony-impregnated electro-graphite material, and the "F"-shaped cross arrangement is combined with the inner contour design of the high-order curve stator 3 to achieve the requirements of dry operation and wear resistance of the rotary vane pump;

[0064] The design of the safety valve (also called the pressure relief valve, including the cavity 23 and the valve mechanism) is such that when the pump outlet pressure exceeds the maximum opening pressure of the safety valve, the safety valve opens and the fuel flows back to the fuel inlet cavity through the pressure relief valve, thus achieving overpressure protection and avoiding damage to the system caused by overpressure.

[0065] Through optimized design, the radial dimension of pump core 2 is significantly reduced, which meets the requirements of onboard installation, and the product has low operating noise, small vibration and stable performance. At the same time, the pump has extremely fast pressure building capability, and can form a stable pressure flow at the outlet within 1 second after starting, ensuring rapid pressure building after fuel interruption and ensuring fuel supply to the aircraft fuel system.

[0066] The product has excellent long-term dry running ability. It can run normally for more than 15 minutes under dry running conditions. After testing, the maximum internal temperature after dry running is 107.5℃, which is lower than the fuel ignition temperature and will not cause ignition risk. At the same time, through the durability 1500h continuous running test, the wear of the rotary plate is only 5.6%, showing excellent wear resistance.

[0067] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0068] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. An aircraft fuel pump, characterized in that: include: Pump casing, pump core, stator, rotor and rotary vane; One end of the pump core is installed in the pump housing, the stator and the rotor are installed in the pump core, the rotor is located in the stator, the rotary plate is installed in the rotor and rotates with the rotor, and the rotary plate radially extends out of the rotor and is close to the inner wall of the stator; The pump housing has an oil inlet end and an oil outlet end whose axes intersect, a self-sealing valve mechanism is arranged in the oil inlet end, and a one-way valve mechanism is arranged in the oil outlet end.

2. The aircraft fuel pump according to claim 1, characterized in that The stator is a cylindrical structure, a side surface of one side of the cylindrical structure is provided with a plurality of oil inlets, the pump core is provided with openings corresponding to the oil inlets, and the openings and the inner wall of the pump housing form an oil inlet cavity.

3. The aircraft fuel pump according to claim 2, characterized in that: The pump core is provided with a first convex ring and a second convex ring at positions corresponding to the oil outlet end, and the first convex ring and the second convex ring are respectively sealed and connected to the inner wall of the pump housing by a sealing ring to form a fuel cavity, wherein the first convex ring is close to the oil inlet end, and a fuel port is provided on the radial surface of the first convex ring, one end of the fuel port is communicated with the inner cavity of the rotor, and the other end of the fuel port is communicated with the fuel cavity, and the fuel cavity is communicated with the oil outlet end.

4. The aircraft fuel pump according to claim 3, characterized in that The self-sealing valve mechanism comprises a first torsion spring, a first pin and a first valve; The first pin is installed in the pump housing, the first valve is movably sleeved on the first pin, the first torsion spring is installed on the first pin, the first torsion spring has a first extension portion, and the first extension portion radially extends toward the first valve; The one-way valve mechanism includes a second torsion spring, a second pin and a second valve; The second pin shaft is installed in the pump housing, the second valve is movably sleeved on the second pin shaft, the second torsion spring is installed on the second pin shaft, the second torsion spring has a second extension portion, and the second extension portion radially extends toward the second valve.

5. The aircraft fuel pump according to claim 3, characterized in that: One end of the rotor close to the oil outlet end is coaxially connected to a motor, and the radial surface of the second convex ring is provided with a fuel cooling circuit inlet, one end of the fuel cooling circuit inlet is connected to the fuel cavity, and the other end of the fuel cooling circuit inlet is connected to the cooling circuit arranged inside the motor.

6. The aircraft fuel pump according to claim 5, characterized in that The cooling circuit is communicated with a fuel cooling circuit outlet, and the fuel cooling circuit outlet is arranged on the pump core and communicated with the oil inlet cavity.

7. The aircraft fuel pump according to any one of claims 1 to 6, characterized in that: A separate cavity is provided on one side of the pump core, a connecting port connected to the oil inlet cavity is provided at one end of the cavity, a safety inlet connected to the fuel cavity is provided at the other end of the cavity, and a valve mechanism is provided in the cavity for realizing one-way connection between the cavity and the fuel cavity.

8. The aircraft fuel pump according to claim 7, characterized in that The valve mechanism comprises an elastic member, a valve core and a valve sleeve; The valve sleeve is arranged at the safety entrance of the cavity, the elastic member is installed in the cavity, the valve core is arranged at one end of the elastic member facing the valve sleeve, one end of the valve core is against the elastic member, and the other end of the valve core is against the valve sleeve.

9. The aircraft fuel pump according to claim 8, characterized in that A fine-tuning gasket is arranged at one end of the elastic member away from the valve sleeve.

10. The aircraft fuel pump according to any one of claims 1 to 6, wherein the rotary plate comprises four F-shaped plates, wherein the F-shaped plates are symmetrically connected in pairs to form two plate structures with holes, wherein the two plate structures cross to form a cross-shaped cross-structure member, wherein the cross-structure member is installed in the rotor, wherein each branch of the cross-structure member extends out of the rotor, wherein an end of each branch of the cross-structure member is close to an inner wall of the stator, and wherein the cross-sectional shape of the inner cavity of the stator is a high-order curve.

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