An electric aviation fuel and lubricating oil integrated pump device

Abstract

The present invention provides an electric aviation fuel and lubricating oil integrated pump device, which relates to the technical field of oil pumps. The device includes a housing, a motor, a fuel pump, a lubricating oil pump, a fuel pump outlet filter, a lubricating oil pump inlet filter and a lubricating oil pump outlet filter; the motor, the fuel pump and the lubricating oil pump are all installed on the housing, the output end of the motor is connected to a driving gear, the fuel pump is connected to a fuel transmission gear; the lubricating oil pump is connected to a lubricating oil transmission gear; the fuel transmission gear and the lubricating oil transmission gear are respectively meshed with the driving gear; the fuel pump outlet filter, the lubricating oil pump inlet filter and the lubricating oil pump outlet filter are respectively installed in the housing, and the housing is respectively provided with a fuel inlet oil plug, a fuel outlet oil plug, a lubricating oil inlet oil plug and a lubricating oil outlet oil plug; and a plurality of internal flow channels are also provided in the housing. The advantage of the present invention is that the above device simplifies the overall structure, saves space and cost, and reduces the failure points of the system, which is convenient for installation and maintenance.

Description

Technical Field

[0001] The present invention relates to the technical field of oil pumps, and in particular to an electric aviation fuel and lubricating oil integrated pump device. Background Art

[0002] In the aviation field, fuel pumps and lubricating oil pumps are important components of multi-electric engines. The fuel pump sucks fuel from the fuel tank of the aircraft engine and delivers it to the nozzle under pressure. The lubricating oil pump is an important component of the lubricating oil system. It is mainly used for cooling and lubricating the meshing parts of the engine bearings and transmission gears.

[0003] First, the existing fuel pump and lubricating oil pump are usually separated and powered by different drive systems. Due to the separate installation, the overall space occupied is large and the structure is not compact enough. In addition, the structure of the fuel pump and lubricating oil pump is relatively complex. In a complex mechanical system, multiple separate pumps and drive systems are prone to malfunctions and are inconvenient to install and maintain.

[0004] Secondly, existing mechanical oil pumps usually rely on the engine speed to provide sufficient flow. Before the engine starts or when it runs at low speed, due to the low speed, the flow and pressure of the oil pump may be insufficient, resulting in the mechanical power often being unable to meet the engine's demand for fuel and lubricating oil, which in turn leads to difficulty in starting the engine or unstable operation. Summary of the invention

[0005] The technical problem to be solved by the present invention is that the fuel pump and lubricating oil pump on the existing aircraft engine are separately arranged, the structure is complex, and the mechanical power is used, resulting in unstable engine operation. In order to overcome the above defects of the prior art, the present invention provides a method that can meet the engine's demand for fuel and lubricating oil by only adjusting the motor speed, which is independent of the engine speed and ensures stable engine operation. At the same time, the structures of the fuel pump and the lubricating oil pump are integrated in the same device, which simplifies the overall structure and reduces the system's failure points.

[0006] For the purpose of the present invention, the following technical solutions are adopted to achieve the goal:

[0007] An electric aviation fuel and lubricating oil integrated pump device comprises a housing, a motor, a fuel pump, an oil pump, a fuel pump outlet filter, an oil pump inlet filter and an oil pump outlet filter; the motor, the fuel pump and the oil pump are all mounted on the housing; a driving gear is connected to the output end of the motor; a fuel transmission gear is connected to the fuel pump; an oil transmission gear is connected to the oil pump; the fuel transmission gear and the oil transmission gear are both meshed with the driving gear; the fuel pump and the oil pump are driven by the motor to achieve synchronous action; the fuel pump outlet filter, the oil pump inlet filter and the oil pump outlet filter are respectively mounted in the housing, and a fuel inlet oil plug, a fuel outlet oil plug, an oil inlet oil plug and an oil outlet oil plug are respectively arranged in the housing, and a plurality of oil plugs are also arranged in the housing. An internal flow channel; the fuel inlet plug is connected with the oil inlet end of the fuel pump through the internal flow channel; the oil outlet end of the fuel pump is connected with the oil inlet end of the fuel pump outlet filter through the internal flow channel; the oil outlet end of the fuel pump outlet filter is connected with the oil inlet end of the fuel outlet plug through the internal flow channel; the oil outlet end of the fuel outlet plug is connected with the engine; the lubricating oil inlet plug is connected with the oil inlet end of the lubricating oil pump inlet filter through the internal flow channel; the oil outlet end of the lubricating oil pump inlet filter is connected with the oil inlet end of the lubricating oil pump through the internal flow channel; the oil outlet end of the lubricating oil pump is connected with the oil inlet end of the lubricating oil pump outlet filter through the internal flow channel; the oil outlet end of the lubricating oil pump is connected with the oil inlet end of the lubricating oil pump outlet filter through the internal flow channel; the oil outlet end of the lubricating oil pump outlet filter is connected with the oil inlet end of the lubricating oil outlet plug through the internal flow channel; the oil outlet end of the lubricating oil outlet plug is connected with the engine. The integrated fuel and lubricating oil pump device is powered by an electric motor and can synchronously drive the fuel pump and the lubricating oil pump to work. The engine's demand for fuel and lubricating oil can be met by simply adjusting the motor speed. It is independent of the engine speed, ensuring stable engine operation. The fuel pump and the lubricating oil pump are combined together, simplifying the overall structure, saving space and cost, while also reducing the system's failure points and facilitating installation and maintenance.

[0008] Preferably, the housing is cylindrical, and a first mounting cavity and a second mounting cavity are axially arranged on one end surface of the housing; the fuel pump is installed in the first mounting cavity, and the lubricating oil pump is installed in the second mounting cavity; the fuel pump and the lubricating oil pump each include a pump body, a driving gear shaft, and a driven gear shaft; the pump body on the fuel pump is axially arranged in the first mounting cavity, and the pump body on the lubricating oil pump is axially arranged in the second mounting cavity, and a pump inner cavity is axially arranged in the pump body; a pump inlet and a pump outlet connected to the pump inner cavity are arranged on the pump body; the pump inlet The oil inlet of the oil port is connected to the oil outlet of the oil pump inlet filter through the internal flow channel; the oil outlet of the pump oil outlet is connected to the oil inlet of the oil pump outlet filter through the internal flow channel; the pump inner cavity is provided with a driving shaft hole and a driven shaft hole distributed along the axial direction, and the driving shaft hole and the driven shaft hole are connected through the pump inner cavity; the driving gear shaft is rotatably connected in the driving shaft hole; the driven gear shaft is rotatably connected in the driven shaft hole, the driving gear shaft is provided with a main gear, the driven gear shaft is provided with a slave gear, and the main gear and the slave gear are meshed in the pump inner cavity to realize transmission. The fuel pump and the oil pump can be installed in the first installation cavity and the second installation cavity on the housing respectively, and the driving gear shaft and the driven gear shaft on the fuel pump and the oil pump are driven to realize the operation of the two pumps, and the driving gear shaft on the fuel pump is connected to the fuel transmission gear, and the driving gear shaft on the oil pump is connected to the driving gear shaft on the oil pump, and the driving gear shaft on the oil pump is synchronously driven by the driving gear to realize rotation.

[0009] Preferably, a low-pressure unloading space is provided in the pump body between the pump inner cavity and the oil outlet end of the pump oil inlet; a high-pressure unloading space is provided in the pump body between the pump inner cavity and the oil inlet end of the pump oil outlet. The low-pressure unloading space and the high-pressure unloading space can further prevent the driving gear shaft and the driven gear shaft in the pump body from being trapped in oil during transmission, thereby preventing cavitation and further ensuring the normal operation of the gear pump.

[0010] Preferably, the pump body is provided with a driving shaft lubrication channel for connecting the low-pressure unloading space and the driving shaft hole; the pump body is provided with a driven shaft lubrication channel for connecting the low-pressure unloading space and the driven shaft hole. The driving shaft lubrication channel and the driven shaft lubrication channel further facilitate the oil to flow to the sliding bearing, lubricate and cool the sliding bearing, and ensure the normal operation of the gear pump.

[0011] Preferably, a first lubrication channel is axially arranged at the center of the end face of the driving gear shaft away from the transmission gear; a lubrication hole connecting the first lubrication channel and the driving shaft hole is arranged on the outer wall of the driving gear shaft, and a second lubrication channel is axially arranged on the driven gear shaft, and the second lubrication channel runs through the driven gear shaft and is connected to the driven shaft hole. The first lubrication channel and the second lubrication channel can further facilitate the introduction of oil to both sides of the gear shaft, thereby further facilitating the lubrication of the bearings and ensuring the effective transmission of the driving gear shaft and the driven gear shaft.

[0012] Preferably, the pump body includes a coaxially arranged pump housing and a pump end cover; the driving shaft hole and the driven shaft hole are formed by a combination of a shaft groove in the pump housing and a shaft groove in the pump end cover; both axial sides of the driving gear shaft are rotatably connected to the shaft grooves on both sides through the first bearing; one end of the driving gear shaft passes through the pump housing and is fixedly connected to the transmission gear, and a fuel shaft seal is also provided between the driving gear shaft and the through-hole of the pump housing; the lubrication hole is located between the first bearing and the fuel shaft seal; both axial sides of the driven gear shaft are rotatably connected to the shaft grooves on both sides through the second bearing. The structure of the pump housing and the pump end cover facilitates disassembly, assembly and maintenance, and the first bearing and the second bearing further ensure smooth rotation of the gear shaft, and the fuel shaft seal facilitates the passage of the driving gear shaft to prevent oil leakage, while ensuring stable rotation of the driving gear shaft.

[0013] Preferably, the low-pressure unloading space and the high-pressure unloading space are located on opposite sides of the center of the pump body, and the low-pressure unloading space is larger than the high-pressure unloading space; the low-pressure unloading space includes a first low-pressure unloading groove and a second low-pressure unloading groove for preventing oil from being trapped in the pump body; the high-pressure unloading space includes a first high-pressure unloading groove and a second high-pressure unloading groove for preventing oil from being trapped in the pump body; the first low-pressure unloading groove and the first high-pressure unloading groove are respectively arranged on the end face of the pump housing close to the pump end cover, the second low-pressure unloading groove and the second high-pressure unloading groove are respectively arranged on the end face of the pump end cover close to the pump housing, and the first low-pressure unloading groove and the second low-pressure unloading groove are also provided with unloading branch grooves for optimizing fluid unloading under low-pressure conditions. The low-pressure unloading space and the high-pressure unloading space are both combined in the form of grooves on both sides of the axial direction to form an unloading space, which is convenient for production and manufacturing, and can also provide a larger volume, further preventing the occurrence of oil trapping, and at the same time, the unloading branch groove can further optimize the fluid unloading effect, further ensuring the prevention of oil trapping under low-pressure conditions.

[0014] Preferably, the active shaft lubrication channel includes a first lubrication hole and a second lubrication hole; the first lubrication hole extends from the inner end face of the pump housing to the first bearing on one axial side; the second lubrication hole extends from the inner end face of the pump end cover to the first bearing on the other axial side; the driven shaft lubrication channel includes a third lubrication hole and a fourth lubrication hole; the third lubrication hole extends from the inner end face of the pump housing to the second bearing on one axial side, and the fourth lubrication hole extends from the inner end face of the pump end cover to the second bearing on the other axial side. The overall lubrication effect is improved by staggering the lubrication holes in an eight-shaped pattern, which facilitates the oil to be diverted to the bearings, further achieving a sufficient lubrication effect, and further ensuring the transmission effect of the gear shaft.

[0015] Preferably, it also includes a nozzle assembly; the nozzle assembly includes a nozzle bracket, a nozzle oil inlet and two nozzles; the nozzle bracket is a T-shaped rod bracket, and the two ends of the vertical rod of the T-shaped rod bracket are fixed to the end surface of the shell by fixing screws; the nozzle oil inlet is arranged at the end of the vertical rod of the T-shaped rod bracket away from the motor, and the nozzle oil inlet is connected to the lubricating oil pump outlet filter through the internal flow channel; one of the nozzles is arranged at the end of the vertical rod close to the motor and is connected to the nozzle oil inlet; the other nozzle is arranged at one end of the horizontal rod of the T-shaped rod bracket and is connected to the nozzle oil inlet. Through the above structure, a more reasonable structural arrangement is achieved, the occupied space is reduced, and the injection effect is further optimized.

[0016] Preferably, the upper end surface of the housing is also equipped with a rear bearing lubricating oil plug; the lubricating oil flows through the lubricating oil pump outlet filter, the lubricating oil outlet plug and the rear bearing lubricating oil plug in sequence and then enters the engine, further ensuring the bearing lubrication effect.

[0017] In summary, the advantage of the present invention is that the integrated fuel and lubricating oil pump device is electrically driven and does not rely on the mechanical power of the engine. Before the engine starts or when it runs at a low speed, the motor can continuously provide a stable supply of fuel and lubricating oil to ensure the smooth start and operation of the engine. This electric drive method can provide more stable and accurate flow control under different working conditions, avoiding the dependency problem of traditional mechanical drive methods. The integrated fuel and lubricating oil pump device also combines the fuel pump and the lubricating oil pump together, and can synchronously drive the fuel pump and the lubricating oil pump to work by providing power through the motor, ensuring the stable operation of the engine, and simplifying the overall structure, saving space and cost, while also reducing the system's failure points, facilitating installation and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the electric aviation fuel and lubricating oil integrated pump device (front) of the present invention.

[0019] Figure 2It is a structural schematic diagram of the electric aviation fuel and lubricating oil integrated pump device (back side) of the present invention.

[0020] Figure 3 It is a plan view of the electric aviation fuel and lubricating oil integrated pump device of the present invention.

[0021] Figure 4 The present invention Figure 3 Cross-sectional view at AA in the middle.

[0022] Figure 5 The present invention Figure 4 Cross-sectional view at BB in the middle.

[0023] Figure 6 The present invention Figure 4 Cross-sectional view at CC.

[0024] Figure 7 It is an exploded view of the electric aviation fuel and lubricating oil integrated pump device of the present invention.

[0025] Figure 8 It is an exploded view of the motor structure of the present invention.

[0026] Fig. 9 It is an exploded view of the fuel pump and the lubricating oil pump (front view) of the present invention.

[0027] Fig.10 It is an exploded view of the fuel pump and the lubricating oil pump (back side) of the present invention.

[0028] Fig.11 It is a schematic structural diagram of the inner wall of the pump housing of the present invention.

[0029] Fig.12 It is a structural schematic diagram of the inner wall of the pump end cover of the present invention.

[0030] Description of reference numerals:

[0031] 1. Housing; 10. Motor fixing frame; 101. Fuel inlet plug; 102. Fuel outlet plug; 103. Lubricating oil inlet plug; 104. Lubricating oil outlet plug; 105. Rear bearing lubricating oil plug; 11. Motor installation cavity; 12. First installation cavity; 13. Second installation cavity; 2. Motor; 20. Driving gear; 21. Motor transmission shaft; 211. Card connection hole; 201, first step; 202, second step; 203, third step; 204, clamping step; 3, fuel pump; 30, fuel transmission gear; 300, pump cavity; 301, driving shaft hole; 302, driven shaft hole; 303, pump oil inlet; 304, pump oil outlet; 31, pump body; 311, pump housing; 3111, first lubrication hole; 3112, second lubrication hole; 3113, third lubrication hole; 3114, fourth lubrication hole; 312, pump end cover; 313, fuel shaft seal; 314, high pressure unloading space; 31 5. Low-pressure unloading space; 316. Unloading support groove; 32. Driving gear shaft; 321. Main gear; 322. First lubrication channel; 323. Flow hole; 33. Driven gear shaft; 331. Slave gear; 332. Second lubrication channel; 34. First bearing; 35. Second bearing; 40. Lubricating oil transmission gear; 4. Lubricating oil pump; 5. Fuel pump outlet filter; 6. Lubricating oil pump inlet filter; 7. Lubricating oil pump outlet filter; 8. Nozzle assembly; 81. Nozzle bracket; 811. Vertical rod; 812. Cross rod; 82. Nozzle oil inlet; 83. Nozzle. DETAILED DESCRIPTION

[0032] First, those skilled in the art should understand that these implementations are only used to explain the technical principles of the embodiments of the present invention, and are not intended to limit the protection scope of the embodiments of the present invention. Those skilled in the art can make adjustments to them as needed to adapt to specific application scenarios.

[0033] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0034] In the embodiments of the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the 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, the first feature being "above", "above" and "above" the 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. The first feature being "below", "below" and "below" the 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.

[0035] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0036] like Figures 1 to 12As shown, an electric aviation fuel and lubricating oil integrated pump device includes a housing 1, a motor 2, a fuel pump 3, a lubricating oil pump 4, a fuel pump outlet filter 5, a lubricating oil pump inlet filter 6 and a lubricating oil pump outlet filter 7; the housing 1 is cylindrical, and the motor 2 is a DC brushless motor. The motor 2, the fuel pump 3 and the lubricating oil pump 4 are all axially installed in the housing 1, and the fuel pump 3 and the lubricating oil pump 4 are respectively located on the left and right sides of the motor 2; the output end of the motor 2 is connected with a driving gear 20; the fuel pump 3 is connected with a fuel transmission gear 30; the lubricating oil pump 4 is connected with a lubricating oil transmission gear 40; the fuel transmission gear 30 and the lubricating oil transmission gear 40 are both meshed with the driving gear 20; the motor 2 drives the fuel pump 3 and the lubricating oil pump 4 to realize synchronous operation, and only the speed of the motor 2 needs to be adjusted to meet the engine's demand for fuel and lubricating oil, which is independent of the engine's speed, ensuring stable operation of the engine. The fuel pump outlet filter 5, the lubricating oil pump inlet filter 6, and the lubricating oil pump outlet filter 7 are all installed in the housing 1, and filter the fuel and lubricating oil flowing through respectively. The housing 1 is also provided with a plurality of internal flow channels for the fuel or lubricating oil to flow through, and each internal flow channel is used to connect each component. The front end surface of the housing 1 is provided with a fuel inlet plug 101, a fuel outlet plug 102, a lubricating oil inlet plug 103, a lubricating oil outlet plug 104, and a rear bearing lubricating oil plug 105. The fuel inlet plug 101 is connected to the oil inlet end of the fuel pump 3 through the internal flow channel; the oil outlet end of the fuel pump 3 is connected to the oil inlet end of the fuel pump outlet filter 5 through the internal flow channel; the oil outlet end of the fuel pump outlet filter 5 is connected to the oil inlet end of the fuel outlet plug 102 through the internal flow channel; the oil outlet end of the fuel outlet plug 102 is connected to the engine; the lubricating oil inlet plug 103 is connected to the oil inlet end of the lubricating oil pump inlet filter 6 through the internal flow channel; the lubricating oil pump inlet The oil outlet of the filter 6 is connected to the oil inlet of the oil pump 4 through the internal flow channel; the oil outlet of the oil pump 4 is connected to the oil inlet of the oil pump outlet filter 7 through the internal flow channel; the oil outlet of the oil pump outlet filter 7 is connected to the oil inlet of the oil outlet plug 104 through the internal flow channel; the oil outlet of the oil outlet plug 104 is connected to the oil inlet of the rear bearing oil plug 105 through the internal channel, and the oil outlet of the rear bearing oil plug 105 is connected to the engine. The above device can synchronously drive the fuel pump 3 and the oil pump 4 to work by providing power through the motor 2. It only needs to adjust the speed of the motor 2 to meet the engine's demand for fuel and oil, which is independent of the engine's speed and ensures stable operation of the engine; and the fuel pump 3 and the oil pump 4 are combined together, which simplifies the overall structure, saves space and cost, and also reduces the system's failure points, making installation and maintenance convenient.

[0037] like Figures 1 to 8As shown, the housing 1 is provided with an axially distributed motor installation cavity 11, and the side wall of the motor installation cavity 11 passes through the outer peripheral wall of the housing 1, which can achieve a better heat dissipation effect. The motor 2 is axially limited and installed in the motor installation cavity 11 through the motor fixing frame 10, and the motor fixing frame 10 is fixed to the rear end surface of the housing 1 by screws, which is convenient for effectively limiting the front and rear ends of the motor 2, thereby ensuring the stability and firmness of the installation of the motor 2. The output end of the motor 2 is connected with a motor transmission shaft 21; the motor transmission shaft 21 axially passes through the housing 1 and extends to the outside of the front end of the housing 1, and the motor transmission shaft 21 is fixedly connected to the driving gear 20. The setting of the motor installation cavity 11 can facilitate the installation of the motor 2, and the motor 2 can be installed in the housing 1 to reduce the occupied space; the motor fixing frame 10 is convenient for disassembly and assembly, and the motor fixing frame 10 adopts a frame structure with a cross in the middle, which is convenient for heat dissipation and ensures the stable operation of the motor 2.

[0038] like Figure 4 , Figure 7 and Figure 8 As shown, the end (front end) of the motor transmission shaft 21 away from the motor 2 is stepped, and from the direction away from the motor 2 to the direction close to the motor 2 (from front to back), there are the first step 201, the second step 202 and the third step 203; the diameters of the first step 201, the second step 202 and the third step 203 increase in sequence; the first step 201 is provided with an external thread, so as to facilitate the connection of the locking nut to achieve locking and fixing. A right-angled clamping step 204 is formed between the second step 202 and the third step 203, and the right-angled step can drive the driving gear 20 to achieve synchronous rotation to ensure transmission efficiency. The driving gear 20 is provided with a clamping through hole 211 with the clamping step 204, and the clamping through hole 211 is quadrilateral, wherein the two opposite sides are parallel straight lines, and the other two opposite sides are symmetrical arcs, and the arc opening is set inward, so as to facilitate the sleeve on the clamping step 204 to achieve the clamping of the two. The driving gear 20 is sleeved on the second step 202 and is threadedly connected to the first step 201 through a locking nut, so that the driving gear 20 is clamped on the clamping step 204. The structure of the motor transmission shaft 21 as a stepped shaft facilitates assembly, and the clamping step 204 facilitates the insertion of the driving gear 20 and realizes the limit at the same time. After the driving gear 20 is inserted through the external thread on the first step 201, the driving gear 20 is conveniently clamped and fixed between the locking nut and the third step 203 through the locking nut, ensuring that the motor transmission shaft 21 and the driving gear 20 are stably and firmly connected, thereby ensuring that the driving gear 20 is stably and effectively driven.

[0039] like Figure 1 , Figure 2 , Figure 7 and Figure 8As shown, the shell 1 is cylindrical, and the front end surface of the shell 1 is provided with a first installation cavity 12 and a second installation cavity 13 axially distributed on both sides of the motor 2; and the first installation cavity 12 and the second installation cavity 13 are located on the left and right sides of the center of the shell 1. The fuel pump 3 is axially mounted in the first mounting cavity 12, and the lubricating oil pump 4 is axially mounted in the second mounting cavity 13; the fuel pump 3 and the lubricating oil pump 4 both include a pump body 31, a driving gear shaft 32 and a driven gear shaft 33; the pump body 31 on the fuel pump 3 is axially arranged in the first mounting cavity 12, and the pump body 31 on the lubricating oil pump 4 is axially arranged in the second mounting cavity 13, and a pump inner cavity 300 is axially arranged in the pump body 31; a pump oil inlet 303 and a pump oil outlet 304 connected to the pump inner cavity 300 are arranged on the pump body 31; the pump oil inlet 303 and the pump oil outlet 304 are located on the left and right sides of the center of the pump body 31, and the oil inlet end of the pump oil inlet 303 is connected to the oil outlet end of the lubricating oil pump inlet filter 6 through an internal flow channel; the oil outlet end of the pump oil outlet 304 is connected to the oil inlet end of the lubricating oil pump outlet filter 7 through an internal flow channel. The pump inner cavity 300 is provided with a driving shaft hole 301 and a driven shaft hole 302 distributed along the axial direction. The driving shaft hole 301 and the driven shaft hole 302 are located on the upper and lower sides of the center of the pump body 31, and the driving shaft hole 301, the driven shaft hole 302, the pump oil inlet 303 and the pump oil outlet 304 are distributed in a cross shape. The driving shaft hole 301 and the driven shaft hole 302 are connected through the pump inner cavity 300; the driving gear shaft 32 is rotatably connected in the driving shaft hole 301 through the first bearing 34; the driven gear shaft 33 is rotatably connected in the driven shaft hole 302 through the second bearing 35, and the driving gear shaft 32 and the driven gear shaft 33 are axially and parallelly distributed; a main gear 321 is provided on the driving gear shaft 32, and a slave gear 331 is provided on the driven gear shaft 33, and the main gear 321 and the slave gear 331 are meshed in the pump inner cavity 300 to realize transmission, and the front end of the driving gear shaft 32 on the fuel pump 3 passes through the pump body 31 and is connected to the fuel transmission gear 30, and the connection method is the same as the motor transmission shaft 21 of the motor 2. The front end of the driving gear shaft 32 on the lubricating oil pump 4 passes through the pump body 31 and is connected to the lubricating oil transmission gear 40, and the connection method is the same as the motor transmission shaft 21 of the motor 2. The fuel pump 3 and the lubricating oil pump 4 can be installed in the first installation cavity 12 and the second installation cavity 13 on the housing 1 respectively, and the driving of the two pumps is realized through the transmission cooperation of the driving gear shaft 32 and the driven gear shaft 33 on the fuel pump 3 and the lubricating oil pump 4, and the driving gear shaft 32 on the fuel pump 3 is connected with the fuel transmission gear 30, and the driving gear shaft 32 on the lubricating oil pump 4 is connected with the lubricating oil transmission gear 40, and the driving gear 20 synchronously drives the driving gear shafts 32 on the fuel pump 3 and the lubricating oil pump 4 to rotate.

[0040] like Figure 4 , Fig. 9 and Fig.10As shown, the pump body 31 includes a pump housing 311 and a pump end cover 312 which are arranged in sequence from front to back and coaxially distributed; the internal space formed by assembling the pump housing 311 and the pump end cover 312 is the pump inner cavity 300, and the pump oil inlet 303 and the pump oil outlet 304 are axially penetrated on the pump end cover 312, and the pump oil inlet 303 and the pump oil outlet 304 are respectively connected to the pump inner cavity 300. The driving shaft hole 301 and the driven shaft hole 302 are both through the shaft cavity formed by the circular shaft groove in the pump housing 311 and the circular shaft groove in the pump end cover 312. The front and rear ends of the driving gear shaft 32 are both rotatably connected in the circular shaft grooves at the front and rear ends through the first bearing 34; one end of the driving gear shaft 32 passes through the pump housing 311 and is fixedly connected to the transmission gear, and a fuel shaft seal 313 is also provided between the opening of the driving gear shaft 32 and the pump housing 311; the fuel shaft seal 313 is sleeved on the driving gear shaft 32 and located in the end of the pump housing 311. The front and rear ends of the driven gear shaft 33 are both rotatably connected in the circular shaft grooves at the front and rear ends through the second bearing 35. The structure of the pump housing 311 and the pump end cover 312 facilitates disassembly, assembly and maintenance, and the first bearing 34 and the second bearing 35 further ensure smooth rotation of the gear shaft, and the fuel shaft seal 313 facilitates the driving gear shaft 32 to prevent oil leakage after passing through, and at the same time ensures stable rotation of the driving gear shaft 32.

[0041] like Figures 9 to 12 As shown, a low-pressure unloading space 315 is further provided in the pump body 31 between the pump inner cavity 300 and the oil outlet end of the pump oil inlet 303; a high-pressure unloading space 314 is further provided in the pump body 31 between the pump inner cavity 300 and the oil inlet end of the pump oil outlet 304. The low-pressure unloading space 315 and the high-pressure unloading space 314 can further prevent the driving gear shaft 32 and the driven gear shaft 33 in the pump body 31 from being trapped in oil during transmission, thereby preventing cavitation and further ensuring the normal operation of the gear pump.

[0042] The specific structure of the low-pressure unloading space 315 and the high-pressure unloading space 314 is as follows: the low-pressure unloading space 315 and the high-pressure unloading space 314 are located on two opposite sides of the center of the pump body 31 ( Fig. 9On the left and right sides of the pump, the low-pressure unloading space 315 and the high-pressure unloading space 314 are both connected to the pump inner cavity 300, and the low-pressure unloading space 315 (volume) is larger than the high-pressure unloading space 314 (volume); the low-pressure unloading space 315 includes a first low-pressure unloading groove and a second low-pressure unloading groove for preventing oil from being trapped in the pump body 31; the high-pressure unloading space 314 includes a first high-pressure unloading groove and a second high-pressure unloading groove for preventing oil from being trapped in the pump body 31; the first low-pressure unloading groove and the first high-pressure unloading groove are respectively arranged on the pump housing On the end face (rear end face) of the pump end cover 312 on the pump 311, the second low-pressure unloading groove and the second high-pressure unloading groove are respectively arranged on the end face (front end face) of the pump end cover 312 on the pump housing 311. The high-pressure unloading space 314 and the low-pressure unloading space 315 on the pump housing 311 can prevent the driving gear shaft 32 and the driven gear shaft 33 from being trapped in oil during transmission, and ensure that when the driving gear shaft 32 drives the driven gear shaft 33, cavitation is prevented, and the normal operation of the gear pump is ensured. The first low-pressure unloading groove and the second low-pressure unloading groove are also provided with an unloading branch groove 316 for optimizing fluid unloading under low-pressure conditions. There are two unloading branch grooves 316, one is arranged on the first low-pressure unloading groove near the side of the driving gear shaft 32 and extends towards the driving gear shaft 32; the other is arranged on the first low-pressure unloading groove near the side of the driven gear shaft 33 and extends towards the driven gear shaft 33. The unloading branch grooves 316 extend to the gear shafts on both sides respectively, which can better guide the oil to the gear shafts on both sides, thereby better optimizing the fluid unloading effect, further ensuring the prevention of oil trapping under low-pressure conditions, and further ensuring the transmission between the driving gear shaft 32 and the driven gear shaft 33.

[0043] like Fig.11 and Fig.12 As shown, a driving shaft lubrication channel for connecting the low-pressure unloading space 315 and the driving shaft hole 301 is provided in the pump body 31; a driven shaft lubrication channel for connecting the low-pressure unloading space 315 and the driven shaft hole 302 is provided in the pump body 31. The driving shaft lubrication channel and the driven shaft lubrication channel further facilitate the oil to flow to the sliding bearing, lubricate and cool the sliding bearing, and ensure the normal operation of the gear pump.

[0044] The specific structure of the active shaft lubrication channel and the driven shaft lubrication channel is as follows: the active shaft lubrication channel includes a first lubrication hole 3111 and a second lubrication hole 3112; the first lubrication hole 3111 and the second lubrication hole 3112 are arranged at the bottom of the first low-pressure unloading groove; the first lubrication hole 3111 and the second lubrication hole 3112 are both connected to the pump inner cavity 300, and the first lubrication hole 3111 and the second lubrication hole 3112 are distributed in an eight-shaped shape, and the first lubrication hole 3111 extends from the rear end face of the pump housing 311 to the first bearing 34 on one axial side; the second lubrication hole 3112 extends from the front end face of the pump end cover 312 to the first bearing 34 on the other axial side. The driven shaft lubrication channel includes a third lubrication hole 3113 and a fourth lubrication hole 3114; the third lubrication hole 3113 and the fourth lubrication hole 3114 are arranged at the bottom of the second low-pressure unloading groove, and the third lubrication hole 3113 and the fourth lubrication hole 3114 are both connected to the pump inner cavity 300, and the third lubrication hole 3113 and the fourth lubrication hole 3114 are distributed in an eight-shaped pattern, the third lubrication hole 3113 extends from the rear end face of the pump housing 311 to the second bearing 35 on one side of the axial direction, and the fourth lubrication hole 3114 extends from the front end face of the pump end cover 312 to the second bearing 35 on the other side of the axial direction. The first lubrication hole 3111 is aligned with the fourth lubrication hole 3114, and the second lubrication hole 3112 is aligned with the third lubrication hole 3113. The overall lubrication effect is improved by staggered arrangement of the lubrication holes in an eight-shaped pattern, which facilitates the oil to be drained to the bearing, further achieving the effect of full lubrication, and further ensuring the transmission effect of the gear shaft.

[0045] like Fig. 9 , Fig.11 and Fig.12 As shown, a first lubricating passage 322 is axially arranged at the center of the end face (rear end face) of the driving gear shaft 32 away from the transmission gear side; it is convenient to transport oil to the first bearing 34 on one side of the axial direction, and a flow hole 323 connected to the first lubricating passage 322 is arranged on the middle outer wall of the driving gear shaft 32, and the flow hole 323 is located between the first bearing 34 and the fuel shaft seal 313; so that it is convenient to transport oil to the first bearing 34 on the other side of the axial direction. A second lubricating passage 332 is axially arranged on the driven gear shaft 33, and the second lubricating passage 332 runs through the driven gear shaft 33 and is connected to the driven shaft hole 302, so that it is convenient to transport oil to the second bearings 35 on both sides of the axial direction. The first lubricating passage 322 and the second lubricating passage 332 can further facilitate the introduction of lubricating oil, so as to further facilitate the lubricating oil to flow into the bearings in the driving shaft hole 301 and the driven shaft hole 302, so as to ensure the effective and smooth transmission of the driving gear shaft 32 and the driven gear shaft 33.

[0046] like Figure 1 , Figure 7 and Figure 8As shown, the integrated fuel and lubricating oil pump device also includes a nozzle assembly 8; the nozzle assembly 8 includes a nozzle bracket 81, a nozzle oil inlet 82 and two nozzles 83; the nozzle bracket 81 is a T-shaped rod bracket, and the two ends of the vertical rod 811 of the T-shaped rod bracket are fixed to the front end surface of the housing 1 by fixing screws, and the vertical rod 811 is located between the fuel transmission gear 30 and the driving gear 20; the nozzle oil inlet 82 is arranged at the end (lower end) of the vertical rod 811 of the T-shaped rod bracket away from the motor 2, and the nozzle oil inlet 82 is connected to the lubricating oil pump outlet filter 7 through an internal flow channel; one nozzle 83 is arranged at the end (upper end) of the vertical rod 811 close to the motor 2 and is connected to the nozzle oil inlet 82; the other nozzle 83 is arranged at one end of the cross bar 812 of the T-shaped rod bracket and is connected to the nozzle oil inlet 82, and the cross bar 812 is located below the driving gear 20 and is arranged between the fuel transmission gear 30 and the lubricating oil transmission gear 40. The nozzle assembly 8 has a more reasonable structural arrangement, which reduces the occupied space, facilitates the oil spraying, and further optimizes the spraying effect.

[0047] During operation of the above-mentioned device, the motor 2 drives the fuel transmission gear 30 on the fuel pump 3 and the lubricating oil transmission gear 40 on the lubricating oil pump 4 to rotate synchronously through the driving gear 20, thereby driving the fuel pump 3 and the lubricating oil pump 4 to work; and then drives the fuel to enter the housing 1 of the device through the fuel inlet oil plug 101. There are many internal flow channels inside the housing 1. The fuel is connected with the fuel pump 3 through the internal flow channels. After the fuel pump 3 pressurizes the fuel, it flows through the fuel pump outlet filter 5 and flows out through the fuel outlet oil plug 102; the lubricating oil enters the housing 1 of the device through the lubricating oil inlet oil plug 103, and the lubricating oil flows through the lubricating oil pump inlet filter 6 through the internal flow channel and is connected with the lubricating oil pump 4. After the lubricating oil pump 4 pressurizes the lubricating oil, it flows through the lubricating oil pump outlet filter 7 and flows out through the lubricating oil outlet oil plug 104 and the rear bearing lubricating oil plug 105.

[0048] The advantages of the present invention include the following points: Multifunctional integration: The fuel pump 3 and the lubricating oil pump 4 are integrated into the same device. Traditionally, the fuel pump 3 and the lubricating oil pump 4 are usually separated and powered by different drive systems. This integrated design can reduce structural complexity, improve system integration, and simplify installation and maintenance.

[0049] Independence of power supply: The motor 2 is electrically driven, rather than relying on the mechanical power of the engine. This means that before the engine starts or when it is running at a low speed, the fuel and lubricating oil integrated pump device can still continue to provide a stable supply of fuel and lubricating oil to ensure the smooth start and operation of the engine. This electric drive mode can provide more stable and accurate flow control under different working conditions, avoiding the dependency problem of traditional mechanical drive modes.

[0050] High efficiency and energy saving: At present, the main fuel pumps of aircraft engines are mostly fixed-displacement gear pumps. This type of main fuel pump has high reliability, but because the speed of the gear pump is directly related to the speed of the engine, the amount of fuel provided by the gear pump is much higher than the amount of fuel required by the engine in some flight conditions. A large amount of fuel needs to flow back to the pump inlet, resulting in energy waste. The speed of the electric fuel pump drive motor 2 with an intelligent controller is independent of the engine speed. The speed of the motor 2 can be adjusted according to the needs of the engine to provide the amount of fuel required by the engine without the need for fuel to flow back. The integrated fuel and lubricating oil pump device can accurately adjust the flow and pressure according to actual needs to reduce energy waste. Moreover, since the pump itself works more flexibly, it can continue to maintain a high efficiency under low load conditions, reducing energy consumption and temperature rise.

[0051] Improve system reliability: Integrating the fuel and lubricating oil systems into one system not only simplifies the overall structure, but also reduces the system's failure points. In a complex mechanical system, multiple separate pumps and drive systems are prone to failure. The integrated design reduces the failure rate and improves the overall reliability and service life of the system.

[0052] Reduced space occupation: The integrated design makes the pump body more compact, which can reduce the space occupied by the system. For some space-constrained applications (such as spacecraft, special vehicles or mechanical equipment, etc.), this can significantly increase design flexibility.

[0053] In summary, the device of the present invention uses a brushless DC motor to drive an integrated fuel and lubricating oil pump, which is highly integrated, energy-saving and efficient, improves system reliability, flexibility and controllability, is compatible with existing aviation electrical systems, is easy to maintain, intelligent and automated, has higher safety, and can adapt to diverse tasks.

[0054] In the description of the embodiments of the present invention, it should be noted that in the description of the present invention, the terms "inside", "outside" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0055] In the description of the present invention, the description with reference to the terms "one embodiment", "some embodiments", "in the present embodiment", "specific example", or "some examples" etc. means that the specific features, mechanisms, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, mechanisms, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0056] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. An electric aviation fuel and lubricating oil integrated pump device, characterized in that: The invention comprises a housing (1), a motor (2), a fuel pump (3), a lubricating oil pump (4), a fuel pump outlet filter (5), a lubricating oil pump inlet filter (6) and a lubricating oil pump outlet filter (7); the motor (2), the fuel pump (3) and the lubricating oil pump (4) are all mounted on the housing (1); a driving gear (20) is connected to the output end of the motor (2); a fuel transmission gear (30) is connected to the fuel pump (3); a lubricating oil pump (4) is connected to the lubricating oil transmission gear (40); The fuel transmission gear (30) and the lubricating oil transmission gear (40) are both meshed with the driving gear (20); the fuel pump (3) and the lubricating oil pump (4) are driven by the motor (2) to realize synchronous operation; the fuel pump outlet filter (5), the lubricating oil pump inlet filter (6), and the lubricating oil pump outlet filter (7) are respectively installed in the housing (1); the housing (1) is respectively provided with a fuel inlet plug (101), a fuel outlet plug (102), a lubricating oil inlet plug (103), and a lubricating oil outlet plug (104). The housing (1) is provided with a plurality of internal flow channels; the fuel inlet plug (101) is connected to the fuel inlet end of the fuel pump (3) through the internal flow channel; the fuel outlet end of the fuel pump (3) is connected to the fuel inlet end of the fuel pump outlet filter (5) through the internal flow channel; the fuel outlet end of the fuel pump outlet filter (5) is connected to the fuel inlet end of the fuel outlet plug (102) through the internal flow channel; the fuel outlet end of the fuel outlet plug (102) is connected to the engine; the lubricating oil The inlet oil plug (103) is connected to the oil inlet end of the lubricating oil pump inlet filter (6) through the internal flow channel; the oil outlet end of the lubricating oil pump inlet filter (6) is connected to the oil inlet end of the lubricating oil pump (4) through the internal flow channel; the oil outlet end of the lubricating oil pump (4) is connected to the oil inlet end of the lubricating oil pump outlet filter (7) through the internal flow channel; the oil outlet end of the lubricating oil pump outlet filter (7) is connected to the oil inlet end of the lubricating oil outlet plug (104) through the internal flow channel; the oil outlet end of the lubricating oil outlet plug (104) is connected to the engine.

2. The electric aviation fuel and lubricating oil integrated pump device according to claim 1, characterized in that: The housing (1) is cylindrical, and one end surface of the housing (1) is provided with a first mounting cavity (12) and a second mounting cavity (13) along the axial direction; the fuel pump (3) is installed in the first mounting cavity (12), and the lubricating oil pump (4) is installed in the second mounting cavity (13); the fuel pump (3) and the lubricating oil pump (4) both comprise a pump body (31), a driving gear shaft (32), and a driven gear shaft (33); the pump body (31) on the fuel pump (3) is axially arranged in the first mounting cavity (12), and the pump body (31) on the lubricating oil pump (4) is axially arranged in the second mounting cavity (13); a pump inner cavity (300) is axially arranged in the pump body (31); a pump oil inlet (303) and a pump oil outlet (304) which are connected to the pump inner cavity (300) are provided on the pump body (31); the pump oil inlet (303) and the pump oil outlet (304) are connected to the pump inner cavity (300); The oil inlet end of the oil pump (303) is connected to the oil outlet end of the oil pump inlet filter (6) through an internal flow channel; the oil outlet end of the pump oil outlet (304) is connected to the oil inlet end of the oil pump outlet filter (7) through the internal flow channel; the pump inner cavity (300) is respectively provided with a driving shaft hole (301) and a driven shaft hole (302) extending in the axial direction, and the driving shaft hole (301) and the driven shaft hole (302) are connected through the pump inner cavity (300); the driving gear shaft (32) is rotatably connected to the driving shaft hole (301); the driven gear shaft (33) is rotatably connected to the driven shaft hole (302), the driving gear shaft (32) is provided with a main gear (321), the driven gear shaft (33) is provided with a slave gear (331), and the main gear (321) and the slave gear (331) are meshed in the pump inner cavity (300) to realize transmission.

3. The electric aviation fuel and lubricating oil integrated pump device according to claim 2, characterized in that: A low-pressure unloading space (315) is provided in the pump body (31) between the pump inner cavity (300) and the oil outlet end of the pump oil inlet (303); and a high-pressure unloading space (314) is provided in the pump body (31) between the pump inner cavity (300) and the oil inlet end of the pump oil outlet (304).

4. The electric aviation fuel and lubricating oil integrated pump device according to claim 3, characterized in that: A driving shaft lubrication channel for connecting the low-pressure unloading space (315) and the driving shaft hole (301) is provided in the pump body (31); a driven shaft lubrication channel for connecting the low-pressure unloading space (315) and the driven shaft hole (302) is provided in the pump body (31).

5. The electric aviation fuel and lubricating oil integrated pump device according to claim 4, characterized in that: A first lubrication channel (322) is axially arranged at the center of the end surface of the driving gear shaft (32) away from the transmission gear; a flow hole (323) connecting the first lubrication channel (322) and the driving shaft hole (301) is arranged on the outer wall of the driving gear shaft (32); a second lubrication channel (332) is axially arranged on the driven gear shaft (33), and the second lubrication channel (332) passes through the driven gear shaft (33) and is connected to the driven shaft hole (302).

6. The electric aviation fuel and lubricating oil integrated pump device according to claim 5, characterized in that: The pump body (31) comprises a coaxially arranged pump housing (311) and a pump end cover (312); the driving shaft hole (301) and the driven shaft hole (302) are formed by combining a shaft groove in the pump housing (311) and a shaft groove in the pump end cover (312); both axial sides of the driving gear shaft (32) are rotatably connected to the shaft grooves on both sides via first bearings (34); one end of the driving gear shaft (32) passes through the pump housing (311) and is fixedly connected to the transmission gear, and a fuel shaft seal (313) is further provided between the driving gear shaft (32) and the through-hole of the pump housing (311); the flow hole (323) is located between the first bearing (34) and the fuel shaft seal (313); and both axial sides of the driven gear shaft (33) are rotatably connected to the shaft grooves on both sides via second bearings (35).

7. The electric aviation fuel and lubricating oil integrated pump device according to claim 6, characterized in that: The low-pressure unloading space (315) and the high-pressure unloading space (314) are located on two opposite sides of the center of the pump body (31), and the low-pressure unloading space (315) is larger than the high-pressure unloading space (314); the low-pressure unloading space (315) includes a first low-pressure unloading groove and a second low-pressure unloading groove for preventing oil from being trapped in the pump body (31); the high-pressure unloading space (314) includes a first high-pressure unloading groove and a second high-pressure unloading groove for preventing oil from being trapped in the pump body (31); the first low-pressure unloading groove and the first high-pressure unloading groove are respectively arranged on an end surface of the pump housing (311) close to the pump end cover (312), and the second low-pressure unloading groove and the second high-pressure unloading groove are respectively arranged on an end surface of the pump end cover (312) close to the pump housing (311), and the first low-pressure unloading groove and the second low-pressure unloading groove are also provided with an unloading branch groove (316) for optimizing fluid unloading under a low-pressure state.

8. The electric aviation fuel and lubricating oil integrated pump device according to claim 6, characterized in that: The active shaft lubrication channel comprises a first lubrication hole (3111) and a second lubrication hole (3112); the first lubrication hole (3111) extends from the inner end surface of the pump housing (311) to the first bearing (34) on one axial side; the second lubrication hole (3112) extends from the inner end surface of the pump end cover (312) to the first bearing (34) on the other axial side; the driven shaft lubrication channel comprises a third lubrication hole (3113) and a fourth lubrication hole (3114); the third lubrication hole (3113) extends from the inner end surface of the pump housing (311) to the second bearing (35) on one axial side, and the fourth lubrication hole (3114) extends from the inner end surface of the pump end cover (312) to the second bearing (35) on the other axial side.

9. The electric aviation fuel and lubricating oil integrated pump device according to claim 1, characterized in that: It also comprises a nozzle assembly (8); the nozzle assembly (8) comprises a nozzle bracket (81), a nozzle oil inlet (82) and two nozzles (83); the nozzle bracket (81) is a T-shaped rod bracket, and the two ends of the vertical rod (811) of the T-shaped rod bracket are fixed to the end surface of the housing (1) by fixing screws; the nozzle oil inlet (82) is arranged at one end of the vertical rod (811) of the T-shaped rod bracket away from the motor (2), and the nozzle oil inlet (82) is connected to the lubricating oil pump outlet filter (7) through an internal flow channel; one of the nozzles (83) is arranged at one end of the vertical rod (811) close to the motor (2) and is connected to the nozzle oil inlet (82); the other nozzle (83) is arranged at one end of the horizontal rod (812) of the T-shaped rod bracket and is connected to the nozzle oil inlet (82).

10. The electric aviation fuel and lubricating oil integrated pump device according to claim 1, characterized in that: The upper end surface of the housing (1) is also provided with a rear bearing lubricating oil plug (105); the lubricating oil flows sequentially through the lubricating oil pump outlet filter (7), the lubricating oil outlet plug (104) and the rear bearing lubricating oil plug (105) before entering the engine.

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