Intelligent power matching aviation plunger pump with constant-pressure redundancy control function

Abstract

The invention discloses an intelligent power matching aviation plunger pump with a constant pressure redundancy control function. The intelligent power matching aviation plunger pump comprises an aviation plunger pump body, a servo valve, a constant pressure valve, a damper, a swash plate, a variable control piston, a return spring, an oil distribution cover, a controller, a pressure sensor, an oil suction port, an oil discharge port and an oil return port. In the intelligent mode, the servo valve and the controller are used for conducting stepless adjustment on the pressure of the outlet of the plunger pump, the pressure of the outlet of the plunger pump is reduced when the pressure needed by the load is low, the pressure of the outlet of the plunger pump is rapidly increased when the pressure needed by the load is high, and therefore the output power of the plunger pump is matched with the load power; the volume loss of the plunger pump and the throttling loss of an airplane hydraulic system are effectively reduced, and the heating value is reduced; and on the other hand, a mechanical feedback type constant pressure valve is configured as a redundancy control system, when a controller and a servo valve accidentally fail, the plunger pump can still enter a constant pressure mode to continue working, and the reliability of the plunger pump control system can be greatly improved.

Description

Technical Field

[0001] The invention relates to the technical field of aviation plunger pumps, in particular to the technical field of an intelligent power matching aviation plunger pump with constant pressure redundant control. Background Art

[0002] The aviation piston pump is the heart of the aircraft control system. For the sake of reliability and safety, the engine driven pump (EDP) of the current aircraft hydraulic system mostly adopts a constant pressure variable configuration, and the system pressure is set to a constant value according to the peak pressure demand of each actuator of the aircraft (generally 21MPa or 28MPa in China). However, the aircraft has multiple flight profiles in each flight mission, and the pressure and duration required for each flight profile are inconsistent. In the standby or take-off phase, the plunger pump source pressure needs to be reduced to reduce its starting torque; in high-load phases such as mission execution or hovering, the flight attitude control requirements are high, requiring higher pressure and smaller flow; in the descent and landing phase, the aircraft landing gear and brake actuator flow requirements are large, but the pressure requirements are low. Since the current constant pressure configuration plunger pump can only output one pressure, the hydraulic system is in a state of excessively high output pressure most of the time, which makes the plunger pump leak a lot and the volumetric efficiency is low. Due to the high pressure difference, there is a lot of throttling power loss and leakage power loss at the load end, and the hydraulic system generates a lot of heat. In addition, long-term operation of hydraulic components including plunger pumps under high pressure conditions will reduce reliability and shorten service life. As aviation plunger pumps develop towards a high pressure of 35MPa, the above problems become more serious.

[0003] Therefore, in view of the problems of large power loss, low efficiency and high heat generation caused by the constant pressure configuration of the above high-pressure aviation plunger pumps, how to achieve innovation in configuration and control methods is the key to improving energy efficiency and reducing temperature rise of future aviation plunger pumps. Summary of the invention

[0004] The purpose of the present invention is to solve the problems of large power loss, low efficiency and high heat generation caused by the constant pressure configuration of the aviation plunger pump in the prior art, and to propose an intelligent power matching aviation plunger pump with constant pressure redundant control. On the one hand, in the intelligent mode, the servo valve and the controller are used to steplessly adjust the pressure at the outlet of the plunger pump. When the pressure required by the load is low, the outlet pressure of the plunger pump is reduced, and when the pressure required by the load is high, the outlet pressure of the plunger pump is rapidly increased, thereby matching the output power of the plunger pump with the load power, effectively reducing the volume loss of the plunger pump and the throttling loss of the aircraft hydraulic system, and reducing the heat generation; on the other hand, the present invention is also equipped with a mechanical feedback constant pressure valve as a redundant control system. When the controller and the servo valve fail unexpectedly, the plunger pump can still enter the constant pressure pump mode and continue to work, greatly improving the reliability of the plunger pump control system.

[0005] To achieve the above-mentioned purpose, the present invention proposes an intelligent power matching aviation plunger pump with constant pressure redundant control, which is composed of an aviation plunger pump, a servo valve, a constant pressure valve, a damper, a swash plate, a variable control piston, a return spring, an oil distribution cover, a controller, a pressure sensor, an oil suction port, an oil discharge port, an oil return port, a locking nut, a pressure regulating screw, a spring seat 1, a constant pressure spring, a spring seat 2, a constant pressure valve core, a constant pressure valve sleeve, a constant pressure end cover, a sealing ring 1, a sealing ring 2, an oil suction distribution window, an oil discharge distribution window, an oil channel 1, an oil channel 2, an oil channel 3, an oil channel 4, an oil channel 5, an oil channel 6, a pressure controller, a current controller, a voltage differential amplifier, a pressure signal converter and a current-voltage converter.

[0006] The aviation plunger pump is coaxially connected to the prime mover and driven by the prime mover to provide speed and torque. The aviation plunger pump is equipped with a swash plate, a variable control piston and a return spring. The displacement of the aviation plunger pump is determined by the swing angle of the swash plate. The variable control piston and the return spring act on both sides of the swash plate respectively. When the return spring force is greater than the variable control piston pressure, the return spring pushes the swash plate to swing to the right, the swing angle increases, and the pump displacement increases. When the return spring force is less than the variable control piston pressure, the variable control piston pushes the swash plate to swing to the left, the swing angle decreases, and the pump displacement decreases.

[0007] The aviation plunger pump is equipped with an oil separator cap, on which a servo valve for adjusting the outlet pressure of the aviation plunger pump, a constant pressure valve and a damper for preventing overpressure of the plunger pump are integrated. The servo valve has a high-pressure oil port P1, a load oil port A1, a load oil port B1 and an oil return port T1, and the constant pressure valve has a high-pressure oil port P2, a load oil port A2 and an oil return port T2. The aviation plunger pump has three oil ports: an oil suction port, an oil discharge port and an oil return port, of which the oil suction port and the oil discharge port are located on the oil separator cap. A pressure sensor for detecting the pump outlet pressure is installed on the oil discharge port.

[0008] The oil distributor cap and the servo valve form a high-pressure oil port P1, a load oil port A1 and an oil return port T1, and close the load oil port B1 of the servo valve. The oil distributor cap and the constant pressure valve form a high-pressure oil port P2, a load oil port A2 and an oil return port T2. The oil distributor cap is provided with an oil suction distribution window, an oil discharge distribution window, oil channel one, oil channel two, oil channel three, oil channel four, oil channel five and oil channel six. The oil suction distribution window is connected to the oil suction port on the oil distributor cap, and the oil discharge distribution window is connected to the oil discharge port on the oil distributor cap. Oil channel one connects the load oil port A2 with the variable control piston, oil channel two connects the high-pressure oil port P2 with the oil discharge distribution window, oil channel three connects the high-pressure oil port P1 with the high-pressure oil port P2, oil channel four connects the load oil port A1 with the oil return port T2, oil channel five connects the oil return port T2 with the oil return port, and oil channel six connects the oil return port T1 with the oil return port. There is a thread in the oil channel 5, and the damper is built into the oil channel 5 through the thread, which can limit the flow from the return oil port T2 to the return oil port. In order to improve the power density, the oil distribution cover is formed in one piece by 3D printing, and the oil suction distribution window, the oil discharge distribution window, the oil channel 1, the oil channel 2, the oil channel 3, the oil channel 4, the oil channel 5, and the oil channel 6 are all irregular shapes.

[0009] The constant pressure valve is composed of a locking nut, a pressure regulating screw, a spring seat 1, a constant pressure spring, a spring seat 2, a constant pressure valve core, a constant pressure valve sleeve, a constant pressure end cover, a sealing ring 1 and a sealing ring 2. In order to improve the power density of the aviation plunger pump, all components of the constant pressure valve are integrated on the oil separation cover.

[0010] The inner cavity of the constant pressure valve and the oil separator cover forms a high-pressure oil port P2, a load oil port A2 and an oil return port T2, wherein the oil port P2 is connected to the oil discharge port of the aviation plunger pump, and the sealing ring 1 and the sealing ring 2 are installed in the sealing ring groove of the constant pressure valve sleeve, and the sealing ring 1 seals and isolates the oil port A2 from the oil port T2, and the sealing ring 2 seals and isolates the oil port A2 from the oil port P2. The constant pressure end cover is installed on the oil separator cover by threads, and the constant pressure valve sleeve is pressed and fixed to the oil separator cover. The spring seat 1 and the spring seat 2 are respectively installed on the left and right sides of the constant pressure spring, and at the same time, the left side of the spring seat 1 supports the pressure regulating screw. The pressure regulating screw is installed on the oil separator cover by threads. By adjusting the screw-in length of the screw-in, the initial preload force of the constant pressure spring can be adjusted. The locking nut is installed on the pressure regulating screw by threads. After the screw-in length of the pressure regulating screw is determined, the locking nut can lock it to prevent loosening caused by vibration. The constant pressure valve core is installed in the constant pressure valve sleeve with clearance fit, and can move left and right in the constant pressure valve sleeve. The preload force of the constant pressure spring and the pressure of the high pressure oil port P2 act on the constant pressure valve core respectively. When the preload force of the constant pressure spring is greater than the pressure of the high pressure oil port P2, the constant pressure valve core moves to the right, the load oil port A2 is disconnected from the high pressure oil port P2, and is connected to the return oil port T2. At this time, the pressure of the load oil port A2 decreases; when the preload force of the constant pressure spring is less than the pressure of the high pressure oil port P2, the constant pressure valve core moves to the left, the load oil port A2 is connected to the high pressure oil port P2, and is disconnected from the return oil port T2. At this time, the pressure of the load oil port A2 increases. Therefore, the pressure of the load oil port A2 can be controlled by controlling the preload force of the constant pressure spring. At the same time, as mentioned above, the load oil port A2 is connected to the variable control piston, and the pressure of the A2 port can control the displacement of the aviation plunger pump. Therefore, the displacement of the aviation plunger pump can be controlled by controlling the preload force of the constant pressure spring, thereby controlling the pressure of its discharge port.

[0011] The preload setting value of the constant pressure spring is balanced with the maximum value allowed by the aviation plunger pump, that is, when the oil discharge port pressure reaches the maximum value Pmax allowed by the aviation plunger pump, the constant pressure valve core moves to the left, and the constant pressure valve enters the working state; when the oil discharge port pressure is lower than Pmax, the constant pressure valve does not work, and the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2.

[0012] When the constant pressure valve of the aviation plunger pump is not working, the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2. The high-pressure oil port P1 of the servo valve is connected to the oil discharge port, and the load oil port A1 of the servo valve is connected to the return oil port T2, that is, it is connected to the variable control piston, and the return oil port T1 of the servo valve is connected to the return oil port. When the servo valve core is in the parallel position, the high-pressure oil port P1 is connected to the load oil port A1, and the high-pressure oil of the oil discharge port enters the variable control piston along the oil channel three, pushing the swash plate to swing to the left, the swing angle decreases, and the pump displacement decreases; when the servo valve core is in the cross position, the return oil port T1 is connected to the load oil port A1, and the oil of the variable control piston enters the return oil port along the oil channel six, the pressure of the variable control piston decreases, and the return spring pushes the swash plate to swing to the right, the swing angle increases, and the pump displacement increases. Therefore, by controlling the signal size of the servo valve, the displacement of the aviation plunger pump can be controlled, thereby controlling its outlet pressure.

[0013] The controller is composed of a pressure controller, a current controller, a voltage differential amplifier, a pressure signal converter and a current-voltage converter. The pressure sensor is used to detect the actual pressure Pa of the oil discharge port of the aviation variable piston pump. After the actual pressure Pa signal enters the controller, it is converted into a standard voltage signal through the pressure signal converter and enters the pressure controller. The pressure command Pc comes from the master control and is set according to the pressure requirements of the flight profile. After the pressure command Pc signal enters the controller, it is converted into a standard voltage signal through the voltage differential amplifier and enters the pressure controller. After the pressure closed-loop control, the pressure controller outputs the pressure closed-loop value to the current controller. After the actual current Ia of the servo valve is input into the controller, it is converted into a standard voltage signal through the current-voltage converter and enters the current controller. The current controller is controlled by the current closed-loop and converted into the command current Ic and output to the servo valve.

[0014] The aviation plunger pump has two working modes, which realize redundant control of the plunger pump and can greatly improve the reliability of the plunger pump control system. Mode 1: Intelligent control mode. At this time, the outlet pressure of the aviation plunger pump is lower than its maximum allowable value Pmax, the constant pressure valve does not work, the load oil port A2 is disconnected from the high-pressure oil port P2, and is connected to the return oil port T2. The servo valve, controller and pressure sensor work normally, and can control the outlet pressure of the aviation plunger pump according to different flight profiles to match its output power with the load power, effectively reduce the volume loss of the plunger pump and the throttling loss of the aircraft hydraulic system, and reduce heat generation. Mode 2: Constant pressure working mode. When the servo valve, controller or pressure sensor fails unexpectedly, the outlet pressure of the aviation plunger pump is its maximum allowable value Pmax, the constant pressure valve works normally, and the plunger pump is in constant pressure working mode, which is the same as the current configuration of the aviation plunger pump.

[0015] Beneficial effects of the present invention: The present invention has two working modes, which can realize redundant control of the plunger pump and greatly improve the reliability of the plunger pump control system. In the intelligent control mode, the outlet pressure of the aviation plunger pump can be controlled according to different flight profiles to achieve matching of its output power with the load power, effectively reduce the volume loss of the plunger pump and the throttling loss of the aircraft hydraulic system, and reduce the heat generation.

[0016] The features and advantages of the present invention will be described in detail through embodiments in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a hydraulic principle diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control of the present invention; Figure 2 It is a structural diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control of the present invention; Figure 3 This is a structural principle diagram of an oil separation cover of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention; Figure 4 This is a structural diagram of a constant pressure valve of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention; Figure 5 The present invention is a controller control framework diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control.

[0018] In the figure: 1-aircraft piston pump, 2-servo valve, 3-constant pressure valve, 4-damping, 5-swash plate, 6-variable control piston, 7-return spring, 8-oil distributor cap, 9-controller, 10-pressure sensor, 11-oil suction port, 12-oil discharge port, 13-oil return port, 3.1-locking nut, 3.2-pressure regulating screw, 3.3-spring seat 1, 3.4-constant pressure spring, 3.5-spring seat 2, 3.6-constant pressure valve core, 3.7-constant pressure valve sleeve , 3.8-constant pressure end cover, 3.9-sealing ring 1, 3.10-sealing ring 2, 8.1-oil suction distribution window, 8.2-oil discharge distribution window, 8.3-oil channel 1, 8.4-oil channel 2, 8.5-oil channel 3, 8.6-oil channel 4, 8.7-oil channel 5, 8.8-oil channel 6, 9.1-pressure controller, 9.2-current controller, 9.3-voltage differential amplifier, 9.4-pressure signal converter, 9.5-current-voltage converter. DETAILED DESCRIPTION

[0019] The present disclosure is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant content, rather than to limit the present disclosure. It should also be noted that, for ease of description, only the parts related to the present disclosure are shown in the accompanying drawings.

[0020] Working process of the present invention: The working process of an intelligent power matching aviation plunger pump with constant pressure redundant control of the present invention is described in conjunction with the accompanying drawings.

[0021] like Figure 1-Figure 5 As shown, the intelligent power matching aviation plunger pump with constant pressure function comprises an aviation plunger pump 1, a servo valve 2, a constant pressure valve 3, a damper 4, a swash plate 5, a variable control piston 6, a return spring 7, an oil distributor cap 8, a controller 9, a pressure sensor 10, an oil suction port 11, an oil discharge port 12, an oil return port 13, a locking nut 3.1, a pressure regulating screw 3.2, a spring seat 1 3.3, a constant pressure spring 3.4, a spring seat 2 3.5, and a constant pressure valve core 3.6 , constant pressure valve sleeve 3.7, constant pressure end cover 3.8, sealing ring 1 3.9, sealing ring 2 3.10, oil suction distribution window 8.1, oil discharge distribution window 8.2, oil channel 1 8.3, oil channel 2 8.4, oil channel 3 8.5, oil channel 4 8.6, oil channel 5 8.7, oil channel 6 8.8, pressure controller 9.1, current controller 9.2, voltage differential amplifier 9.3, pressure signal converter 9.4 and current-voltage converter 9.5.

[0022] like Figure 1 and Figure 2 As shown, the aviation plunger pump 1 is coaxially connected with the prime mover and driven by the prime mover to provide speed and torque. The aviation plunger pump 1 is equipped with a swash plate 5, a variable control piston 6 and a return spring 7. The displacement of the aviation plunger pump 1 is determined by the swing angle of the swash plate 5. The variable control piston 6 and the return spring 7 act on both sides of the swash plate 5 respectively. When the force of the return spring 7 is greater than the pressure of the variable control piston 6, the return spring 7 pushes the swash plate 5 to swing to the right, the swing angle increases, and the pump displacement increases. When the force of the return spring 7 is less than the pressure of the variable control piston 6, the variable control piston 6 pushes the swash plate 5 to swing to the left, the swing angle decreases, and the pump displacement decreases.

[0023] like Figure 1 and Figure 2 As shown, the aviation plunger pump 1 is installed with an oil separation cover 8, on which a servo valve 2 for adjusting the outlet pressure of the aviation plunger pump 1, a constant pressure valve 3 and a damper 4 for preventing the plunger pump from overpressure are integrated. The servo valve 2 has a high-pressure oil port P1, a load oil port A1, a load oil port B1 and an oil return port T1, and the constant pressure valve 3 has a high-pressure oil port P2, a load oil port A2 and an oil return port T2. The aviation plunger pump 1 has three oil ports: an oil suction port 11, an oil discharge port 12 and an oil return port 13, wherein the oil suction port 11 and the oil discharge port 12 are located on the oil separation cover 8. The oil discharge port 12 is installed with a pressure sensor 10 for detecting the pump outlet pressure.

[0024] like Figure 3As shown, the oil-separating cover 8 and the servo valve 2 form a high-pressure oil port P1, a load oil port A1 and an oil return port T1, and close the load oil port B1 of the servo valve 2. The oil-separating cover 8 and the constant pressure valve 3 form a high-pressure oil port P2, a load oil port A2 and an oil return port T2. The oil-separating cover 8 is provided with an oil suction distribution window 8.1, an oil discharge distribution window 8.2, an oil passage 1 8.3, an oil passage 2 8.4, an oil passage 3 8.5, an oil passage 4 8.6, an oil passage 5 8.7, and an oil passage 6 8.8. The oil suction distribution window 8.1 is connected to the oil suction port 11 on the oil-separating cover 8, and the oil discharge distribution window 8.2 is connected to the oil discharge port 12 on the oil-separating cover 8. Oil channel 1 8.3 connects the load oil port A2 with the variable control piston 6, oil channel 2 8.4 connects the high-pressure oil port P2 with the oil discharge distribution window 8.2, oil channel 3 8.5 connects the high-pressure oil port P1 with the high-pressure oil port P2, oil channel 4 8.6 connects the load oil port A1 with the oil return port T2, oil channel 5 8.7 connects the oil return port T2 with the oil return port 13, and oil channel 6 8.8 connects the oil return port T1 with the oil return port 13. Oil channel 5 8.7 is threaded, and the damper 4 is built into the oil channel 5 8.7 through the thread, which can limit the flow from the oil return port T2 to the oil return port 13. In order to improve the power density, the oil distribution cover 8 is formed in one piece by 3D printing, and the oil suction distribution window 8.1, the oil discharge distribution window 8.2, oil channel 1 8.3, oil channel 2 8.4, oil channel 3 8.5, oil channel 4 8.6, oil channel 5 8.7, and oil channel 6 8.8 are all irregular shapes. The above-mentioned irregular-shaped holes can have various shapes, and after satisfying the same connection conditions, the beneficial effects described in the present application can be achieved.

[0025] like Figure 4As shown, the constant pressure valve 3 is composed of a locking nut 3.1, a pressure regulating screw 3.2, a spring seat 1 3.3, a constant pressure spring 3.4, a spring seat 2 3.5, a constant pressure valve core 3.6, a constant pressure valve sleeve 3.7, a constant pressure end cover 3.8, a sealing ring 1 3.9 and a sealing ring 2 3.10. In order to improve the power density of the aviation plunger pump 1, all components of the constant pressure valve 3 are integrated on the oil separation cover 8. The constant pressure valve 3 and the inner cavity of the oil separation cover 8 form a high-pressure oil port P2, a load oil port A2 and an oil return port T2, wherein the oil port P2 is connected to the oil discharge port 12 of the aviation plunger pump 1, and the sealing ring 1 3.9 and the sealing ring 2 3.10 are installed in the sealing ring groove of the constant pressure valve sleeve 3.7, and the sealing ring 1 3.9 seals and isolates the oil port A2 from the oil port T2, and the sealing ring 2 3.10 seals and isolates the oil port A2 from the oil port P2. The constant pressure end cover 3.8 is installed on the oil separator cover 8 by threads, and the constant pressure valve sleeve 3.7 is pressed and fixed on the oil separator cover 8. The spring seat 1 3.3 and the spring seat 2 3.5 are installed on the left and right sides of the constant pressure spring 3.4 respectively. At the same time, the left side of the spring seat 1 3.3 supports the pressure regulating screw 3.2. The pressure regulating screw 3.2 is installed on the oil separator cover 8 by threads. By adjusting the screw-in length of the screw-in length, the initial preload force of the constant pressure spring 3.4 can be adjusted. The locking nut 3.1 is installed on the pressure regulating screw 3.2 by threads. After the screw-in length of the pressure regulating screw 3.2 is determined, the locking nut 3.1 can lock it to prevent loosening caused by vibration. The constant pressure valve core 3.6 is installed in the constant pressure valve sleeve 3.7 with a clearance fit, and can move left and right in the constant pressure valve sleeve 3.7. The preload force of the constant pressure spring 3.4 and the pressure of the high-pressure oil port P2 act on the constant pressure valve core 3.6 respectively. When the preload force of the constant pressure spring 3.4 is greater than the pressure of the high-pressure oil port P2, the constant pressure valve core 3.6 moves to the right, and the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2. At this time, the pressure at the load oil port A2 drops; when the preload force of the constant pressure spring 3.4 is less than the pressure of the high-pressure oil port P2, the constant pressure valve core 3.6 moves to the left, and the load oil port A2 is connected to the high-pressure oil port P2 and disconnected from the return oil port T2. At this time, the pressure at the load oil port A2 rises. Therefore, the pressure of the load oil port A2 can be controlled by controlling the preload force of the constant pressure spring 3.4. At the same time, as described above, the load oil port A2 is connected to the variable control piston 6, and the pressure of the A2 port can control the displacement of the aviation plunger pump 1. Therefore, the displacement of the aviation plunger pump 1 can be controlled by controlling the preload force of the constant pressure spring 3.4, thereby controlling the pressure of its oil discharge port 12. The preload force setting value of the constant pressure spring 3.4 is balanced with the maximum value allowed by the aviation plunger pump 1, that is, when the pressure of the oil discharge port 12 reaches the maximum value Pmax allowed by the aviation plunger pump 1, the constant pressure valve core 3.6 moves to the left, and the constant pressure valve 3 enters the working state. When the pressure of the oil discharge port 12 is lower than Pmax, the constant pressure valve 3 does not work, and the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2.

[0026] like Figure 1 , Figure 3 and Figure 4 As shown, when the constant pressure valve 3 of the aviation plunger pump 1 is not working, the load oil port A2 is disconnected from the high pressure oil port P2 and connected to the return oil port T2. The high pressure oil port P1 of the servo valve 2 is connected to the drain port 12, and the load oil port A1 of the servo valve 2 is connected to the return oil port T2, that is, it is connected to the variable control piston 6, and the return oil port T1 of the servo valve 2 is connected to the return oil port 13. When the spool of the servo valve 2 is in the parallel position, the high pressure oil port P1 is connected to the load oil port A1, and the high pressure oil of the drain port 12 enters the variable control piston 6 along the oil passage 3 8.5, pushing the swash plate 5 to swing to the left, the swing angle decreases, and the pump displacement decreases; when the spool of the servo valve 2 is in the cross position, the return oil port T1 is connected to the load oil port A1, and the oil of the variable control piston 6 enters the return oil port 13 along the oil passage 6 8.8, the pressure of the variable control piston 6 decreases, and the return spring 7 pushes the swash plate 5 to swing to the right, the swing angle increases, and the pump displacement increases. Therefore, by controlling the signal size of the servo valve 2, the displacement of the aviation plunger pump 1 can be controlled, thereby controlling its outlet pressure.

[0027] like Figure 5 As shown, the controller 9 is composed of a pressure controller 9.1, a current controller 9.2, a voltage differential amplifier 9.3, a pressure signal converter 9.4 and a current-voltage converter 9.5. The pressure sensor 10 is used to detect the actual pressure Pa of the oil discharge port 12 of the aviation variable piston pump 1. After the actual pressure Pa signal enters the controller 9, it is converted into a standard voltage signal through the pressure signal converter 9.4 and enters the pressure controller 9.1. The pressure command Pc comes from the master control and is set according to the pressure requirements of the flight profile. After the pressure command Pc signal enters the controller 9, it is converted into a standard voltage signal through the voltage differential amplifier 9.3 and enters the pressure controller 9.1. After the pressure closed-loop control, the pressure controller 9.1 outputs the pressure closed-loop value to the current controller 9.2. After the actual current Ia of the servo valve 2 is input into the controller 9, it is converted into a standard voltage signal through the current-voltage converter 9.5 and enters the current controller 9.2. The current controller 9.2 is converted into the command current Ic after the current closed-loop control and output to the servo valve 2.

[0028] like Figure 1As shown, the aviation plunger pump 1 has two working modes, which realizes redundant control of the plunger pump and can greatly improve the reliability of the plunger pump control system. Mode 1: Intelligent control mode. At this time, the outlet pressure of the aviation plunger pump 1 is lower than its maximum allowable value Pmax, the constant pressure valve 3 does not work, the load oil port A2 is disconnected from the high-pressure oil port P2, and is connected to the return oil port T2. The servo valve 2, the controller 9 and the pressure sensor 10 work normally, and the outlet pressure of the aviation plunger pump 1 can be controlled according to different flight profiles to match its output power with the load power, effectively reduce the volume loss of the plunger pump and the throttling loss of the aircraft hydraulic system, and reduce the heat generation. Mode 2: Constant pressure working mode. When the servo valve 2, the controller 9 or the pressure sensor 10 fails unexpectedly, the outlet pressure of the aviation plunger pump 1 is its maximum allowable value Pmax, the constant pressure valve 3 works normally, and the plunger pump is in a constant pressure working mode, which is the same as the current configuration of the aviation plunger pump.

[0029] The above embodiments are intended to illustrate the present invention, not to limit the present invention. Any solution that is a simple transformation of the present invention belongs to the protection scope of the present invention.

Claims

1. An intelligent power matching aviation plunger pump with constant pressure redundant control, characterized in that: The invention comprises an aviation plunger pump (1), a servo valve (2), a constant pressure valve (3), a damper (4), a swash plate (5), a variable control piston (6), a return spring (7), an oil distributor cap (8), a controller (9), a pressure sensor (10), an oil suction port (11), an oil discharge port (12) and an oil return port (13); the aviation plunger pump (1) is coaxially connected to a prime mover; the aviation plunger pump (1) has two working modes, namely an intelligent control mode and a constant pressure working mode; the aviation plunger pump (1) is equipped with a swash plate (5), a variable control piston (6) and a return spring (7); the displacement of the aviation plunger pump (1) is determined by the swash plate (5) The variable control piston (6) and the return spring (7) act on both sides of the swash plate (5) respectively; the aviation plunger pump (1) is equipped with an oil separator cover (8), on which a servo valve (2) for adjusting the outlet pressure of the aviation plunger pump (1), a constant pressure valve (3) for preventing the plunger pump from overpressure, and a damper (4) are integrated; the aviation plunger pump (1) has three oil ports, namely, an oil suction port (11), an oil discharge port (12), and an oil return port (13), wherein the oil suction port (11) and the oil discharge port (12) are located on the oil separator cover (8); and a pressure sensor (10) for detecting the pump outlet pressure is installed on the oil discharge port (12).

2. The intelligent power matching aviation plunger pump with constant pressure redundant control as claimed in claim 1, characterized in that: The servo valve (2) has a high-pressure oil port P1, a load oil port A1, a load oil port B1 and an oil return port T1, and the constant pressure valve (3) has a high-pressure oil port P2, a load oil port A2 and an oil return port T2; The oil separator (8) and the servo valve (2) form a high-pressure oil port P1, a load oil port A1 and an oil return port T1, thereby closing the load oil port B1 of the servo valve (2); the oil separator (8) and the constant pressure valve (3) form a high-pressure oil port P2, a load oil port A2 and an oil return port T2; The oil distribution cover (8) is provided with an oil suction distribution window (8.1), an oil discharge distribution window (8.2), an oil passage 1 (8.3), an oil passage 2 (8.4), an oil passage 3 (8.5), an oil passage 4 (8.6), an oil passage 5 (8.7), and an oil passage 6 (8.8); the oil suction distribution window (8.1) is connected to the oil suction port (11) on the oil distribution cover (8), and the oil discharge distribution window (8.2) is connected to the oil discharge port (12) on the oil distribution cover (8); the oil passage 1 (8.3) connects the load oil port A2 to the variable control piston (6), the oil passage 2 (8.4) connects the high-pressure oil port P2 to the oil discharge distribution window (8.2), the oil passage 3 (8.5) connects the high-pressure oil port P1 to the high-pressure oil port P2, and the oil passage 4 (8.6) connects the high-pressure oil port P1 to the high-pressure oil port P2. The oil passage (8.6) connects the load oil port A1 with the oil return port T2, the oil passage (8.7) connects the oil return port T2 with the oil return port (13), and the oil passage (8.8) connects the oil return port T1 with the oil return port (13); the oil passage (8.7) is threaded, and the damper (4) is threadedly built into the oil passage (8.7), and the damper (4) can limit the flow rate from the oil return port T2 to the oil return port (13); the oil distribution cover (8) is integrally formed by 3D printing, and the oil suction distribution window (8.1), the oil discharge distribution window (8.2), the oil passage (8.3), the oil passage (8.4), the oil passage (8.5), the oil passage (8.6), the oil passage (8.7), and the oil passage (8.8) are all irregular shapes.

3. The intelligent power matching aviation plunger pump with constant pressure redundant control as claimed in claim 1, characterized in that: The constant pressure valve (3) is composed of a locking nut (3.1), a pressure regulating screw (3.2), a spring seat 1 (3.3), a constant pressure spring (3.4), a spring seat 2 (3.5), a constant pressure valve core (3.6), a constant pressure valve sleeve (3.7), a constant pressure end cover (3.8), a sealing ring 1 (3.9) and a sealing ring 2 (3.10); all components of the constant pressure valve (3) are integrated on the oil separator cover (8); The inner cavity of the constant pressure valve (3) and the oil distribution cover (8) forms a high-pressure oil port P2, a load oil port A2 and an oil return port T2, wherein the high-pressure oil port P2 is connected to the oil discharge port (12) of the aviation plunger pump (1); the sealing ring 1 (3.9) and the sealing ring 2 (3.10) are installed in the sealing ring groove of the constant pressure valve sleeve (3.7); the sealing ring 1 (3.9) seals and isolates the load oil port A2 from the oil return port T2, and the sealing ring 2 (3.10) seals and isolates the load oil port A2 from the high-pressure oil port P2; the constant pressure end cover (3.8) is threaded Installed on the oil separator cover (8), the constant pressure end cover (3.8) presses the constant pressure valve sleeve (3.7) onto the oil separator cover (8); the spring seat 1 (3.3) and the spring seat 2 (3.5) are installed on the left and right sides of the constant pressure spring (3.4) respectively, and at the same time, the left side of the spring seat 1 (3.3) supports the pressure regulating screw (3.2), and the pressure regulating screw (3.2) is installed on the oil separator cover (8) through the thread. By adjusting the screw-in length of the pressure regulating screw (3.2), the initial preload force of the constant pressure spring (3.4) can be adjusted, and the locking nut (3. 1) Installed on the pressure regulating screw (3.2) by threading. After the pressure regulating screw (3.2) is screwed in to a certain length, the locking nut (3.1) can lock the pressure regulating screw (3.2). The constant pressure valve core (3.6) is installed in the constant pressure valve sleeve (3.7) with clearance fit. The constant pressure valve core (3.6) can move left and right in the constant pressure valve sleeve (3.7). The preload force of the constant pressure spring (3.4) and the pressure of the high pressure oil port P2 act on both ends of the constant pressure valve core (3.6). When the preload force of the constant pressure spring (3.4) is greater than the pressure of the high pressure oil port P2, , the constant pressure valve core (3.6) moves to the right, the load oil port A2 is disconnected from the high pressure oil port P2 and connected to the return oil port T2, at which time the pressure of the load oil port A2 decreases; when the preload force of the constant pressure spring (3.4) is less than the pressure of the high pressure oil port P2, the constant pressure valve core (3.6) moves to the left, the load oil port A2 is connected to the high pressure oil port P2 and disconnected from the return oil port T2, at which time the pressure of the load oil port A2 increases; the load oil port A2 is connected to the variable control piston (6), and the pressure of the load oil port A2 can control the displacement of the aviation plunger pump (1); The preload setting value of the constant pressure spring (3.4) is balanced with the maximum value allowed by the aviation plunger pump (1), that is, when the pressure of the oil discharge port (12) reaches the maximum value Pmax allowed by the aviation plunger pump (1), the constant pressure valve core (3.6) moves to the left, and the constant pressure valve (3) enters the working state. When the pressure of the oil discharge port (12) is lower than Pmax, the constant pressure valve (3) does not work, and the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2.

4. The intelligent power matching aviation plunger pump with constant pressure redundant control as claimed in claim 1, characterized in that: When the force of the return spring (7) is greater than the pressure of the variable control piston (6), the return spring (7) pushes the swash plate (5) to swing to the right, the swing angle increases, and the pump displacement increases; when the force of the return spring (7) is less than the pressure of the variable control piston (6), the variable control piston (6) pushes the swash plate (5) to swing to the left, the swing angle decreases, and the pump displacement decreases.

5. The intelligent power matching aviation plunger pump with constant pressure redundant control as claimed in claim 1, characterized in that: When the constant pressure valve (3) of the aviation plunger pump (1) is not working, the load oil port A2 is disconnected from the high-pressure oil port P2 and connected to the return oil port T2; the high-pressure oil port P1 of the servo valve (2) is connected to the oil discharge port (12), the load oil port A1 of the servo valve (2) is connected to the return oil port T2, that is, connected to the variable control piston (6), and the return oil port T1 of the servo valve (2) is connected to the return oil port (13); when the valve core of the servo valve (2) is in the parallel position, the high-pressure oil port P1 is connected to the load oil port A1, and the high-pressure oil of the oil discharge port (12) enters the variable The control piston (6) pushes the swash plate (5) to swing to the left, the swing angle decreases, and the pump displacement decreases; when the valve core of the servo valve (2) is in the cross position, the return oil port T1 is connected to the load oil port A1, and the oil of the variable control piston (6) enters the return oil port (13) along the oil passage 6 (8.8), the pressure of the variable control piston (6) decreases, and the return spring (7) pushes the swash plate (5) to swing to the right, the swing angle increases, and the pump displacement increases; the signal size of the control servo valve (2) can control the displacement of the aviation plunger pump (1), thereby controlling the outlet pressure of the aviation plunger pump (1); The controller (9) is composed of a pressure controller (9.1), a current controller (9.2), a voltage differential amplifier (9.3), a pressure signal converter (9.4) and a current-voltage converter (9.5); the pressure sensor (10) is used to detect the actual pressure Pa of the oil discharge port (12) of the aviation plunger pump (1); the actual pressure Pa signal enters the controller (9) and is converted into a standard voltage signal by the pressure signal converter (9.4) and enters the pressure controller (9.1); the master control system of the aircraft equipped with the aviation plunger pump (1) sends a pressure command Pc to the controller (9), and the pressure command Pc is sent to the controller (9). Pc is set according to the pressure requirement of the flight profile. After the pressure command Pc signal enters the controller (9), it is converted into a standard voltage signal through the voltage differential amplifier (9.3) and enters the pressure controller (9.1). After the pressure closed-loop control, the pressure controller (9.1) outputs the pressure closed-loop value to the current controller (9.2). The actual current Ia of the servo valve (2) is input to the controller (9) and converted into a standard voltage signal through the current-voltage converter (9.5) and enters the current controller (9.2). The current controller (9.2) is subjected to current closed-loop control and converted into the command current Ic and output to the servo valve (2).

6. The intelligent power matching aviation plunger pump with constant pressure redundant control as claimed in claim 1, characterized in that: The intelligent control mode is as follows: at this time, the outlet pressure of the aviation plunger pump (1) is lower than its maximum allowable value Pmax, the constant pressure valve (3) does not work, the load oil port A2 on the constant pressure valve (3) is disconnected from the high pressure oil port P2 on the constant pressure valve (3), and is connected to the return oil port T2 on the constant pressure valve (3); the servo valve (2), the controller (9) and the pressure sensor (10) work normally, and the outlet pressure of the aviation plunger pump (1) can be controlled according to different flight profiles to achieve matching of the output power of the aviation plunger pump (1) with the load power, effectively reduce the volume loss of the aviation plunger pump (1) and the throttling loss of the hydraulic system of the aircraft installed with the aviation plunger pump (1), and reduce the heat generation; the constant pressure working mode is as follows: when the servo valve (2), the controller (9) or the pressure sensor (10) fails unexpectedly, the outlet pressure of the aviation plunger pump (1) is its maximum allowable value Pmax, the constant pressure valve (3) works normally, and the aviation plunger pump (1) is in the constant pressure working mode.

Images