An intelligent power matching aviation piston pump with constant pressure redundancy control

Abstract

The present invention discloses an intelligent power matching aviation piston pump with constant pressure redundancy control, which includes an aviation piston pump, a servo valve, a constant pressure valve, a damper, a swash plate, a variable control piston, a return spring, a distributor cover, a controller, a pressure sensor, a suction port, a discharge port and a return oil port. In the intelligent mode of the present invention, the servo valve and the controller are used to steplessly adjust the pressure at the outlet of the piston pump. When the pressure required by the load is relatively low, the outlet pressure of the piston pump is reduced, and when the pressure required by the load is high, the outlet pressure of the piston pump is rapidly increased, so as to achieve the matching of the output power of the piston pump and the load power, effectively reduce the volumetric loss of the piston pump and the throttling loss of the aircraft hydraulic system, and reduce 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 accidentally fail, the piston pump can still enter the constant pressure mode and continue to work, which can greatly improve the reliability of the piston pump control system.

Description

Technical Field

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

[0002] An aviation piston pump is a core component in an aircraft control surface control system. For reliability and safety considerations, most engine-driven pumps (EDPs) in current aircraft hydraulic systems adopt a constant pressure variable configuration, and the system pressure is set to a constant value according to the peak pressure requirements of each actuator in the aircraft (usually 21 MPa or 28 MPa in China). However, an aircraft has multiple flight profiles during each flight mission, and the pressure and duration required for each flight profile are inconsistent. During the standby or takeoff phase, it is necessary to reduce the source pressure of the piston pump to reduce its starting torque; during high-load phases such as mission execution or hovering, high flight attitude control requirements require higher pressure and lower flow rate; during the descent and landing phases, the flow rate requirements of the aircraft landing gear and brake actuators are very large, but the pressure requirements are relatively low. Since the current constant pressure configuration piston pump can only output one kind of pressure, the hydraulic system is in a state of excessive output pressure for most of the time, which results in a large leakage amount of the piston pump, low volumetric efficiency, a large amount of throttling power loss and leakage power loss at the load end due to high pressure difference, and huge heat generation in the hydraulic system. In addition, long-term operation of hydraulic components including piston pumps under high pressure conditions will reduce reliability and shorten service life. With the development trend of aviation piston pumps towards 35 MPa high pressure, the above problems become more severe.

[0003] Therefore, aiming at the problems of large power loss, low efficiency, and large heat generation caused by the constant pressure configuration of the above high-pressure aviation piston pumps, how to innovate the configuration and control method is the key to improving the energy efficiency and reducing the temperature rise of future aviation piston pumps. Summary of the Invention

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

[0005] To achieve the above object, the present invention provides an intelligent power matching aviation piston pump with constant pressure redundancy control, which is composed of an aviation piston pump, a servo valve, a constant pressure valve, a damper, a swash plate, a variable control piston, a return spring, a distributor cover, a controller, a pressure sensor, a suction port, a discharge port, a return oil port, a lock 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, a suction flow distribution window, a discharge flow distribution window, an oil passage 1, an oil passage 2, an oil passage 3, an oil passage 4, an oil passage 5, an oil passage 6, a pressure controller, a current controller, a voltage differential amplifier, a pressure signal converter and a current-voltage converter.

[0006] The aviation piston pump is coaxially connected to the prime mover and driven by the prime mover to provide speed and torque. The aviation piston pump is equipped with a swash plate, a variable control piston and a return spring. The displacement of the aviation piston 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 piston pump is equipped with a distributor cover, on which a servo valve for regulating the outlet pressure of the aviation piston pump, a constant pressure valve for preventing the piston pump from overpressure and a damper are integrated. The servo valve has a high-pressure oil port P1, a load oil port A1, a load oil port B1 and a return oil port T1. The constant pressure valve has a high-pressure oil port P2, a load oil port A2 and a return oil port T2. The aviation piston pump has three oil ports, namely a suction port, a discharge port and a return oil port, and the suction port and the discharge port are located on the distributor cover. A pressure sensor for detecting the pump outlet pressure is installed on the discharge port.

[0008] The oil distribution cover and the servo valve form a high-pressure oil port P1, a load oil port A1 and a return oil port T1, and the load oil port B1 of the servo valve is closed. The oil distribution cover and the constant pressure valve form a high-pressure oil port P2, a load oil port A2 and a return oil port T2. An oil suction distribution window, an oil discharge distribution window, oil passage 1, oil passage 2, oil passage 3, oil passage 4, oil passage 5 and oil passage 6 are provided on the oil distribution cover. The oil suction distribution window is connected to the oil suction port on the oil distribution cover, and the oil discharge distribution window is connected to the oil discharge port on the oil distribution cover. Oil passage 1 connects the load oil port A2 and the variable control piston, oil passage 2 connects the high-pressure oil port P2 and the oil discharge distribution window, oil passage 3 connects the high-pressure oil port P1 and the high-pressure oil port P2, oil passage 4 connects the load oil port A1 and the return oil port T2, oil passage 5 connects the return oil port T2 and the return oil port, and oil passage 6 connects the return oil port T1 and the return oil port. Threads are provided in oil passage 5, and the damper is built into oil passage 5 through the threads, which can limit the flow rate of the return oil port T2 flowing to the return oil port. In order to improve the power density, the oil distribution cover is integrally formed by 3D printing, and the oil suction distribution window, the oil discharge distribution window, oil passage 1, oil passage 2, oil passage 3, oil passage 4, oil passage 5 and oil passage 6 are all of irregular shapes.

[0009] The constant pressure valve consists of a lock nut, a pressure regulating screw, spring seat 1, a constant pressure spring, spring seat 2, a constant pressure valve core, a constant pressure valve sleeve, a constant pressure end cover, seal ring 1 and seal ring 2. In order to improve the power density of the aviation piston pump, all components of the constant pressure valve are integrated on the oil distribution cover.

[0010] The constant pressure valve and the inner cavity of the oil distribution cover form a high-pressure oil port P2, a load oil port A2 and a return oil port T2. Among them, the oil port P2 is connected to the oil discharge port of the aviation piston pump. The first seal ring and the second seal ring are installed in the seal ring groove of the constant pressure valve sleeve. The first seal ring seals and isolates the oil port A2 and the oil port T2, and the second seal ring seals and isolates the oil port A2 and the oil port P2. The constant pressure end cover is installed on the oil distribution cover by threads, and presses and fixes the constant pressure valve sleeve on the oil distribution cover. The first spring seat and the second spring seat are respectively installed on the left and right sides of the constant pressure spring. At the same time, the left side of the first spring seat abuts against the pressure regulating screw. The pressure regulating screw is installed on the oil distribution cover by threads. By adjusting the length of its screw thread insertion, the initial pre-tightening force of the constant pressure spring can be adjusted. The locking nut is installed on the pressure regulating screw by threads. After the screw thread insertion 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 a clearance fit and can move left and right in the constant pressure valve sleeve. The pre-tightening 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 pre-tightening 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 communicates with the return oil port T2. At this time, the pressure of the load oil port A2 drops; when the pre-tightening 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 communicates with 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 rises. Therefore, the pressure of the load oil port A2 can be controlled by controlling the pre-tightening force of the constant pressure spring. At the same time, as described above, the load oil port A2 is connected to the variable control piston, and the pressure level of the A2 port can control the displacement of the aviation piston pump. Therefore, the displacement of the aviation piston pump can be controlled by controlling the pre-tightening force of the constant pressure spring, so as to control the pressure level of its oil discharge port.

[0011] The set value of the pre-tightening force of the constant pressure spring is balanced with the highest value allowed by the aviation piston pump. That is, when the oil discharge port pressure reaches the highest value Pmax allowed by the aviation piston 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, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicates with the return oil port T2.

[0012] When the constant pressure valve of the aviation piston pump does not work, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicated with the oil return port T2. The high-pressure oil port P1 of the servo valve is communicated with the oil drain port, the load oil port A1 of the servo valve is communicated with the oil return port T2, that is, communicated with the variable control piston, and the oil return port T1 of the servo valve is communicated with the oil return port. When the servo valve spool is in the parallel position, the high-pressure oil port P1 is communicated with the load oil port A1, and the high-pressure oil at the oil drain port enters the variable control piston along the oil passage three, pushing the swash plate to swing to the left, the swing angle decreases, and the pump displacement decreases; when the servo valve spool is in the cross position, the oil return port T1 is communicated with the load oil port A1, and the oil in the variable control piston enters the oil return port along the oil passage 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 magnitude of the servo valve, the displacement of the aviation piston pump can be controlled, thereby controlling the outlet pressure.

[0013] The controller consists 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 at the oil drain port of the aviation variable piston pump. After the actual pressure Pa signal enters the controller, it is converted into a standard voltage signal by 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 requirement of the flight profile. After the pressure command Pc signal enters the controller, it is converted into a standard voltage signal by the voltage differential amplifier and enters the pressure controller. After the pressure controller performs pressure closed-loop control, it outputs the pressure closed-loop value to the current controller. The actual current Ia of the servo valve enters the controller and is converted into a standard voltage signal by the current-voltage converter and enters the current controller. The current controller performs current closed-loop control and converts it into the command current Ic and outputs it to the servo valve.

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

[0015] Advantages of the present invention: The present invention has two working modes, which can achieve redundant control of the plunger pump, and can 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 the matching of its output power and load power, effectively reducing the volumetric loss of the plunger pump and the throttling loss of the aircraft hydraulic system, and reducing 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 is the hydraulic schematic diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention;

[0018] Figure 2 is the structural diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention;

[0019] Figure 3 is the structural schematic diagram of the oil distribution cover of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention;

[0020] Figure 4 is the structural diagram of the constant pressure valve of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention;

[0021] Figure 5 is the controller control framework diagram of an intelligent power matching aviation plunger pump with constant pressure redundant control according to the present invention.

[0022] In the figure: 1 - aviation plunger pump, 2 - servo valve, 3 - constant pressure valve, 4 - damper, 5 - swash plate, 6 - variable control piston, 7 - return spring, 8 - oil distribution cover, 9 - controller, 10 - pressure sensor, 11 - oil suction port, 12 - oil discharge port, 13 - oil return port, 3.1 - lock nut, 3.2 - pressure regulating screw, 3.3 - spring seat one, 3.4 - constant pressure spring, 3.5 - spring seat two, 3.6 - constant pressure valve core, 3.7 - constant pressure valve sleeve, 3.8 - constant pressure end cover, 3.9 - seal ring one, 3.10 - seal ring two, 8.1 - oil suction distribution window, 8.2 - oil discharge distribution window, 8.3 - oil passage one, 8.4 - oil passage two, 8.5 - oil passage three, 8.6 - oil passage four, 8.7 - oil passage five, 8.8 - oil passage six, 9.1 - pressure controller, 9.2 - current controller, 9.3 - voltage differential amplifier, 9.4 - pressure signal converter, 9.5 - current-voltage converter. Detailed Embodiments

[0023] The present disclosure will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the relevant content and do not limit the present disclosure. Additionally, it should be noted that for ease of description, only the parts related to the present disclosure are shown in the drawings.

[0024] Working process of the present invention:

[0025] During the working process of an intelligent power matching aviation piston pump with constant pressure redundancy control according to the present invention, it will be described with reference to the accompanying drawings.

[0026] As Figures 1 - 5 shown, an aviation piston pump with intelligent power matching having a constant pressure function is composed of an aviation piston 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, a distributing cover 8, a controller 9, a pressure sensor 10, a suction port 11, a discharge port 12, a return port 13, a lock nut 3.1, an adjusting screw 3.2, a spring seat 1 3.3, a constant pressure spring 3.4, a spring seat 2 3.5, a constant pressure spool 3.6, a constant pressure valve sleeve 3.7, a constant pressure end cover 3.8, a sealing ring 1 3.9, a sealing ring 2 3.10, a suction flow window 8.1, a discharge flow 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, an oil passage 6 8.8, 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.

[0027] As Figure 1 With Figure 2 shown, the aviation piston pump 1 is coaxially connected to the prime mover and is driven by the prime mover to provide rotational speed and torque. The aviation piston pump 1 is equipped with a swash plate 5, a variable control piston 6, and a return spring 7. The displacement of the aviation piston 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.

[0028] As Figure 1 With Figure 2As shown in the figure, the aviation piston pump 1 is equipped with a distributing cover 8, on which a servo valve 2 for regulating the outlet pressure of the aviation piston pump 1, a constant pressure valve 3 for preventing the piston pump from overpressure, and a damper 4 are integrated. The servo valve 2 has a high-pressure oil port P1, a load oil port A1, a load oil port B1, and a return oil port T1. The constant pressure valve 3 has a high-pressure oil port P2, a load oil port A2, and a return oil port T2. The aviation piston pump 1 has three oil ports, namely an oil suction port 11, an oil discharge port 12, and a return oil port 13, among which the oil suction port 11 and the oil discharge port 12 are located on the distributing cover 8. A pressure sensor 10 for detecting the pump outlet pressure is installed on the oil discharge port 12.

[0029] As Figure 3 shown, the distributing cover 8 and the servo valve 2 form a high-pressure oil port P1, a load oil port A1, and a return oil port T1, and the load oil port B1 of the servo valve 2 is closed. The distributing cover 8 and the constant pressure valve 3 form a high-pressure oil port P2, a load oil port A2, and a return oil port T2. The distributing cover 8 is provided with an oil suction distribution window 8.1, an oil discharge distribution window 8.2, an oil passage 8.3, an oil passage 8.4, an oil passage 8.5, an oil passage 8.6, an oil passage 8.7, and an oil passage 8.8. The oil suction distribution window 8.1 is connected to the oil suction port 11 on the distributing cover 8, and the oil discharge distribution window 8.2 is connected to the oil discharge port 12 on the distributing cover 8. The oil passage 8.3 connects the load oil port A2 to the variable control piston 6, the oil passage 8.4 connects the high-pressure oil port P2 to the oil discharge distribution window 8.2, the oil passage 8.5 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 to the return oil port T2, the oil passage 8.7 connects the return oil port T2 to the return oil port 13, and the oil passage 8.8 connects the return oil port T1 to the return oil port 13. A thread is provided in the oil passage 8.7, and the damper 4 is built into the oil passage 8.7 through the thread, which can limit the flow rate of the return oil port T2 flowing to the return oil port 13. In order to improve the power density, the distributing 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 of irregular shapes. The holes of the above-mentioned irregular shapes can have various shapes, and after meeting the same connection conditions, the beneficial effects described in the present application can be achieved.

[0030] As Figure 4As shown, the constant pressure valve 3 consists of a lock nut 3.1, a pressure regulating screw 3.2, a first spring seat 3.3, a constant pressure spring 3.4, a second spring seat 3.5, a constant pressure valve core 3.6, a constant pressure valve sleeve 3.7, a constant pressure end cover 3.8, a first sealing ring 3.9 and a second sealing ring 3.10. In order to improve the power density of the aviation piston pump 1, all components of the constant pressure valve 3 are integrated on the oil distribution cover 8. The constant pressure valve 3 and the inner cavity of the oil distribution cover 8 form a high-pressure oil port P2, a load oil port A2 and a return oil port T2, where the oil port P2 is connected to the oil discharge port 12 of the aviation piston pump 1. The first sealing ring 3.9 and the second sealing ring 3.10 are installed in the sealing ring grooves of the constant pressure valve sleeve 3.7. The first sealing ring 3.9 seals and isolates the oil port A2 from the oil port T2, and the second sealing ring 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 distribution cover 8 by thread, pressing the constant pressure valve sleeve 3.7 tightly and fixing it on the oil distribution cover 8. The first spring seat 3.3 and the second spring seat 3.5 are respectively installed on the left and right sides of the constant pressure spring 3.4. At the same time, the left side of the first spring seat 3.3 abuts against the pressure regulating screw 3.2. The pressure regulating screw 3.2 is installed on the oil distribution cover 8 by thread. By adjusting the threaded insertion length thereof, the initial pre-tightening force of the constant pressure spring 3.4 can be adjusted. The lock nut 3.1 is installed on the pressure regulating screw 3.2 by thread. After the threaded insertion length of the pressure regulating screw 3.2 is determined, the lock 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 pre-tightening 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 pre-tightening 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 communicated with the return oil port T2. At this time, the pressure of the load oil port A2 drops; when the pre-tightening 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 communicated with the high-pressure oil port P2 and disconnected from the return oil port T2. At this time, the pressure of the load oil port A2 rises. Therefore, the pressure of the load oil port A2 can be controlled by controlling the pre-tightening 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. The high or low pressure of the A2 port can control the displacement of the aviation piston pump 1. Therefore, the displacement of the aviation piston pump 1 can be controlled by controlling the magnitude of the pre-tightening force of the constant pressure spring 3.4, thereby controlling the pressure level of its oil discharge port 12. The set value of the pre-tightening force of the constant pressure spring 3.4 is balanced with the highest value allowed by the aviation piston pump 1, that is, when the pressure of the oil discharge port 12 reaches the highest value Pmax allowed by the aviation piston 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, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicated with the return oil port T2.

[0031] As Figure 1 、Figure 3 and Figure 4 As shown in Figure 4 , when the constant pressure valve 3 of the aviation piston pump 1 does not work, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicated with the oil return port T2. The high-pressure oil port P1 of the servo valve 2 is communicated with the oil drain port 12, the load oil port A1 of the servo valve 2 is communicated with the oil return port T2, that is, communicated with the variable control piston 6, and the oil return port T1 of the servo valve 2 is communicated with the oil return port 13. When the spool of the servo valve 2 is in the parallel position, the high-pressure oil port P1 is communicated with the load oil port A1, and the high-pressure oil at the oil drain port 12 enters the variable control piston 6 along the oil passage three 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 oil return port T1 is communicated with the load oil port A1, and the oil in the variable control piston 6 enters the oil return port 13 along the oil passage six 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 magnitude of the servo valve 2, the displacement of the aviation piston pump 1 can be controlled, thereby controlling the outlet pressure.

[0032] As Figure 5 shown in Figure 5 , 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 at the oil drain 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 by 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 requirement of the flight profile. After the pressure command Pc signal enters the controller 9, it is converted into a standard voltage signal by the voltage differential amplifier 9.3 and enters the pressure controller 9.1. After passing through 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 enters the controller 9 and is converted into a standard voltage signal by the current-voltage converter 9.5 and enters the current controller 9.2. After passing through the current closed-loop control and conversion, the current controller 9.2 outputs the command current Ic to the servo valve 2.

[0033] As Figure 1As shown, the aviation piston pump 1 has two working modes to achieve redundant control of the piston pump, which can greatly improve the reliability of the piston pump control system. Mode 1: Intelligent control mode. At this time, the outlet pressure of the aviation piston pump 1 is lower than its allowable maximum 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 connected to the oil return port T2. The servo valve 2, the controller 9 and the pressure sensor 10 work normally, and the outlet pressure of the aviation piston pump 1 can be controlled according to different flight profiles to achieve the matching of its output power and load power, effectively reducing the volumetric loss of the piston pump and the throttling loss of the aircraft hydraulic system, and reducing the heat generation. Mode 2: Constant pressure working mode. When the servo valve 2, the controller 9 or the pressure sensor 10 fails accidentally, the outlet pressure of the aviation piston pump 1 is its allowable maximum value Pmax, the constant pressure valve 3 works normally, and the piston pump is in the constant pressure working mode, which is the same as the current configuration of the aviation piston pump.

[0034] The above embodiments are illustrative of the present invention and not restrictive thereof. Any scheme obtained by simply transforming the present invention falls within the protection scope of the present invention.

Claims

1. An intelligent power matching aviation piston pump with constant pressure redundancy control, characterized in that: It includes an aviation piston 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), a valve cover (8), a controller (9), a pressure sensor (10), a suction port (11), a discharge port (12) and a return oil port (13). The aviation piston pump (1) is coaxially connected to a prime mover. The aviation piston pump (1) has two working modes, namely an intelligent control mode and a constant pressure working mode. The aviation piston pump (1) is equipped with a swash plate (5), a variable control piston (6) and a return spring (7). The displacement of the aviation piston 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. The aviation piston pump (1) is equipped with a valve cover (8). The valve cover (8) integrates a servo valve (2) for adjusting the outlet pressure of the aviation piston pump (1), a constant pressure valve (3) for preventing the piston pump from overpressure and a damper (4). The aviation piston pump (1) has three oil ports, namely a suction port (11), a discharge port (12) and a return oil port (13). The suction port (11) and the discharge port (12) are located on the valve cover (8). A pressure sensor (10) for detecting the pump outlet pressure is installed on the discharge port (12). The servo valve (2) has a high-pressure oil port P1, a load oil port A1, a load oil port B1 and a return oil port T1. The constant pressure valve (3) has a high-pressure oil port P2, a load oil port A2 and a return oil port T2. The valve cover (8) and the servo valve (2) form a high-pressure oil port P1, a load oil port A1 and a return oil port T1, and the load oil port B1 of the servo valve (2) is closed. The valve cover (8) and the constant pressure valve (3) form a high-pressure oil port P2, a load oil port A2 and a return oil port T2. The valve cover (8) is provided with a suction oil distribution window (8.1), a discharge oil distribution window (8.2), an oil passage one (8.3), an oil passage two (8.4), an oil passage three (8.5), an oil passage four (8.6), an oil passage five (8.7) and an oil passage six (8.8). The suction oil distribution window (8.1) is connected to the suction port (11) on the valve cover (8), and the discharge oil distribution window (8.2) is connected to the discharge port (12) on the valve cover (8). The oil passage one (8.3) connects the load oil port A2 and the variable control piston (6). The oil passage two (8.4) connects the high-pressure oil port P2 and the discharge oil distribution window (8.2). The oil passage three (8.5) connects the high-pressure oil port P1 and the high-pressure oil port P2. The oil passage four (8.6) connects the load oil port A1 and the return oil port T2. The oil passage five (8.7) connects the return oil port T2 and the return oil port (13). The oil passage six (8.8) connects the return oil port T1 and the return oil port (13). A thread is provided in the oil passage five (8.7), and the damper (4) is built in the oil passage five (8.7) through the thread. The damper (4) can limit the flow rate of the oil flowing from the return oil port T2 to the return oil port (13). The intelligent control mode is as follows: At this time, the outlet pressure of the aviation piston pump (1) is lower than its allowable maximum 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 oil return port T2 on the constant pressure valve (3); the servo valve (2), the controller (9) and the pressure sensor (10) work normally, and can control the outlet pressure of the aviation piston pump (1) according to different flight profiles to achieve the matching of the output power and the load power of the aviation piston pump (1); the constant pressure working mode is: when the servo valve (2), the controller (9) or the pressure sensor (10) fails accidentally, the outlet pressure of the aviation piston pump (1) is its allowable maximum value Pmax, the constant pressure valve (3) works normally, and the aviation piston pump (1) is in the constant pressure working mode.

2. The intelligent power-matching aviation piston pump with constant-pressure redundancy control according to claim 1, characterized in that: The oil distribution cover (8) is integrally formed by 3D printing, and the oil suction and distribution window (8.1), the oil discharge and distribution window (8.2), the oil passage one (8.3), the oil passage two (8.4), the oil passage three (8.5), the oil passage four (8.6), the oil passage five (8.7), and the oil passage six (8.8) are all of irregular shapes.

3. The intelligent power matching aviation plunger pump with constant pressure redundancy control according to claim 1, characterized in that: The constant pressure valve (3) is composed of a lock nut (3.1), a pressure regulating screw (3.2), a spring seat one (3.3), a constant pressure spring (3.4), a spring seat two (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 one (3.9) and a sealing ring two (3.10); all components of the constant pressure valve (3) are integrated on the oil distribution cover (8); The constant pressure valve (3) and the inner cavity of the oil distribution cover (8) form a high-pressure oil port P2, a load oil port A2 and a return oil port T2. Among them, the high-pressure oil port P2 is connected to the oil discharge port (12) of the aviation piston pump (1); the first sealing ring (3.9) and the second sealing ring (3.10) are installed in the sealing ring grooves of the constant pressure valve sleeve (3.7). The first sealing ring (3.9) seals and isolates the load oil port A2 and the return oil port T2, and the second sealing ring (3.10) seals and isolates the load oil port A2 and the high-pressure oil port P2; the constant pressure end cover (3.8) is installed on the oil distribution cover (8) by threads, and the constant pressure end cover (3.8) presses the constant pressure valve sleeve (3.7) firmly on the oil distribution cover (8); the first spring seat (3.3) and the second spring seat (3.5) are respectively installed on the left and right sides of the constant pressure spring (3.4). At the same time, the left side of the first spring seat (3.3) abuts against the pressure regulating screw (3.2). The pressure regulating screw (3.2) is installed on the oil distribution cover (8) by threads. By adjusting the screwed-in length of the pressure regulating screw (3.2), the initial pre-tightening 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 screwed-in length of the pressure regulating screw (3.2) is determined, 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 a clearance fit. The constant pressure valve core (3.6) can move left and right in the constant pressure valve sleeve (3.7). The pre-tightening 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) respectively. When the pre-tightening 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 communicated with the return oil port T2. At this time, the pressure of the load oil port A2 drops; when the pre-tightening 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 communicated with the high-pressure oil port P2 and disconnected from the return oil port T2. At this time, the pressure of the load oil port A2 rises; the load oil port A2 is connected to the variable control piston (6), and the level of the pressure of the load oil port A2 can control the displacement of the aviation piston pump (1); The set value of the pre-tightening force of the constant pressure spring (3.4) is balanced with the highest value allowed by the aviation piston pump (1), that is, when the pressure of the oil discharge port (12) reaches the highest value Pmax allowed by the aviation piston 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, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicated with the return oil port T2.

4. The intelligent power matching aviation plunger pump with constant pressure redundancy control according to claim 1, wherein: 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. An intelligent power matching aviation piston pump with constant pressure redundancy control as claimed in claim 1, characterized in that: When the constant pressure valve (3) of the aviation piston pump (1) is not working, the load oil port A2 is disconnected from the high-pressure oil port P2 and communicated with the oil return port T2; the high-pressure oil port P1 of the servo valve (2) is communicated with the oil drain port (12), the load oil port A1 of the servo valve (2) is communicated with the oil return port T2, that is, communicated with the variable control piston (6), and the oil return port T1 of the servo valve (2) is communicated with the oil return port (13); when the spool of the servo valve (2) is in the parallel position, the high-pressure oil port P1 is communicated with the load oil port A1, and the high-pressure oil at the oil drain port (12) enters the variable control piston (6) along the oil passage three (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 oil return port T1 is communicated with the load oil port A1, the oil in the variable control piston (6) enters the oil return port (13) along the oil passage six (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; by controlling the signal magnitude of the servo valve (2), the displacement of the aviation piston pump (1) can be controlled, thereby controlling the outlet pressure of the aviation piston pump (1). The controller (9) consists 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 drain port (12) of the aviation 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 total control system of the aircraft equipped with the aviation piston pump (1) sends a pressure command Pc to the controller (9). The pressure command 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 passing through the pressure closed-loop control, the pressure controller (9.1) outputs a pressure closed-loop value to the current controller (9.2). After the actual current Ia of the servo valve (2) enters 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). After passing through the current closed-loop control and conversion, the current controller (9.2) outputs a command current Ic to the servo valve (2).

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