Main / pre-pressurization integrated system

Abstract

The invention provides a main / pre-pressurization integrated system to solve the technical problem of a fuel supply system of an existing aircraft, the main / pre-pressurization integrated system comprises a to-be-cooled device and an engine, and in addition, the system further comprises a fuel tank; the cooling electric pump and the double-motion-freedom-degree piston pump main / pre-pressurization electric pump are respectively communicated with the oil tank; the system is provided with a first oil way and a second oil way, the first oil way is a cooling oil way, fuel oil in an oil tank is conveyed to a cooling electric pump, pressurized by the cooling electric pump and conveyed to equipment to be cooled, and the fuel oil returns to the oil tank after cooling the equipment to be cooled; the second oil way is an engine oil supply conveying oil way, and fuel oil in the oil tank is conveyed to the double-motion-freedom-degree piston pump main / pre-pressurization electric pump, pressurized by the double-motion-freedom-degree piston pump main / pre-pressurization electric pump and conveyed to the engine for combustion.

Description

Technical Field

[0001] The present invention belongs to the technical field of supercharging, and relates to a main / pre-supercharging integrated system. Background Art

[0002] Weight reduction and energy conservation are eternal development themes of aircraft. As the main energy-consuming system of an aircraft, a lightweight and efficient fuel supply system is crucial for reducing the weight of energy batteries and improving the payload and performance indicators of the aircraft.

[0003] Currently, the fuel supply system of an aircraft consists of a pre-supercharging electric pump, a main electric pump, a pipeline system, etc. The pre-supercharging electric pump consists of a driving motor and a centrifugal pump, and the main electric pump consists of a main driving motor and a gear pump, as specifically shown in Figure 5 In the working process, fuel is pumped out of the fuel tank and divided into two paths after being supercharged by the pre-supercharging electric pump. One path leads to the main supercharging electric pump and is transported to the engine for combustion through the gear pump; the other path leads to the equipment that needs to be cooled, and after cooling the equipment, it returns to the fuel tank. To keep the centrifugal pump in a high-efficiency state, the pre-supercharging electric pump generally operates at a constant large flow rate. However, since the fuel consumption for engine combustion is much larger than that for equipment cooling and will be adjusted within a wide range according to the engine state. Therefore, when the engine operates at a small state (i.e., less fuel consumption for combustion), the excess flow after the pre-supercharging pump will return to the front of the pre-supercharging pump through the overflow circuit, resulting in power loss. In addition, as the flight time of the aircraft progresses, the temperature of the fuel in the fuel tank will gradually increase, and the viscosity of the fuel will decrease. Under high-temperature and high-pressure conditions, the internal leakage of the gear pump (main pump) increases, and the volumetric efficiency drops sharply, resulting in a reduction in the overall efficiency of the system, an increase in energy consumption, and thus affecting the performance indicators of the aircraft. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] For this purpose, the present invention provides a main / pre-supercharging integrated system.

[0006] The technical solution of the present invention is: to provide a main / pre-supercharging integrated system, which includes equipment to be cooled and an engine. In addition, the system further includes:

[0007] A fuel tank for storing fuel;

[0008] A cooling electric pump and a double-degree-of-freedom piston pump main / pre-supercharging electric pump, which are respectively connected to the fuel tank;

[0009] Among them, the system has a first oil circuit and a second oil circuit. The first oil circuit is a cooling oil circuit. The fuel in the fuel tank is delivered to the cooling electric pump, pressurized by the cooling electric pump and then delivered to the equipment to be cooled. After the fuel cools the equipment to be cooled, it returns to the fuel tank. The second oil circuit is an engine fuel supply circuit. The fuel in the fuel tank is delivered to the main / pre-boost electric pump of the double-degree-of-freedom piston pump, pressurized by the main / pre-boost electric pump of the double-degree-of-freedom piston pump and then delivered to the engine for combustion.

[0010] Further, the cooling electric pump supplies the fuel flow required by the equipment to be cooled at a constant speed.

[0011] Further, the cooling electric pump includes a centrifugal pump and a first driving part. Among them, the first driving part drives the centrifugal pump to pressurize the fuel and deliver it to the equipment to be cooled.

[0012] Further, the main / pre-boost electric pump of the double-degree-of-freedom piston pump includes a second driving part, a speed reducer and a double-degree-of-freedom piston pump. Among them, the second driving part drives the double-degree-of-freedom piston pump to operate through the speed reducer, so that the piston pump operates in a suitable working range. The double-degree-of-freedom piston pump relies on its own self-priming ability to fill the fuel in the plunger cavity and supply fuel to the engine.

[0013] Further, the outer shell of the speed reducer is fixedly connected to the pump shell of the double-degree-of-freedom piston pump. The inner cavity of the outer shell of the speed reducer is connected to the oil cavity of the double-degree-of-freedom piston pump. The structure in the inner cavity of the speed reducer is immersed in the fuel.

[0014] Further, the output shaft of the speed reducer is connected to the transmission shaft of the double-degree-of-freedom piston pump. The input shaft of the speed reducer and the transmission shaft are in an "I" shape or a "T" shape.

[0015] Further, the speed reducer is a planetary gear speed reducer.

[0016] Further, the speed reducer is a spiral bevel gear speed reducer.

[0017] Further, the first driving part is a driving motor, and the second driving part is a high-speed driving motor.

[0018] The beneficial effects of the present invention compared with the prior art:

[0019] (1) The main / pre-boost integrated system proposed by the present invention introduces a double-degree-of-freedom piston pump with strong self-priming ability as the boost pump, eliminating the need for pre-boosting the fuel sucked by the piston pump and achieving the integration of main / pre-boosting. Compared with gear pumps and centrifugal pumps, the double-degree-of-freedom piston pump has the advantage of high efficiency and can still maintain a high efficiency under high-temperature and high-pressure conditions. Therefore, the piston pump with main / pre-boost integration has a higher overall efficiency and less energy consumption than the split scheme of main boost (gear pump) + pre-boost (centrifugal pump);

[0020] (2) The present invention does not require pre-boosting the fuel sucked by the piston pump, and the centrifugal electric pump of the present invention only needs to boost and transport the fuel required for equipment cooling. Compared with the fuel flow required for engine combustion, the fuel flow required for equipment cooling is extremely small. Therefore, the power, volume, and weight of the cooling electric pump in the present invention will be significantly reduced, thereby greatly reducing the weight of the entire system.

[0021] (3) The present invention uses a high-speed motor as the driving motor of the main pump. Compared with a low-speed motor, it has a smaller volume and weight. However, when the rotational speed increases, the weight reduction benefit of the oil pump is not significant, and instead, an excessive rotational speed will have an adverse impact on the efficiency and suction characteristics of the oil pump. Therefore, by using a speed reducer to reduce the speed of the motor and drive the main pump to work, the overall benefit of the system is optimized.

[0022] (4) The present invention connects the motor and the pump through a speed reducer. By using the diverse input / output forms of the speed reducer, the motor and the main pump can be installed in a "one" shape or a "T" shape. The overall installation form is more flexible and can meet the installation requirements of different spatial layouts, especially being able to better adapt to the requirements of the narrow envelope space of the aircraft. Description of the Drawings

[0023] The accompanying drawings included are used to provide a further understanding of the embodiments of the present invention. They form a part of the specification, are used to illustrate the embodiments of the present invention, and are used together with the written description to explain the principles of the present invention. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0024] Figure 1 It is a schematic diagram of the main / pre-boost integrated system (fuel supply system) of the present invention;

[0025] Figure 2 It is a schematic diagram of the structure of the piston pump of the present invention;

[0026] Figure 3 It is the planetary speed reducer assembly of the piston pump of the present invention;

[0027] Figure 4This is the hypoid reducer assembly of the piston pump of the present invention;

[0028] Figure 5 It is a schematic diagram of an existing fuel supply system. Specific embodiments

[0029] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments may be combined with each other. The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way limits the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0030] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] Unless otherwise specifically stated, the relative arrangements, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for the sake of convenience of description, the dimensions of the various parts shown in the drawings are not drawn according to the actual proportional relationship. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the authorized specification. In all the examples shown and discussed herein, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0032] Such as Figures 1-4As shown in the figure, in an embodiment of the present invention, the technical solution of the present invention is as follows: Provide a main / pre-booster integrated system, which includes a device to be cooled 3 and an engine 5. In addition, the system further includes: a fuel tank 1, a cooling electric pump 2, and a double-degree-of-freedom piston pump main / pre-booster electric pump 4. The fuel tank 1 stores fuel; the cooling electric pump 2 and the double-degree-of-freedom piston pump main / pre-booster electric pump 4 are respectively connected to the fuel tank 1; wherein, the system has a first oil circuit 10 and a second oil circuit 20. The first oil circuit 10 is a cooling oil circuit. The fuel in the fuel tank 1 is transported to the cooling electric pump 2, pressurized by the cooling electric pump 2 and transported to the device to be cooled 3. After the fuel cools the device to be cooled 3, it returns to the fuel tank 1; the second oil circuit 20 is an oil supply and transportation circuit for the engine 5. The fuel in the fuel tank 1 is transported to the double-degree-of-freedom piston pump main / pre-booster electric pump 4, pressurized by the double-degree-of-freedom piston pump main / pre-booster electric pump 4 and transported to the engine 5 for combustion.

[0033] That is to say, in the embodiment of the present invention, the fuel tank 1, the cooling electric pump 2, and the double-degree-of-freedom piston pump main / pre-booster electric pump 4 can all be connected by pipelines. Between the cooling electric pump 2 and the device to be cooled 3, and between the double-degree-of-freedom piston pump main / pre-booster electric pump 4 and the engine 5, they are all connected through pipelines.

[0034] In the embodiment of the present invention, the cooling electric pump 2 supplies the required fuel flow rate to the device to be cooled 3 at a constant speed.

[0035] That is to say, since the flow rate and pressure for equipment cooling are much smaller than the fuel flow rate and pressure required for engine combustion, compared with traditional main / pre-booster separate devices, the power, volume, and weight of the cooling electric pump in the present invention will be significantly reduced. At the same time, the double-degree-of-freedom main / pre-booster electric pump adjusts the rotation speed according to the fuel supply flow rate demand of the engine and transports the required flow rate of fuel to the engine for combustion.

[0036] It can be seen that in the embodiment of the present invention, since the fuel in both oil circuits is appropriate, the power loss of overflow is saved and the overall efficiency is higher.

[0037] According to an embodiment of the present invention, the cooling electric pump 2 includes a centrifugal pump 21 and a first driving part 22. Among them, the first driving part 22 drives the centrifugal pump 21 to pressurize the fuel and transport it to the device to be cooled 3.

[0038] In the above embodiments, in order to supply fuel to the engine as needed, the main / pre-boost electric pump 4 of the double-degree-of-freedom piston pump includes a second driving part 41, a speed reducer 421, and a double-degree-of-freedom piston pump 422. Among them, the second driving part 41 drives the double-degree-of-freedom piston pump 422 to operate through the speed reducer 421, so that the piston pump operates in a suitable working range. The double-degree-of-freedom piston pump 422 relies on its own self-priming ability to fill the fuel in the plunger chamber and supply fuel to the engine 5.

[0039] In the embodiments of the present invention, both the speed reducer 421 and the double-degree-of-freedom piston pump 422 can directly adopt existing structures. The specific detailed structural composition will not be elaborated here.

[0040] That is, the double-degree-of-freedom piston pump 422 has a fuel inlet and a fuel outlet. Fuel enters the double-degree-of-freedom piston pump 422 from the fuel inlet. The second driving part 41 drives the double-degree-of-freedom piston pump 422 to operate through the speed reducer 421, so that the piston pump operates in a suitable working range and supplies fuel to the engine 5. Since the double-degree-of-freedom piston pump 422 can rely on its own self-priming ability to fill the plunger chamber, there is no need for a pre-boost device to pre-boost the oil liquid at the piston pump inlet.

[0041] In the embodiments of the present invention, as Figure 2 shown, the housing of the speed reducer 421 is fixedly connected to the pump housing of the double-degree-of-freedom piston pump 422. The inner cavity of the housing of the speed reducer 421 is connected to the oil cavity of the double-degree-of-freedom piston pump 422. The structure in the inner cavity of the speed reducer 421 is immersed in fuel and is lubricated by fuel during operation.

[0042] Preferably, the first driving part 22 is a driving motor, and the second driving part 41 is a high-speed driving motor.

[0043] In the above embodiments, the output shaft of the speed reducer 421 is connected to the transmission shaft of the double-degree-of-freedom piston pump 422. The input shaft of the speed reducer 421 and the transmission shaft are in an "I" shape or a "T" shape.

[0044] That is, through different speed reducer structures, the direction of the input shaft of the speed reducer and the transmission shaft of the piston pump (those skilled in the art know that the piston pump includes a transmission shaft) can be adjusted. The two can be in an "I" shape or a "T" shape, so as to meet the installation requirements of different spatial layouts, especially to better adapt to the requirements of the narrow envelope space of the aircraft.

[0045] According to an embodiment of the present invention, as Figures 3-4 shown, the speed reducer 421 is a planetary gear speed reducer 421 or a spiral bevel gear speed reducer 421.

[0046] Specifically, the speed reducer 421 is integrally designed with the double-degree-of-freedom piston pump 422. Through different speed reducer structures, the arrangement direction of the input shaft and the pump main shaft (transmission shaft) can be adjusted. For example, Figure 4 It is a planetary gear speed reducer, which is composed of an input sun gear 4211, planetary gears 4212, an internal gear 4213, and an output gear 4214. The output gear 4214 is connected to the transmission shaft of the piston pump 422. Therefore, the input shaft of the double-degree-of-freedom main / pre-boost electric pump 4 (i.e., the input sun gear 4211 of the speed reducer 421 assembly 421) is in a "one" shape with the piston pump main shaft. Figure 5 It is a spiral bevel gear speed reducer, which is composed of an input spiral bevel gear 4215, a large spiral bevel gear 4216, and an output shaft 4217. The output shaft 4217 is connected to the piston pump main shaft. Therefore, the input shaft of the double-degree-of-freedom main / pre-boost electric pump 4 (i.e., the input spiral bevel gear 4215 of the speed reducer) is in a "T" shape with the piston pump main shaft. Thus, the installation requirements of different spatial layouts can be met, especially being able to better adapt to the requirements of the narrow envelope space of the aircraft.

[0047] In summary, a main / pre-boost integrated system of the present invention includes equipment such as a fuel tank, a double-degree-of-freedom main / pre-boost electric pump, a cooling electric pump, and pipelines. The system has two fuel delivery routes. One route is pressurized by the double-degree-of-freedom main / pre-boost electric pump and delivered to the engine for combustion. The other route is pressurized by the cooling electric pump 2 and delivered to the equipment, and after cooling the equipment, it returns to the fuel tank. The present invention introduces a double-degree-of-freedom piston pump with strong self-priming ability as the boost pump, without the need for pre-boosting the fuel inhaled by the piston pump, realizing the integration of main / pre-boost. Compared with gear pumps and centrifugal pumps, the double-degree-of-freedom piston pump has the advantage of high efficiency, and still can maintain a high efficiency under high temperature and high pressure conditions. Therefore, the piston pump adopting the main / pre-boost integration has a higher overall efficiency and less energy consumption than the split scheme of main boost (gear pump) + pre-boost (centrifugal pump); the present invention does not need to pre-boost the oil suction of the piston pump, and the centrifugal electric pump of the present invention only needs to pressurize and deliver the fuel required for equipment cooling. Compared with the fuel flow required for engine combustion, the fuel flow required for equipment cooling is extremely small. Therefore, the power, volume, and weight of the cooling electric pump in the present invention will be greatly reduced, thereby greatly reducing the weight of the entire system.

[0048] In addition, the present invention uses a high-speed motor as the driving motor of the main pump. Compared with a low-speed motor, it has a smaller volume and weight. However, when the rotational speed increases, the weight reduction benefit of the oil pump is not significant, and instead, an excessively high rotational speed will have an adverse impact on the efficiency and suction characteristics of the oil pump. Therefore, a speed reducer is used to reduce the speed of the motor and drive the main pump to work, so as to optimize the overall benefit of the system. The present invention also connects the motor and the pump through a speed reducer. By using the various input and output forms of the speed reducer, the motor and the main pump can be installed in a "one" shape, or the motor and the pump can be installed in a "T" shape. The overall installation form is more flexible and can meet the installation requirements of different spatial layouts, especially being able to better adapt to the requirements of the narrow envelope space of the aircraft.

[0049] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description. Without contrary description, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the protection scope of the present invention; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0050] For the convenience of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "above" and the like can be used here to describe the spatial positional relationship between a device or feature shown in the figure and other devices or features. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation described in the figure for the device. For example, if the device in the drawing is inverted, the device described as "above other devices or structures" or "over other devices or structures" will be positioned "below other devices or structures" or "under other devices or structures" afterwards. Thus, the exemplary term "above..." can include both the orientations of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding explanations will be made for the spatial relative descriptions used here.

[0051] In addition, it should be noted that the use of words such as "first", "second" to limit the components is only for the convenience of distinguishing the corresponding components. Without separate declaration, the above words have no special meaning. Therefore, it cannot be understood as a limitation on the protection scope of the present invention.

[0052] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A main / pre-boost integrated system, the main / pre-boost integrated system comprising an equipment to be cooled and an engine, characterized in that, The system further includes: a fuel tank for storing fuel; a cooling electric pump and a main / pre-boosting electric pump of a double-degree-of-freedom piston pump, which are respectively connected to the fuel tank; wherein, the system has a first oil circuit and a second oil circuit. The first oil circuit is a cooling oil circuit, and the fuel in the fuel tank is delivered to the cooling electric pump, boosted by the cooling electric pump and then delivered to the equipment to be cooled. After the fuel cools the equipment to be cooled, it returns to the fuel tank. The second oil circuit is an engine fuel supply circuit, and the fuel in the fuel tank is delivered to the main / pre-boosting electric pump of the double-degree-of-freedom piston pump, boosted by the main / pre-boosting electric pump of the double-degree-of-freedom piston pump and then delivered to the engine for combustion.

2. The integrated main / pre-boosting system according to claim 1, characterized in that The cooling electric pump supplies the required fuel flow rate for the equipment to be cooled at a constant speed.

3. The integrated main / pre-booster system according to claim 1, wherein The cooling electric pump includes a centrifugal pump and a first driving part, wherein the first driving part drives the centrifugal pump to boost the fuel and deliver it to the equipment to be cooled.

4. A main / pre-boost integrated system according to any one of claims 1-3, characterized in that, The main / pre-boosting electric pump of the double-degree-of-freedom piston pump includes a second driving part, a speed reducer and a double-degree-of-freedom piston pump. The second driving part drives the double-degree-of-freedom piston pump to operate through the speed reducer, so that the piston pump operates in a suitable working range. The double-degree-of-freedom piston pump relies on its own self-priming ability to fill the fuel in the plunger cavity and supply fuel to the engine.

5. The main / pre-boost integrated system according to claim 4, wherein The housing of the speed reducer is fixedly connected to the pump housing of the double-degree-of-freedom piston pump. The inner cavity of the speed reducer housing is connected to the oil cavity of the double-degree-of-freedom piston pump, and the structure in the inner cavity of the speed reducer is immersed in the fuel.

6. The integrated main / pre-boosting system according to claim 5, characterized in that, The output shaft of the speed reducer is connected to the transmission shaft of the double-degree-of-freedom piston pump, and the input shaft of the speed reducer and the transmission shaft are in an "I" shape or a "T" shape.

7. The integrated main / pre-booster system according to claim 6, wherein The speed reducer is a planetary gear speed reducer.

8. The integrated main / pre-boosting system according to claim 6, characterized in that The speed reducer is a spiral bevel gear speed reducer.

9. The integrated main / pre-booster system according to claim 3, characterized in that, The first driving part is a driving motor, and the second driving part is a high-speed driving motor.

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