Aero-engine parking smoke prevention oil shut-off valve

Abstract

The application provides an oil cutoff valve for preventing aero-engine from smoking during parking, which comprises a shell, a valve core connected with the shell, a first spring for elastically connecting the left end of the valve core with the inner wall of the left end of the shell, a Glee circle for slidingly and sealingly connecting the right end of the valve core with the inner wall of the shell, an end cover installed on the right end opening of the shell, a cross groove on the end cover and communicated with the right end opening of the shell, an annular groove on the cylindrical surface of the valve core, an oil outlet groove and an oil inlet groove on the shell and communicated with the annular groove, and the P3 air of the engine centrifugal compressor for pushing the valve core to move leftwards to make the annular groove communicated with the oil outlet groove and compress the first spring when the engine is running, and the first spring for pushing the valve core to move rightwards to make the annular groove separated from the oil outlet groove when the engine is parked. The valve core is driven by the P3 air pressure of the engine centrifugal compressor to make the oil cutoff valve respond quickly without delay.

Description

Technical Field

[0001] This invention relates to the field of aircraft engines, and in particular to an oil shut-off valve for preventing aircraft engines from emitting smoke when they stop. Background Technology

[0002] The lubrication system of an aircraft engine needs to continuously provide lubrication and cooling for high-temperature rotating components (such as bearings and gears). Among them, the lubrication shut-off valve is a key component of the lubrication system.

[0003] Existing oil shut-off valves are mainly divided into electromagnetic shut-off valves and mechanical shut-off valves. Electromagnetic shut-off valves rely on engine power to drive the valve core. When the engine is stopped, the power is cut off, and the valve cannot operate, requiring a backup power source, which increases system complexity. In addition, reliance on external power leads to poor reliability. Furthermore, electromagnetic control has a certain response delay and cannot shut off the valve instantly when the engine stops. Mechanical shut-off valves, on the other hand, mostly use ordinary O-rings, which are prone to aging and extrusion with long-term use, leading to oil leakage.

[0004] In summary, existing oil shut-off valves cannot instantly cut off the oil when the engine stops and have the problem of easy seal failure, thus failing to prevent the oil from flowing into the high-temperature zone (combustion chamber / exhaust pipe), which will then come into contact with high-temperature components and generate a large amount of smoke.

[0005] Therefore, an oil shut-off valve is provided to prevent smoke from aircraft engines during shutdown, thus addressing the aforementioned problem. Summary of the Invention

[0006] In order to solve the technical problem of not being able to cut off the lubricating oil at the moment of engine shutdown, the present invention provides a lubricating oil cut-off valve to prevent smoke from aircraft engines when they stop.

[0007] The present invention solves the above-mentioned technical problems through the following technical solutions:

[0008] This invention provides an oil shut-off valve to prevent smoke from an aircraft engine during shutdown, comprising a housing; a valve core is fitted inside the housing, the left end of the valve core being elastically connected to the inner wall of the left end of the housing via a first spring; the right end of the valve core is slidably sealed to the inner wall of the housing via a Glyd ring; an end cap is installed at the opening at the right end of the housing, and the end cap is provided with a cross groove communicating with the opening at the right end of the housing; the cross groove is used for the entry of air from the engine centrifugal compressor P3; an annular groove is provided on the cylindrical surface of the valve core; an oil outlet groove and an oil inlet groove are provided on the housing, and the oil inlet groove is connected to the annular groove; when the engine is running, the air pressure of the engine centrifugal compressor P3 pushes the valve core to the left, so that the annular groove communicates with the oil outlet groove, and compresses the first spring; when the engine is stopped, the compression force of the first spring pushes the valve core to the right, so that the annular groove separates from the oil outlet groove.

[0009] Preferably, a Glyd ring groove is provided at the right end of the valve core, and the Glyd ring is installed in the Glyd ring groove of the valve core. The Glyd ring is composed of a third O-ring seal and a PTEF retainer ring. The third O-ring seal is located inside the Glyd ring groove, and the PTEF retainer ring is located outside the Glyd ring groove.

[0010] Preferably, it further includes a suction mechanism; the suction mechanism is installed inside the left end of the housing, the housing wall has a channel and an annular cavity, the annular cavity surrounds the oil outlet groove, the surrounding wall of the oil outlet groove has a plurality of micro holes evenly distributed, and the oil outlet groove communicates with the annular cavity through the micro holes, and the annular cavity is connected to the suction mechanism through the channel.

[0011] Preferably, the suction mechanism includes a cylinder and a stopper rod. The stopper rod passes through a hole at the right end of the cylinder and extends into the cylinder. A piston is fixedly sleeved at one end of the stopper rod inside the cylinder, and the piston is connected to the cylinder. An oil cavity is formed between the side of the piston away from the stopper rod and the inner wall of the cylinder. An axial mounting groove is provided inside the stopper rod, and a third spring is provided in the mounting groove. The stopper rod is elastically connected to the inner wall of the cylinder through the third spring. A first one-way valve and a second one-way valve are installed at one end of the cylinder, and one end of the first one-way valve and one end of the second one-way valve are both connected to the oil cavity. The other ends of the first one-way valve and the second one-way valve are respectively fixedly connected to a first straight pipe and a second straight pipe.

[0012] Preferably, the suction mechanism extends into the end groove of the valve core, and one end of the plug rod is in contact with the end groove wall of the valve core.

[0013] Preferably, the channel is connected to an oil inlet pipe, the oil inlet pipe is fixedly connected to an oil outlet pipe, and an elastic tube is provided at the end of the oil inlet pipe away from the channel and the end of the oil outlet pipe away from the oil inlet pipe. The first straight tube end and the second straight tube end of the suction mechanism are respectively inserted into the elastic tube on the oil inlet pipe and the elastic tube on the oil outlet pipe. Both the oil inlet pipe and the oil outlet pipe are fixed with a support base, and the support base is fixed to the inner wall of the left end of the housing.

[0014] Preferably, the device further includes a clamping mechanism, which is installed on the inner wall of the left end of the housing, and the cylinder of the suction mechanism is equipped with a connecting component, which is connected to the clamping mechanism.

[0015] Preferably, the clamping mechanism includes a fixing frame fixedly installed on the inner wall of the left end of the housing; the fixing frame is fixed with a base, the base has a groove, the groove is connected to a wedge-shaped pressure block, a fixing seat is fixed in the middle of the groove, the fixing seat is elastically connected to the wedge-shaped pressure block by a second spring, the side wall of the wedge-shaped pressure block has a sliding groove, the sliding groove is slidably installed with a slide rail, and the slide rail is fixed to the groove; a first wedge-shaped surface is provided on one side of the wedge-shaped pressure block; a positioning post is provided on both sides of the base, and the positioning post is fixed to the inner wall of the left side of the housing.

[0016] Preferably, the connecting assembly includes a U-shaped frame fixed to the cylinder; wedge-shaped seats are fixed on both sides of the U-shaped frame, a second wedge-shaped surface is provided on one side of the wedge-shaped seat, and a positioning groove is provided on both sides of the U-shaped frame.

[0017] Preferably, the elastic tube includes a first disc; the first disc is elastically connected to a second disc via a fourth spring, the second disc is fixedly fitted with a connector, and a sealing gasket is provided on the connector. One end of the connector is fixedly connected to a corrugated hose. One end of the corrugated hose of the elastic tube on the oil inlet pipe is fixedly connected to the oil inlet pipe, and one end of the corrugated hose of the elastic tube on the oil outlet pipe is fixedly connected to the oil outlet pipe. The second disc is fixedly fitted with a guide post, and the guide post is slidably sleeved with a guide hole opened on the first disc. The first disc of the elastic tube on the oil outlet pipe is fixedly sleeved with the outer wall of the oil outlet pipe, and the first disc of the elastic tube on the oil inlet pipe is fixedly sleeved with the outer wall of the oil inlet pipe.

[0018] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of the present invention.

[0019] The positive and progressive effects of this invention are as follows:

[0020] The aforementioned oil shut-off valve for preventing smoke from aircraft engines during shutdown replaces complex control methods by dynamically balancing oil pressure and spring force, achieving a delay-free switching function. Furthermore, it utilizes the P3 air pressure from the engine's centrifugal compressor as the valve core power, improving reliability. At the moment of engine shutdown, the P3 pressure is less than the spring force of the first spring, allowing for rapid shut-off and preventing oil leakage from contacting high-temperature components and generating large amounts of smoke. Simultaneously, the entire oil shut-off valve requires no external power supply. Moreover, the valve core is sealed with a Glyd ring, which increases service life and improves extrusion resistance, solving the problems of easy aging and extrusion associated with ordinary O-rings. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0022] Figure 2This is a schematic diagram of the internal structure of the housing of the present invention.

[0023] Figure 3 For the present invention Figure 2 Enlarged structural diagram of section A in the middle.

[0024] Figure 4 For the present invention Figure 2 Enlarged structural diagram of section B in the middle.

[0025] Figure 5 This is a schematic diagram of the clamping mechanism, suction mechanism, and connecting components of the present invention.

[0026] Figure 6 This is a schematic diagram of the suction mechanism of the present invention.

[0027] Figure 7 This is a schematic diagram of the structure of the connecting component of the present invention.

[0028] Figure 8 This is a schematic diagram of the clamping mechanism of the present invention.

[0029] Figure 9 This is a schematic diagram of the structure of the elastic tube, oil inlet pipe, and oil outlet pipe of the present invention.

[0030] Figure 10 This is a schematic diagram of the structure of the elastic tube of the present invention.

[0031] Explanation of reference numerals in the attached figures

[0032] 1. Housing; 101. First O-ring seal; 102. Oil outlet groove; 103. Oil inlet groove; 104. Annular cavity; 105. Micropore; 106. Channel; 107. End hole; 108. Support base; 2. End cap; 201. Mounting hole; 202. Second O-ring seal; 3. Self-locking nut; 4. Cross groove; 5. Gasket; 6. Valve core; 601. Annular groove; 602. End groove; 603. Third O-ring seal; 604. PTFE retaining ring; 7. First spring; 8. Clamping mechanism; 801. Seat; 802. Fixing frame; 803. Groove; 804. Slide rail; 805. Wedge-shaped pressure block; 8051. First wedge-shaped surface; 806. Slide groove; 807. Second spring; 808, fixed seat; 809, positioning post; 9, suction mechanism; 901, cylinder; 902, plug rod; 903, piston; 904, third spring; 905, first one-way valve; 906, second one-way valve; 907, first straight pipe; 908, second straight pipe; 10, connecting assembly; 1001, U-shaped frame; 1002, wedge seat; 1003, positioning groove; 1004, second wedge surface; 11, oil inlet pipe; 12, oil outlet pipe; 13, elastic tube; 1301, first disc; 1302, corrugated hose; 1303, second disc; 1304, connector; 1305, fourth spring; 1306, guide post; 1307, sealing gasket. Detailed Implementation

[0033] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0034] like Figures 1-10 As shown, an oil shut-off valve for preventing smoke from an aircraft engine during shutdown includes a housing 1.

[0035] A valve core 6 is fitted inside the housing 1. The left end of the valve core 6 is elastically connected to the inner wall of the left end of the housing 1 through a first spring 7. The right end of the valve core 6 is slidably sealed to the inner wall of the housing 1 through a Gladius ring. An end hole 107 is provided at the left end of the housing 1.

[0036] An end cap 2 is installed at the right end opening of the housing 1, and a cross groove 4 communicating with the right end opening of the housing 1 is provided on the end cap 2; the cross groove 4 is used for the entry of air into the engine centrifugal compressor P3; the air pressure P3 in the engine centrifugal compressor refers to the air pressure at the compressor outlet.

[0037] The valve core 6 has an annular groove 601 on its cylindrical surface.

[0038] The housing 1 is provided with an oil outlet groove 102 and an oil inlet groove 103, and the oil inlet groove 103 is connected to the annular groove 601.

[0039] The inner cavity of the housing 1 is connected to the valve core 6, and the inner cavity provides guidance for the left and right movement of the valve core 6, ensuring that the valve core 6 moves smoothly and adapts to high vibration environments.

[0040] Multiple first O-rings 101 are fitted on the outer wall of the housing 1, and there is a gap between each pair of adjacent first O-rings 101. The oil outlet groove 102 and the oil inlet groove 103 are located in different gaps. The first O-rings 101 provide a seal for the installation position in the slot where the housing 1 is installed to the outside. The first O-rings 101 on both sides of the oil outlet groove 102 and the first O-rings 101 on both sides of the oil inlet groove 103 form an annular cavity with the slot wall. The oil outlet groove 102 and the oil inlet groove 103 are respectively connected to the two annular cavities, and the oil outlet groove 102 and the oil inlet groove 103 are respectively connected to the parts that need lubrication and the oil inlet parts through the two annular cavities.

[0041] The end cover 2 is provided with a mounting hole 201. The end cover 2 is fixed to the right end of the housing 1 by bolts from the front casing of the reducer and by a self-locking nut 3 (specifically, the bolts pass through the mounting hole 201 and are tightened onto the bolts by the self-locking nut 3). A washer 5 is also provided at the mounting location of the self-locking nut 3. After the end cover 2 is installed, as... Figures 1-2 As shown, when the engine is stopped, the end cap 2 provides a blockage to the right side of the valve core 6, causing the first spring 7 to be in a compressed state.

[0042] The end cap 2 is fitted with a second O-ring 202, which provides a seal for the installation of the end cap 2.

[0043] When the engine is running normally, the air pressure of the centrifugal compressor P3 is greater than the compression force of the first spring 7. The air pressure of the centrifugal compressor P3 pushes the valve core 6 to the left, connecting the annular groove 601 with the oil outlet groove 102, and compressing the first spring 7, increasing its compression. When the engine is stopped, the air pressure of the centrifugal compressor P3 is less than the compression force of the first spring 7. The compression force of the first spring 7 pushes the valve core 6 to the right, separating the annular groove 601 from the oil outlet groove 102, restoring it to its normal position. Figure 2 The state shown.

[0044] Through the above design, the entire lubricating oil shut-off valve uses the P3 air pressure (engine's own pressure) of the engine's centrifugal compressor as the power source for the valve core 6, eliminating the need for an external power source and ensuring reliability.

[0045] Furthermore, when the engine stops, the air pressure in P3 decreases, and the first spring 7 directly pushes the valve core 6 to achieve a delay-free closure, thus providing a rapid response to cut off the oil and prevent oil leakage. This can be done instantly when the engine stops.

[0046] like Figures 2-3 As shown, a Glyd ring groove is provided at the right end of the valve core 6. The Glyd ring is installed in the Glyd ring groove of the valve core 6. The Glyd ring consists of a third O-ring seal 603 and a PTEF retainer ring 604. The third O-ring seal 603 is located inside the Glyd ring groove (to provide preload), and the PTEF retainer ring 604 is located outside the Glyd ring groove (to prevent the third O-ring seal 603 from being extruded). By using a Glyd ring to provide a seal at the valve core 6, the service life can be improved and the anti-extrusion performance can be enhanced, solving the problems of easy aging and extrusion of ordinary O-rings.

[0047] The Glyd ring is a consumable part and needs to be replaced regularly. When replacing it, only the end cap 2 needs to be removed and the valve core 6 needs to be taken out, so that the entire lubricating oil shut-off valve does not need to be disassembled to replace the Glyd ring.

[0048] like Figure 2 and Figure 5 As shown, the left end of the valve core 6 is provided with an end groove 602, and the right end of the first spring 7 is installed into the end groove 602. The end groove 602 provides space for the installation of the first spring 7.

[0049] like Figure 5 As shown, it also includes a suction mechanism 9; the suction mechanism 9 is installed inside the left end of the housing 1, and the housing 1 has a channel 106 and an annular cavity 104 in its shell wall. The annular cavity 104 surrounds the oil outlet groove 102. The oil outlet groove 102 has a plurality of micro holes 105 evenly distributed on its surrounding walls, and the oil outlet groove 102 is connected to the annular cavity 104 through the micro holes 105. The annular cavity 104 is connected to the suction mechanism 9 through the channel 106.

[0050] like Figure 6 As shown, the suction mechanism 9 includes a cylinder 901 and a stopper rod 902. The stopper rod 902 passes through a hole opened at the right end of the cylinder 901 and extends into the cylinder 901. A piston 903 is fixedly sleeved on one end of the stopper rod 902 inside the cylinder 901, and the piston 903 is fitted into the cylinder 901. The side of the piston 903 away from the stopper rod 902 forms an oil cavity with the inner wall of the cylinder 901. An axially oriented mounting groove is provided in the stopper rod 902, and a first... The third spring 904 is used to elastically connect the plug rod 902 to the inner wall of the cylinder 901. A first check valve 905 and a second check valve 906 are installed at one end of the cylinder 901. One end of the first check valve 905 and one end of the second check valve 906 are both connected to the oil chamber. The other end of the first check valve 905 and the other end of the second check valve 906 are respectively fixedly connected to a first straight pipe 907 and a second straight pipe 908. One end of the plug rod 902 is in contact with the end groove 602 wall of the valve core 6.

[0051] like Figure 5 , Figure 8 as well as Figure 9 As shown, the channel 106 is connected to an oil inlet pipe 11, and the oil inlet pipe 11 is fixedly connected to an oil outlet pipe 12. An elastic tube 13 is provided at the end of the oil inlet pipe 11 away from the channel 106 and at the end of the oil outlet pipe 12 away from the oil inlet pipe 11. The ends of the first straight pipe 907 and the second straight pipe 908 of the suction mechanism 9 are respectively inserted into the elastic tube 13 on the oil inlet pipe 11 and the elastic tube 13 on the oil outlet pipe 12. Both the oil inlet pipe 11 and the oil outlet pipe 12 are fixed with a support base 108, and the support base 108 is fixed to the inner wall of the left end of the housing 1.

[0052] When the engine is running normally, the piston rod 902 and piston 903 are pushed to the leftmost position by the valve core 6, while the third spring 904 is compressed, reducing the oil chamber volume to its minimum. When the engine is stopped, the valve core 6 moves to the right. During the cut-off process, the compression force of the third spring 904 drives the piston rod 902 and piston 903 to move to the right, and keeps the end of the piston rod 902 in contact with the end groove 602 wall of the valve core 6, increasing the oil chamber volume. The oil chamber is then drawn in, allowing the oil in the oil outlet groove 102 to pass through the micro-hole 105, the annular cavity 104, the channel 106, the oil inlet pipe 11, the elastic tube 13 on the oil inlet pipe 11, the first straight pipe 907, and the first one-way valve 905 before entering the oil chamber. This achieves the simultaneous cut-off and closure of the oil outlet groove 102 and the removal of the oil inside. Combined with the fast-response cut-off design, this reduces the possibility of oil leakage during the cut-off process.

[0053] When the engine resumes normal operation, the valve core 6 moves to the left, opening the oil outlet groove 102. During this process, the valve core 6 pushes the stopper rod 902, causing the stopper rod 902 and piston 903 to move to the left together, compressing the third spring 904. This reduces the volume of the oil chamber, and the oil in the oil chamber is pushed by the piston 903, passing sequentially through the second one-way valve 906, the second straight pipe 908, the elastic tube 13 on the oil outlet pipe 12, the oil outlet pipe 12, the oil inlet pipe 11, the channel 106, the annular cavity 104, and the micro-hole 105 back to the oil outlet groove 102.

[0054] Through the above design, during the process of shutting off and closing the oil outlet tank 102, the oil inside is also pumped out to further reduce the possibility of oil leakage.

[0055] like Figure 5 , Figure 7 as well as Figure 8 As shown, it also includes a clamping mechanism 8, which is installed on the inner wall of the left end of the housing 1. The cylinder 901 of the suction mechanism 9 is equipped with a connecting component 10, which is connected to the clamping mechanism 8.

[0056] The clamping mechanism 8 includes a fixing frame 802 fixedly installed on the inner wall of the left end of the housing 1; the fixing frame 802 is fixed with a base 801, the base 801 has a groove 803, the groove 803 is connected to a wedge-shaped pressure block 805, a fixing seat 808 is fixed in the middle of the groove 803, the fixing seat 808 is elastically connected to the wedge-shaped pressure block 805 through a second spring 807, the side wall of the wedge-shaped pressure block 805 has a sliding groove 806, the sliding groove 806 is slidably installed with a slide rail 804, and the slide rail 804 is fixed in the groove 803, a first wedge-shaped surface 8051 is provided on one side of the wedge-shaped pressure block 805; a positioning post 809 is provided on both sides of the base 801, and the positioning post 809 is fixed to the inner wall of the left side of the housing 1.

[0057] like Figure 7 As shown, the connecting assembly 10 includes a U-shaped frame 1001 fixed to the cylinder 901; wedge-shaped seats 1002 are fixed on both sides of the U-shaped frame 1001, a second wedge-shaped surface 1004 is provided on one side of the wedge-shaped seat 1002, and a positioning groove 1003 is provided on both sides of the U-shaped frame 1001.

[0058] When the suction mechanism 9 is installed, it is inserted into the positioning post 809 through the positioning groove 1003 on the connecting assembly 10. During the insertion process, the second wedge surface 1004 of the wedge seat 1002 presses the first wedge surface 8051 of the wedge block 805, causing the wedge block 805 to move into the groove 803 and compress the second spring 807. The movement is guided by the slide groove 806 and the slide rail 804. After installation, the wedge block 805 presses on the non-second wedge surface 1004 of the wedge seat 1002, and the second spring 807 remains compressed. The compression force of the second spring 807 causes the wedge block 805 to press against the wedge seat 1002, providing clamping for the connecting assembly 10 for installation.

[0059] During disassembly, the suction mechanism 9 and the connecting assembly 10 are pulled directly to separate the positioning groove 1003 from the positioning post 809, and the wedge seat 1002 from the wedge pressure block 805. The wedge pressure block 805 is then reset by the compression force of the second spring 807.

[0060] The connection component 10 and clamping mechanism 8 described above facilitate the disassembly and assembly of the suction mechanism 9, making maintenance and replacement easier.

[0061] Meanwhile, during the installation of the suction mechanism 9, the first straight tube 907 and the second straight tube 908 of the suction mechanism 9 are respectively connected to the elastic tube 13 on the oil inlet pipe 11 and the elastic tube 13 on the oil outlet pipe 12; while during disassembly, the first straight tube 907 and the second straight tube 908 of the suction mechanism 9 are pulled away from the elastic tube 13.

[0062] like Figure 10 As shown, the elastic tube 13 includes a first disc 1301; the first disc 1301 is elastically connected to a second disc 1303 via a fourth spring 1305, the second disc 1303 is fixedly fitted with a connector 1304, and a sealing gasket 1307 is provided on the connector 1304; one end of the connector 1304 is fixedly connected to a corrugated hose 1302, and one end of the corrugated hose 1302 of the elastic tube 13 on the oil inlet connector 11 is fixedly connected to the oil inlet connector 11. One end of the corrugated hose 1302 of the elastic tube 13 on the oil outlet connector 12 is fixedly connected to the oil outlet connector 12. The second disc 1303 is fixed with a guide post 1306, which is slidably sleeved with a guide hole opened on the first disc 1301. The first disc 1301 of the elastic tube 13 on the oil outlet connector 12 is fixedly sleeved with the outer wall of the oil outlet connector 12. The first disc 1301 of the elastic tube 13 on the oil inlet connector 11 is fixedly sleeved with the outer wall of the oil inlet connector 11.

[0063] When the suction mechanism 9 is connected to the clamping mechanism 8 via the connecting assembly 10, the first straight tube 907 and the second straight tube 908 of the suction mechanism 9 are respectively inserted into the connectors 1304 of the two elastic tubes 13. The first straight tube 907 and the second straight tube 908 push the connectors 1304 of the two elastic tubes 13, causing the connectors 1304 to move closer to the first disc 1301. At the same time, the corrugated hose 1302 contracts and compresses the fourth spring 1305. The connectors 1304, through the elastic force of the compressed fourth spring 1305, press the first straight tube 907 and the second straight tube 908, and clamp the sealing gasket 1307 to provide a sealed connection.

[0064] With the design of the elastic tube 13, when the suction mechanism 9 is installed or removed, the elastic tube 13 automatically connects or disconnects from the first straight tube 907 and the second straight tube 908, realizing automatic connection and automatic disconnection without manual operation. At the same time, after connection, the compression force of the fourth spring 1305 causes the connector 1304 to press the sealing gasket 1307 to ensure sealing.

[0065] This invention is not limited to the embodiments described above. Any changes in shape or structure shall fall within the protection scope of this invention. The protection scope of this invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of this invention, but all such changes and modifications shall fall within the protection scope of this invention.

Claims

1. An oil shut-off valve for preventing smoke from an aircraft engine during shutdown, comprising a housing (1); characterized in that: A valve core (6) is fitted inside the housing (1). The left end of the valve core (6) is elastically connected to the inner wall of the left end of the housing (1) through a first spring (7). The right end of the valve core (6) is slidably sealed to the inner wall of the housing (1) through a Gladius ring. An end cap (2) is installed at the right end opening of the housing (1), and a cross groove (4) communicating with the right end opening of the housing (1) is provided on the end cap (2); the cross groove (4) is used for the entry of air from the engine centrifugal compressor; The valve core (6) has an annular groove (601) on its cylindrical surface. The housing (1) is provided with an oil outlet groove (102) and an oil inlet groove (103), and the oil inlet groove (103) is connected to the annular groove (601); When the engine is running, the air pressure of the centrifugal compressor of the engine pushes the valve core (6) to the left, so that the annular groove (601) is connected with the oil outlet groove (102) and compresses the first spring (7); when the engine is stopped, the compression force of the first spring (7) pushes the valve core (6) to the right, so that the annular groove (601) is separated from the oil outlet groove (102). It also includes a suction mechanism (9); the suction mechanism (9) is installed inside the left end of the housing (1), and the housing (1) has a channel (106) and an annular cavity (104) in its shell wall. The annular cavity (104) surrounds the oil outlet groove (102). The oil outlet groove (102) has a plurality of micro holes (105) evenly distributed on its surrounding walls, and the oil outlet groove (102) is connected to the annular cavity (104) through the micro holes (105). The annular cavity (104) is connected to the suction mechanism (9) through the channel (106); the suction mechanism (9) includes a cylinder (90) 1) and a stopper rod (902), the stopper rod (902) passing through a hole opened at the right end of the cylinder (901), and the stopper rod (902) extending into the cylinder (901), the end of the stopper rod (902) located inside the cylinder (901) is fixedly sleeved with a piston (903), and the piston (903) is fitted into the cylinder (901), the side of the piston (903) away from the stopper rod (902) and the inner wall of the cylinder (901) form an oil cavity, the stopper rod (902) is provided with an axially arranged mounting groove, and a third spring (904) is provided in the mounting groove. (902) The inner wall of the cylinder (901) is elastically connected by a third spring (904). A first check valve (905) and a second check valve (906) are installed at one end of the cylinder (901), and one end of the first check valve (905) and one end of the second check valve (906) are both connected to the oil chamber. The other end of the first check valve (905) and the other end of the second check valve (906) are respectively fixedly connected to a first straight pipe (907) and a second straight pipe (908). The channel (106) is connected to an oil inlet pipe (11), and the oil inlet pipe (11) is fixedly connected to an outlet pipe. The oil inlet pipe (11) and the oil outlet pipe (12) are provided with an elastic tube (13) at the end away from the channel (106) and at the end away from the oil inlet pipe (11). The end of the first straight pipe (907) and the end of the second straight pipe (908) of the suction mechanism (9) are respectively inserted into the elastic tube (13) on the oil inlet pipe (11) and the elastic tube (13) on the oil outlet pipe (12). The oil inlet pipe (11) and the oil outlet pipe (12) are both fixed with a support (108), and the support (108) is fixed to the inner wall of the left end of the housing (1).

2. The oil shut-off valve for preventing smoke from aircraft engine shutdown as described in claim 1, characterized in that: The suction mechanism (9) extends into the end groove (602) of the valve core (6), and one end of the plug rod (902) is in contact with the wall of the end groove (602) of the valve core (6).

3. The oil shut-off valve for preventing smoke from aircraft engine shutdown as described in claim 1, characterized in that: It also includes a clamping mechanism (8), which is installed on the inner wall of the left end of the housing (1). The cylinder (901) of the suction mechanism (9) is equipped with a connecting component (10), which is connected to the clamping mechanism (8).

4. The oil shut-off valve for preventing smoke from aircraft engine shutdown as described in claim 3, characterized in that: The clamping mechanism (8) includes a fixing frame (802) fixedly installed on the inner wall of the left end of the housing (1); the fixing frame (802) is fixed with a base (801), the base (801) is provided with a groove (803), the groove (803) is connected to a wedge-shaped pressure block (805), a fixing seat (808) is fixed in the middle of the groove (803), and the fixing seat (808) is elastically connected to the wedge-shaped pressure block by a second spring (807). The wedge-shaped pressure block (805) has a sliding groove (806) on its side wall. The sliding groove (806) is slidably mounted with a slide rail (804), and the slide rail (804) is fixed to the groove (803). A first wedge-shaped surface (8051) is provided on one side of the wedge-shaped pressure block (805). A positioning post (809) is provided on both sides of the base (801), and the positioning post (809) is fixed to the left inner wall of the housing (1).

5. The oil shut-off valve for preventing smoke from aircraft engine shutdown as described in claim 4, characterized in that: The connecting assembly (10) includes a U-shaped frame (1001) fixed to the cylinder (901); both sides of the U-shaped frame (1001) are fixed with wedge seats (1002), one side of the wedge seat (1002) is provided with a second wedge surface (1004) adapted to the first wedge surface (8051), and both sides of the U-shaped frame (1001) are provided with a positioning groove (1003).

6. The oil shut-off valve for preventing smoke from aircraft engine shutdown as described in claim 1, characterized in that: The elastic tube (13) includes a first disc (1301); the first disc (1301) is elastically connected to a second disc (1303) via a fourth spring (1305), the second disc (1303) is fixedly fitted with a connector (1304), and a sealing gasket (1307) is provided on the connector (1304). One end of the connector (1304) is fixedly connected to a corrugated hose (1302), and one end of the corrugated hose (1302) of the elastic tube (13) on the oil inlet connector (11) is fixedly connected to the oil inlet connector (11). The oil outlet connector... One end of the corrugated hose (1302) of the elastic tube (13) on the pipe (12) is fixedly connected to the oil outlet pipe (12). The second disc body (1303) is fixed with a guide post (1306). The guide post (1306) is slidably sleeved with the guide hole opened on the first disc body (1301). The first disc body (1301) of the elastic tube (13) on the oil outlet pipe (12) is fixedly sleeved with the outer wall of the oil outlet pipe (12). The first disc body (1301) of the elastic tube (13) on the oil inlet pipe (11) is fixedly sleeved with the outer wall of the oil inlet pipe (11).

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