Oil supply system of aviation turboprop engine and control method

Abstract

The invention discloses an oil supply system of an aviation turboprop engine and a control method.The oil supply system of the aviation turboprop engine comprises an oil tank part, an oil valve assembly, a heating assembly, a pressure relief assembly and a cooling assembly, the oil tank part is used for providing fuel oil for the engine, and the oil tank part comprises a fuel oil pump filter assembly; the invention discloses an oil supply control method of an aviation turboprop engine. The oil supply control method comprises the following steps: S1, fuel oil storage and conveying detection; s2, automatically releasing high pressure; s3, high-temperature fuel oil is cooled and conveyed; and S4, guaranteeing low-temperature fuel oil heating. Through the heating assembly, when the reciprocating sliding part reciprocates, heat flow in an engine cabin is introduced into the circulating part, fuel oil in the oil tank part is heated through heat circulating flow, the problems of viscosity and poor fluidity of the fuel oil caused by low temperature are effectively solved, pipeline blockage caused by viscosity rise of the fuel oil at the low temperature is avoided, and the service life of the fuel oil is prolonged. Smooth fuel oil conveying is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of engine fuel supply technology, and in particular to a fuel supply system and control method for an aircraft turboprop engine. Background Technology

[0002] The engine fuel supply system is the core device for delivering fuel to the engine. It is responsible for the storage, filtration, pressurization and on-demand supply of fuel. At the same time, it needs to cope with changes in temperature and pressure to ensure stable fuel delivery. It is a key support system for the normal operation of the engine.

[0003] During the operation of a turboprop engine, the stability of the fuel supply system directly affects the engine's efficiency and flight safety. However, existing fuel supply systems often face numerous problems in extreme temperature environments: at low temperatures, fuel viscosity can increase and flow can decrease due to excessively low temperatures, even leading to pipeline blockage and fuel supply interruption; at high temperatures, excessively high pressure can be generated inside the fuel tank due to fuel vaporization or thermal expansion, posing a safety hazard. Furthermore, if high-temperature fuel enters the engine directly, it can affect combustion efficiency and even cause malfunctions such as vapor lock.

[0004] Accordingly, this application proposes a fuel supply system and control method for an aircraft turboprop engine. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by proposing a fuel supply system and control method for an aircraft turboprop engine.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A fuel supply system for an aircraft turboprop engine includes a fuel tank section, a fuel valve assembly, a heating assembly, a pressure relief assembly, and a cooling assembly. The fuel tank section is used to supply fuel to the engine. The fuel valve assembly includes a sensing part and a path part. The fuel tank section includes a fuel pump filter assembly and a fuel tank. The fuel pump filter assembly is installed inside the fuel tank.

[0008] The heating assembly consists of a reciprocating sliding part and a flow part. The flow part includes an intake pipe, a heating pipe, and a piston cylinder. The piston cylinder is mounted on a pressure relief assembly. One end of the heating pipe is connected to the piston cylinder, and the other end passes through the oil tank and is connected to the engine compartment. One end of the intake pipe is connected to the piston cylinder, and the other end is connected to the engine compartment. The reciprocating sliding part includes a bracket, an electric telescopic rod, a round rod, and a gas plug. The bracket is fixedly mounted on the piston cylinder. The gas plug is fixedly connected to the round rod, and the round rod is fixedly connected to the output end of the electric telescopic rod.

[0009] The cooling component includes an oil plug and a heat dissipation bend. Both ends of the heat dissipation bend are connected to the bottom of the oil tank, and the oil plug blocks the connection between one end of the heat dissipation bend and the oil tank.

[0010] The pressure relief assembly consists of an escape section and a lifting section. The escape section consists of a pneumatic cylinder and several pressure relief ports. The pneumatic cylinder is connected to the oil tank, and the several pressure relief ports are respectively located on the pneumatic cylinder. The lifting section consists of a connecting rod, a pressure plug, and a spring. The pressure plug is slidably connected inside the pneumatic cylinder, and the spring is located inside the pneumatic cylinder. One end of the connecting rod is fixedly connected to the bottom of the pressure plug, and the other end is fixedly connected to the oil plug.

[0011] Preferably, the fuel tank section further includes: a float, a rotating rod, a fuel outlet pipe, a fuel pump cover, and a fuel return pipe; the rotating rod is mounted on the fuel pump filter assembly, the float is fixed on the rotating rod, the fuel pump cover is located on the fuel pump filter assembly, and the fuel outlet pipe is mounted on the fuel pump filter assembly.

[0012] Preferably, the sensing unit consists of a temperature sensor and a solenoid valve. The temperature sensor is fixedly installed on the fuel pump filter assembly, and the solenoid valve is located next to the fuel pump filter assembly.

[0013] Preferably, the path section consists of an inlet pipe, a first oil pipe, and a second oil pipe. One end of the inlet pipe is connected to the fuel pump filter assembly's oil inlet, and the other end is connected to a solenoid valve. One end of the second oil pipe is connected to the solenoid valve, and the other end is connected to a cooling bend. The first oil pipe is connected to the solenoid valve.

[0014] Preferably, a one-way valve is provided at the connection between the piston cylinder and the heating pipe and the air inlet pipe. The piston cylinder is connected to the air cylinder, the air plug is slidably connected inside the piston cylinder, and the electric telescopic rod is fixedly installed on the bracket.

[0015] Preferably, the connecting rod is slidably connected to the pneumatic cylinder, one end of the spring is fixedly connected to the pressure plug, and the other end is fixedly connected to the inner wall of the pneumatic cylinder.

[0016] A fuel supply control method for an aircraft turboprop engine includes the following steps:

[0017] S1. Fuel Storage and Transportation Inspection

[0018] Fuel is stored in the fuel tank of the fuel tank section. The fuel pump filter assembly pumps fuel to the engine through the fuel outlet pipe. The return pipe returns the unused fuel. The float rises with the fuel level and drives the rotating rod to rotate to detect the fuel level.

[0019] S2, Automatic pressure relief

[0020] When high temperature and high pressure are generated inside the fuel tank, the lifting part of the pressure relief component slides upward under the pressure, allowing the pressure to be released from the escape part.

[0021] S3, High-temperature fuel cooling and conveying

[0022] When the oil valve assembly sensing part detects high temperature, the path section switches the path. At the same time, the cooling component slides upward through the lifting part, causing the oil plug to slide upward, allowing the hot fuel to enter the cooling bend to flow and dissipate heat. Under the action of the fuel pump filter assembly, the fuel in the cooling bend is pumped to the engine to ensure a suitable oil temperature.

[0023] S4, Low-temperature fuel heating protection

[0024] When the sensing part detects that the fuel is low temperature, the heating component introduces the heat flow from the engine compartment to the circulation part through the reciprocating sliding part. The heat flow flows in the fuel tank to heat the fuel and prevent it from becoming viscous and clogging at low temperatures.

[0025] The present invention has the following beneficial effects:

[0026] By using a heating component, when the reciprocating sliding part reciprocates, the heat flow in the engine compartment is introduced into the circulation part. The heat is used to circulate and heat the fuel in the fuel tank, which effectively solves the problem of fuel viscosity and poor fluidity caused by low temperature. It also prevents fuel from becoming clogged due to increased viscosity at low temperatures, ensuring smooth fuel delivery.

[0027] With the pressure relief component, when the pressure is high, the lifting part slides upward under the action of air pressure to release the air pressure from the escape part. The escape part can automatically adjust the number of pressure relief ports according to the pressure intensity, thereby releasing the internal air pressure of the oil tank in the shortest time and effectively avoiding the safety hazards caused by excessive internal oil temperature and pressure in the oil tank.

[0028] The cooling assembly, through the upward sliding motion of the lifting part, causes the oil plug to slide upward, allowing the hot fuel to enter the cooling bend. Under the action of the fuel pump filter assembly, the fuel is fully cooled during its flow in the cooling bend. At the same time, the flow path provided by the cooling bend extends the cooling time and enhances the cooling effect. Subsequently, it enters the fuel pump filter assembly, which pumps the cooled fuel into the engine, ensuring that the fuel enters the engine at the appropriate temperature, thus improving the reliability of the fuel supply system and the fuel utilization efficiency under high-temperature conditions. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of the fuel supply system for an aircraft turboprop engine proposed in this invention;

[0030] Figure 2This is a schematic diagram of the connection structure of internal components of the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0031] Figure 3 This is a schematic diagram of the connection structure of components such as the fuel pump filter assembly, float, and temperature sensor in the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0032] Figure 4 This is a schematic diagram of the connection structure of the lower components of the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0033] Figure 5 This is a schematic diagram of the connection structure of components such as the cooling bend, the second oil pipe, and the connecting rod in the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0034] Figure 6 This is a schematic diagram of the connection structure of components such as heating pipe, electric telescopic rod, and pneumatic cylinder in the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0035] Figure 7 This is an internal cross-sectional view of the air cylinder and piston cylinder of the fuel supply system of an aircraft turboprop engine proposed in this invention.

[0036] In the diagram: 1. Fuel tank; 2. Fuel pump cover; 3. Fuel outlet pipe; 4. Fuel return pipe; 5. Heating element; 6. Air cylinder; 7. Piston cylinder; 8. Connecting rod; 9. Pressure plug; 10. Fuel pump filter assembly; 11. Oil plug; 12. Float; 13. First fuel line; 14. Temperature sensor; 15. Second fuel line; 16. Rotary rod; 17. Fuel inlet pipe; 18. Solenoid valve; 19. Cooling bend; 20. Pressure relief port; 21. Bracket; 22. Electric telescopic rod; 23. Spring; 24. Air plug; 25. Round rod; 26. Intake pipe. Detailed Implementation

[0037] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0038] Example 1:

[0039] Reference Figure 1 - Figure 3 , Figure 6 and Figure 7A fuel supply system for an aircraft turboprop engine includes a fuel tank section, a fuel valve assembly, a heating assembly, a pressure relief assembly, and a cooling assembly. The fuel tank section supplies fuel to the engine and includes a fuel pump filter assembly 10 for pumping fuel to the engine. The fuel valve assembly adjusts the fuel flow direction according to the fuel temperature. The fuel tank section also includes a float 12, a rotating rod 16, a fuel tank 1, and a fuel outlet pipe 3. The fuel tank 1 stores the fuel required by the engine, and the fuel outlet pipe 3 provides a path for the fuel pump filter assembly 10 to pump fuel to the engine. The rotating rod 16 is mounted on the fuel pump filter assembly 10, and the float 12 is fixed on the rotating rod 16. The float 12 reaches different buoyancy heights with different fuel levels, driving the rotating rod 16 to rise and fall on the fuel pump filter assembly 10, thereby detecting the fuel level.

[0040] The fuel tank section also includes: fuel pump cover 2 and fuel return pipe 4; fuel return pipe 4 is used to guide unused, over-pressurized or high-temperature fuel in the fuel supply system back to the fuel tank, and fuel pump cover 2 provides shielding protection for fuel pump filter assembly 10.

[0041] The heating element heats the fuel tank through thermal circulation, thereby raising the fuel temperature and preventing the fuel from becoming viscous and less fluid due to low temperature, which could cause blockage.

[0042] The heating assembly consists of a reciprocating sliding part and a flow part. The reciprocating sliding part draws heat from the engine compartment into the flow part through reciprocating motion.

[0043] The circulation section is located inside the fuel tank section, and at the same time provides a flow path for the heat flow in the engine compartment, while providing fuel to the internal heat during the heat flow.

[0044] In this embodiment, refer to Figure 2 , Figure 3 , Figure 6 and Figure 7 The heating component can be implemented in the following specific structural schemes:

[0045] The heating assembly consists of a reciprocating sliding part and a flow part. The flow part includes an intake pipe 26, a heating pipe 5, and a piston cylinder 7. The piston cylinder 7 is mounted on the pressure relief assembly. One end of the heating pipe 5 is connected to the piston cylinder 7, and the other end passes through and connects to the engine compartment via the fuel tank 1. One end of the intake pipe 26 is connected to the piston cylinder 7, and the other end is connected to the engine compartment. One-way valves are provided at the connection points between the piston cylinder 7 and the heating pipe 5 and the intake pipe 26. The reciprocating sliding part introduces hot air from the engine compartment into the piston cylinder 7 through the intake pipe 26, and then pushes the hot air in the piston cylinder 7 into the heating pipe 5. The hot air flows in the heating pipe 5, thereby heating the fuel in the fuel tank 1 with the heat emitted by the heating pipe 5.

[0046] The reciprocating sliding part includes a bracket 21, an electric telescopic rod 22, a round rod 25, and an air plug 24. The bracket 21 is fixedly mounted on the piston cylinder 7, and the electric telescopic rod 22 is fixedly mounted on the bracket 21. The round rod 25 can slide on the piston cylinder 7. When the round rod 25 slides, it can drive the air plug 24 to slide inside the piston cylinder 7. The output end of the electric telescopic rod 22 is fixedly connected to the round rod 25. When the electric telescopic rod 22 is controlled, it can drive the round rod 25 and the air plug 24 to reciprocate. When the air plug 24 slides to one side inside the piston cylinder 7... When the negative pressure is generated, the one-way valve at the heating pipe 5 closes, allowing hot air from the engine compartment to enter the piston cylinder 7 through the intake pipe 26. When the piston plug 24 moves to the other side, under the action of positive pressure, the one-way valve at the heating pipe 5 opens, and the one-way valve at the intake pipe 26 closes. The hot air in the piston cylinder 7 flows into the heating pipe 5 and then re-enters the engine compartment. This cycle effectively solves the problem of fuel viscosity and poor fluidity caused by low temperature, avoids fuel viscosity increase at low temperature causing pipeline blockage, and ensures smooth fuel delivery.

[0047] Example 2:

[0048] Unlike Example 1, referring to Figure 1 , Figure 2 and Figure 5 - Figure 7 This embodiment also has the following further features:

[0049] The pressure relief assembly opens a gap at high temperatures to allow air pressure to escape from the fuel tank, preventing excessive internal pressure from causing safety hazards; the cooling assembly allows the high-temperature fuel inside the fuel tank to flow freely, thereby dissipating heat from the high temperature.

[0050] The pressure relief assembly consists of an escape section and a lifting section. The escape section can automatically adjust the number of pressure relief ports according to the internal pressure intensity of the oil tank.

[0051] The lifting section slides upward under the thrust of air pressure, thereby releasing air pressure from the escape section.

[0052] In this embodiment, refer to Figure 1 , Figure 2 and Figure 5 - Figure 7 The pressure relief assembly can be implemented using the following specific structural scheme:

[0053] The pressure relief assembly consists of an escape section and a lifting section. The escape section comprises a pneumatic cylinder 6 and several pressure relief ports 20. The pneumatic cylinder 6 is connected to the oil tank 1, and the pressure relief ports 20 are respectively located on the pneumatic cylinder 6. The air pressure generated at high temperature can enter the pneumatic cylinder 6 through the oil tank 1 and then be released through the pressure relief ports 20 on the pneumatic cylinder 6. The lifting section consists of a connecting rod 8, a pressure plug 9, and a spring 23. The pressure plug 9 can slide inside the pneumatic cylinder 6. One end of the spring 23 is fixedly connected to the pressure plug 9, and the other end is fixedly connected to the upper inner wall of the pneumatic cylinder 6. One end of the connecting rod 8 is fixedly connected to the lower part of the pressure plug 9, and the other end is fixedly connected to the oil plug 11. The system is designed so that when the air pressure inside the fuel tank 1 becomes too high due to high temperature, the pressure pushes the pressure plug 9 and the connecting rod 8 upwards, thereby activating the heat dissipation components and exposing the lowest pressure relief port 20. The higher the pressure, the higher the pressure pushes the pressure plug 9, resulting in more pressure relief ports 20 being exposed. Furthermore, under the action of the spring 23, the pressure plug 9 can automatically reset after the air pressure returns to normal. This allows the number of pressure relief ports to be automatically adjusted according to the pressure intensity, thereby releasing the internal air pressure of the fuel tank in the shortest possible time and effectively avoiding safety hazards caused by excessive internal pressure in the fuel tank.

[0054] Example 3:

[0055] Reference Figure 2 - Figure 5 Compared to Embodiment 1 and Embodiment 2, in this embodiment:

[0056] The cooling component includes an oil plug 11 and a heat dissipation bend 19. When the fuel is hot, the oil plug 11 slides upward through the lifting part, allowing the hot fuel to enter the heat dissipation bend 19. The fuel flows and dissipates heat in the heat dissipation bend 19. At the same time, the flow path provided by the heat dissipation bend 19 extends the heat dissipation time and enhances the heat dissipation effect.

[0057] The fuel valve assembly includes a sensing part and a path part. The sensing part adjusts the fuel flow path within the path part by sensing changes in temperature inside the fuel tank.

[0058] The path section provides high-temperature and low-temperature paths. When the fuel temperature is high, the high-temperature fuel can flow and dissipate heat in the cooling bend 19 before entering the fuel pump filter assembly 10, so that the cooled fuel is pumped into the engine by the fuel pump filter assembly 10. When the fuel temperature is low, the fuel pump filter assembly 10 can draw fuel that has been heated by the heating section, avoiding the problem of fuel viscosity and poor fluidity caused by low temperature, and avoiding pipeline blockage caused by increased fuel viscosity at low temperature.

[0059] In this embodiment, refer to Figure 2 - Figure 5The end of the connecting rod 8 away from the pressure plug 9 is fixedly connected to the oil plug 11. The two ends of the cooling bend 19 are respectively connected to the bottom of the oil tank 1. The oil plug 11 blocks the connection between one end of the cooling bend 19 and the oil tank 1. In this way, when the pressure plug 9 drives the connecting rod 8 to slide upward, the oil plug 11 can slide upward, thereby exposing the connection between one end of the cooling bend 19 and the oil tank 1, so that the high temperature fuel can enter the cooling bend 19 for cooling.

[0060] Reference Figure 2 - Figure 5 The oil valve assembly can be implemented using the following specific structural scheme:

[0061] The fuel valve assembly consists of a sensing part and a path part. The sensing part comprises a temperature sensor 14 and a solenoid valve 18. The temperature sensor 14 is fixedly mounted on the fuel pump filter assembly 10, and the solenoid valve 18 is located beside the fuel pump filter assembly 10. The path part consists of an inlet pipe 17, a first fuel pipe 13, and a second fuel pipe 15. One end of the inlet pipe 17 is connected to the fuel inlet of the fuel pump filter assembly 10, and the other end is connected to the solenoid valve 18. One end of the second fuel pipe 15 is connected to the solenoid valve 18, and the other end is connected to the cooling bend 19. The first fuel pipe 13 is connected to the solenoid valve 18 and is used to transport fuel from the fuel tank 1 to the fuel pump filter assembly 10. When the temperature sensor 14 senses that the fuel temperature inside the fuel tank 1 is too low, it can send a signal to the control system. The control system controls the electric telescopic rod 22 to reciprocate, thereby... The heating element starts working, effectively solving the problem of fuel viscosity and reduced fluidity caused by low temperatures. It prevents fuel from becoming clogged due to increased viscosity at low temperatures, ensuring smooth fuel delivery. When the temperature sensor 14 detects that the fuel temperature inside the fuel tank 1 is too high, it controls the solenoid valve 18 to switch valves, closing the valve at the first fuel line 13 and opening the valve at the second fuel line 15. At this time, the fuel that has entered the cooling bend 19 to cool down is drawn into the second fuel line 15 by the fuel pump filter assembly 10, and then enters the fuel pump filter assembly 10 through the fuel inlet pipe 17. This allows the fuel pump filter assembly 10 to pump the cooled fuel into the engine, ensuring that the high-temperature fuel in the fuel tank 1 can flow fully into the cooling bend 19, guaranteeing that the fuel enters the engine at the appropriate temperature, and improving the reliability of the fuel supply system and fuel utilization efficiency under high-temperature conditions.

[0062] It should be noted that the housing of temperature sensor 14 should be made of fuel-compatible material, such as oil-resistant plastic or stainless steel, to prevent the sensor housing from being corroded by fuel; at the same time, it should have good sealing performance to prevent fuel from seeping into the sensor and affecting the circuit. Solenoid valve 18 should adopt an explosion-proof design, and the valve body material should be fuel-resistant and have excellent sealing performance to prevent fuel leakage or the entry of external impurities.

[0063] A fuel supply control method for an aircraft turboprop engine includes the following steps:

[0064] S1. Fuel Storage and Transportation Inspection

[0065] Fuel is stored in the fuel tank 1 of the fuel tank section. The fuel pump filter assembly 10 pumps fuel to the engine through the fuel outlet pipe 3. The return pipe 4 guides the unused fuel back. The float 12 floats with the fuel level and drives the rotating rod 16 to rotate to detect the fuel level.

[0066] S2, Automatic pressure relief

[0067] When high temperature and high pressure are generated inside the fuel tank, the lifting part of the pressure relief component slides upward under the pressure, and the pressure is released from the escape part.

[0068] S3, High-temperature fuel cooling and conveying

[0069] When the oil valve assembly sensing part detects high temperature, the path part switches the path. At the same time, the cooling component slides upward through the lifting part, causing the oil plug 11 to slide upward, allowing the high temperature fuel to enter the cooling bend 19 to flow and dissipate heat. Under the action of the fuel pump filter assembly 10, the fuel in the cooling bend 19 is pumped to the engine to ensure a suitable oil temperature.

[0070] S4, Low-temperature fuel heating protection

[0071] When the sensing part detects that the fuel is low temperature, the heating component introduces the heat flow from the engine compartment to the circulation part through the reciprocating sliding part. The heat flow flows in the fuel tank to heat the fuel and prevent it from becoming viscous and clogging at low temperatures.

[0072] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A fuel supply system for an aircraft turboprop engine, characterized in that, It includes a fuel tank section, a fuel valve assembly, a heating assembly, a pressure relief assembly, and a cooling assembly. The fuel tank section is used to supply fuel to the engine. The fuel valve assembly includes a sensing part and a path part. The fuel tank section includes a fuel pump filter assembly (10) and a fuel tank (1). The fuel pump filter assembly (10) is installed inside the fuel tank (1). The heating assembly consists of a reciprocating sliding part and a flow part. The flow part includes an intake pipe (26), a heating pipe (5), and a piston cylinder (7). The piston cylinder (7) is mounted on the pressure relief assembly. One end of the heating pipe (5) is connected to the piston cylinder (7), and the other end passes through the oil tank (1) and is connected to the engine compartment. One end of the intake pipe (26) is connected to the piston cylinder (7), and the other end is connected to the engine compartment. The reciprocating sliding part includes a bracket (21), an electric telescopic rod (22), a round rod (25), and an air plug (24). The bracket (21) is fixedly mounted on the piston cylinder (7). The air plug (24) is fixedly connected to the round rod (25), and the round rod (25) is fixedly connected to the output end of the electric telescopic rod (22). The cooling component includes an oil plug (11) and a heat dissipation bend (19). The two ends of the heat dissipation bend (19) are respectively connected to the bottom of the oil tank (1). The oil plug (11) blocks the connection between one end of the heat dissipation bend (19) and the oil tank (1). The pressure relief assembly consists of an escape section and a lifting section. The escape section consists of a pneumatic cylinder (6) and several pressure relief ports (20). The pneumatic cylinder (6) is connected to the oil tank (1), and several pressure relief ports (20) are respectively located on the pneumatic cylinder (6). The lifting section consists of a connecting rod (8), a pressure plug (9), and a spring (23). The pressure plug (9) is slidably connected inside the pneumatic cylinder (6), and the spring (23) is located inside the pneumatic cylinder (6). One end of the connecting rod (8) is fixedly connected below the pressure plug (9), and the other end is fixedly connected to the oil plug (11).

2. The fuel supply system for an aircraft turboprop engine according to claim 1, characterized in that, The fuel tank section also includes: a float (12), a rotating rod (16), an oil outlet pipe (3), a fuel pump cover (2), and a return pipe (4); the rotating rod (16) is mounted on the fuel pump filter assembly (10), the float (12) is fixed on the rotating rod (16), the fuel pump cover (2) is located on the fuel pump filter assembly (10), and the oil outlet pipe (3) is mounted on the fuel pump filter assembly (10).

3. The fuel supply system for an aircraft turboprop engine according to claim 1, characterized in that, The sensing unit consists of a temperature sensor (14) and a solenoid valve (18). The temperature sensor (14) is fixedly installed on the fuel pump filter assembly (10), and the solenoid valve (18) is located next to the fuel pump filter assembly (10).

4. The fuel supply system for an aircraft turboprop engine according to claim 3, characterized in that, The path section consists of an inlet pipe (17), a first oil pipe (13), and a second oil pipe (15). One end of the inlet pipe (17) is connected to the oil inlet of the fuel pump filter assembly (10), and the other end is connected to the solenoid valve (18). One end of the second oil pipe (15) is connected to the solenoid valve (18), and the other end is connected to the heat dissipation bend (19). The first oil pipe (13) is connected to the solenoid valve (18).

5. The fuel supply system for an aircraft turboprop engine according to claim 1, characterized in that, One-way valves are provided at the connection points of the piston cylinder (7) with the heating pipe (5) and the air inlet pipe (26). The piston cylinder (7) is connected to the air pressure cylinder (6). The air plug (24) is slidably connected inside the piston cylinder (7). The electric telescopic rod (22) is fixedly installed on the bracket (21).

6. The fuel supply system for an aircraft turboprop engine according to claim 1, characterized in that, The connecting rod (8) is slidably connected to the air cylinder (6), and one end of the spring (23) is fixedly connected to the pressure plug (9), and the other end is fixedly connected to the inner wall of the air cylinder (6).

7. A fuel supply control method for an aircraft turboprop engine, used based on the fuel supply system for an aircraft turboprop engine according to any one of claims 1-6, characterized in that, Includes the following steps: S1. Fuel Storage and Transportation Inspection Fuel is stored in the fuel tank (1) of the fuel tank section. The fuel pump filter assembly (10) pumps fuel to the engine through the fuel outlet pipe (3). The fuel return pipe (4) returns the unused fuel. The float (12) floats with the fuel level and drives the rotating rod (16) to rotate to detect the fuel level. S2, Automatic pressure relief When high temperature and high pressure are generated inside the fuel tank, the lifting part of the pressure relief component slides upward under the pressure, allowing the pressure to be released from the escape part. S3, High-temperature fuel cooling and conveying When the oil valve assembly sensing part detects high temperature, the path part switches the path, and at the same time the cooling component slides upward through the lifting part, causing the oil plug (11) to slide upward, so that the high temperature fuel enters the cooling bend (19) to flow and dissipate heat. Under the action of the fuel pump filter assembly (10), the fuel in the cooling bend (19) is pumped to the engine to ensure that the oil temperature is suitable. S4, Low-temperature fuel heating protection When the sensing part detects that the fuel is low temperature, the heating component introduces the heat flow from the engine compartment to the circulation part through the reciprocating sliding part. The heat flow flows in the fuel tank to heat the fuel and prevent it from becoming viscous and clogging at low temperatures.

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