Dual-motor integrated double-end oil supply pump

Abstract

The application discloses a double-motor integrated double-end oil supply pump and belongs to the technical field of aircraft oil supply systems. The oil supply pump comprises a double-rotor integrated motor, two sets of independent working stator-rotor assemblies are integrated in the shell of the double-rotor integrated motor, each rotor has two shaft extension ends, is connected with a right-rotating impeller and a left-rotating impeller respectively, and is arranged in a right-rotating volute and a left-rotating volute correspondingly. A one-way valve is arranged at the outlet of each volute, a pressure tapping pipe and a pressure relief hole are arranged in the fuel channels at the two ends of each rotor after being gathered, the gathering pipes of the two rotors are combined and connected to an output pipe, and a bypass valve is arranged in the total gathering pipeline. The double-motor integration and the double-end impeller design are realized simultaneously, the redundancy backup of the oil supply system and the aircraft inverted flight function are realized simultaneously, and the oil supply pump has the advantages of high integration, high safety and reliability and the like.

Description

Technical Field

[0001] This invention belongs to the technical field of aircraft fuel supply systems, specifically relating to a dual-motor integrated dual-end fuel supply pump. Background Technology

[0002] With the rapid development of aerospace technology, higher demands are being placed on the miniaturization, integration, safety, and reliability of aircraft. Simultaneously, to meet high maneuverability requirements, aircraft need to possess inverted flight capabilities. Currently, dual-end electric fuel pumps in aircraft typically have only one motor, sufficient for inverted flight, but the pump itself lacks redundancy. Therefore, increasing the number of fuel pumps in the system design is necessary to improve system safety. Furthermore, aircraft with inverted flight capabilities require relatively small fuel tanks to maintain a full fuel tank, sometimes making it impossible to accommodate more than two fuel pumps.

[0003] To address the aforementioned challenges, this invention proposes a dual-motor integrated dual-end fuel pump, which not only meets the requirements for inverted flight of the aircraft but also enhances system safety through redundancy backup. Furthermore, due to the high integration of the product's structure and functions, it can meet the installation requirements of a smaller-volume fuel pump. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned defects in the prior art. This invention provides a dual-motor integrated dual-end fuel pump, which solves the problem that the existing dual-end electric fuel pumps for aircraft do not have redundancy backup function.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A dual-motor integrated dual-end oil supply pump, comprising: A dual-rotor integrated motor has two independently operating stator and rotor assemblies integrated within its housing. Each rotor has a first shaft extension end and a second shaft extension end that are arranged opposite each other along the axial direction. Each rotor has a right-handed impeller connected to its first shaft extension end and a left-handed impeller connected to its second shaft extension end. Each right-handed impeller is housed in a right-handed volute, and each left-handed impeller is housed in a left-handed volute. Both the right-handed and left-handed volutes are fixedly connected to the housing of the dual-rotor integrated motor. Each right-hand spiral volute and each left-hand spiral volute has a filter screen at its inlet and a one-way valve at its outlet. The fuel passages at the outlets of the right-hand spiral volute and the left-hand spiral volute at both ends of each rotor are combined to form a combined area corresponding to each rotor. The combined areas of the two rotors are further combined through a combined pipe and connected to the output pipe. The main pipeline is equipped with a bypass valve, which consists of a bypass flap and a bypass filter.

[0006] In the above technical solution, the dual-rotor integrated motor provides two completely independent power sources. Each power source simultaneously drives a right-handed impeller and a left-handed impeller through its two shaft extensions. When the aircraft is in normal flight, the lower left-handed or right-handed impeller is immersed in fuel and driven to rotate, pressurizing the fuel and delivering it to the mains pipeline via the volute and a one-way valve. When the aircraft is inverted, the fuel is redistributed under gravity. The impeller originally located at the upper end is immersed in fuel and driven to rotate by the same rotor, taking over the pressurization task. This ensures that, in any attitude, each rotor can drive at least one impeller for effective fuel intake and pressurization. The fuel lines of the two rotors eventually converge at the output pipe to supply fuel to the engine. The bypass valve serves as a passive backup in case all power sources fail. Through a highly integrated product, both power source redundancy and dual-end fuel supply capability adaptable to changes in flight attitude are achieved simultaneously, greatly saving installation space and significantly improving the safety of the fuel supply system.

[0007] Furthermore, each rotor's pressure collection area is equipped with a pressure tap and a pressure relief port. The pressure tap is used to provide real-time feedback of the corresponding rotor's boost pressure to the flight control system; the pressure relief port is used to release the pressure in the collection area when the corresponding rotor stops working. When a rotor is working normally, the fuel boosted by the impellers at both ends of its rotor converges into the rotor's pressure collection area, forming a high pressure. The pressure tap transmits this pressure signal to the flight control system. When the rotor suddenly stops working due to a fault, its corresponding impeller no longer provides boost pressure. However, the one-way valve at the outlet of the collection area and the one-way valve at the volute outlet may work together to close the area, forming a high-pressure zone. If this residual pressure cannot be released, the flight control system will mistakenly interpret it as the rotor still working normally, generating a false alarm. The design of the pressure relief vent is precisely to solve this problem. It provides a controlled leakage channel, allowing the pressure in the area to drop rapidly to a low level. This enables the flight control system to accurately identify that the rotor has stopped working, achieving real-time and accurate monitoring of the operating status of each independent motor rotor. It effectively prevents false alarms or misjudgments caused by pressure buildup, and improves the system's fault diagnosis capability and overall reliability.

[0008] Furthermore, the diameter of the pressure relief hole is determined according to the following formula:

[0009] in, The diameter of the pressure relief hole is in meters (m). Q The total output flow rate of the pump, in cubic meters (m³). 3 / s; C dThe liquid flow coefficient; The total fuel gauge pressure for the region is expressed in Pa. ρ The fuel density is expressed in kg / m³. By accurately calculating the diameter of the pressure relief orifice, it is possible to ensure rapid release of residual pressure in the concentrated area while controlling fuel leakage during normal operation within an acceptable range. The calculation formula provides a basis for selecting the size of the pressure relief orifice, avoiding design blind spots and ensuring the effectiveness of the pressure relief function and minimal impact on the overall pump performance.

[0010] Furthermore, each rotor's corresponding manifold is equipped with a one-way valve at its rear end to prevent pressurized fuel from leaking from the non-operating rotor when one rotor is working. This one-way valve is located at the main outlet of each rotor path. When one rotor is operating normally while the other stops due to a fault, the pressurized fuel from the operating rotor enters the common manifold. At this time, the one-way valve at the outlet of the faulty rotor closes under the pressure difference, preventing high-pressure fuel from flowing back from the faulty rotor side. This avoids energy loss and a drop in fuel supply pressure, ensuring that the two independent motor rotors do not interfere with each other when supplying fuel in parallel. Even if one completely fails, it will not affect the normal fuel supply of the other, truly achieving a redundancy backup function.

[0011] Furthermore, the housing of the dual-rotor integrated motor also integrates mounting interfaces for mounting the right-hand spiral volute, the left-hand spiral volute, each one-way valve, cover plate, bypass valve, and mounting bracket; the mounting bracket is fixedly installed on the outer surface of the housing of the dual-rotor integrated motor to mount and fix the entire dual-end oil supply pump on the oil supply tank.

[0012] Furthermore, the dual-rotor integrated motor is arranged vertically along its rotor axis to meet the requirements of inverted flight. This vertical arrangement is a prerequisite for ensuring the effective implementation of the "dual-end" fuel supply function. When the aircraft is flying upright, the impeller at the lower end of the motor is immersed in fuel; when the aircraft is flying inverted, the impeller at the upper end of the motor is immersed in fuel. This vertical arrangement ensures that regardless of whether the aircraft is flying upright or inverted, one end of the impeller always has the highest priority in contact with the fuel, thus guaranteeing the reliable implementation of the inverted flight function.

[0013] Furthermore, one-way valves located at the outlets of the right-hand and left-hand spiral volutes prevent fuel pressurization at the fuel-immersed end from leaking out when one end of the corresponding rotor is in air and the other end is in fuel. During inverted flight or fuel sloshing, a situation may arise where one rotor impeller is immersed in fuel while the other is exposed to air or fuel vapor in the fuel tank. In this case, if there is no one-way valve at the volute outlet, the pressurized fuel from the fuel-immersed impeller will leak through the volute flow channel from the air-exposed impeller end. This not only causes energy loss and pressure drop but may also lead to fuel atomization, increasing safety hazards. The one-way valve effectively isolates the two ends of the impeller, ensuring that the pressurized fuel flows only to the outlet manifold and does not leak from the unimmersed impeller end.

[0014] Furthermore, a bypass valve is located in the main feed line. When at least one rotor of the dual-rotor integrated motor is operating, the bypass flap closes under the pressure of pressurized fuel to prevent fuel backflow. When all rotors of the dual-rotor integrated motor are not operating, the bypass flap opens under the negative pressure of engine self-priming, and fuel is delivered to the fuel system through the bypass filter and the bypass flap to meet the aircraft's gravity fuel supply requirements. The bypass valve is the final safety barrier in this invention. Under normal circumstances, the pressurized fuel pressure generated by the motor-driven impeller acts on the bypass flap, causing it to close tightly, and fuel flows to the engine along the main channel. In extreme cases where both motors fail (e.g., complete power failure or jamming), the fuel pump itself cannot provide pressurization, but the aircraft's engine may still be running, and its fuel pump will generate a certain degree of self-priming capability. This negative pressure acts on the other side of the bypass flap. When the suction it generates is sufficient to overcome the bypass flap's own weight, the bypass flap will open, establishing a direct, unpowered fuel passage between the fuel tank and the engine. Fuel flows from the fuel tank to the engine by gravity, ensuring that the engine continues to work for a limited time. This provides the ultimate passive safety guarantee for the fuel supply system and greatly improves the aircraft's survivability.

[0015] Furthermore, the bypass valve is located on the main collection pipe of the dual-rotor integrated motor and upstream of the output pipe. The bypass filter and the bypass flap are arranged sequentially along the oil flow direction of the main collection pipe. The bypass flap closes under the action of pressurized fuel to block backflow, and can open under the engine self-priming negative pressure condition to allow fuel flow.

[0016] Furthermore, the leakage flow rate of the pressure relief orifice is calculated using the orifice outflow formula:

[0017] in, q The leakage flow rate of the pressure relief hole is expressed in m³ / s. C dThe liquid flow coefficient has a value of 0.6 to 0.62. d The diameter of the pressure relief hole is in meters (m). The total fuel gauge pressure for the region is expressed in Pa. ρ This refers to the density of fuel, expressed in kg / m³. The leakage flow rate of the pressure relief hole shall not exceed 5% of the total output flow rate of the dual-motor integrated dual-end oil supply pump, that is: q ≤5% Q in, Q This represents the total output flow rate of the dual-motor integrated dual-end fuel pump, expressed in m³ / s. While the pressure relief orifice effectively releases pent-up pressure, it is inherently a leakage point. Excessive leakage flow can cause a significant portion of fuel to flow directly back to the fuel tank or low-pressure zone from this orifice during normal motor operation, leading to a decrease in pump efficiency and potentially failing to meet engine fuel supply requirements. Limiting the leakage flow to within 5% of the total output flow achieves the optimal balance between ensuring the sensitivity of the pressure relief function and maintaining the overall pump efficiency. This design provides clear and quantifiable performance indicators for the pressure relief orifice engineering, ensuring that the pressure relief function does not significantly negatively impact the overall performance of the fuel pump.

[0018] Compared with existing dual-end electric fuel pumps for aircraft, the present invention has the following advantages: I. This invention integrates two independent stator and rotor assemblies within a single motor housing and configures corresponding one-way valves, thereby achieving a redundancy backup function for the fuel supply pump. In the event of a single motor failure, the other motor can still independently drive its impellers at both ends, maintaining the required fuel supply pressure for the system. This significantly improves the safety and mission reliability of the aircraft's fuel supply system and solves the major hidden danger of fuel supply interruption caused by the failure of a traditional single-motor fuel supply pump.

[0019] Second, by setting impellers and volutes at both ends of each rotor and arranging them vertically, the present invention enables the oil pump to draw oil and pressurize normally in both forward and inverted flight states, perfectly meeting the high maneuverability requirements of the aircraft for inverted flight, without the need for additional complex attitude adjustment mechanisms or auxiliary oil supply equipment.

[0020] Third, this invention, through a highly integrated design, integrates core functional components such as two sets of motors, four sets of impeller casings, multiple one-way valves, and bypass valves into a compact housing and oil circuit network, greatly reducing the overall size and weight of the fuel pump. This allows the invention to be easily installed in aircraft with limited fuel tank space, effectively solving the industry problem of not being able to install redundant fuel pumps due to insufficient space.

[0021] Fourth, this invention achieves real-time, independent monitoring of the operating status of each motor rotor by setting pressure taps and pressure relief holes in the fuel collection area of ​​each rotor. The ingenious design of the pressure relief holes avoids falsely high pressure and system misjudgments caused by the closure of one-way valves, providing accurate status signals to the flight control system and improving the intelligence level and fault diagnosis accuracy of the entire fuel management system.

[0022] Fifth, the bypass valve installed in the main pipeline of this invention provides a last safety barrier in the extreme case where both motors fail, allowing the aircraft to rely on gravity for fuel supply, gaining valuable time for handling the situation, and maximizing flight safety. Attached Figure Description

[0023] Figure 1 This is a hydraulic schematic diagram of the dual-motor integrated dual-end oil supply pump of the present invention.

[0024] Figure 2 This is a schematic diagram of the overall structure of the dual-motor integrated dual-end oil supply pump of the present invention.

[0025] Figure 3 for Figure 2 The diagram shows a partial cross-sectional view of a single rotor side of the oil supply pump, illustrating the location of the pressure tap and pressure relief port.

[0026] Figure 4 for Figure 2 A partially enlarged schematic diagram of the bypass valve assembly in the oil supply pump shown.

[0027] The components are as follows: 1. Filter screen; 2. Right-handed impeller; 3. Right-handed volute; 4. One-way valve; 5. Cover plate; 6. Mounting bracket; 7. Left-handed volute; 8. Left-handed impeller; 9. Dual-rotor integrated motor; 10. Output pipe; 11. Pressure tapping pipe; 12. Bypass filter screen; 13. Bypass flap; 14. Pressure relief hole. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0029] In the description of this invention, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0030] like Figure 1 and Figure 2 As shown, this embodiment provides a dual-motor integrated dual-end oil supply pump. The oil supply pump mainly includes a dual-rotor integrated motor 9, as well as a filter screen 1, impeller, volute, one-way valve 4, cover plate 5, mounting bracket 6, pressure tapping pipe 11, bypass valve assembly, output pipe 10, and pressure relief hole 14.

[0031] Specifically, the oil pump includes a dual-rotor integrated motor 9. The dual-rotor integrated motor 9 is the core component of this invention, and its most significant feature is that two completely independent stator and rotor assemblies, magnetically and electrically isolated from each other, are arranged axially within the same motor housing. These two assemblies share the housing but do not interfere with each other in electrical and mechanical transmission, forming two independent power units. Each rotor has a first shaft extension end and a second shaft extension end arranged axially opposite each other.

[0032] Each rotor's first shaft extension is fixedly connected to a right-handed impeller 2 via a key connection or interference fit. Similarly, each rotor's second shaft extension is fixedly connected to a left-handed impeller 8. Thus, each rotor can simultaneously drive one right-handed impeller 2 and one left-handed impeller 8 to rotate.

[0033] Each right-handed impeller 2 is housed and mounted inside a right-handed volute 3, and each left-handed impeller 8 is housed and mounted inside a left-handed volute 7. Both the right-handed and left-handed volutes 3 and 7 are designed with mounting flanges that match the front and rear ends of the housing of the dual-rotor integrated motor 9, and are fixedly connected to the housing of the dual-rotor integrated motor 9 by bolts or other fasteners. The internal flow channel design of the right-handed and left-handed volutes 3 and 7 converts the kinetic energy generated by the impeller rotation into pressure energy, thereby pressurizing and outputting fuel.

[0034] like Figure 2As shown, in this embodiment, the dual-rotor integrated motor 9 is arranged vertically along its rotor axis. That is, the centerlines of the two rotors are perpendicular to the horizontal plane in the normal installation state of the aircraft. This vertical arrangement is crucial to ensuring that the fuel pump can function properly when the aircraft is inverted. In normal flight, the lower left-hand impeller 8 (or right-hand impeller 2, depending on the specific direction and position) is immersed in fuel; when the aircraft is inverted, the fuel flows to the top of the fuel tank under gravity, and the upper right-hand impeller 2 is immersed in fuel. Since the same rotor drives both impellers simultaneously, regardless of the aircraft's attitude, one impeller is always able to draw fuel, ensuring continuous fuel supply.

[0035] To ensure the cleanliness of the fuel entering the fuel supply pump, a filter screen 1 is installed at the inlet of each right-hand spiral volute 3 and each left-hand spiral volute 7. Figure 2 As shown, this embodiment has four filter screens 1, each corresponding to one of the four inlets of the volute. The filter screen 1 is made of metal woven mesh, which can effectively intercept large particulate impurities in the fuel, preventing them from wearing down the impeller or clogging the downstream throttle orifice and valve.

[0036] At the outlet of each right-hand spiral volute 3 and each left-hand spiral volute 7, a one-way valve 4 is installed. This one-way valve 4 is used to prevent fuel backflow. Specifically, when the aircraft is in an inverted flight or similar attitude, one impeller may be exposed to air in the fuel tank, while the other impeller, coaxial with it, is submerged in fuel. In this situation, the fuel pressurized by the submerged impeller may leak out through the gap between the volute flow channel and the impeller, exiting from the outlet of the volute at the non-submerged end. The one-way valve 4 ensures that the pressurized fuel can only flow from inside the volute to the outlet manifold, preventing it from flowing back into the volute from the outside, thus effectively avoiding the aforementioned leakage and ensuring pressurization efficiency and system safety.

[0037] like Figure 2 and Figure 3 As shown, the outlets of the right-hand spiral volute 3 and the left-hand spiral volute 7 at both ends of each rotor, after passing through their respective one-way valves 4, are connected via internal casting channels or external pipelines to form the first-stage fuel collection area for each rotor. A pressure tap 11 is located near this collection area. One end of the pressure tap 11 is connected to the fuel within the collection area, and the other end is connected via a pipeline to the pressure sensor of the aircraft's flight control system. The function of the pressure tap 11 is to collect the fuel pressure after the rotor is pressurized in real time and transmit this pressure signal to the flight control system, thereby achieving real-time monitoring of the rotor's operating status.

[0038] Additionally, a pressure relief vent 14 is provided in this aggregation area. For example... Figure 3As shown, the pressure relief hole 14 is a precision-machined small hole on the casing wall of the collection area. The function of the pressure relief hole 14 is to rapidly release residual pressure in the collection area when the rotor suddenly stops working. The principle is that when the rotor stops working, the one-way valves 4 at the outlets of the volutes on both sides and the one-way valve 4 on the collection pipeline work together to potentially seal the collection area. If the fuel pressure in the sealed area cannot be released in time, the flight control system may misjudge that the rotor is still in operation based on the pressure signal from the pressure tap 11. The pressure relief hole 14 provides a continuous, controlled micro-leakage channel, allowing the pressure in this area to rapidly drop to a level comparable to the fuel tank pressure after the rotor stops, thus enabling the flight control system to accurately identify the rotor's failure state.

[0039] Diameter of pressure relief hole 14 d Precise calculations are required to strike a balance between ensuring pressure relief sensitivity and controlling normal leakage. In this embodiment, the diameter of the pressure relief orifice 14... d Determined according to the following formula:

[0040] Where Q is the total output flow rate of the pump, in m³ / s; C d This is the liquid flow coefficient, which is 0.6~0.62 for sharp-edged orifices. This is a summary of the fuel gauge pressure during normal operation in the region, in Pa. ρ This refers to the density of fuel, expressed in kg / m³.

[0041] The leakage flow rate q of pressure relief hole 14 is calculated according to the orifice outflow formula:

[0042] Meanwhile, to ensure that the setting of the pressure relief hole 14 does not have an excessive impact on the overall output performance of the oil supply pump, the leakage flow rate... q It is limited to no more than 5% of the total output flow rate Q of the entire oil supply pump, that is, it satisfies the following relationship: q ≤ 5%Q Q The total output flow rate of the dual-motor integrated dual-end oil pump is expressed in m³ / s. Engineers first determine this based on system requirements during the design phase. Q and Then select a reasonable one. q (For example Q (3%), and then through iterative calculation using formulas or direct solution, the diameter of the pressure relief hole 14 can be obtained. d .

[0043] like Figure 2As shown, each of the two rotors is connected to a junction pipe after its first-stage junction area. At the rear end of each rotor's junction pipe, just before the two junction pipes converge, a one-way valve 4 is installed. The function of this one-way valve 4 is to prevent interference between the two rotors during operation, especially to prevent oil backflow when only one rotor is operating. For example, if the upper rotor malfunctions and stops working, while the lower rotor is operating normally, the higher pressure built up by the lower rotor will close the one-way valve 4 at the outlet of the upper rotor, thus preventing high-pressure fuel from leaking or flowing back from the faulty rotor's pipe, ensuring that the normally operating rotor can independently and efficiently supply oil to the output pipe 10.

[0044] After passing through one-way valve 4, the two connecting pipes eventually merge into a single main connecting pipe. This main connecting pipe is connected to output pipe 10 and is used to deliver the pressurized fuel to the aircraft's engine or its downstream fuel system.

[0045] In the main pipeline, there is also a crucial passive safety device—a bypass valve. For example... Figure 2 and Figure 4 As shown, the bypass valve mainly consists of a bypass flap 13 and a bypass filter 12. The bypass valve is located on the main collection line of the dual-rotor integrated motor 9 and upstream of the output pipe 10. The bypass filter 12 and the bypass flap 13 are arranged sequentially along the oil flow direction of the main collection line. The bypass flap 13 is a valve plate that can rotate around a pivot, and when closed, it can seal the bypass passage of the main collection line. The bypass filter 12 is located at the inlet of the bypass passage and is used to filter the fuel flowing through the bypass valve under gravity fuel supply conditions, ensuring the cleanliness of the fuel entering the engine.

[0046] The bypass valve works as follows: Under normal fuel supply conditions, at least one rotor of the dual-rotor integrated motor 9 is operating. The boosted fuel pressure generated by this motor acts on the front of the bypass flap 13. The torque generated by this pressure is greater than the torque of the flap's own weight, pressing the bypass flap 13 tightly against the sealing seat, thereby closing the bypass channel, blocking backflow, and ensuring that all fuel flows to the engine through the output pipe 10. In the extreme case where neither motor rotor operates, the fuel pump cannot provide boost, but the engine's fuel pump, driven by inertia and external power, will still generate a certain self-priming negative pressure on the fuel inlet line. This negative pressure is transmitted to the back of the bypass flap 13. When the suction force generated by the negative pressure is sufficient to overcome the flap's own weight, the bypass flap 13 will open inward, thus establishing a direct fuel passage between the fuel tank and the engine. At this time, the fuel in the fuel tank, under its own gravity, is filtered through the bypass filter 12, flows through the opened bypass flap 13, and then flows to the engine's fuel pump through the output pipe 10, realizing gravity fuel supply and providing the pilot with valuable emergency response time.

[0047] In addition, such as Figure 2 As shown, cover plate 5 is used to seal the necessary casting or machining process holes on the volute and flow channel to ensure the oil circuit's sealing. Mounting bracket 6 is fixedly installed on the outer surface of the housing of the dual-rotor integrated motor 9 to mount the entire dual-end oil supply pump onto the oil supply tank. The housing of the dual-rotor integrated motor 9 is made of high-strength aluminum alloy casting, and it integrates mounting interfaces for mounting the right-hand volute 3, left-hand volute 7, each one-way valve 4, cover plate 5, bypass valve assembly, and mounting bracket 6, further improving the product's integration and structural compactness.

[0048] In summary, the dual-motor integrated dual-end oil pump provided by this invention, through its unique integrated structure and ingenious flow channel and valve control system design, perfectly solves the contradiction between achieving oil supply margin and inverted flight function in the limited space of existing technologies, and has extremely high practical value and broad application prospects.

Claims

1. A dual-motor integrated dual-end oil supply pump, characterized in that, include: The dual-rotor integrated motor (9) has two independently operating stator and rotor assemblies integrated in its housing. Each rotor has a first shaft extension end and a second shaft extension end arranged opposite to each other along the axial direction. Each rotor has a right-handed impeller (2) connected to the first shaft extension end and a left-handed impeller (8) connected to the second shaft extension end. Each right-handed impeller (2) is disposed in a right-handed volute (3), and each left-handed impeller (8) is disposed in a left-handed volute (7). Each right-handed volute (3) and each left-handed volute (7) are fixedly connected to the housing of the dual-rotor integrated motor (9). A filter screen (1) is provided at the inlet of each right-hand spiral volute (3) and each left-hand spiral volute (7), and a one-way valve (4) is provided at the outlet of each right-hand spiral volute (3) and each left-hand spiral volute (7). The fuel passages at the outlets of the right-hand spiral volute (3) and the left-hand spiral volute (7) at both ends of each rotor are combined to form a combined area corresponding to each rotor. The combined areas of the two rotors are further combined through a combined pipe and connected to the output pipe (10). A bypass valve is provided in the main pipeline, which consists of a bypass flap (13) and a bypass filter (12).

2. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, Each rotor is provided with a pressure tap (11) and a pressure relief hole (14) in the summing area. The pressure tap (11) is used to provide real-time feedback of the boost pressure of the corresponding rotor to the flight control system. The pressure relief hole (14) is used to release the pressure of the summing area when the corresponding rotor stops working.

3. The dual-motor integrated dual-end oil supply pump according to claim 2, characterized in that, The diameter of the pressure relief hole (14) is determined according to the following formula: in, The diameter of the pressure relief hole (14) is in meters (m). Q The total output flow rate of the pump, in cubic meters (m³). 3 / s; C d The liquid flow coefficient; The fuel gauge pressure for the summarized region is expressed in Pa. ρ This refers to the fuel density, expressed in kg / m³.

4. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, Each rotor is provided with a one-way valve (4) at the rear end of the summing pipe to prevent pressurized fuel from leaking from the non-working rotor when one rotor is working.

5. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, The housing of the dual-rotor integrated motor (9) also integrates an installation interface for installing the right-hand spiral volute (3), the left-hand spiral volute (7), each of the one-way valves (4), the cover plate (5), the bypass valve, and the mounting bracket (6); the mounting bracket (6) is fixedly installed on the outer surface of the housing of the dual-rotor integrated motor (9) for installing and fixing the entire dual-end oil supply pump on the oil supply tank.

6. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, The dual-rotor integrated motor (9) is arranged vertically along its rotor axis to meet the inverted flight requirements of the aircraft.

7. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, The one-way valve (4) located at the outlet of the right-hand spiral volute (3) and the left-hand spiral volute (7) is used to prevent the fuel pressurized at the end in fuel from leaking from the end in air when one end of the corresponding rotor is in air and the other end is in fuel.

8. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, The bypass valve is located in the main pipeline. When at least one rotor of the dual-rotor integrated motor (9) is working, the bypass flap (13) is closed under the action of pressurized fuel to prevent fuel backflow. When all rotors of the dual-rotor integrated motor (9) are not working, the bypass flap (13) is opened under the action of engine self-priming negative pressure. Fuel is delivered to the fuel system through the bypass filter (12) and the bypass flap (13) to meet the gravity fuel supply requirements of the aircraft.

9. The dual-motor integrated dual-end oil supply pump according to claim 1, characterized in that, The bypass valve is located on the main collection pipeline of the dual rotor integrated motor (9) and upstream of the output pipe (10). The bypass filter (12) and the bypass flap (13) are arranged sequentially along the oil flow direction of the main collection pipeline. The bypass flap (13) closes under the action of pressurized fuel to block backflow, and can open under the self-priming negative pressure condition of the engine to allow fuel flow.

10. The dual-motor integrated dual-end oil supply pump according to claim 2, characterized in that, The leakage flow rate of the pressure relief hole (14) is calculated according to the orifice outflow formula: in, q The leakage flow rate of the pressure relief hole (14) is expressed in m³ / s; C d The liquid flow coefficient has a value of 0.6 to 0.

62. d The diameter of the pressure relief hole (14) is in meters (m). The fuel gauge pressure for the summarized region is expressed in Pa. ρ This refers to the density of fuel, expressed in kg / m³. The leakage flow rate of the pressure relief hole (14) is no greater than 5% of the total output flow rate of the dual-motor integrated dual-end oil pump, that is: q ≤5% Q in, Q The total output flow rate of the dual-motor integrated dual-end oil supply pump is expressed in m³ / s.

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