Fuel oil pressurizing system of aero-engine

Abstract

The utility model relates to the technical field of aero-engines, in particular to an aero-engine fuel oil pressurizing system which comprises a PLC (programmable logic controller) electric control module, an oil tank E, an oil pump P1, a first electromagnetic valve MV1, a proportional valve PV, a second electromagnetic valve MV2, a third electromagnetic valve MV3, an electric control overflow valve RV1, a pressure sensor Ps and a flow meter Qs. The first electromagnetic valve MV1, the electric control overflow valve RV1, the proportional valve PV, the pressure sensor Ps, the flow meter Qs, the second electromagnetic valve MV2 and the third electromagnetic valve MV3 are all electrically connected with the single-chip microcomputer U1. The device can be used in the off-line state of an aircraft, a hydraulic system of the aircraft does not need to be started, the actuating cylinder of the engine assembly is directly driven only through external fuel oil pressing, operation is easy, and necessary inspection and calibration work of an aero-engine can be efficiently, economically, accurately and safely completed.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation engines, in particular to an aviation engine fuel pressure system. Background Art

[0002] Aircraft engines are core components of aircraft, and their functionality and performance are directly linked to flight safety and economic efficiency. After repair or scheduled maintenance, aircraft engines must undergo performance inspections and parameter calibration using specialized equipment and testing methods to ensure proper engine operation. This can also help prevent flight failures, extend service life, and improve fuel efficiency. In addition to a comprehensive inspection of the entire aircraft, hydraulic system inspection and calibration are particularly important during aircraft engine maintenance.

[0003] Currently, engine maintenance requires activating the aircraft's hydraulic system and controlling the back-and-forth movement of its multiple actuators. However, activating the entire aircraft's hydraulic system is an extremely complex and costly process, and can also pose safety risks due to potential fuel leaks.

[0004] Therefore, it is particularly important to develop a suppression device that can be used when the aircraft is offline. Utility Model Content

[0005] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide an aircraft engine fuel pressure system for solving the problem that the method of starting the aircraft hydraulic system for maintenance in the prior art is complicated and costly.

[0006] To achieve the above-mentioned and other related purposes, the present invention provides an aircraft engine fuel pressure relief system, comprising:

[0007] PLC electronic control module, the PLC electronic control module uses a single chip microcomputer U1 to provide main control functions;

[0008] A fuel tank E, wherein the fuel tank E is equipped with an oil pump P1;

[0009] A first solenoid valve MV1 connected to the output end of the oil pump P1, wherein the first solenoid valve MV1 is used to control the release of pressurized oil when the system is shut down;

[0010] A proportional valve PV connected to the output end of the oil pump P1, the proportional valve PV is used to adjust the oil output flow;

[0011] A second solenoid valve MV2 and a third solenoid valve MV3 are simultaneously connected to the output end of the proportional valve PV. The control end of the second solenoid valve MV2 is provided with a first drive position C1, and the control end of the third solenoid valve MV3 is provided with a second drive position C2. The system is connected to the two actuators of the aircraft engine through the first drive position C1 and the second drive position C2 respectively.

[0012] The output end of the oil pump P1 is also connected to an electronically controlled relief valve RV1 and a pressure sensor Ps. The relief valve RV1 is used to create system pressure, and the pressure sensor Ps is used to detect the actual working pressure of the system.

[0013] The output end of the proportional valve PV is also connected to a flow meter Qs, which is used to detect the actual oil flow supplied by the system;

[0014] The first solenoid valve MV1 , the electronically controlled overflow valve RV1 , the proportional valve PV, the pressure sensor Ps, the flow meter Qs, the second solenoid valve MV2 , and the third solenoid valve MV3 are all electrically connected to the single chip computer U1 .

[0015] In one embodiment of the present invention, a first filter F1 is installed at the input end of the oil pump P1 and a second filter F2 is installed at the output end.

[0016] In one embodiment of the present invention, a third filter F3 is installed on the input ends of the second solenoid valve MV2 and the third solenoid valve MV3.

[0017] In one embodiment of the present invention, a balancing ball valve BV1 and a balancing ball valve BV2 are provided between the second solenoid valve MV2 and the first driving position C1. The balancing ball valve BV1 and the balancing ball valve BV2 are used to lock the oil in the rodless chamber and the rod chamber of the actuator installed in the first driving position C1 when the second solenoid valve MV2 is self-locked in the neutral position.

[0018] In one embodiment of the present invention, a balancing ball valve BV3 and a balancing ball valve BV4 are provided between the third solenoid valve MV3 and the second driving position C2. The balancing ball valve BV3 and the balancing ball valve BV4 are used to lock the oil in the rodless chamber and the rod chamber of the actuator installed in the second driving position C2 when the third solenoid valve MV3 is self-locked in the middle position.

[0019] In one embodiment of the present invention, the first driving position C1 is provided with a connector S1 and a connector S2 , and the second driving position C2 is provided with a connector S3 and a connector S4 .

[0020] In one embodiment of the present invention, the connectors S1 , S2 , S3 , and S4 are all M12 self-locking quick-connect connectors.

[0021] As described above, the aviation engine fuel pressure system of the present invention has the following beneficial effects:

[0022] This utility model utilizes a PLC electronic control module for core control, real-time acquisition of system pressure (ps) and flow (qs), and outputs a pump speed control signal (p1), a relief valve opening signal (rv1), and a proportional valve opening signal (pv). This intelligently and automatically adjusts the pressure and flow required for proper system operation, achieving precise drive and control of the motion of the test piece. The utility model can be used while the aircraft is offline, without activating the aircraft's hydraulic system. Instead, it directly drives the engine assembly's actuators through external fuel pressure, resulting in simple operation and efficient, economical, precise, and safe completion of necessary aircraft engine inspection and calibration tasks. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 Shown is a schematic diagram of the aviation engine fuel pressure system disclosed in the present utility model. DETAILED DESCRIPTION

[0024] The following describes the implementation of the present invention through specific embodiments. People familiar with this technology can easily understand other advantages and effects of the present invention from the content disclosed in this specification.

[0025] See also Figure 1 It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the technology. They are not intended to limit the conditions under which the present invention can be implemented, and therefore have no substantive technical significance. Any structural modifications, changes in proportions, or adjustments in size, without affecting the efficacy and purpose of the present invention, should still fall within the scope of the technical contents disclosed in the present invention.

[0026] See also Figure 1The utility model provides an aircraft engine fuel pressure system, including a PLC electronic control module, a fuel tank E, an oil pump P1, a first solenoid valve MV1, a proportional valve PV, a second solenoid valve MV2, a third solenoid valve MV3, an electronically controlled overflow valve RV1, a pressure sensor Ps, and a flow meter Qs. The PLC electronic control module adopts a single-chip microcomputer U1 to provide a main control function; the oil pump P1 is installed on the fuel tank E; the first solenoid valve MV1 is connected to the output end of the oil pump P1, and is used to control the release of pressure oil when the system is shut down, such as a fault shutdown, an emergency stop, or a sudden power outage, to prevent the structure in the system from being frequently damaged by hydraulic shock; the proportional valve PV is connected to the output end of the oil pump P1, and is used to adjust the oil output flow rate, thereby achieving the purpose of adjusting the movement speed of the actuator; the second solenoid valve MV2 and the third solenoid valve MV3 are simultaneously connected to the output end of the proportional valve PV, and the second solenoid valve MV2 is connected to the output end of the proportional valve PV. A first drive position C1 is provided on the control end of the magnetic valve MV2, and a second drive position C2 is provided on the control end of the third electromagnetic valve MV3. The system is connected to the two actuators of the aircraft engine through the first drive position C1 and the second drive position C2 respectively. The two actuators belong to the aircraft components and contain their own equivalent loads, which are composed of the mechanical gravity and motion friction of the aircraft components; the output end of the oil pump P1 is also connected to an electrically controlled overflow valve RV1 and a pressure sensor Ps. The overflow valve RV1 is used to create system pressure, and the pressure sensor Ps is used to detect the actual working pressure of the system; the output end of the proportional valve PV is also connected to a flowmeter Qs, and the flowmeter Qs is used to detect the actual working oil flow of the system; the first electromagnetic valve MV1, the electrically controlled overflow valve RV1, the proportional valve PV, the pressure sensor Ps, the flowmeter Qs, the second electromagnetic valve MV2, and the third electromagnetic valve MV3 are all electrically connected to the single-chip computer U1. The utility model adopts a PLC electronic control module to realize the core main control, collects the system pressure ps and flow qs in real time, outputs the oil pump speed control signal p1, the overflow valve opening signal rv1 and the proportional valve opening signal pv, and intelligently and automatically adjusts the pressure and flow required for the normal operation of the system to achieve the purpose of accurately driving and controlling the movement of the measured part.

[0027] The input end of the oil pump P1 is equipped with a first filter F1, and the output end is equipped with a second filter F2. The input ends of the second solenoid valve MV2 and the third solenoid valve MV3 are equipped with a third filter F3. The first filter F1, the second filter F2, and the third filter F3 work together to effectively filter the system's supply oil, removing impurities such as dirt, dust, and metal shavings, maintaining a clean supply and ensuring efficient oil circulation.

[0028] A balancing ball valve BV1 and a balancing ball valve BV2 are provided between the second solenoid valve MV2 and the first drive position C1. These valves are used to lock the oil in the rodless and rod chambers of the actuator installed in the first drive position C1 when the second solenoid valve MV2 is self-locked in the neutral position. A balancing ball valve BV3 and a balancing ball valve BV4 are provided between the third solenoid valve MV3 and the second drive position C2. These valves are used to lock the oil in the rodless and rod chambers of the actuator installed in the second drive position C2 when the third solenoid valve MV3 is self-locked in the neutral position. The provision of balancing ball valves BV1, BV2, BV3, and BV4 prevents the slow retraction of the two actuators due to the reverse thrust of the equivalent load and internal leakage in the second solenoid valve MV2 and the point solenoid valve MV3, thereby improving the reliability of the actuator's operation, as well as the reliability of testing and calibration.

[0029] The first drive position C1 is provided with connectors S1 and S2, and the second drive position C2 is provided with connectors S3 and S4, which are convenient for quick connection of the actuator; the connectors S1, S2, S3 and S4 all use self-locking quick-connect connectors of model M12, which have the characteristics of stability, reliability, strong sealing, high temperature resistance, and oil corrosion resistance. The actuator of the aircraft component under test is connected to the first drive position C1 and the second drive position C2 through the self-locking quick-connect connector, which is convenient to use.

[0030] In summary, the present invention can be used while the aircraft is offline, eliminating the need to activate the aircraft's hydraulic system. Instead, it directly drives the engine assembly's actuators through external fuel pressure. This simple operation allows for efficient, economical, precise, and safe completion of necessary aircraft engine inspection and calibration tasks. Therefore, the present invention effectively overcomes the shortcomings of existing technologies and possesses high industrial value.

[0031] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed in the present invention are intended to be covered by the claims of the present invention.

Claims

1. An aviation engine fuel pressure system, characterized in that: include: PLC electronic control module, the PLC electronic control module uses a single chip microcomputer U1 to provide main control functions; A fuel tank E, wherein the fuel tank E is equipped with an oil pump P1; A first solenoid valve MV1 connected to the output end of the oil pump P1, wherein the first solenoid valve MV1 is used to control the release of pressurized oil when the system is shut down; A proportional valve PV connected to the output end of the oil pump P1, the proportional valve PV is used to adjust the oil output flow; A second solenoid valve MV2 and a third solenoid valve MV3 are simultaneously connected to the output end of the proportional valve PV. The control end of the second solenoid valve MV2 is provided with a first drive position C1, and the control end of the third solenoid valve MV3 is provided with a second drive position C2. The system is connected to the two actuators of the aircraft engine through the first drive position C1 and the second drive position C2 respectively. The output end of the oil pump P1 is also connected to an electronically controlled relief valve RV1 and a pressure sensor Ps. The relief valve RV1 is used to create system pressure, and the pressure sensor Ps is used to detect the actual working pressure of the system. The output end of the proportional valve PV is also connected to a flow meter Qs, which is used to detect the actual oil flow supplied by the system; The first solenoid valve MV1 , the electronically controlled overflow valve RV1 , the proportional valve PV, the pressure sensor Ps, the flow meter Qs, the second solenoid valve MV2 , and the third solenoid valve MV3 are all electrically connected to the single chip computer U1 .

2. The aircraft engine fuel pressure system according to claim 1, characterized in that: The input end of the oil pump P1 is equipped with a first filter F1, and the output end is equipped with a second filter F2.

3. The aircraft engine fuel pressure system according to claim 2, characterized in that: A third filter F3 is installed on the input ends of the second solenoid valve MV2 and the third solenoid valve MV3.

4. The aircraft engine fuel pressure system according to claim 3, characterized in that: A balancing ball valve BV1 and a balancing ball valve BV2 are provided between the second solenoid valve MV2 and the first driving position C1. The balancing ball valve BV1 and the balancing ball valve BV2 are used to lock the oil in the rodless chamber and the rod chamber of the actuator installed in the first driving position C1 when the second solenoid valve MV2 is self-locked in the neutral position.

5. The aircraft engine fuel pressure system according to claim 4, characterized in that: A balancing ball valve BV3 and a balancing ball valve BV4 are provided between the third solenoid valve MV3 and the second driving position C2. The balancing ball valve BV3 and the balancing ball valve BV4 are used to lock the oil in the rodless chamber and the rod chamber of the actuator installed in the second driving position C2 when the third solenoid valve MV3 is self-locked in the middle position.

6. The aircraft engine fuel pressure system according to claim 5, characterized in that: The first driving position C1 is provided with a connector S1 and a connector S2, and the second driving position C2 is provided with a connector S3 and a connector S4.

7. The aircraft engine fuel pressure system according to claim 6, characterized in that: The connectors S1, S2, S3 and S4 are all M12 self-locking quick-connect connectors.

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