Aircraft fuel pump

Abstract

The utility model discloses an aircraft fuel pump which comprises a pump shell, a pump core, a stator, a rotor and a rotating plate. One end of the pump core is arranged in the pump shell, the stator and the rotor are arranged in the pump core, the rotor is located in the stator, the rotating plate is arranged in the rotor and rotates along with the rotor, and the rotating plate extends out of the rotor in the radial direction and is close to the inner wall of the stator. Wherein the pump shell is provided with an oil inlet end and an oil outlet end which are intersected, a self-sealing valve mechanism is arranged in the oil inlet end, and a one-way valve mechanism is arranged in the oil outlet end. Fuel oil is continuously conveyed to the oil outlet end of the pump shell after being pressurized through the rotary plate, the oil inlet end is provided with a self-sealing valve mechanism, the oil outlet end is provided with a one-way valve mechanism, the fuel oil is prevented from leaking outwards after the pump core is disassembled, and the pump shell and the pump core are independently replaceable units, are matched at will and are convenient to replace.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of aircraft fuel delivery, and particularly relates to an aircraft fuel pump. BACKGROUND

[0002] The most important equipment for civil aircraft fuel delivery is a pump, which is driven by power provided by a motor or an engine gearbox to work on fuel. The types of aircraft fuel pumps include centrifugal pumps, external gear pumps, internal gear pumps and rotary plate pumps. Among them, the centrifugal pump has large flow and small maximum pressure value, and needs to be integrated with a vacuum exhaust pump for use. It is usually installed at the low oil level of the aircraft fuel tank and is the most widely used product for aircraft fuel delivery. The external gear pump has small flow under the same weight and size, large maximum pumping pressure value and certain negative pressure oil suction capacity, and is mainly applied to the high-pressure pump of the aircraft engine. The internal gear pump has certain negative pressure oil suction capacity and large size under the same flow, and is mainly applied to the engine fuel oil system. The rotary plate pump has strong negative pressure oil suction capacity and large flow, and is mainly applied to the aircraft fuel and engine fuel oil system.

[0003] Small and medium-sized branch line aircraft are limited by space size, and their fuel system APU (Chinese: auxiliary power system, English full name: Auxiliary power unit, English abbreviation: APU), engine oil pump requires simple structure, small size, easy disassembly, strong self-suction capacity, fast pressure building, fire prevention and other characteristics. The centrifugal pump has large radial size and cannot meet the space requirement. The internal and external gear pumps have large radial size, slow pressure building, limited self-suction capacity and no fire prevention, and cannot meet the requirement. The rotary plate pump has simple structure, small size and strong self-suction capacity, and meets the dry running requirement, but has the risk of ignition and explosion.

[0004] Therefore, it is necessary to develop a rotary plate type fuel pump suitable for the fuel system APU and engine oil supply of small branch line aircraft, which can adapt to long-time dry running, negative pressure oil supply and requirement. UTILITY MODEL CONTENTS

[0005] In view of the above problems in the prior art, an aircraft fuel pump is provided.

[0006] The specific technical scheme is as follows:

[0007] An aircraft fuel pump mainly comprises a pump shell, a pump core, a stator, a rotor and a rotary plate.

[0008] One end of the pump core is arranged in the pump shell, the stator and the rotor are arranged in the pump core, the rotor is located in the stator, the rotary plate is arranged in the rotor and rotates with the rotor, and the rotary plate extends radially out of the rotor and approaches the inner wall of the stator.

[0009] The pump shell has an oil inlet end and an oil outlet end intersecting with the axis, the oil inlet end is provided with a self-sealing valve mechanism, and the oil outlet end is provided with a one-way valve mechanism.

[0010] The aircraft fuel pump has the following characteristics: the stator is in a cylindrical structure, a side of the cylindrical structure is provided with a plurality of oil inlet ports, and the pump core is provided with openings corresponding to the oil inlet ports, and the openings and the inner wall of the pump shell form an oil inlet cavity.

[0011] The aircraft fuel pump has the following characteristics: the pump core is provided with a first convex ring and a second convex ring corresponding to the position of the oil outlet end, the first convex ring and the second convex ring are respectively sealed and connected with the inner wall of the pump shell by a sealing ring to form a fuel cavity, the first convex ring is close to the oil inlet end, the radial surface of the first convex ring is provided with a fuel port, one end of the fuel port is in communication with the inner cavity of the rotor, the other end of the fuel port is in communication with the fuel cavity, and the fuel cavity is in communication with the oil outlet end.

[0012] The aircraft fuel pump has the following characteristics: the self-sealing valve mechanism includes a first torsion spring, a first pin shaft and a first valve.

[0013] The first pin shaft is installed in the pump shell, the first valve is movably sleeved on the first pin shaft, and the first torsion spring is installed on the first pin shaft, the first torsion spring has a first extension part, and the first extension part extends radially towards the first valve.

[0014] The one-way valve mechanism includes a second torsion spring, a second pin shaft and a second valve.

[0015] The second pin shaft is installed in the pump shell, the second valve is movably sleeved on the second pin shaft, and the second torsion spring is installed on the second pin shaft, the second torsion spring has a second extension part, and the second extension part extends radially towards the second valve.

[0016] The aircraft fuel pump has the following characteristics: one end of the rotor close to the oil outlet end is coaxially connected with a motor, the radial surface of the second convex ring is provided with a fuel cooling circuit inlet, one end of the fuel cooling circuit inlet is in communication with the fuel cavity, and the other end of the fuel cooling circuit inlet is in communication with a cooling circuit arranged in the motor.

[0017] The aircraft fuel pump has the following characteristics: the cooling circuit is in communication with a fuel cooling circuit outlet, and the fuel cooling circuit outlet is arranged on the pump core and in communication with the oil inlet cavity.

[0018] The aircraft fuel pump has the following characteristics: one side of the pump core is provided with a single cavity, one end of the cavity is provided with a communication port communicated with the oil inlet cavity, the other end of the cavity is provided with a safety inlet communicated with the fuel cavity, and a valve mechanism is arranged in the cavity to realize one-way communication between the cavity and the fuel cavity.

[0019] The aircraft fuel pump has the following characteristics: the valve mechanism comprises an elastic member, a valve core and a valve sleeve.

[0020] The valve sleeve is arranged at the safety inlet of the cavity, the elastic member is arranged in the cavity, the valve core is arranged at one end of the elastic member facing the valve sleeve, one end of the valve core is in abutment with the elastic member, and the other end of the valve core is in abutment with the valve sleeve.

[0021] The aircraft fuel pump has the following characteristics: one end of the elastic member away from the valve sleeve is provided with a fine adjustment gasket.

[0022] The aircraft fuel pump has the following characteristics: the rotating plate comprises four F-shaped plates, two of the F-shaped plates are symmetrically connected to form two plate structures with holes, the two plate structures are crossed to form a cross structure with a cross shape as a whole, the cross structure is arranged in the rotor, each branch of the cross structure extends out of the rotor, the end of each branch of the cross structure is close to the inner wall of the stator, and the cross section of the inner cavity of the stator is a high-order curve.

[0023] The technical scheme has the following advantages:

[0024] The aircraft fuel pump provided by the utility model can continuously convey fuel to the oil outlet end of the pump shell after the fuel is pressurized by the rotating plate, the oil inlet end is provided with a self-sealing valve mechanism, the oil outlet end is provided with a one-way valve mechanism, fuel leakage is prevented after the pump core is disassembled, the pump shell and the pump core are independent replaceable units, and the units can be matched and replaced conveniently.

[0025] The rotating plate is made of antimony-dipped electrographite material, is arranged in an F-shaped cross mode, and is matched with a high-order curve stator inner contour design, so that the rotating plate pump can be dry operated and wear-resistant.

[0026] The safety valve (cavity and valve mechanism) is designed, when the pump outlet pressure exceeds the maximum opening pressure of the safety valve, the safety valve is opened, fuel is returned to the inlet cavity through the pressure relief valve, overpressure protection is realized, and harm of overpressure to the system is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 The utility model provides a general assembly structure schematic diagram of an aircraft fuel pump;

[0028] Figure 2 The first direction structure schematic view of the pump core is provided for the utility model;

[0029] Figure 3 The second direction structure schematic view of the pump core is provided for the utility model;

[0030] Figure 4 The third direction structure schematic view of the pump core is provided for the utility model;

[0031] Figure 5 The structure schematic view of the stator is provided for the utility model;

[0032] Figure 6 The structure schematic view of the rotating plate is provided for the utility model;

[0033] Figure 7 The structure schematic view of the self-sealing valve mechanism is provided for the utility model;

[0034] Figure 8 The structure schematic view of the one-way valve mechanism is provided for the utility model.

[0035] In the drawing: 1, pump shell;2, pump core;201, opening;202, fuel port;203, fuel cooling circuit inlet;204, fuel cooling circuit outlet;205, communication port;206, safety inlet;207, pressure sensor interface;21, first convex ring;22, second convex ring;23, cavity;24, poking plate;3, stator;301, oil inlet;4, rotor;5, rotating plate;6, self-sealing valve mechanism;611, first torsional spring;6111, first extension;621, first pin shaft;631, first valve;641, first baffle;7, one-way valve mechanism;712, second torsional spring;7122, second extension;722, second pin shaft;732, second valve;742, second baffle;8, spring;9, valve core;11, valve sleeve;12, fine adjustment gasket;13, screw;14, sealing ring;15, motor;1501, cooling circuit;16, first bearing;17, second bearing;18, pin. DETAILED DESCRIPTION

[0036] In order to make the utility model's purpose, technical scheme and advantage more clearly, following through the embodiment, and combining the drawing, the utility model is further detailedly explained. It should be understood that the specific embodiment described here is only used to explain the utility model, and is not used to limit the utility model.

[0037] The serial numbers of components in this document, such as "first", "second", etc., are only used to distinguish the described objects, and have no technical meaning. Unless otherwise specified, the "connection" and "coupling" in this application include direct and indirect connections (couplings). In the description of the utility model, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model.

[0038] In the utility model, unless otherwise specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0039] Please refer to Figure 1 To the figure, the utility model discloses a kind of aircraft fuel pumps, comprising: pump shell 1, pump core 2, stator 3, rotor 4 and rotary plate 5;

[0040] One end of pump core 2 is arranged in pump shell 1, specifically, one end of pump core 2 is inserted into pump shell 1.

[0041] Stator 3 and rotor 4 are arranged in pump core 2, rotor 4 is located in stator 3, rotary plate 5 is arranged in rotor 4 and rotates along with rotor 4, rotary plate 5 extends radially from rotor 4 and approaches the inner wall of stator 3.

[0042] Optionally, the rotary vane 5 includes four F-shaped plates, which are symmetrically connected in pairs to form two perforated plate structures. The two plate structures intersect to form a cross-shaped structural member. The rotor 4 is installed in the cross-shaped structural member, and each branch of the cross-shaped structural member extends out of the rotor 4. The end of each branch of the cross-shaped structural member extends close to the inner wall of the stator 3. The cross-sectional shape of the inner cavity of the stator 3 is a high-order curve (see Chinese patent documents CN110953150 U and CN211778170 U for details). The rotary vane pump structure is adopted, which is simple in structure, has strong self-priming ability, builds up pressure quickly, and has stable performance. Taking advantage of the structural characteristics of the rotary vane pump, smaller large diameter R and small diameter r are selected to reduce the radial dimension of the working cavity, thereby reducing the overall size of the pump casing 1 and pump core 2 to meet the installation space requirements of the aircraft. The inner contour of the stator 3 uses a high-order fitting curve, which makes the entire product run smoothly and with low noise.

[0043] The rotor 4 is provided with several slots to avoid the rotating plates 5. Each branch of the cross structure is located in a slot and extends out of the slot.

[0044] Furthermore, the rotary plate 5 uses antimony-impregnated electrographite material, arranged in an "F" shape, and combined with the high-order curve stator 3 inner contour design, to meet the requirements of dry operation and wear resistance of the rotary plate pump.

[0045] The rotor 4 has a first bearing 16 and a second bearing 17 at both ends. The first bearing 16 and the second bearing 17 are connected by a pin 18 structure. The pin 18 extends into the pump core 2 to connect the first bearing 16, the second bearing 17, the stator 3 and the pump core 2, and prevent the stator 3, the first bearing 16 and the second bearing 17 from rotating.

[0046] The pump casing 1 has an oil inlet end and an oil outlet end with intersecting axes. The oil inlet end is equipped with a self-sealing valve mechanism 6, and the oil outlet end is equipped with a one-way valve mechanism 7. Specifically, the pump casing 1 is an L-shaped tube structure, with one port being the oil inlet end and the other port being the oil outlet end.

[0047] The stator 3 has a cylindrical structure. Several oil inlets 301 are provided on one side of the cylindrical structure. The pump core 2 has an opening 201 corresponding to the oil inlet 301. The opening 201 and the inner wall of the pump housing 1 form an oil inlet chamber. Fuel enters the oil inlet chamber from the self-sealing valve mechanism 6 at the oil inlet end of the pump housing 1, and then enters the pump core 2 and eventually enters the rotor 4.

[0048] The pump core 2 is provided with a first convex ring 21 and a second convex ring 22 corresponding to the oil outlet end position, and the first convex ring 21 and the second convex ring 22 are respectively sealed and connected with the inner wall of the pump shell 1 by a sealing ring 14 to form a fuel cavity, wherein the first convex ring 21 is close to the oil inlet end, and the radial surface of the first convex ring 21 is provided with a fuel port 202, one end of the fuel port 202 is communicated with the inner cavity of the rotor 4, the other end of the fuel port 202 is communicated with the fuel cavity, and the fuel cavity is communicated with the oil outlet end. The fuel enters the fuel cavity from the fuel port 202 after being pressurized by the rotating plate 5 in the rotor 4, and then flows out to the oil outlet end.

[0049] Optionally, the self-sealing valve mechanism 6 includes a first torsional spring 611, a first pin shaft 621 and a first valve 631;

[0050] The first pin shaft 621 is installed in the pump shell 1, the first valve 631 is movably sleeved on the first pin shaft 621, and the first torsional spring 611 is installed on the first pin shaft 621. The first torsional spring 611 has a first extension part 6111, and the first extension part 6111 extends radially to the first valve 631.

[0051] Specifically, the first valve 631 is a circular plate structure, and the first valve 631 is hinged to the inner wall of the pump shell 1 through the first pin shaft 621. The first extension part 6111 of the first torsional spring 611 is pressed on the first valve 631. In fact, the first extension part 6111 of the first torsional spring 611 is located on the outer side of the first valve 631. When the pump core 2 is not installed, the first valve 631 of the self-sealing valve mechanism 6 naturally droops under the action of gravity and the elastic force of the first torsional spring 611, closes the port, and realizes the anti-leakage function after the pump core 2 is disassembled through the high-precision sealing surface of the first valve 631 and the pump shell 1. Optionally, the first pin shaft 621 is a shaft structure with a shoulder, and the other end of the shaft structure is provided with a first blocking piece 641 to realize locking.

[0052] Further, the front end of the pump core 2 is designed to have an extended poking plate 24. When the pump core 2 is inserted into the pump shell 1, the poking plate 24 can push open the first valve 631, so that the fuel enters the pump shell 1.

[0053] The one-way valve mechanism 7 includes a second torsional spring 712, a second pin shaft 722 and a second valve 732;

[0054] The second pin shaft 722 is installed in the pump shell 1, the second valve 732 is movably sleeved on the second pin shaft 722, and the second torsional spring 712 is installed on the second pin shaft 722. The second torsional spring 712 has a second extension part 7122, and the second extension part 7122 extends radially to the second valve 732.

[0055] Specifically, the second valve 732 is a disc structure, and the second valve 732 is hinged to the inner wall of the pump shell 1 through the second pin shaft 722. The second extension part 7122 of the second torsion spring 712 is pressed on the second valve 732, and in fact, the second extension part 7122 of the second torsion spring 712 is located on the outer side of the second valve 732. When the pump is in a non-working state, the second valve 732 of the one-way valve mechanism 7 naturally droops under the action of gravity and the elastic force of the second torsion spring 712, closes the port, and the high-precision matching surface sealing between the second valve 732 and the pump shell 1 prevents the fuel on the outer side of the second valve 732 from flowing back, thereby realizing the one-way conduction and anti-leakage function. When the pump is working, the high-pressure fuel will flush the second valve 732, and the working process is always in an open state. When the pump stops working in any state, the second valve 732 can be automatically closed to prevent backflow. Alternatively, the second pin shaft 722 is a shaft structure with a shoulder, and the other end of the shaft structure is provided with a second baffle 742 to realize locking.

[0056] The end of the rotor 4 close to the oil outlet end is coaxially connected with a motor 15. The radial surface of the second protruding ring 22 is provided with a fuel cooling circuit inlet 203. One end of the fuel cooling circuit inlet 203 is in communication with the fuel cavity, and the other end of the fuel cooling circuit inlet 203 is in communication with a cooling circuit 1501 arranged in the motor 15. Further, the other end of the fuel cooling circuit inlet 203 is provided with a branch, and the end of the branch is designed with a pressure sensor interface 207 for installing a pressure sensor to detect the pressure of the fuel. Alternatively, the motor 15 is a brushless motor, and the design of the cooling circuit 1501 can refer to the prior art, which is not described here.

[0057] The cooling circuit 1501 is in communication with a fuel cooling circuit outlet 204, and the fuel cooling circuit outlet 204 is arranged in the pump core 2 and is in communication with the oil inlet cavity. Alternatively, in this embodiment, the fuel cooling circuit outlet 204 penetrates through the fuel cavity of the pump core 2. In order to realize mutual non-interference, the fuel cavity of the pump core 2 is arranged in a circular arc structure, and the outer side of the pump core 2 is provided with a protruding block structure. The fuel cooling circuit outlet 204 axially penetrates through the block structure, and penetrates out of the first protruding ring 21 and is in communication with the oil inlet cavity. This arrangement will realize that the part of the fuel cooled by the motor 15 is higher in temperature, and then sent back to the oil inlet cavity, and then mixed with the fuel with lower temperature entering the oil inlet cavity, and then becomes fuel with lower temperature for repeated use, and then enters the pump core 2 and enters the rotor 4.

[0058] One side of the pump core 2 is provided with a separate cavity 23. One end of the cavity 23 is provided with a communication port 205 in communication with the oil inlet cavity, and the other end of the cavity 23 is provided with a safety inlet 206 in communication with the fuel cavity. A valve mechanism is arranged in the cavity 23 to realize one-way communication between the cavity 23 and the fuel cavity.

[0059] Specifically, the valve mechanism comprises an elastic member, a valve core 9 and a valve sleeve 11;

[0060] The valve sleeve 11 is arranged at the safety inlet 206 of the cavity 23, the elastic member is arranged in the cavity 23, the valve core 9 is arranged at one end of the elastic member towards the valve sleeve 11, one end of the valve core 9 abuts against the elastic member, and the other end of the valve core 9 abuts against the valve sleeve 11. The valve sleeve 11 is in a stable state, and the valve core 9 is in a movable state. In a normal state of the pump, the elastic force of the elastic member abuts tightly the valve core 9 against the valve sleeve 11, so that fuel cannot enter the cavity 23. However, in some special situations, for example, when the oil outlet is blocked or the oil quantity needs to be reduced, the pressure of the fuel will continuously increase until the pressure of the fuel exceeds the elastic force of the elastic member (pre-set in advance) and then pushes the valve core 9 to the left, so that the valve core 9 is separated from the valve sleeve 11. At this time, the fuel can enter the cavity 23 from the safety inlet 206, then flow out of the cavity 23 from the communication port 205 to the oil inlet cavity, and then enter the pump core 2 again and then enter the rotor 4. Figure 1

[0061] Optionally, the elastic member is a spring 8 or other similar elastic structure. Further, one end of the elastic member away from the valve sleeve 11 is provided with a fine adjustment gasket 12. Fine adjustment gaskets 12 with different thicknesses can be selected to adapt to each spring 8. Optionally, in order to realize the positioning of the fine adjustment gasket 12 and the spring 8, a rod structure such as a screw 13 or a pin is arranged outside the cavity 23 of the pump core 2, for example, the rod structure can be a screw 13, the screw 13 extends into the cavity 23, and the fine adjustment gasket 12 and the spring 8 are sleeved on the screw 13.

[0062] The aircraft fuel pump provided by the utility model continuously conveys fuel to the oil outlet end of the pump shell 1 after the fuel is pressurized by the rotating plate 5, the oil inlet end is provided with the self-sealing valve mechanism 6, and the oil outlet end is provided with the one-way valve mechanism 7, so that fuel leakage to the outside after the pump core 2 is disassembled is prevented, and the pump shell 1 and the pump core 2 are independent replaceable units, which are arbitrarily matched and convenient to replace.

[0063] The rotating plate 5 is made of a graphite material immersed in antimony, is arranged in an "F" type cross mode, cooperates with the design of the inner contour of the high-order curve stator 3, and realizes the dry running and wear resistance requirements of the rotating plate pump.

[0064] The safety valve (also referred to as a pressure relief valve, comprising a cavity 23 and a valve mechanism) is designed, when the pump outlet pressure exceeds the maximum opening pressure of the safety valve, the safety valve is opened, fuel flows back to the oil inlet cavity through the pressure relief valve, overpressure protection is realized, and harm to the system caused by overpressure is avoided.

[0065] ​Through optimization design, the radial dimension of the pump core 2 is significantly reduced, which meets the installation requirements on the aircraft, and the product has low noise, small vibration and stable performance. Meanwhile, the pump has very fast pressure building capacity, and can form a stable pressure flow at the outlet within 1s after starting, which ensures the rapid pressure building after fuel interruption and guarantees the fuel supply of the aircraft fuel system.

[0066] The product has excellent long-time dry running capability, and can run normally for more than 15min under the dry running condition. After the dry running test, the internal maximum temperature is 107.5℃, which is less than the fuel ignition temperature, and no ignition risk is caused. Meanwhile, through the 1500h continuous running test, the wear amount of the rotating plate is only 5.6%, and the wear resistance is excellent.

[0067] The technical features of the above-described embodiments can be combined arbitrarily, and in order to make the description simple, all possible combinations of the technical features in the above-described embodiments are not described, however, as long as the combinations of the technical features do not exist contradictory, it should be considered that they are within the scope of the present disclosure.

[0068] The above-described embodiments only express several implementation manners of the present application, and the description is relatively specific and detailed, but it should not be understood as the limitation of the patent scope of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the protection scope of the present application patent should be subject to the appended claims.

Claims

1. An aircraft fuel pump characterized by, The utility model relates to a pump, including: Pump shell, pump core, stator, rotor and rotation plate; One end of the pump core is arranged in the pump shell, the stator and the rotor are arranged in the pump core, the rotor is located in the stator, the rotation plate is arranged in the rotor and rotates with the rotor, the rotation plate extends radially from the rotor and is close to the inner wall of the stator; Wherein, the pump shell has the oil inlet end and the oil outlet end of the axis intersection, the oil inlet end is provided with the self-sealing valve mechanism, the oil outlet end is provided with the one-way valve mechanism.

2. The aircraft fuel pump of Claim 1, wherein, The stator is cylindrical structure, the side of the cylindrical structure is provided with a plurality of oil inlet, the pump core is provided with the opening corresponding the oil inlet, the opening and the inner wall of the pump shell form the oil inlet chamber.

3. The aircraft fuel pump of Claim 2, wherein, The pump core is provided with the first convex ring and the second convex ring corresponding the position of the oil outlet end, the first convex ring and the second convex ring are sealed and connected with the inner wall of the pump shell respectively by a sealing ring to form the fuel chamber, wherein the first convex ring is close to the oil inlet end, the radial surface of the first convex ring is provided with the fuel port, one end of the fuel port is communicated with the inner cavity of the rotor, the other end of the fuel port is communicated with the fuel chamber, and the fuel chamber is communicated with the oil outlet end.

4. The aircraft fuel pump of Claim 3, wherein, The self-sealing valve mechanism includes a first torsion spring, a first pin shaft and a first valve; The first pin shaft is arranged in the pump shell, the first valve is movably sleeved on the first pin shaft, and the first torsion spring is arranged on the first pin shaft. The one-way valve mechanism includes a second torsion spring, a second pin shaft and a second valve. The second pin shaft is arranged in the pump shell, the second valve is movably sleeved on the second pin shaft, and the second torsion spring is arranged on the second pin shaft.

5. The aircraft fuel pump of Claim 3, wherein, One end of the rotor close to the oil outlet end is coaxially connected with a motor, the radial surface of the second convex ring is provided with a fuel cooling circuit inlet, one end of the fuel cooling circuit inlet is communicated with the fuel chamber, and the other end of the fuel cooling circuit inlet is communicated with a cooling circuit arranged in the motor.

6. The aircraft fuel pump of Claim 5, wherein, The cooling circuit is communicated with a fuel cooling circuit outlet arranged on the pump core and communicated with the oil inlet chamber.

7. An aircraft fuel pump as claimed in claim 6, characterised in that One side of the pump core is provided with a separate cavity, one end of the cavity is provided with a communication port communicated with the oil inlet chamber, the other end of the cavity is provided with a safety inlet communicated with the fuel chamber, and a valve mechanism is arranged in the cavity to realize one-way communication between the cavity and the fuel chamber.

8. The aircraft fuel pump of Claim 7, wherein, The valve mechanism includes an elastic member, a valve core and a valve sleeve. The valve sleeve is arranged at the safety inlet of the cavity, the elastic member is arranged in the cavity, the valve core is arranged at one end of the elastic member close to the valve sleeve, one end of the valve core is abutted against the elastic member, and the other end of the valve core is abutted against the valve sleeve.

9. An aircraft fuel pump as claimed in claim 8, characterised in that, One end of the elastic member away from the valve sleeve is provided with a fine adjustment washer.

10. An aircraft fuel pump as claimed in any one of claims 1 to 6, characterised in that, The rotating plate comprises four F-shaped plates, two of which are symmetrically connected to form two plate structures with holes, and the two plate structures cross to form a cross structure with a cross shape as a whole, the cross structure is installed in the rotor, each branch of the cross structure extends out of the rotor, and the end of each branch of the cross structure is close to the inner wall of the stator, and the cross section of the stator inner cavity is a high-order curve.

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