Constant flow control valve for aviation equipment

Abstract

The utility model relates to a constant flow control valve for aviation equipment, which comprises a valve sleeve, a valve core capable of moving up and down is connected in the valve sleeve in a sliding manner, an oil inlet is arranged at the lower end of the valve sleeve, an oil outlet is arranged at the upper end of the valve sleeve, a central hole extending along the axial direction is arranged on the valve core, and a closure groove communicated with the central hole is arranged on the side wall of the valve core. The valve sleeve is provided with a flow channel extending in the radial direction, the intercepting groove is communicated with the oil inlet through the flow channel, and a spring is arranged between the upper end of the valve element and the top wall of the valve sleeve. In the working process of the valve, differential pressure control at the two ends of the valve element has a negative feedback function, differential pressure closed-loop control can be achieved, and differential pressure control is stable.

Description

TECHNICAL FIELD

[0001] The utility model belongs to valve technical field, and specifically relates to a constant flow control valve for aviation equipment. BACKGROUND

[0002] With the rapid development of aviation industry, the performance requirement of aviation equipment is also higher and higher. In aviation equipment, the flow control valve is one of the key components to ensure the stable operation of the system. Especially in the key parts such as aviation refueling system and hydraulic system, strict requirements are put forward for the constant flow characteristics of the flow control valve. However, the existing flow control valve often cannot guarantee the constant flow of the output end when responding to the pressure change of the input end, thereby affecting the stability and reliability of the system. In the fuel control system of an aero-engine, the starting ignition of the engine often adopts constant flow oil supply. At present, constant flow oil supply is mainly realized through a thin film structure, and the hysteresis of the thin film structure is large, which is easily affected by temperature and has poor control precision. SUMMARY

[0003] Therefore, the utility model wants to solve the problem of poor control precision in the prior art.

[0004] Therefore, the utility model wants to solve the problem of poor control precision in the prior art.

[0005] Preferably, the top end of the valve core is provided with a throttling nozzle.

[0006] Preferably, the top end of the spring is provided with an adjusting gasket.

[0007] Preferably, the top end of the valve core is provided with a throttling nozzle.

[0008] Preferably, the outer wall of the valve sleeve is provided with a plurality of first O-shaped sealing rings.

[0009] Preferably, the top end of the valve core is provided with a throttling nozzle.

[0010] The utility model technical scheme has the following advantages: when the outlet port pressure increases, the valve core moves downward, the inlet throttling area of the intercepting groove is increased, the oil inlet is increased, and the lower end pressure of the valve core is increased. When the outlet port pressure decreases, the valve core moves upward, the inlet throttling area of the intercepting groove is reduced, the oil inlet is reduced, and the lower end pressure of the valve core is reduced. During the working process of the valve, the pressure difference control of the two ends of the valve core has a negative feedback function, the pressure difference closed loop control can be realized within a certain range, and the pressure difference control can be basically stable.

[0011] Other features and advantages of the present application will be set forth in the following description of the application, and in part will become apparent to those skilled in the art upon examination of the following or can be learned by practice of the application. The objects and other advantages of the application can be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

[0012] The technical solutions of the present application will be further described in detail below with the aid of the accompanying drawings and examples. BRIEF DESCRIPTION OF DRAWINGS

[0013] The accompanying drawings are included to provide a further understanding of the present application and are incorporated in and constitute a part of this specification, illustrate embodiments of the present application and serve to explain the present application, and do not limit the present application. In the drawings:

[0014] Figure 1 is a structural schematic diagram of the present application;

[0015] Wherein, 1, valve sleeve; 2, valve core; 3, oil inlet; 4, oil outlet; 5, center hole; 6, intercepting groove; 7, flow channel; 8, spring; 9, throttle nozzle; 10, adjusting gasket; 11, screw plug; 12, first O-shaped sealing ring; 13, second O-shaped sealing ring. DETAILED DESCRIPTION

[0016] In order to make the technical problems, technical solutions and beneficial effects of the present application more clearly understood, the present application will be further described in detail below with the aid of the accompanying drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and do not limit the present application.

[0017] It should be noted that when a component is referred to as "fixed to" or "disposed on" another component, it can be directly on the other component or indirectly on the other component. When a component is referred to as "connected to" another component, it can be directly or indirectly connected to the other component.

[0018] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and therefore cannot be understood as indicating or implying 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 limiting the present application.

[0019] In addition, the terms "first", "second", "third", etc. are used only for descriptive purposes and should not be construed as indicating or implying relative importance or an indicated number of technical features. Therefore, the features defined as "first", "second", etc. can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0020] The utility model provides a kind of for aviation equipment constant flow control valve, as shown in Figure 1 As shown, comprising: valve sleeve 1, valve sleeve 1 is slidably connected with the valve core 2 that moves up and down in, the lower end of valve sleeve 1 is provided with inlet 3, the upper end of valve sleeve 1 is provided with outlet 4, the valve core 2 is provided with the center hole 5 extending along the axial direction, the side wall of valve core 2 is provided with the intercepting groove 6 being communicated with center hole 5, the upper end of valve sleeve 1 is provided with the flow channel 7 extending along the radial direction, the intercepting groove 6 is communicated with inlet 3 by flow channel 7, and the upper end of valve core 2 is provided with spring 8 between the top wall of valve sleeve 1. The upper end of valve core 2 is provided with throttle nozzle 9, for reducing the cross section of fluid, improve fluid pressure. The upper end of spring 8 is provided with adjusting washer 10, for adjusting spring force under balanced state. The upper end of valve sleeve 1 is provided with screw plug 11, and it is convenient to install and fix by screw thread connection. The outer wall of valve sleeve 1 is provided with a plurality of first O-shaped sealing rings 12, to improve the sealing performance. The upper end of valve core 2 and throttle nozzle 9 are provided with second O-shaped sealing ring 13, to improve the sealing performance between valve core 2 and throttle nozzle 9.

[0021] The working principle and beneficial technical effects of the above technical solution are as follows: high-pressure oil enters from inlet 3, enters the lower end of valve core 2 through flow channel 7 and intercepting groove 6, enters the upper end of valve core 2 through center hole 5 and throttle nozzle 9, and the top of valve sleeve 1 is communicated with outlet 4. Because the upper end surface of valve core 2 is acted on by spring 8 with a certain pre-pressure, the pressure difference between the two ends of valve core 2 is balanced with the spring force during normal operation. When the pressure of inlet 3 increases, the pressure of the lower end of valve core 2 also increases, valve core 2 moves upward, the throttle area of the inlet of intercepting groove 6 decreases, the oil inlet decreases, and the pressure of the lower end of valve core 2 decreases. When the pressure of inlet 3 decreases, the pressure of the lower end of valve core 2 also decreases, valve core 2 moves downward, the throttle area of the inlet of intercepting groove 6 increases, the oil inlet increases, and the pressure of the lower end of valve core 2 increases. When the pressure of outlet 4 increases, valve core 2 moves downward, the throttle area of the inlet of intercepting groove 6 increases, the oil inlet increases, and the pressure of the lower end of valve core 2 increases. When the pressure of outlet 4 decreases, valve core 2 moves upward, the throttle area of the inlet of intercepting groove 6 decreases, the oil inlet decreases, and the pressure of the lower end of valve core 2 decreases. During the operation of the valve, the pressure difference between the two ends of the valve core has a negative feedback function, which can realize closed-loop control of the pressure difference within a certain range, and can basically stabilize the pressure difference control.

[0022] According to the principle of small hole throttling Among them, QFor small hole flow, S is small hole area, ΔP is pressure difference at both ends of small hole, k is constant, it is known that under the condition that the pressure difference and the area of both hole faces are constant, the output flow is also constant.

[0023] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application also intends to include these modifications and variations.

Claims

1. An aircraft equipment constant flow control valve characterized by, The utility model relates to a valve sleeve (1) is provided with the oil inlet (3) at the lower end, the oil outlet (4) at the upper end, the center hole (5) extending along the axial direction on the valve core (2) top, the intercepting groove (6) on the side wall of valve core (2) and being communicated with the center hole (5), the flow channel (7) extending along the radial direction on the valve sleeve (1), the intercepting groove (6) and the oil inlet (3) are communicated through the flow channel (7), and the spring (8) is arranged between the upper end of valve core (2) and the top wall of valve sleeve (1). The throttle nozzle (9) is arranged on the top end of valve core (2).

2. An aircraft equipment constant flow control valve according to claim 1, wherein The adjusting washer (10) is arranged on the top end of spring (8).

3. The constant flow control valve for use in aircraft equipment according to claim 1, wherein The screw plug (11) is arranged on the upper end of valve sleeve (1).

4. The constant flow control valve for use in aircraft equipment according to claim 1, wherein The first O-shaped sealing ring (12) is arranged on the outer wall of valve sleeve (1).

5. The constant flow control valve for use in aircraft equipment according to claim 1, wherein The second O-shaped sealing ring (13) is arranged between the upper end of valve core (2) and the throttle nozzle (9).

6. A constant flow control valve for use in aircraft equipment according to claim 2, wherein ​

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