Aircraft hydraulic oil cut-off device

Abstract

The utility model belongs to the technical field of aviation hydraulic systems, and discloses an aircraft hydraulic oil cut-off device, which comprises a valve body provided with three through holes which are respectively connected with an oil inlet guide pipe, an oil return guide pipe and an oil outlet guide pipe; the electromagnetic valve is fixedly connected to the valve body, is in direct current connection with an airplane, and controls connection and disconnection of a hydraulic oil way in the valve body; the valve body is fixedly connected to a support of an airplane through bolts. On the premise that a hydraulic pipeline is not damaged, hydraulic oil output of the main pump can be cut off, and the failure condition of the main pump of the hydraulic system can be simulated.

Description

Technical Field

[0001] This utility model belongs to the technical field of aviation hydraulic systems, and specifically relates to an aircraft hydraulic oil cut-off device. Background Technology

[0002] The engine-driven pump is a constant-pressure variable pump, connected to the engine gearbox via a coupling, and operates when the engine starts. At engine speed of 6432 rpm (takeoff speed), the engine-driven pump outputs full flow; at engine speeds of 4414 rpm (ground idle speed), 5360 rpm (cruise speed), and 5675 rpm (climb speed), the engine-driven pump provides a corresponding percentage of flow output.

[0003] The engine-driven pump is mechanically connected to the engine and cannot be manually shut down. However, CCAR25.1309(c)(d) and CCAR25.1435c(2) require hydraulic systems to undergo failure condition simulation tests to demonstrate the safety of the hydraulic system.

[0004] Therefore, a hydraulic oil cut-off device needs to be installed in the hydraulic system to simulate the failure of the main pump of the hydraulic system. Utility Model Content

[0005] The purpose of this invention is to provide an aircraft hydraulic oil cut-off device that can cut off the hydraulic oil output of the main pump without damaging the hydraulic pipeline, thus simulating the failure of the main pump of the hydraulic system.

[0006] The technical solution of this utility model is implemented as follows:

[0007] An aircraft hydraulic oil cut-off device, comprising:

[0008] The valve body has three connectors, which are respectively connected to the oil inlet pipe, the oil return pipe and the oil outlet pipe;

[0009] The solenoid valve is fixedly connected to the valve body and is connected to the aircraft's DC power supply to control the opening and closing of the hydraulic oil circuit in the valve body.

[0010] The valve body is fixedly connected to the aircraft's support frame by bolts.

[0011] As a further embodiment of this utility model: the valve body is a two-position three-normally open valve with a 0.750in oil inlet connected to an oil inlet conduit;

[0012] It has a 0.750-inch oil outlet that connects to the oil outlet conduit;

[0013] It has a 0.500in return port for connecting to the return oil conduit.

[0014] As a further embodiment of this utility model: after the oil inlet conduit, oil return conduit and oil outlet conduit are installed, it is necessary to make linear anti-loosening marks on the outer nut and pipe joint, with a mark line width of 1mm to 2mm.

[0015] As a further embodiment of this utility model: the solenoid valve is provided with an electrical connector, which is connected to the aircraft's DC power supply via a wire.

[0016] As a further embodiment of this utility model: three connecting lugs are provided on the valve body, and a through hole of Φ6.4 is opened on each connecting lug. The bolts are used to connect the valve body to the bracket of the aircraft through the through hole.

[0017] As a further embodiment of this utility model: three support plate nuts are riveted to the bracket, the positions of the three support plate nuts correspond to the positions of the three through holes, and the bolts are adapted to the support plate nuts.

[0018] As a further embodiment of this utility model: a gasket is provided between the bolt and the connecting lug of the valve body.

[0019] As a further embodiment of this utility model: there are two wires, one with high potential and one with low potential, both with a specification of 22AWG. One end of the wire is connected to the two pins of the electrical connector, and the other end is connected to the positive and negative terminals of the DC power supply on the aircraft.

[0020] The beneficial effects of this application are as follows:

[0021] 1. This application can maintain the normal operation of the hydraulic system in the event of a power outage.

[0022] 2. When the 28V DC power is connected, the solenoid valve is activated, the pressure and oil supply lines of the engine drive pump are cut off, and then the swashplate of the engine drive pump automatically rotates to 0 degrees. The engine drive pump adjusts its own output oil volume to zero and no longer provides pressure and flow to the user. At this time, the state of engine drive pump failure is simulated.

[0023] 3. When the 28V DC power is disconnected, the solenoid valve loses its magnetism, the engine-driven pump pressure and oil supply pipeline is reconnected, and the engine-driven pump supplies pressure and oil to the pipeline and the user.

[0024] The present application will be further described in detail below with reference to the accompanying drawings of the embodiments. Attached Figure Description

[0025] Figure 1 A schematic diagram of an aircraft hydraulic oil cut-off device;

[0026] Figure 2 A schematic diagram of the installation of an aircraft hydraulic oil cut-off device;

[0027] The numbers in the diagram are explained as follows: 1. Valve body; 2. Solenoid valve; 3. Oil inlet pipe; 4. Oil return pipe; 5. Oil outlet pipe; 6. Electrical connector; 7. Wire; 8. Bolt; 9. Support plate nut; 10. Bracket; 11. Oil inlet; 12. Oil return port; 13. Oil outlet; 14. Gasket. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of the embodiments of this utility model will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this utility model. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0029] The following is in conjunction with the appendix Figure 1-2 The embodiments of this utility model will be described in detail below.

[0030] Example 1

[0031] An aircraft hydraulic oil cut-off device, comprising:

[0032] The valve body 1 has three connectors, which are respectively connected to the oil inlet pipe 3, the oil return pipe 4 and the oil outlet pipe 5;

[0033] Solenoid valve 2 is fixedly connected to valve body 1 and is connected to the aircraft DC power supply to control the opening and closing of the hydraulic oil circuit inside valve body 1.

[0034] The valve body 1 is fixedly connected to the aircraft bracket 10 by bolts 8.

[0035] The valve body 1 is a two-position three-normally open valve with a 0.750-inch oil inlet 11, which is connected to the oil inlet conduit 3.

[0036] It has an oil outlet 13 with a length of 0.750 inches, which is connected to the oil outlet conduit 5;

[0037] It has a 0.500in oil return port 12, which is connected to the oil return conduit 4.

[0038] After the oil inlet conduit 3, oil return conduit 4 and oil outlet conduit 5 are installed, linear anti-loosening marks need to be made on the outer sleeve nut and pipe joint. The width of the marking line is 1mm to 2mm.

[0039] The solenoid valve 2 is equipped with an electrical connector 6, which is connected to the aircraft's DC power supply via a wire 7.

[0040] The valve body 1 is provided with three connecting lugs, each of which has a Φ6.4 through hole. The bolt 8 connects the valve body 1 to the aircraft bracket 10 through the through hole.

[0041] The bracket 10 is riveted with three support plate nuts 9, the positions of the three support plate nuts 9 correspond to the positions of the three through holes, and the bolt 8 is adapted to the support plate nuts 9.

[0042] A gasket 14 is provided between the bolt 8 and the connecting lug of the valve body 1.

[0043] The wire 7 has two wires, one with a high potential and one with a low potential, both with a specification of 22AWG. One end of the wire 7 is connected to the two pins of the electrical connector 6, and the other end is connected to the positive and negative terminals of the DC power supply on the aircraft.

[0044] Example 2

[0045] This utility model provides an aircraft hydraulic oil cut-off device, which mainly consists of a valve body 1, a solenoid valve 2, an oil inlet pipe 3, an oil return pipe 4, an oil outlet pipe 5, an electrical connector 6, a wire 7, a bolt 8, a support plate nut 9, and a bracket 10.

[0046] The solenoid valve 2 operates at 28V DC. The valve body 1 has three Φ6.4mm triangularly spaced through holes for mounting bolts 8. The valve body 1 is a two-position, three-way normally open valve; it is open when not energized and closed when energized. The valve body 1 has a 0.750-inch oil inlet 11 for connection to the oil inlet conduit 3, a 0.750-inch oil outlet 13 for connection to the oil outlet conduit 5, and a 0.500-inch oil return port 12 for connection to the oil return conduit 4.

[0047] The aforementioned through hole is used for the passage of a standard NAS6304A6 bolt 8. A NAS1149D0432J gasket 14 is installed between the NAS6304A6 bolt 8 and the valve body 1.

[0048] The bracket 10 is a sheet metal part with a thickness of 2mm; three standard parts MS21059L4 support plate nuts 9 are riveted to the bracket 10.

[0049] The thread of the standard part MS21059L4 pallet nut 9 can be matched with the standard part NAS6304A6 bolt 8 for fixing and tightening.

[0050] There are two wires 7, one with high potential and one with low potential. Both are 22AWG in diameter. One end is connected to the two pins of the solenoid valve 2 via the electrical connector 6, and the other end is connected to the positive and negative terminals of the DC power supply on the aircraft.

[0051] Detailed installation method:

[0052] Mount the plate nut 99 onto the bracket 1010 with rivets to integrate the solenoid valve 22 with the valve body 11. Then tighten the bolts 88 onto the plate nut 99. At this point, the valve body 11 and the solenoid valve 22 can be fixed on the aircraft.

[0053] Connect the oil inlet 11 on valve body 1 to the oil inlet conduit 3, and tighten the outer nut to a torque of 96.6-106.8 N·m. Connect the oil outlet 13 on valve body 1 to the oil outlet conduit 5, and tighten the outer nut to a torque of 96.6-106.8 N·m. Connect the oil return port 12 on valve body 1 to the oil return conduit 4, and tighten the outer nut to a torque of 53.1-62.2 N·m. After the conduits are installed, use Type II Class 1 AMMS2502 red paint to make linear anti-loosening marks on the outer nut and pipe joints. The mark line width should be 1mm to 2mm.

[0054] Connect one end of wire 77 to the positive terminal of the aircraft's DC power supply and the other end to one socket of the electrical connector 6. Connect one end of the other wire 77 to the negative terminal of the aircraft's DC power supply and the other end to another socket of the electrical connector 6.

[0055] Screw the electrical connector 66 onto the solenoid valve 2. At this point, the socket of the electrical connector 6 can make contact with the pins on the solenoid valve 2 to establish a circuit.

[0056] When the aircraft is powered by DC, solenoid valve 2 will close, which will disconnect the hydraulic oil circuit in valve body 1 and cut off the hydraulic oil.

[0057] Thus, the objective of this utility model has been achieved.

[0058] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An aircraft hydraulic fluid shutoff device, comprising: It comprises: a valve body provided with three connecting heads connected with an oil inlet pipe, an oil return pipe and an oil outlet pipe respectively; a solenoid valve fixedly connected with the valve body and connected with a direct current power source of an airplane to control the opening and closing of a hydraulic oil circuit in the valve body; the valve body is fixedly connected with a support of the airplane by bolts.

2. The aircraft hydraulic fluid shutoff device of claim 1, wherein, the valve body is a two-position three-way normally open valve provided with a 0.750in oil inlet connected with the oil inlet pipe; a 0.750in oil outlet connected with the oil outlet pipe; a 0.500in oil return connected with the oil return pipe.

3. The aircraft hydraulic fluid shutoff device of claim 2, wherein, After the oil inlet pipe, the oil return pipe and the oil outlet pipe are installed, a line-shaped anti-loosening mark is needed to be made on the sleeve nut and the pipe joint, and the width of the mark is 1mm-2mm.

4. The aircraft hydraulic fluid shutoff device of claim 3, wherein, an electric connector is arranged on the solenoid valve, and the electric connector is connected with the direct current power source of the airplane by wires.

5. The aircraft hydraulic fluid shutoff device of claim 4, wherein, three connecting lugs are arranged on the valve body, and a Φ6.4 through hole is arranged on each connecting lug, and the bolts pass through the through holes to connect the valve body with the support of the airplane.

6. The aircraft hydraulic fluid shutoff device of claim 5, wherein, three bracket nuts are riveted on the support, and the positions of the three bracket nuts correspond to the positions of the three through holes, and the bolts are matched with the bracket nuts.

7. The aircraft hydraulic fluid shutoff device of claim 6, wherein, a gasket is arranged between the bolts and the connecting lugs of the valve body.

8. The aircraft hydraulic fluid shutoff device of claim 7, wherein, the wires are two, one is high potential and the other is low potential, and the specifications of the wires are both 22AWG, one end of the wires is connected with two pins of the electric connector, and the other end is connected with the positive and negative poles of the direct current power source of the airplane.

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