Aircraft oil pressure pulsation buffer

Abstract

The utility model discloses an airplane oil pressure pulsation buffer which comprises a lower shell, the top of the lower shell is fixedly connected with an upper shell through a bolt, the two sides of the lower shell are communicated with an oil inlet pipe and an oil outlet pipe respectively, the airplane oil pressure pulsation buffer further comprises a buffer mechanism, and the buffer mechanism is arranged in the upper shell. The adjusting mechanism is arranged above the buffering mechanism; and the auxiliary mechanism is arranged in the lower shell. The utility model relates to the technical field of aerospace hydraulic equipment, in particular to an aircraft oil pressure pulsation buffer, which realizes the adjustment of the elasticity of a spring through the matching of a connecting column, a screw rod, a curved column, a sliding rod and a limiting part, and solves the problem that the elasticity of the spring is weakened after the spring works for a long time when the oil pressure is buffered, so that the service life of the buffer is prolonged. The elastic modulus of the spring is changed, and the elastic force of the spring cannot be adjusted, so that the buffer performance of the oil pressure pulsation buffer is sharply reduced, and the use effect of the buffer is reduced.

Description

Technical Field

[0001] This utility model relates to the field of aerospace hydraulic equipment technology, specifically to an aircraft oil pressure pulsation damper. Background Technology

[0002] Aircraft hydraulic systems operate in complex environments, facing various harsh conditions during flight, such as high altitude and low temperature, air pressure changes, and severe vibrations. Oil pressure pulsation can cause hydraulic lines to vibrate and generate noise, so a damper is needed to buffer the aircraft's oil pressure.

[0003] For example, an oil pressure pulsation buffer with authorization announcement number CN222687639U includes a buffer chamber, a damper body, a delivery pipe, a one-way pressure valve, and a cleaning assembly. The damper body is fixed to the top of the buffer chamber, and the delivery pipe is symmetrically fixed and connected to the periphery of the buffer chamber. Although the above document solves the problem that the pulsation buffer is not suitable for excessively high oil pressure when it is working, and that the impurities deposited at the bottom of the buffer are not easily washed away with the oil when cleaning the impurities in the buffer;

[0004] However, when buffering the oil pressure, the piston drives the spring to reciprocate through compression and rebound. After the spring has been working for a long time, the spring force will weaken, causing the spring's elastic modulus to change. Macroscopically, this manifests as a gradual weakening of the spring force. Since the spring force cannot be adjusted, when the spring force weakens to a certain extent, the buffering performance of the oil pressure pulsation damper will drop sharply, thereby reducing the damper's effectiveness. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model provides an aircraft oil pressure pulsation buffer, which solves the problem that when buffering oil pressure, the spring force weakens after prolonged operation, causing a change in the spring's elastic modulus. Since the spring force cannot be adjusted, the buffering performance of the oil pressure pulsation buffer will drop sharply when the spring force weakens to a certain extent, thereby reducing the buffer's effectiveness.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an aircraft oil pressure pulsation buffer, comprising a lower housing, an upper housing fixed to the top of the lower housing by bolts, an oil inlet pipe and an oil outlet pipe respectively connected to both sides of the lower housing, the aircraft oil pressure pulsation buffer further comprising a buffering mechanism disposed inside the upper housing; an adjusting mechanism disposed above the buffering mechanism; and an auxiliary mechanism disposed inside the lower housing; wherein, the buffering mechanism buffers the pressure of the aircraft oil, the adjusting mechanism adjusts the components inside the buffering mechanism, and the auxiliary mechanism extends the residence time of the aircraft oil inside the lower housing.

[0007] Preferably, the adjusting mechanism includes a connecting column, which is rotatably connected to the top of the inner wall of the upper housing via a sealed bearing; a screw is fixed to the bottom of the connecting column; a curved column is threaded to the outer wall of the screw; a slide rod is slidably engaged with the inner wall of the curved column; and a limiting part is provided on the outside of the connecting column; wherein, driven by the connecting column, the screw causes the curved column to move on the slide rod.

[0008] Preferably, the limiting part includes: a horizontal column fixed to the outer wall of the connecting column; a threaded hole opened at the top of the outer wall of the upper housing; and screws threadedly connected to the inner wall of the horizontal column and the inner wall of the threaded hole respectively; wherein, the connecting column after rotation is limited by the cooperation of the screws and the threaded hole.

[0009] Preferably, the auxiliary mechanism includes two first upright plates, both of which are fixed to the bottom of the inner wall of the lower housing; a second upright plate is fixed to the bottom of the inner wall of the lower housing and is located between the two first upright plates; through holes are threaded to the outer walls of the first upright plates and the second upright plate respectively; wherein, through the cooperation of the first upright plates, the second upright plates and the through holes, the residence time of the aircraft oil inside the lower housing is increased.

[0010] Preferably, the buffer mechanism includes a piston disposed inside the upper housing; a sealing ring fixed to the outer wall of the piston, and the outer wall respectively adhering to the inner wall of the lower housing and the inner wall of the upper housing; a column fixed to the top of the piston by bolts; a rubber ring adhering to the outer wall of the column; a connecting plate fixed to the outer wall of the rubber ring, and the outer wall adhering to the inner wall of the upper housing, and the top fixed to the inner wall of the crank column, and the top fixed to the bottom of the slide rod; two ends of the spring respectively fixed to the bottom of the connecting plate and the top of the piston, and the inner wall sleeved on the outer wall of the column; a pressure relief part disposed outside the lower housing; wherein, the piston, under the pressure of the aircraft oil, causes the column to move in the rubber ring, thereby causing the spring to undergo elastic deformation.

[0011] Preferably, the pressure relief section includes a pressure sensor, which is fixed to the inner wall of the lower housing by bolts; the pressure relief pipe is connected to the inner wall of the lower housing; wherein, the pressure sensor and the pressure relief pipe are used to relieve pressure inside the lower housing.

[0012] Preferably, sealing gaskets are attached to the top of the lower housing and the top of the upper housing, respectively.

[0013] Beneficial effects

[0014] This invention provides an aircraft oil pressure pulsation damper. It offers the following advantages: This aircraft oil pressure pulsation damper, through the cooperation of a connecting column, screw, crank, slide rod, and limiting part, achieves adjustable spring force. This solves the problem that when buffering oil pressure, the spring force weakens after prolonged operation, causing a change in the spring's elastic modulus. Since the spring force cannot be adjusted, when the spring force weakens to a certain extent, the damping performance of the oil pressure pulsation damper will drastically decrease, thus reducing the damper's effectiveness.

[0015] By combining the first vertical plate, the second vertical plate, and the through hole, the residence time of aircraft oil inside the lower casing is increased. This solves the problem that when aircraft oil enters the chamber inside the lower casing, the lack of any obstruction structure inside the chamber leads to a faster flow rate and a shorter residence time for the aircraft oil, thus reducing the buffering effect of the aircraft oil. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model;

[0017] Figure 2 This is a schematic diagram of the appearance of the present utility model;

[0018] Figure 3 for Figure 1 A structural schematic diagram of the piston, screw, and connecting column;

[0019] Figure 4 for Figure 3 Enlarged view of point A in the middle.

[0020] In the diagram: 1. Lower housing; 2. Upper housing; 3. Oil inlet pipe; 4. Oil outlet pipe; 5. Buffer mechanism; 51. Piston; 52. Sealing ring; 53. Column; 54. Connecting plate; 55. Rubber ring; 56. Spring; 57. Pressure relief part; 571. Pressure sensor; 572. Pressure relief pipe; 6. Adjustment mechanism; 61. Connecting column; 62. Screw; 63. Crank column; 64. Slide rod; 65. Limiting part; 651. Horizontal column; 652. Threaded hole; 653. Screw; 7. Auxiliary mechanism; 71. First vertical plate; 72. Second vertical plate; 73. Through hole; 8. Sealing gasket. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] When buffering oil pressure, the spring force will weaken after the spring has been working for a long time, causing the spring's elastic modulus to change. Since the spring force cannot be adjusted, when the spring force weakens to a certain extent, the buffering performance of the oil pressure pulsation damper will drop sharply, thereby reducing the damper's effectiveness.

[0023] In view of this, the present invention provides an aircraft oil pressure pulsation buffer. Through the cooperation of the connecting column, screw, crank column, slide rod and limiting part, the elastic force of the spring can be adjusted. This solves the problem that when buffering oil pressure, the elastic force of the spring will weaken after the spring has been working for a long time, which will cause the elastic modulus of the spring to change. Since the elastic force of the spring cannot be adjusted, when the elastic force of the spring weakens to a certain extent, the buffering performance of the oil pressure pulsation buffer will drop sharply, thereby reducing the effectiveness of the buffer.

[0024] Those skilled in the art can connect the components in this case sequentially. The specific connection and operation sequence should refer to the working principle described below. The detailed connection methods are well-known technologies in the field. The working principle and process are mainly described below.

[0025] Example 1: By Figure 1-4 It is known that an aircraft oil pressure pulsation buffer includes a lower housing 1, an upper housing 2 is fixed to the top of the lower housing 1 by bolts, and an oil inlet pipe 3 and an oil outlet pipe 4 are respectively connected to both sides of the lower housing 1. The aircraft oil pressure pulsation buffer also includes a buffering mechanism 5, an adjusting mechanism 6 and an auxiliary mechanism 7. The buffering mechanism 5 is disposed inside the upper housing 2; the adjusting mechanism 6 is disposed above the buffering mechanism 5; and the auxiliary mechanism 7 is disposed inside the lower housing 1. The buffering mechanism 5 buffers the pressure of the aircraft oil, the adjusting mechanism 6 adjusts the parts inside the buffering mechanism 5, and the auxiliary mechanism 7 increases the residence time of the aircraft oil inside the lower housing 1.

[0026] In the specific implementation process, it is worth noting that when the buffer is working, the staff opens the valves on the oil inlet pipe 3 and the oil outlet pipe 4, and the external aircraft oil enters the internal chamber of the lower housing 1 through the oil inlet pipe 3. The auxiliary mechanism 7 increases the residence time of the aircraft oil. At this time, the buffer mechanism 5 works to buffer the pressure of the aircraft oil. The buffered aircraft oil enters the external pipeline through the oil outlet pipe 4. The elasticity of the internal parts of the buffer mechanism 5 can be adjusted by the adjustment mechanism 6.

[0027] Example 2: From Figure 1-4It is known that the adjusting mechanism 6 includes a connecting column 61, a screw 62, a crank column 63, a slide rod 64, and a limiting part 65. The connecting column 61 is rotatably connected to the top of the inner wall of the upper housing 2 through a sealed bearing; the screw 62 is fixed to the bottom of the connecting column 61; the crank column 63 is threaded to the outer wall of the screw 62; the slide rod 64 is slidably engaged with the inner wall of the crank column 63; and the limiting part 65 is located outside the connecting column 61. Under the drive of the connecting column 61, the screw 62 causes the crank column 63 to move on the slide rod 64.

[0028] In the specific implementation process, it is worth noting that when adjusting the elasticity of the parts inside the buffer mechanism 5, the top of the connecting column 61 has a concave hole in the shape of a hexagon. The operator inserts a tool into the concave hole at the top of the connecting column 61 and rotates the tool, thereby causing the connecting column 61 to rotate. Scale lines can be opened on the surface of the upper housing 2, and a pointer can be set on the outer wall of the connecting column 61. Through the cooperation of the scale lines and the pointer, the operator can intuitively observe the rotation angle of the screw 62 and make precise adjustments. The connecting column 61 drives the screw 62 to rotate, and the screw 62 drives the crank column 63 to move. The crank column 63 moves on the slide bar 64, which limits the movement of the crank column 63, thereby adjusting the elasticity of the parts inside the buffer mechanism 5. After completion, the operator stops rotating the tool and removes the tool, thus realizing the adjustment of the elasticity of the parts inside the buffer mechanism 5.

[0029] Furthermore, the limiting part 65 includes a horizontal column 651, a threaded hole 652, and a screw 653. The horizontal column 651 is fixed to the outer wall of the connecting column 61; the threaded hole 652 is opened at the top of the outer wall of the upper housing 2; the screw 653 is threaded to the inner wall of the horizontal column 651 and the inner wall of the threaded hole 652 respectively; wherein, through the cooperation of the screw 653 and the threaded hole 652, the rotating connecting column 61 is limited.

[0030] In the specific implementation process, it is worth noting that when the connecting column 61 rotates, the operator rotates the screw 653 to rotate the screw 653 out of the threaded hole 652. The surface of the upper housing 2 has several equally spaced threaded holes 652 for material discharge. This releases the limiting position of the connecting column 61. After the connecting column 61 has finished rotating, the operator rotates the screw 653 in the opposite direction to rotate the screw 653 into the corresponding threaded hole 652, thereby limiting the rotation of the connecting column 61.

[0031] Furthermore, the auxiliary mechanism 7 includes a first upright plate 71, a second upright plate 72, and a through hole 73. There are two first upright plates 71, both of which are fixed to the bottom of the inner wall of the lower housing 1. The second upright plate 72 is fixed to the bottom of the inner wall of the lower housing 1 and is located between the two first upright plates 71. The through hole 73 is threaded to the outer wall of the first upright plate 71 and the outer wall of the second upright plate 72, respectively. Through the cooperation of the first upright plate 71, the second upright plate 72, and the through hole 73, the residence time of the aircraft oil inside the lower housing 1 is increased.

[0032] In the specific implementation process, it is worth noting that when the aircraft oil enters the lower housing 1, the aircraft oil is blocked by the first vertical plate 71 and the second vertical plate 72. The aircraft oil flows through the seam and through hole 73 between the first vertical plate 71 and the second vertical plate 72 and the inner wall of the lower housing 1, which slows down the flow speed of the aircraft oil and makes the aircraft oil stay in the lower housing 1 for a longer time.

[0033] Furthermore, the buffer mechanism 5 includes a piston 51, a sealing ring 52, a column 53, a connecting plate 54, a rubber ring 55, a sliding rod 64, and a pressure relief part 57. The piston 51 is disposed inside the upper housing 2; the sealing ring 52 is fixed to the outer wall of the piston 51, and the outer wall is respectively attached to the inner wall of the lower housing 1 and the inner wall of the upper housing 2; the column 53 is fixed to the top of the piston 51 by bolts; the rubber ring 55 is attached to the outer wall of the column 53; the connecting plate 54 is fixed to the rubber ring 55. The outer wall of the ring 55 is attached to the inner wall of the upper housing 2, and the top is fixed to the inner wall of the crank column 63 and the bottom of the slide rod 64; the two ends of the spring 56 are respectively fixed to the bottom of the connecting plate 54 and the top of the piston 51, and the inner wall is sleeved on the outer wall of the column 53; the pressure relief part 57 is provided on the outside of the lower housing 1; wherein, the piston 51 causes the column 53 to move in the rubber ring 55 under the pressure of the aircraft oil, thereby causing the spring 56 to undergo elastic deformation;

[0034] In the specific implementation process, it is worth noting that the rubber ring 55 is made of fluororubber. After the oil enters the lower housing 1 through the oil inlet pipe 3, the oil pressure acts on the piston 51, causing the piston 51 to move upward, which drives the column 53 to move in the rubber ring 55, thereby compressing the spring 56. The spring 56 undergoes elastic deformation. The model of the spring 56 is selected according to the actual situation. The energy of the oil pressure pulsation is converted into the elastic potential energy of the spring 56. During this process, the spring 56 will repeatedly rebound. Through the friction between the column 53 and the rubber ring 55, this part of the kinetic energy is consumed, which plays a damping role and realizes the buffering of the oil pressure.

[0035] Furthermore, the pressure relief section 57 includes a pressure sensor 571 and a pressure relief pipe 572. The pressure sensor 571 is fixed to the inner wall of the lower housing 1 by bolts; the pressure relief pipe 572 is connected to the inner wall of the lower housing 1; wherein, the pressure sensor 571 and the pressure relief pipe 572 are used to relieve pressure inside the lower housing 1.

[0036] In the specific implementation process, it is worth noting that a solenoid valve is fixedly connected to the outer wall of the pressure relief pipe 572. The solenoid valve model is ParkerD1VW004CNJW. The pressure sensor 571 model is TEConnectivityABP6000. The connection method between the pressure sensor 571 and the external controller adopts a redundant design with dual-channel output. The analog signal transmission uses shielded twisted-pair cable, and the digital signal uses an RS-485 bus. The sensor power supply uses an isolated power module to avoid electromagnetic interference. Surge protection and filtering circuits are added to the signal link. The connection method between the solenoid valve and the controller is to use a solid-state relay drive to reduce electromagnetic interference. The control signal uses... Differential transmission improves anti-interference capability, and the addition of a current monitoring circuit monitors the working status of the solenoid valve in real time. The solenoid valve power supply adopts a redundant power supply design to ensure safety in the event of a power failure. During the oil buffering process, the pressure sensor 571 monitors the oil pressure in the lower housing 1 in real time. When the pressure exceeds the set safety threshold due to abnormal conditions, the pressure sensor 571 transmits the signal to the controller. The controller activates the solenoid valve, opens the pressure relief pipe 572, and discharges a portion of the oil in the lower housing 1 to reduce the internal pressure. When the pressure is less than the set safety threshold, the controller controls the solenoid valve to close, thereby closing the pressure relief pipe 572. This ensures the safe operation of the buffer and the entire aircraft hydraulic system, and avoids component damage and oil leakage caused by excessive pressure.

[0037] Furthermore, sealing gaskets 8 are respectively attached to the top of the lower housing 1 and the top of the upper housing 2;

[0038] In the specific implementation process, it is worth noting that the sealing gasket 8 is made of sealing material suitable for the aviation environment, such as silicone rubber, which has good oil resistance, high and low temperature resistance and compression resilience. It can effectively fill the small gaps at the connection surfaces of the lower housing 1 and the upper housing 2, further enhance the overall sealing performance, prevent oil leakage, and ensure the reliable operation of the buffer in the aircraft hydraulic system.

[0039] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An aircraft oil hydraulic pressure pulsation damper comprising a lower housing (1), characterised in that: The top of the lower housing (1) is bolted to the upper housing (2). The lower housing (1) has an oil inlet pipe (3) and an oil outlet pipe (4) connected to its two sides respectively. The aircraft oil pressure pulsation buffer also includes: A buffer mechanism (5) is disposed inside the upper housing (2); An adjustment mechanism (6) is disposed above the buffer mechanism (5); An auxiliary mechanism (7) is disposed inside the lower housing (1); The pressure of the aircraft oil is buffered by the buffer mechanism (5), the internal parts of the buffer mechanism (5) are adjusted by the adjustment mechanism (6), and the residence time of the aircraft oil inside the lower housing (1) is increased by the auxiliary mechanism (7).

2. An aircraft oil hydraulic pressure pulsation damper according to claim 1, characterized in that: The adjustment mechanism (6) includes: The connecting column (61) is rotatably connected to the top of the inner wall of the upper housing (2) via a sealed bearing; The screw (62) is fixed to the bottom of the connecting post (61); A curved column (63) is threaded to the outer wall of the screw (62); The slide rod (64) is slidably engaged with the inner wall of the curved column (63); A limiting part (65) is provided on the outside of the connecting post (61); The screw (62) is driven by the connecting column (61) to move the curved column (63) on the slide rod (64).

3. An aircraft oil hydraulic pressure pulsation damper according to claim 2, characterised in that: The limiting part (65) includes: A horizontal column (651) is fixed to the outer wall of the connecting column (61); A threaded hole (652) is provided on the top of the outer wall of the upper housing (2); Screws (653) are threaded to the inner wall of the crossbar (651) and the inner wall of the threaded hole (652), respectively. The connecting column (61) is limited after rotation by the cooperation of the screw (653) and the threaded hole (652).

4. An aircraft oil hydraulic pressure pulsation damper according to claim 1, characterized in that: The auxiliary mechanism (7) includes: There are two first upright plates (71), both of which are fixed to the bottom of the inner wall of the lower shell (1); The second vertical plate (72) is fixed to the bottom of the inner wall of the lower housing (1) and is located between the two first vertical plates (71); Through holes (73) are threaded to the outer walls of the first vertical plate (71) and the second vertical plate (72), respectively; The cooperation of the first upright plate (71), the second upright plate (72) and the through hole (73) allows the aircraft oil to stay inside the lower housing (1) for a longer period of time.

5. An aircraft oil hydraulic pressure pulsation damper according to claim 2, characterized in that: The buffer mechanism (5) includes: Piston (51) is disposed inside the upper housing (2); A sealing ring (52) is fixed to the outer wall of the piston (51), and the outer wall is respectively attached to the inner wall of the lower housing (1) and the inner wall of the upper housing (2); The column (53) is bolted to the top of the piston (51); A rubber ring (55) is attached to the outer wall of the column (53); The connecting plate (54) is fixed to the outer wall of the rubber ring (55), and the outer wall is attached to the inner wall of the upper housing (2), and the top is fixed to the inner wall of the curved column (63), and the top is fixed to the bottom of the slide rod (64). The spring (56) is fixed at both ends to the bottom of the connecting plate (54) and the top of the piston (51), and its inner wall is sleeved on the outer wall of the column (53). A pressure relief section (57) is provided on the outside of the lower housing (1); The piston (51) moves the column (53) within the rubber ring (55) under the pressure of the aircraft oil, thereby causing the spring (56) to undergo elastic deformation.

6. An aircraft oil hydraulic pressure pulsation damper according to claim 5, characterised in that: The pressure relief section (57) includes: The pressure sensor (571) is bolted to the inner wall of the lower housing (1); A pressure relief pipe (572) is connected to the inner wall of the lower housing (1); The pressure sensor (571) and the pressure relief pipe (572) are used to relieve pressure inside the lower housing (1).

7. An aircraft oil hydraulic pressure pulsation damper according to claim 1, characterized in that: Sealing gaskets (8) are respectively attached to the top of the lower housing (1) and the top of the upper housing (2).

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