An aeroengine starting oil circuit control valve

Abstract

The utility model provides an aero-engine starting oil circuit control valve, including valve body and its oil inlet, oil outlet, oil circuit passage, oil circuit control mechanism contains first valve chamber, sliding first valve plug, the valve rod that is fixed in valve plug with the same axis and inserts oil circuit passage through through -hole, and installs the elastic member in first valve chamber. First valve chamber other end is equipped with the air inlet nozzle that is connected with the engine compressor air outlet end. The elastic force of elastic member is consistent with the air pressure direction of air inlet nozzle, drives the valve plug to make the valve rod insert passage and closes the oil circuit together. When starting, the oil pressure of oil inlet overcomes the elastic force of elastic member, promotes the valve plug to make the valve rod exit passage and opens the oil circuit, when stable operation, the resultant force of air pressure increase and elasticity is greater than oil pressure, promotes the valve plug to make the valve rod insert passage and closes the oil circuit. The utility model discloses utilize the mechanical balance of oil pressure, air pressure and elasticity to realize automatic opening and closing, need not circuit control, the structure is simplified reliable, is favorable to light weight.

Description

Technical Field

[0001] This utility model relates to the field of aero-engine technology, and more specifically, to an aero-engine starting oil circuit control valve. Background Technology

[0002] In the fuel supply system of modern small and medium-sized aero engines, the electric fuel pump, as a core control component, is responsible for regulating the fuel delivery rhythm. Its workflow exhibits significant phased characteristics: During the start-up phase, before the aero engine compressor has established high pressure, fuel is delivered to the centrifugal starter nozzle through the starter fuel circuit. This nozzle atomizes the fuel into fine particles using centrifugal force, which are then ignited by a spark released by a high-energy igniter, enabling the engine to start smoothly. Once the engine reaches a stable operating state, the fuel supply automatically switches to the main fuel circuit, achieving continuous fuel supply through the venturi nozzle. At this time, the aero engine compressor establishes high pressure, and the starter fuel circuit completes its mission and enters a closed state.

[0003] Currently, the shutdown of the starting fuel circuit generally relies on solenoid valves. However, the operation of solenoid valves requires a complex circuit system, including dedicated control modules, signal transmission lines, and protective devices. This complex circuit design not only increases the difficulty of system integration but also directly leads to a significant increase in the size of the aircraft engine fuel system, occupying additional limited installation space inside the aircraft. This creates a sharp contradiction with the development requirements of lightweight and miniaturized aircraft for small and medium-sized aircraft, severely restricting the potential for improvement in core indicators such as range and maneuverability. Utility Model Content

[0004] The technical problem to be solved by this application is that the reliance on solenoid valves leads to system complexity, which makes it difficult to meet the needs of aircraft miniaturization. In order to overcome the above-mentioned defects of the prior art, this application provides an aircraft engine starting oil circuit control valve.

[0005] This application provides a control valve for the starting oil circuit of an aircraft engine, comprising:

[0006] The valve body has an inlet for connecting to the fuel pump and an outlet for connecting to the starter nozzle. The valve body has an oil passage connecting the inlet and the outlet.

[0007] The oil circuit control mechanism includes a first valve chamber, a first valve plug, a valve stem, and an elastic element. The first valve chamber has a cylindrical hollow structure and is located within the valve body. One end of the first valve chamber has a through hole leading to an oil circuit passage, and the other end of the first valve chamber has an air inlet communicating with the first valve chamber. The air inlet is used to connect to the compressor outlet of an aero-engine. The first valve plug is slidably connected within the first valve chamber. The valve stem is coaxially fixed to the first valve plug and passes through the through hole to insert into the oil circuit passage. The outer diameter of the valve stem matches the inner diameter of the oil circuit passage. The elastic element is installed within the first valve chamber. In the initial state, the elastic element drives the first valve plug to move towards the through hole, causing the valve stem to insert into the oil circuit passage.

[0008] During the start-up phase of the aero-engine, the oil pressure at the oil inlet overcomes the elastic force of the elastic element, pushing the first valve plug towards the air inlet via the valve stem. The valve stem then exits the oil passage to open the oil passage. After the aero-engine enters a stable operating state, the air pressure at the compressor outlet increases. The combined force of the elastic force of the elastic element and the air pressure entering the air inlet is greater than the oil pressure, pushing the first valve plug towards the through hole. The valve stem then re-enters the oil passage to close the oil passage.

[0009] Compared with existing technologies, the starting oil circuit control valve for aero-engines disclosed in this application has the following advantages: it realizes automatic switching of the starting oil circuit between the starting phase and the stable operation state of the aero-engine. During startup, the oil pressure at the inlet overcomes the elastic force of the elastic element, and the valve stem exits the oil circuit channel to open the oil circuit, ensuring oil supply for startup; after stable operation, the air pressure at the compressor outlet increases, and the combined force of the air pressure and the elastic force of the elastic element is greater than the oil pressure, causing the valve stem to insert into the oil circuit channel to close the oil circuit. This eliminates the need for complex circuit control, simplifies the system structure, reduces integration difficulty, and meets the development needs of lightweight and miniaturized small and medium-sized aircraft; that is, control is achieved through mechanical structure (interaction of oil pressure, air pressure, and elastic force of the elastic element), reducing the use of circuit components, lowering the risk of starting oil circuit control failure due to circuit faults, and improving reliability.

[0010] In one possible implementation, the oil circuit control mechanism further includes a second valve chamber and a second valve plug disposed within the second valve chamber. The second valve chamber has a cylindrical hollow structure and is located within the valve body. The two ends of the second valve chamber are respectively provided with a first inlet and a second inlet. The first inlet communicates with the oil outlet of the oil circuit channel, and the second inlet communicates with the air intake nozzle. An outlet is provided on the side wall of the second valve chamber, communicating with the oil outlet. The second valve plug is movable between the first inlet and the second inlet. When the second valve plug blocks the first inlet, the second inlet communicates with the outlet; when the second valve plug blocks the second inlet, the first inlet communicates with the outlet. Compared with the prior art, by moving the second valve plug between the first and second inlets, selective communication between the oil circuit channel and the oil outlet, and between the air intake nozzle and the oil outlet, is achieved under different conditions, improving the flexibility and accuracy of oil circuit control. Simultaneously, it can better adapt to the fuel supply requirements of the aero-engine under different operating conditions, enhancing the adaptability of the starting oil circuit control valve to complex operating environments, and further ensuring the stability of fuel supply during engine start-up and stable operation. Furthermore, it improves the reliability of the starting oil circuit shutdown after the engine is running stably.

[0011] In one possible implementation, the second valve plug is a spherical valve plug, which is rolled within the second valve chamber. The diameter of the spherical valve plug is larger than the diameters of the first inlet, second inlet, and outlet orifices. Compared to existing technologies, this allows the spherical valve plug to seal the corresponding orifices more tightly, improving sealing reliability and reducing the possibility of fuel or gas leakage. The rolling configuration of the spherical valve plug within the second valve chamber also allows for more flexible movement, enabling rapid response to pressure changes and position switching, thus improving the sensitivity of oil circuit switching and ensuring timely oil circuit transitions under different operating conditions.

[0012] In one possible implementation, the valve body is provided with an airflow channel. One end of the airflow channel is connected to the second inlet, and the other end is connected to the side of the first valve chamber near the air inlet. When the first valve plug moves away from the air inlet, the air inlet and the second inlet are connected. Compared with the prior art, the airflow channel connecting the air inlet and the second inlet in the valve body provides a dedicated path for the air inlet to deliver gas to the second inlet, ensuring smooth gas transmission, avoiding gas loss or interference during transmission, ensuring that the second valve plug can accurately respond to changes in gas pressure, and further improving the stability of the oil circuit control.

[0013] In one possible implementation, a first sealing ring is provided on the outer peripheral wall of the first valve plug, and the first sealing ring is in contact with the inner wall of the first valve chamber. Compared with the prior art, the first sealing ring on the outer peripheral wall of the first valve plug, which is in contact with the inner wall of the first valve chamber, effectively enhances the sealing performance of the first valve chamber, prevents gas leakage in the first valve chamber, ensures stable pressure in the first valve chamber, ensures that the first valve plug can move under accurate pressure, and improves the working reliability of the oil circuit control mechanism.

[0014] In one possible implementation, the elastic element is a helical spring, with one end abutting against the first valve plug and the other end abutting against the air inlet. Compared with the prior art, the use of a helical spring, with one end abutting against the first valve plug and the other end abutting against the air inlet, can stably provide elastic force. The helical spring has a simple structure, low cost, stable performance, and good elastic recovery capability, and can stably participate in the force balance of oil pressure and air pressure over a long period, ensuring the control accuracy of the starting oil circuit control valve during long-term use.

[0015] In one possible implementation, a groove is provided on the end face of the first valve plug facing away from the valve stem, and the end of the helical spring is embedded in the groove. Compared with the prior art, the groove on the end face of the first valve plug facing away from the valve stem, with the end of the helical spring embedded in the groove, provides a positioning function for the helical spring, preventing it from shifting or wobbling in the first valve chamber, ensuring the stability of the spring force direction, and ensuring that it can form a stable combined force with the air pressure introduced through the air inlet, thereby ensuring the accuracy of the movement of the first valve plug and improving the precision of oil circuit control.

[0016] In one possible implementation, a guide block is provided in the first valve chamber, the guide block abutting against the end face of the through hole, and the guide block has a guide hole for sliding through the valve stem, the guide hole being coaxially arranged with the through hole. Compared with the prior art, the guide block in the first valve chamber, with its guide hole coaxial with the through hole and matching the valve stem, provides guidance for the movement of the valve stem, ensuring precise axial movement of the valve stem, preventing deviation or jamming during movement, ensuring accurate insertion or withdrawal of the valve stem into or out of the oil passage, and improving the reliability of oil passage opening and closing.

[0017] In one possible implementation, a second sealing ring is fitted onto the valve stem, and the second sealing ring is pressed between the end face of the through hole and the guide block. Compared with the prior art, fitting a second sealing ring onto the valve stem and pressing it between the end face of the through hole and the guide block further enhances the sealing performance at the through hole, preventing fuel in the oil passage from leaking into the first valve chamber through the through hole, and also preventing gas in the first valve chamber from leaking into the oil passage, ensuring pressure stability in the oil passage and the first valve chamber, and improving the sealing performance and operational reliability of the entire control valve. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this application;

[0019] Figure 2 A cross-section of this application Figure 1 ;

[0020] Figure 3 for Figure 2 Enlarged view of part of the image;

[0021] Figure 4 A cross-section of this application Figure 2 ;

[0022] Figure 5 This is a schematic diagram of the structure of the first valve plug;

[0023] Figure 6 This is a schematic diagram of the guide block structure;

[0024] Explanation of reference numerals in the attached figures:

[0025] 1. Valve body; 11. Oil inlet; 12. Oil outlet; 13. Oil passage; 14. Airflow passage; 2. Oil circuit control mechanism; 21. First valve chamber; 22. First valve plug; 221. Groove; 222. Annular groove; 23. Valve stem; 24. Elastic element; 25. Second valve chamber; 251. First inlet hole; 252. Second inlet hole; 253. Outlet hole; 26. Second valve plug; 3. Through hole; 4. Air inlet nozzle; 5. First sealing ring; 6. Guide block; 61. Guide hole; 7. Second sealing ring. Detailed Implementation

[0026] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0027] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0028] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0029] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0030] See Figures 1 to 6 This application discloses a starting oil circuit control valve for an aero-engine, comprising: a valve body 1 and an oil circuit control mechanism 2. The valve body 1 has an inlet 11 for connecting to a fuel pump and an outlet 12 for connecting to a starting nozzle. An oil circuit passage 13 connecting the inlet 11 and the outlet 12 is provided inside the valve body 1. The oil circuit control mechanism 2 includes a first valve chamber 21, a first valve plug 22, a valve stem 23, and an elastic element 24. The first valve chamber 21 has a cylindrical hollow structure and is located inside the valve body 1. One end of the first valve chamber 21 has a through hole 3 leading to the oil circuit passage 13, and the other end of the first valve chamber 21 has an air inlet 4 communicating with the first valve chamber 21. The air inlet 4 is used to connect to the compressor outlet of the aero-engine. The first valve plug 22 is slidably connected inside the first valve chamber 21. The valve stem 23 is coaxially fixed to the first valve plug 22 and passes through the through hole 3 into the oil circuit passage. 13. The outer diameter of the valve stem 23 matches the inner diameter of the oil passage 13. The elastic element 24 is installed in the first valve chamber 21. In the initial state, the elastic element 24 drives the first valve plug 22 to move towards the through hole 3, so that the valve stem 23 is inserted into the oil passage 13. During the start-up phase of the aero-engine, the oil pressure at the oil inlet 11 overcomes the elastic force of the elastic element 24 and pushes the first valve plug 22 towards the air inlet 4 through the valve stem 23. The valve stem 23 exits the oil passage 13 to open the oil passage. After the aero-engine enters a stable operating state, the air pressure at the compressor outlet increases. The combined force of the elastic force of the elastic element 24 and the air pressure entering the air inlet 4 is greater than the oil pressure, pushing the first valve plug 22 to move towards the through hole 3. The valve stem 23 re-enters the oil passage 13 to close the oil passage.

[0031] The valve body 1 is cast from a high-strength alloy material, possessing characteristics of high pressure resistance and fuel corrosion resistance. The fuel inlet 11 connects to the fuel pump outlet, while the fuel outlet 12 connects to the fuel inlet of the starter nozzle via a threaded interface. The fuel passage 13 within the valve body 1 is machined using precision drilling technology, and its inner diameter is designed according to the fuel flow requirements during engine starting, ensuring smooth fuel flow within the passage and reducing pressure loss.

[0032] The first valve chamber 21 adopts a cylindrical hollow structure and is machined inside the valve body 1 through a boring process. Its inner wall is precision ground to ensure the sealing and smoothness of the first valve plug 22 when it moves inside. The through hole 3 opened at one end of the first valve chamber 21 leading to the oil passage 13 has a diameter that matches the diameter of the valve stem 23, which ensures that the valve stem 23 can pass through smoothly and forms an effective seal when the valve stem 23 is inserted.

[0033] The first valve plug 22 has a cylindrical structure, and its outer diameter matches the inner diameter of the first valve chamber 21, ensuring that it can move flexibly and effectively block the space on both sides of the first valve chamber 21.

[0034] The valve stem 23 is made of high-strength steel and is coaxially fixed to the first valve plug 22 by integral molding. The outer diameter of its end inserted into the oil passage 13 can form a tight seal with the inner wall of the oil passage 13 when the oil passage is closed. The starting fuel can act on the end face of the valve stem 23 away from the first valve plug 22, thereby pushing the first valve plug 22 to slide.

[0035] The elastic element 24 is a helical spring made of high-strength spring steel, and its elastic force is less than the preset value of fuel pressure during engine start-up. The air intake 4 is connected to the outlet end of the aircraft engine compressor through a pipe, and the interface is guaranteed to be airtight. The helical spring is installed in the first valve chamber 21, with one end abutting against the end face of the first valve plug 22 away from the valve stem 23, and the other end abutting against the air intake 4. Its elastic force is in the same direction as the air pressure entering through the air intake 4.

[0036] In this embodiment, the oil circuit control mechanism 2 further includes a second valve chamber 25 and a second valve plug 26 disposed in the second valve chamber 25. The second valve chamber 25 has a columnar hollow structure and is opened in the valve body 1. The two ends of the second valve chamber 25 are respectively provided with a first inlet hole 251 and a second inlet hole 252. The first inlet hole 251 is connected to the oil outlet end of the oil circuit channel 13, and the second inlet hole 252 is connected to the air inlet 4. The side wall of the second valve chamber 25 is provided with an outlet hole 253, which is connected to the oil outlet 12. The second valve plug 26 is movable between the first inlet hole 251 and the second inlet hole 252. When the second valve plug 26 blocks the first inlet hole 251, the second inlet hole 252 is connected to the outlet hole 253. When the second valve plug 26 blocks the second inlet hole 252, the first inlet hole 251 is connected to the outlet hole 253.

[0037] Specifically, the second valve chamber 25 is also a cylindrical hollow structure, arranged parallel to the first valve chamber 21 within the valve body 1, with its specific position determined by the internal spatial layout of the valve body 1. The second valve chamber 25 has a first inlet hole 251 and a second inlet hole 252 machined at both ends. The first inlet hole 251 communicates with the oil outlet of the main oil passage 13, while the second inlet hole 252 communicates with the air inlet 4. An outlet hole 253 is formed on the side wall of the second valve chamber 25, communicating with the oil outlet 12. The outer diameter of the second valve plug 26 matches the inner diameter of the second valve chamber 25, allowing it to reciprocate between the first inlet hole 251 and the second inlet hole 252. When the engine starts, if the fuel pressure in the fuel passage 13 is high, fuel enters the second valve chamber 25 through the first inlet 251, pushing the second valve plug 26 towards the second inlet 252 until the second valve plug 26 blocks the second inlet 252. At this time, the first inlet 251 and the outlet 253 are connected through the internal space of the second valve chamber 25, and fuel enters the outlet 12 through the first inlet 251, the second valve chamber 25, and the outlet 253. When the engine reaches a stable operating state, high-pressure gas enters the second valve chamber 25 through the second inlet 252, pushing the second valve plug 26 towards the first inlet 251 until the first inlet 251 is blocked. At this time, the second inlet 252 and the outlet 253 are connected, and high-pressure gas can enter the outlet 12 through the second inlet 252, the second valve chamber 25, and the outlet 253, further closing the starting fuel passage and assisting in cleaning the second valve chamber 25.

[0038] In this embodiment, the second valve plug 26 is a spherical valve plug, which is rolled and disposed in the second valve chamber 25. The diameter of the spherical valve plug is larger than the diameter of the first inlet hole 251, the second inlet hole 252, and the outlet hole 253.

[0039] Specifically, the second valve plug 26 adopts a spherical valve plug structure and is made of a high-hardness, wear-resistant material, such as a hardened steel ball. The diameter of the spherical valve plug is strictly controlled and must be larger than the diameters of the first inlet hole 251, the second inlet hole 252, and the outlet hole 253 to ensure that the corresponding orifices can be completely sealed during movement. The spherical valve plug can roll freely within the second valve chamber 25. When fuel is introduced into the first inlet hole 251, the fuel pressure pushes the spherical valve plug towards the second inlet hole 252 until it fits against and seals the orifice of the second inlet hole 252. At this time, fuel flows from the first inlet hole 251 through the interior of the second valve chamber 25 to the outlet hole 253. When high-pressure gas is introduced into the second inlet hole 252, the gas pressure pushes the spherical valve plug towards the first inlet hole 251, sealing the first inlet hole 251. After sealing the first inlet hole 251, the gas flows from the second inlet hole 252 through the second valve chamber 25 to the outlet hole 253. This structure utilizes the geometric properties of a sphere to achieve rapid sealing of different orifices and switching of oil circuits, thereby improving the reliability of control.

[0040] In this embodiment, the valve body 1 is provided with an airflow channel 14. One end of the airflow channel 14 is connected to the second inlet hole 252, and the other end of the airflow channel 14 is connected to the side of the first valve chamber 21 near the air inlet 4. When the first valve plug 22 moves away from the air inlet 4, the air inlet 4 is connected to the second inlet hole 252.

[0041] Specifically, a dedicated airflow channel 14 is machined inside the valve body 1. One end of this channel is connected to the side of the first valve chamber 21 near the air intake 4, and the other end is connected to the second inlet hole 252. The airflow channel 14 is machined by drilling or milling and then sealing. Its inner diameter is determined according to the required gas flow rate to ensure that sufficient air pressure can be transmitted through this channel to the second inlet hole 252 during stable engine operation, thereby actuating the second valve plug 26.

[0042] In this embodiment, a first sealing ring 5 is provided on the outer peripheral wall of the first valve plug 22, and the first sealing ring 5 is in contact with the inner wall of the first valve chamber 21.

[0043] Specifically, an annular groove 222 is formed on the outer peripheral wall of the first valve plug 22, and the cross-sectional dimensions of the groove match the specifications of the first sealing ring 5. The first sealing ring 5 is made of oil-resistant and heat-resistant rubber material, such as a fluororubber sealing ring. After being embedded in the annular groove 222, its outer diameter is slightly larger than the inner diameter of the first valve chamber 21. When the first valve plug 22 moves within the first valve chamber 21, the first sealing ring 5 always fits tightly against the inner wall of the first valve chamber 21, effectively blocking gas leakage from the first valve chamber 21 and ensuring the accuracy of gas pressure control inside the first valve chamber 21.

[0044] In this embodiment, the end face of the first valve plug 22 facing away from the valve stem 23 is provided with a groove 221, and the end of the helical spring is embedded in the groove 221.

[0045] Specifically, a cylindrical groove 221 is milled on the end face of the first valve plug 22 facing away from the valve stem 23. The diameter of the groove 221 is slightly larger than the outer diameter of the end of the helical spring. The end of the helical spring is embedded in the groove 221, which provides radial positioning for the spring, preventing the spring from shifting or tilting during the movement of the first valve plug 22. This ensures that the spring force can be stably transmitted to the first valve plug 22 axially, thereby improving the operational stability of the oil circuit control mechanism 2.

[0046] In this embodiment, a guide block 6 is provided in the first valve chamber 21. The guide block 6 abuts against the end face of the through hole 3. The guide block 6 is provided with a guide hole 61 that slides through the valve stem 23. The guide hole 61 is coaxially arranged with the through hole 3.

[0047] Specifically, the guide block 6 is made of metal and has a cylindrical structure. Its outer diameter matches the inner diameter of the end of the first valve chamber 21 near the through hole 3. It is fixed inside the first valve chamber 21 and abuts against the end face of the through hole 3. A guide hole 61 is machined in the center of the guide block 6. The diameter of the guide hole 61 matches the diameter of the valve stem 23, and its axis coincides with the axis of the through hole 3. The valve stem 23 passes through the guide hole 61 and the through hole 3 in sequence and is then inserted into the oil passage 13. The guide hole 61 provides precise guidance for the movement of the valve stem 23, preventing the valve stem 23 from bending or deviating during reciprocating motion, and ensuring that the valve stem 23 can accurately insert into or withdraw from the oil passage 13.

[0048] In this embodiment, a second sealing ring 7 is fitted on the valve stem 23, and the second sealing ring 7 is pressed between the end face of the through hole 3 and the guide block 6.

[0049] Specifically, when the guide block 6 is fixed inside the first valve chamber 21, the second sealing ring 7 is pressed between the end face of the through hole 3 and the guide block 6, forming an axial seal. The second sealing ring 7 is also fitted onto the valve stem 23, forming a radial-axial seal. This second sealing ring 7 is made of a rubber material with good elasticity, oil resistance, and temperature resistance. It can effectively prevent fuel in the oil passage 13 from leaking into the first valve chamber 21 through the gap between the valve stem 23 and the through hole 3, while also preventing gas in the first valve chamber 21 from leaking into the oil passage 13, further improving the sealing performance of the valve body 1.

[0050] This embodiment describes a starting fuel circuit control valve for an aircraft engine. During the starting phase: the fuel pump supplies fuel through the inlet 11. The fuel pressure overcomes the elastic force of the elastic element 24, pushing the first valve plug 22 towards the air intake 4 via the valve stem 23. The valve stem 23 then exits the fuel circuit passage 13. At this time, fuel sequentially enters the second valve chamber 25 through the fuel circuit passage 13 and the first inlet 251. The second valve plug 26, pushed by the fuel pressure, blocks the second inlet 252. Fuel then flows through the second valve chamber 25 and the outlet 253 to the outlet 12, thus opening the starting fuel circuit. Stable operation phase: The compressor establishes high air pressure. The combined force of the elastic element 24 and the intake air pressure is greater than the oil pressure, pushing the first valve plug 22 away from the intake nozzle 4 and towards the through hole 3, so that the valve stem 23 is matched and inserted into the oil passage 13, and the oil passage is closed. At the same time, the high-pressure gas enters the second valve chamber 25 through the intake nozzle 4, the first valve chamber 21, the airflow passage 14, and the second inlet hole 252 in sequence, pushing the second valve plug 26 to block the first inlet hole 251. The gas flows to the oil outlet 12 through the second valve chamber 25 and the outlet hole 253, further ensuring the reliable closure of the starting oil passage.

[0051] The beneficial effects of this application include:

[0052] I. Circuit-free automatic control: Utilizing the mechanical balance principle of hydraulic pressure, air pressure, and the preload of the elastic element 24, it achieves automatic switching between opening the oil circuit during startup and closing the oil circuit after stable operation. It completely eliminates solenoid valves and complex circuit systems, simplifying the structure, reducing integration difficulty, avoiding the risk of circuit failure, and significantly improving reliability.

[0053] II. Dual-valve coordinated precise control: The addition of a second valve chamber 25 and a ball valve plug structure ensures precise and flexible opening and closing of the oil circuit through the linkage of the two valve chambers, and the air pressure-assisted start-up of the oil circuit further enhances reliability.

[0054] III. Maintainability and Long Service Life: The ball valve has a sensitive and wear-resistant structure, and the helical spring is low-cost and has stable elasticity. The overall structure is durable and easy to maintain, reducing the cost of use.

[0055] In the description of the embodiments of this application, it should be noted that the terms "inner" and "outer" and other terms indicating direction or positional relationship are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0056] In the description of this application, the references to terms such as "an embodiment," "some embodiments," "in this embodiment," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control valve for the starting oil circuit of an aircraft engine, characterized in that, include: The valve body has an inlet for connecting to the fuel pump and an outlet for connecting to the starter nozzle. The valve body has an oil passage connecting the inlet and the outlet. The oil circuit control mechanism includes a first valve chamber, a first valve plug, a valve stem, and an elastic element. The first valve chamber has a cylindrical hollow structure and is located within the valve body. One end of the first valve chamber has a through hole leading to an oil circuit passage, and the other end of the first valve chamber has an air inlet communicating with the first valve chamber. The air inlet is used to connect to the compressor outlet of an aero-engine. The first valve plug is slidably connected within the first valve chamber. The valve stem is coaxially fixed to the first valve plug and passes through the through hole to insert into the oil circuit passage. The outer diameter of the valve stem matches the inner diameter of the oil circuit passage. The elastic element is installed within the first valve chamber. In the initial state, the elastic element drives the first valve plug to move towards the through hole, causing the valve stem to insert into the oil circuit passage. During the start-up phase of the aero-engine, the oil pressure at the oil inlet overcomes the elastic force of the elastic element, pushing the first valve plug towards the air inlet via the valve stem. The valve stem then exits the oil passage to open the oil passage. After the aero-engine enters a stable operating state, the air pressure at the compressor outlet increases. The combined force of the elastic force of the elastic element and the air pressure entering the air inlet is greater than the oil pressure, pushing the first valve plug towards the through hole. The valve stem then re-enters the oil passage to close the oil passage.

2. The aircraft engine starting oil circuit control valve according to claim 1, characterized in that, The oil circuit control mechanism further includes a second valve chamber and a second valve plug disposed within the second valve chamber. The second valve chamber has a cylindrical hollow structure and is located within the valve body. The two ends of the second valve chamber are respectively provided with a first inlet and a second inlet. The first inlet is connected to the oil outlet end of the oil circuit channel, and the second inlet is connected to the air inlet. An outlet is provided on the side wall of the second valve chamber, and the outlet is connected to the oil outlet. The second valve plug is movable between the first inlet and the second inlet. When the second valve plug blocks the first inlet, the second inlet is connected to the outlet. When the second valve plug blocks the second inlet, the first inlet is connected to the outlet.

3. The aero-engine starting oil circuit control valve according to claim 2, characterized in that, The second valve plug is a spherical valve plug, which is rolled and disposed in the second valve chamber. The diameter of the spherical valve plug is larger than the diameter of the first inlet hole, the second inlet hole, and the outlet hole.

4. The aircraft engine starting oil circuit control valve according to claim 2, characterized in that, The valve body is provided with an airflow channel. One end of the airflow channel is connected to the second inlet hole, and the other end of the airflow channel is connected to the side of the first valve chamber near the air inlet. When the first valve plug moves away from the air inlet, the air inlet is connected to the second inlet hole.

5. The aircraft engine starting oil circuit control valve according to claim 1, characterized in that, A first sealing ring is provided on the outer peripheral wall of the first valve plug, and the first sealing ring is in contact with the inner wall of the first valve chamber.

6. The aircraft engine starting oil circuit control valve according to claim 1, characterized in that, The elastic element is a helical spring, with one end of the helical spring abutting against the first valve plug and the other end abutting against the air inlet.

7. The aircraft engine starting oil circuit control valve according to claim 6, characterized in that, The first valve plug has a groove on its end face away from the valve stem, and the end of the helical spring is embedded in the groove.

8. The aircraft engine starting oil circuit control valve according to claim 1, characterized in that, The first valve chamber is provided with a guide block, which abuts against the end face of the through hole. The guide block is provided with a guide hole for sliding through the valve stem, and the guide hole is coaxial with the through hole.

9. The aircraft engine starting oil circuit control valve according to claim 8, characterized in that, A second sealing ring is fitted on the valve stem, and the second sealing ring is pressed between the end face of the through hole and the guide block.

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