Aero-engine oil tank and aero-engine oil system

Abstract

The utility model provides an aviation engine lubricating oil tank and aviation engine lubricating oil system relates to aviation engine lubricating oil structure technical field. This aviation engine lubricating oil tank includes tank body and baffle component, and the lower extreme of tank body is provided with the oil suction mouth, and baffle component sets up in the tank body, and baffle component is used for separating the inside space of tank body into upper chamber and lower chamber, and the oil suction mouth is located in lower chamber, so in the short time of aircraft with negative g acceleration operation, the lubricating oil in tank body is blocked by baffle component and is limited in lower chamber, help to avoid the oil suction interruption caused by lubricating oil floating, oil suction mouth exposure. Meanwhile, a plurality of air holes are further arranged on the baffle component, the air holes are communicated with the upper chamber and the lower chamber, so that the air bubbles mixed in the lubricating oil in the lower chamber can escape to the upper chamber through the air holes, thereby ensuring the quality of the lubricating oil near the oil suction mouth.

Description

Technical Field

[0001] This utility model relates to the field of aircraft engine lubricating oil structure technology, and more specifically, to an aircraft engine lubricating oil tank and an aircraft engine lubricating oil system. Background Technology

[0002] The oil supply system is one of the most important subsystems of the lubrication system for aircraft engines. It provides sufficient, clean, and appropriately temperatured lubricating oil to engine bearings, gears, and other lubrication components in a timely manner. The oil supply system typically consists of main components such as the oil tank, oil pump, and oil filter to achieve the aforementioned oil supply function. Simultaneously, the oil tank is also part of the oil return system. During the operation of the oil return system, the oil return pump draws lubricating oil from each lubrication chamber back into the oil tank. Typically, the lubricating oil returns to the oil tank as an oil-air mixture after heat exchange and agitation in each lubrication chamber. Currently, the structure of the oil tank generally consists of a return port 2, an oil suction port 3, and a vent 4 on the tank body 1. The tank body 1 stores lubricating oil 5. The return port 2 connects to the oil return system, allowing the lubricating oil drawn back by the return pump to return to the oil tank. The oil suction port 3 connects to the oil supply pump, allowing the oil supply pump to draw lubricating oil from the oil tank during operation.

[0003] During aircraft operation, the aircraft flies at a stable attitude for most of the time. In this state, the oil level in the fuel tank is as follows: Figure 1 As shown, the oil supply pump can easily draw lubricating oil 5 from the oil tank; however, under adverse conditions, the aircraft may experience a flight state with negative g acceleration, in which the lubricating oil 5 in the oil tank may float (e.g. Figure 2 As shown in the figure, this exposes the oil suction port to gas, which is not conducive to the smooth oil suction of the oil supply pump, and may lead to a short-term interruption of lubrication. Utility Model Content

[0004] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form to prepare for the more detailed descriptions that follow.

[0005] The purpose of this invention is to provide an oil tank for an aircraft engine that can improve the problem in the prior art where the oil supply pump has difficulty drawing oil from the oil tank during a short period of negative g acceleration, resulting in oil supply interruption.

[0006] The purpose of this invention is also to provide an aircraft engine lubricating oil system that can improve the problem in the prior art where the oil supply pump has difficulty drawing lubricating oil from the oil tank during a short period of negative g acceleration, resulting in lubricating oil interruption.

[0007] The embodiments of this utility model can be implemented in the following ways:

[0008] An aircraft engine oil tank includes a tank body, the lower end of which has an oil suction port; the aircraft engine oil tank further includes:

[0009] A baffle assembly is disposed within the housing, and the baffle assembly is used to divide the internal space of the housing into an upper chamber and a lower chamber, with the oil suction port located in the lower chamber; the baffle assembly is provided with a plurality of vent holes, which connect the upper chamber and the lower chamber, so as to allow gas in the lower chamber to escape to the upper chamber through the vent holes.

[0010] Optionally, the baffle assembly includes a fixed baffle fixedly connected to the housing, the fixed baffle being horizontally disposed above the oil suction port, and the vent hole being disposed on the fixed baffle.

[0011] Optionally, the vent hole includes a straight hole section and a conical hole section that are interconnected. The conical hole section is located on the side of the straight hole section near the lower chamber, and the opening size of the conical hole section increases along the direction from the upper chamber to the lower chamber.

[0012] Optionally, the fixed baffle includes a plate body and a gas collecting plate fixedly connected to the plate body, wherein the straight hole section is disposed on the plate body and the tapered hole section is disposed on the gas collecting plate.

[0013] Optionally, one side of the fixed baffle is spaced apart from the housing to form an opening between the fixed baffle and the housing, connecting the upper chamber and the lower chamber; the baffle assembly also includes a movable baffle installed on one side of the fixed baffle, the movable baffle being rotatably connected to the fixed baffle to open or close the opening.

[0014] Optionally, a stop block is provided on the housing, the stop block is used to abut against and limit the movable baffle to restrict the rotation position of the movable baffle, and the opening is closed when the movable baffle abuts against the stop block.

[0015] Optionally, the fixed baffle is provided with a corner-blocking structure at its end. The corner-blocking structure is located on the lower side of the fixed baffle. The corner-blocking structure is used to abut against and limit the movable baffle to restrict the rotation position of the movable baffle. When the movable baffle abuts against the corner-blocking structure, the opening is opened.

[0016] Optionally, both sides of the fixed baffle are spaced apart from the box body, and both sides of the fixed baffle are rotatably connected to the movable baffle.

[0017] Optionally, the fixed baffle is further provided with a mounting hole, and the baffle assembly is further provided with a mounting bracket disposed in the mounting hole; the aircraft engine oil tank further includes an oil level sensor, the oil level sensor passing through the mounting hole, and the mounting bracket being fixedly connected to the oil level sensor.

[0018] An aircraft engine lubricating oil system, the aircraft engine lubricating oil system comprising the aircraft engine lubricating oil tank as described above.

[0019] The beneficial effects of the aircraft engine oil tank and aircraft engine lubrication system provided by the embodiments of this utility model include:

[0020] This utility model provides an aircraft engine lubricating oil tank, which includes a tank body and a baffle assembly. An oil suction port is provided at the lower end of the tank body. The baffle assembly is disposed within the tank body and divides the internal space of the tank body into an upper chamber and a lower chamber. The oil suction port is located in the lower chamber. Thus, during the brief period when the aircraft is operating at a negative g acceleration, the lubricating oil in the tank body is confined to the lower chamber by the baffle assembly, helping to prevent interruption of oil suction due to oil floating or exposure of the oil suction port. Simultaneously, the baffle assembly is also provided with multiple vent holes connecting the upper and lower chambers. This allows air bubbles and other contaminants mixed in the lubricating oil in the lower chamber to escape to the upper chamber through the vent holes, thereby ensuring the quality of the lubricating oil near the oil suction port.

[0021] An embodiment of this utility model also provides an aircraft engine lubricating oil system, which includes the aforementioned aircraft engine lubricating oil tank. Since the aircraft engine lubricating oil system includes the aforementioned aircraft engine lubricating oil tank, it has the beneficial effect of helping to avoid the interruption of oil suction caused by oil floating and oil suction port exposure, and ensuring the quality of lubricating oil near the oil suction port. Attached Figure Description

[0022] The above-described features and advantages of this invention can be better understood after reading the following detailed description of the embodiments of this disclosure in conjunction with the accompanying drawings. In the drawings, the components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0023] Figure 1 The oil condition of the oil tank during smooth flight in the prior art is shown;

[0024] Figure 2 The oil condition of the oil tank during flight with negative g acceleration is shown in the prior art;

[0025] Figure 3 A schematic diagram of the structure of an aircraft engine oil tank according to one aspect of the present invention is shown;

[0026] Figure 4 A schematic diagram of the structure of the baffle assembly in the lubricating oil tank of an aircraft engine is shown according to one aspect of the present invention;

[0027] Figure 5 It shows Figure 4 Enlarged schematic diagram of the local structure at point A;

[0028] Figure 6 A schematic diagram showing the state of an aircraft engine oil tank during smooth flight, according to one aspect of the present invention, is provided.

[0029] Figure 7 A schematic diagram showing the state of an aircraft engine oil tank during negative g-acceleration flight according to one aspect of the present invention is provided.

[0030] Figure label:

[0031] 100-Aircraft engine oil tank; 110-Tank body; 111-Columnar part; 112-Conical part; 113-Oil suction port; 114-Oil return port; 115-Ventilation port; 116-Stop block; 117-Opening; 118-Upper chamber; 119-Lower chamber; 120-Baffle assembly; 121-Fixed baffle; 122-Ventilation hole; 123-Straight hole section; 124-Conical hole section; 125-Mounting hole; 126-Mounting bracket; 127-Angle protection structure; 128-Plate body; 129-Gas collection plate; 131-Movable baffle; 140-Oil level sensor. Detailed Implementation

[0032] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0033] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," "outer," or "vertical" appear, the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use, and does not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0034] At the same time, it should be noted that the terms "first" and "second" are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0035] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified or limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, an integral connection, or a detachable 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, or a connection within two components, etc. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0036] Figure 3 This is a schematic diagram of the structure of the aircraft engine oil tank 100 provided in this embodiment. Figure 4 This is a structural schematic diagram of the baffle assembly 120 in the aircraft engine oil tank 100 provided in this embodiment. Please refer to the attached diagram. Figure 3 and Figure 4 This embodiment provides an aircraft engine oil tank 100, and also provides an aircraft engine oil system (not shown in the figure).

[0037] The aircraft engine lubricating oil system includes an aircraft engine lubricating oil tank 100, as well as an oil supply pump and an oil return system. The oil supply pump is connected to the oil suction port 113 of the aircraft engine lubricating oil tank 100 to pump the lubricating oil in the lubricating oil tank out through the oil suction port 113. The oil return system is connected to the oil return port 114 of the aircraft engine lubricating oil tank 100 to send the lubricating oil recovered by the oil return system back to the lubricating oil tank.

[0038] The aircraft engine oil tank 100 includes a tank body 110 and a baffle assembly 120. The lower end of the tank body 110 is provided with an oil suction port 113. The baffle assembly 120 is disposed inside the tank body 110 and is used to divide the internal space of the tank body 110 into an upper chamber 118 and a lower chamber 119. The oil suction port 113 is located in the lower chamber 119. In this way, during the short period of time when the aircraft is running at a negative g acceleration, the oil in the tank body 110 is blocked by the baffle assembly 120 and thus confined to the lower chamber 119, which helps to avoid oil suction interruption caused by oil floating and exposure of the oil suction port 113. Meanwhile, the baffle assembly 120 is also provided with a number of vent holes 122, which connect the upper chamber 118 and the lower chamber 119. In this way, air bubbles and other particles mixed in the lubricating oil in the lower chamber 119 can escape to the upper chamber 118 through the vent holes 122, thereby ensuring the quality of the lubricating oil near the oil suction port 113.

[0039] The following is a further description of the aircraft engine oil tank 100 provided in this embodiment:

[0040] Please continue to refer to the reference. Figure 3 and Figure 4 In this embodiment, the housing 110 is a shell-like structure with an internal chamber for accommodating lubricating oil. The housing 110 is equipped with an oil suction port 113, an oil return port 114, and a vent 115. The oil suction port 113 is located at the bottom of the housing 110, ensuring it is fully submerged below the lubricating oil surface under normal conditions, facilitating the extraction of lubricating oil from the housing 110. The oil return port 114 is located at the top of the housing 110, allowing the oil return system to return the lubricating oil to the lubricating oil tank. The vent 115 is located at the top of the housing 110, ensuring it is above the lubricating oil surface under normal conditions, thus maintaining stable air pressure within the housing 110.

[0041] Furthermore, such as Figure 3 As shown, the housing 110 includes a columnar portion 111 and a conical portion 112. The conical portion 112 is connected to the lower end of the columnar portion 111 and faces away from the columnar portion 111 (i.e., Figure 3 The cross-sectional dimensions of the tapered portion 112 decrease in the vertical downward direction. The oil suction port 113 is located at the bottom of the tapered portion 112, which facilitates ensuring that the oil suction port 113 is fully immersed in lubricating oil. The oil return port 114 is located on the circumferential wall of the columnar portion 111, and the vent 115 is located on the top wall of the columnar portion 111.

[0042] In this embodiment, the baffle assembly 120 includes a fixed baffle 121 fixedly connected inside the housing 110. The fixed baffle 121 is horizontally positioned above the oil suction port 113, and a vent hole 122 is provided on the fixed baffle 121. Specifically, the fixed baffle 121 is fixedly connected to the housing 110, so that the position of the fixed baffle 121 relative to the housing 110 will not change during the use of the aircraft engine lubricating oil tank 100. In this embodiment, the fixed baffle 121 is located at the cylindrical section, specifically at the lower half of the cylindrical section.

[0043] Figure 5 for Figure 4 A magnified view of the local structure at point A. Please refer to the diagram. Figures 3-5 Furthermore, the vent 122 includes a straight section 123 and a tapered section 124 that are interconnected. The tapered section 124 is located on the lower side of the straight section 123, and the opening size of the tapered section 124 increases along the direction from the upper chamber 118 to the lower chamber 119. That is, the end of the tapered section 124 near the straight section 123 is the small end, and the end of the tapered section 124 away from the straight section 123 is the large end. By setting the vent 122 to be square with one end tapered and the other end straight, it helps the air bubbles in the lower chamber 119 to break during the upward movement under the action of buoyancy. After the air bubbles break, they escape through the straight section 123.

[0044] Optionally, in this embodiment, the fixed baffle 121 includes a plate body 128 and a gas collecting plate 129 fixedly connected to the plate body 128. A straight hole section 123 is disposed on the plate body 128, and a tapered hole section 124 is disposed on the gas collecting plate 129, so that when the fixed baffle 121 is installed in the housing 110, the gas collecting plate 129 is located on the lower side of the plate body 128. The straight hole section 123 and the tapered hole section 124 are connected in a one-to-one correspondence to form a vent hole 122.

[0045] It should be noted that in this embodiment, the fixed baffle 121 is formed by connecting two parts, with the straight hole section 123 and the conical hole section 124 respectively set on different plates. It can be understood that in some other embodiments, the fixed baffle 121 can also be set as a structure formed by a plate, and the ventilation holes 122 are formed by setting the straight hole section 123 and the conical hole section 124 that are interconnected on both sides of the plate.

[0046] Furthermore, the aircraft engine oil tank 100 also includes an oil level sensor 140, which is mounted on the tank body 110 and extends into the internal space of the tank body 110 to detect the oil level stored in the tank body 110. Specifically, in this embodiment, the oil level sensor 140 extends into the lower chamber 119, and the fixed baffle 121 is also provided with a mounting hole 125. The oil level sensor 140 passes through the fixed baffle 121 through the mounting hole 125 to extend into the lower chamber 119. Furthermore, the baffle assembly 120 also has a mounting bracket 126 provided at the mounting hole 125. The oil level sensor 140 is fixedly connected to the mounting bracket 126 at the mounting hole 125, thereby achieving auxiliary fixation of the oil level sensor 140. It should be noted that the specific structure of the mounting bracket 126 can be set according to the requirements, as long as it can fix the oil level sensor 140. For example, the mounting bracket 126 can be set as a cylindrical part with internal threads, and external threads can be set on the outer periphery of the oil level sensor 140, and a fixed connection can be achieved by screwing it with the cylindrical part.

[0047] Figure 6 This is a schematic diagram showing the state of the aircraft engine oil tank 100 during stable flight, as provided in this embodiment. Figure 7 This is a schematic diagram of the state of the aircraft engine oil tank 100 during negative g acceleration flight provided in this embodiment, and Figure 6 and Figure 7 The shaded area inside the middle housing 110 is used to indicate lubricating oil. Figure 6 and Figure 7 The up-and-down arrows in the image indicate the direction of acceleration. Please refer to the reference. Figures 3-7In this embodiment, one side of the fixed baffle 121 is spaced apart from the housing 110 to form an opening 117 between the fixed baffle 121 and the housing 110, communicating between the upper chamber 118 and the lower chamber 119. The baffle assembly 120 also includes a movable baffle 131 installed on one side of the fixed baffle 121. The movable baffle 131 is rotatably connected to the fixed baffle 121 to open or close the opening 117.

[0048] Optionally, in this embodiment, the fixed baffle 121 is as follows: Figure 3 The left and right sides of the fixed baffle 121 are spaced apart from the walls of the housing 110, thus forming openings 117 on both sides of the fixed baffle 121 that connect the upper chamber 118 and the lower chamber 119. Correspondingly, in this embodiment, movable baffles 131 are respectively provided on the left and right sides of the fixed baffle 121. The two movable baffles 131 are used to open or close the openings 117 on the left and right sides of the baffle, respectively. In this embodiment, the structure and operation of the two movable baffles 131 are the same, therefore, the two movable baffles 131 are not described separately. It is understood that in some other embodiments, if only one side of the fixed baffle 121 has an opening 117, then only one movable baffle 131 may be provided on one side of the fixed baffle 121.

[0049] In this embodiment, the fixed baffle 121 is a structure that is fixedly connected to the housing 110 on both the front and rear sides, so that openings 117 are only formed on both sides of the fixed baffle 121. It can be understood that in some other embodiments, the connection structure between the fixed baffle 121 and the housing 110 can also be set as needed. For example, a connector (not shown in the figure) can be set in the upper chamber 118. The upper end of the connector is fixedly connected to the housing 110, and the lower end of the connector is fixedly connected to the fixed baffle 121. In this way, the fixed baffle 121 is fixedly connected to the housing 110. At the same time, when this connection method is used, openings 117 can be formed between the fixed baffle 121 and the housing 110 on all four sides.

[0050] During stable flight, due to gravity, the end of the movable baffle 131 away from the fixed baffle 121 droops relative to the fixed baffle 121 (e.g., Figure 6 As shown), at this time, the movable baffle 131 and the end are not in contact with the housing 110, so that the opening 117 is in the open state, that is, the lubricating oil in the upper chamber 118 and the lower chamber 119 can move up and down through the opening 117.

[0051] Furthermore, a corner-blocking structure 127 is provided at the end of the fixed baffle 121. The corner-blocking structure 127 is located on the lower side of the fixed baffle 121. In this way, the corner-blocking structure 127 abuts against and limits the movable baffle 131, thereby restricting the downward rotation limit of the movable baffle 131. When the movable baffle 131 abuts against the corner-blocking structure 127, the opening 117 is in the open state. Specifically, the movable baffle 131 is rotatably connected to the end of the plate body 128, and the corner-blocking structure 127 is located at the end of the air collecting plate 129.

[0052] During non-steady flight, as the effect of gravity weakens, the movable baffle 131, propelled by the lubricating oil, adopts a floating attitude angle, that is, relative to... Figure 6 The position shown is rotated upwards by a certain angle, and under the influence of negative g acceleration, the lubricating oil flows in the opposite direction (i.e. from bottom to top), pushing the movable baffle 131 to rotate upwards until it contacts the housing 110, thereby closing the opening 117 and preventing the lubricating oil from flowing from the opening 117 to the upper chamber 118, thus limiting the lubricating oil in the lower chamber 119, which helps to ensure that the oil suction port 113 is kept in a state of being soaked in lubricating oil.

[0053] Furthermore, a stop block 116 is provided on the housing 110. The stop block 116 is used to abut against the limiting movable baffle 131 to limit the extreme position of the movable baffle 131 to rotate upward. When the movable baffle 131 abuts against the brake block, the opening 117 is in a closed state.

[0054] Although a small amount of lubricating oil in the lower chamber 119 may escape into the upper chamber 118 through the vent 122 under the continuous action of a negative g-acceleration load, the vent 122 effectively prevents the lower chamber 119 from forming a "dead space," reducing the risk of insufficient oil intake due to localized low pressure near the oil suction port 113. Therefore, during the brief period of load application and recovery, the aero-engine lubricating oil tank 100 provided by this invention can effectively mitigate the risk of lubricating oil interruption caused by the oil supply pump's inability to draw oil normally through the oil suction port 113, reducing the adverse effects that the load may cause.

[0055] The above description is only a specific embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. An aircraft engine lubricating oil tank, the aircraft engine lubricating oil tank comprising a tank body, the lower end of the tank body having an oil suction port; characterized in that, The aircraft engine oil tank also includes: A baffle assembly is disposed within the housing, and the baffle assembly is used to divide the internal space of the housing into an upper chamber and a lower chamber, with the oil suction port located in the lower chamber; the baffle assembly is provided with a plurality of vent holes, which connect the upper chamber and the lower chamber, so as to allow gas in the lower chamber to escape to the upper chamber through the vent holes.

2. The aircraft engine oil tank according to claim 1, characterized in that, The baffle assembly includes a fixed baffle that is fixedly connected to the housing. The fixed baffle is horizontally arranged above the oil suction port, and the vent hole is arranged on the fixed baffle.

3. The aircraft engine oil tank according to claim 2, characterized in that, The vent includes a straight section and a tapered section that are interconnected. The tapered section is located on the side of the straight section near the lower chamber, and the opening size of the tapered section increases along the direction from the upper chamber to the lower chamber.

4. The aircraft engine oil tank according to claim 2, characterized in that, The fixed baffle includes a plate body and a gas collecting hole plate fixedly connected to the plate body. The straight hole section is disposed on the plate body, and the tapered hole section is disposed on the gas collecting hole plate.

5. The aircraft engine lubricating oil tank according to claim 2, characterized in that, One side of the fixed baffle is spaced apart from the housing to form an opening between the fixed baffle and the housing, connecting the upper chamber and the lower chamber; the baffle assembly also includes a movable baffle installed on one side of the fixed baffle, the movable baffle being rotatably connected to the fixed baffle to open or close the opening.

6. The aircraft engine oil tank according to claim 5, characterized in that, The housing is provided with a stop block, which is used to abut against and limit the movable baffle to restrict the rotation position of the movable baffle. When the movable baffle abuts against the stop block, the opening is closed.

7. The aircraft engine oil tank according to claim 5, characterized in that, The fixed baffle is provided with a corner-blocking structure at its end. The corner-blocking structure is located on the lower side of the fixed baffle. The corner-blocking structure is used to abut against and limit the movable baffle to restrict the rotation position of the movable baffle. When the movable baffle abuts against the corner-blocking structure, the opening opens.

8. The aircraft engine oil tank according to claim 5, characterized in that, Both sides of the fixed baffle are spaced apart from the box body, and both sides of the fixed baffle are rotatably connected to the movable baffle.

9. The aircraft engine oil tank according to claim 2, characterized in that, The fixed baffle is also provided with a mounting hole, and the baffle assembly is also provided with a mounting bracket provided at the mounting hole; the aircraft engine oil tank also includes an oil level sensor, the oil level sensor is inserted through the mounting hole, and the mounting bracket is fixedly connected to the oil level sensor.

10. An aircraft engine lubricating oil system, characterized in that, The aircraft engine lubricating oil system includes the aircraft engine lubricating oil tank as described in any one of claims 1-9.

Images