Integrated fuel supply device for aero-engine ground test

Abstract

The utility model discloses an integrated fuel supply device for aero-engine ground test, relates to aero-engine ground test field. It includes oil inlet pipe, ignition oil circuit electric pump, main fuel pump and fuel supply controller, and the oil inlet pipe is connected into oil filter, temperature sensor and is divided into two ways after: one way is ignition oil circuit, and the other way is connected main fuel pump through three -way joint. Fuel supply controller is closed loop control two -way components by temperature, pressure signal, and is connected engine ECU through CAN bus. The device is independent of engine, and double -pump double -oil circuit + modularization + standardization interface is universal, expandable, replaceable, can fastly build test platform and shorten research test period, and also can independently evaluate nozzle and system connection characteristic.

Description

Technical Field

[0001] This utility model relates to the field of aero-engine testing technology, specifically to an integrated fuel supply device for aero-engine ground testing. Background Technology

[0002] The fuel supply system for aero engines is a core integrated system that ensures the normal operation of the engine. Its core function is to deliver, distribute, and meter fuel before it reaches the nozzle. Currently, aero engine fuel supply systems must be developed and designed in sync with the engine itself according to installation requirements. To meet the fuel supply characteristics of the engine under all operating conditions, the mainstream system adopts a structure of "single mechanical hydraulic fuel pump + dual oil circuits". At the same time, it must also take into account the requirements of the overall engine size, weight, and interface compatibility. It needs to be integrated, compact, and integrated with the whole engine, and is a dedicated system that matches the performance of the engine itself.

[0003] The traditional design process for fuel systems requires development and simulation based on the overall engine design, combustion chamber, and nozzle design requirements. This is followed by component fabrication and testing, selection, system assembly and testing, and semi-physical simulation testing before final testing with the complete engine. The design is then continuously iterated upon with the engine itself. This approach has significant drawbacks:

[0004] Strong R&D lag: The design iteration of the fuel system can only begin after the core component scheme of the engine body is determined, and the external pipeline layout needs to match the whole machine model and electrical layout scheme. This causes the fuel system design cycle to lag behind the engine body, resulting in a longer overall R&D cycle and low iteration efficiency.

[0005] Modification and reverse engineering are difficult: When modifying an engine, the fuel flow characteristics of the new model do not match the original system and the modification is difficult; when reverse engineering, it is difficult to measure and replicate the original engine's fuel regulation and control law, and a lot of time is required to carry out testing and verification.

[0006] System characteristic evaluation is difficult: during the research and development phase, the nozzle needs to be continuously iterated, but traditional solutions cannot quickly and accurately evaluate the overall characteristics after the nozzle is connected to the system.

[0007] Highly specialized and lacking flexibility: The system characteristics are highly coupled with the engine body and nozzles. The single pump and dual oil circuit are sensitive to changes in oil circuit characteristics. Furthermore, the integrated design with the whole machine results in fixed interfaces and layouts. Even if the engine fuel characteristics are similar, it is still extremely difficult to modify or adapt to other models. It has poor replaceability and modifiability.

[0008] To solve the above problems, there is an urgent need for a ground-based vehicle fuel supply device that is independent of the engine itself, highly versatile, and allows for the rapid construction of a test platform. Utility Model Content

[0009] This utility model aims to solve the technical problems caused by the simultaneous development of existing aero-engine fuel supply systems and the main body, such as strong lag, long development cycle, difficulty in modification and imitation, inconvenience in system characteristic evaluation, and strong specialization and poor flexibility.

[0010] To achieve the above objectives, the present invention employs the following technical means:

[0011] An integrated fuel supply device for ground testing of an aircraft engine includes an inlet pipe, an electric pump for ignition fuel circuit, a main fuel pump, and a fuel supply controller.

[0012] The first end of the oil inlet pipe is connected to an inlet oil filter, and the second end of the oil inlet pipe is connected to a temperature sensor.

[0013] The oil inlet pipe is connected to the inlet end of the ignition oil circuit electric pump, and the outlet end of the ignition oil circuit electric pump is connected in sequence to the ignition oil circuit pressure sensor and the ignition oil circuit switch solenoid valve through a pipe. The ignition oil circuit switch solenoid valve is connected to the ignition oil circuit outlet.

[0014] The tail end of the fuel inlet pipe is connected to a first tee connector via a pipe. One end of the first tee connector is connected to a second tee connector. One end of the second tee connector is connected to the inlet end of the main fuel pump. The outlet end of the main fuel pump is connected to a main fuel circuit pressure sensor and is connected to a main fuel switch solenoid valve via a pipe. The main fuel switch solenoid valve is connected to the main fuel circuit outlet. The main fuel pump is driven by a main fuel pump motor.

[0015] The temperature sensor, ignition fuel circuit electric pump, ignition fuel circuit pressure sensor, main fuel switch solenoid valve, ignition fuel circuit switch solenoid valve, main fuel circuit pressure sensor, and main fuel pump motor are electrically connected to the fuel supply controller. The fuel supply controller is configured to independently control the ignition fuel circuit electric pump, ignition fuel circuit switch solenoid valve, main fuel switch solenoid valve, and main fuel pump motor based on the temperature signal from the temperature sensor and the pressure signals from the ignition fuel circuit pressure sensor and the main fuel circuit pressure sensor, so as to adjust the fuel flow rate of the ignition fuel circuit and the main fuel circuit respectively.

[0016] The fuel supply controller communicates with the ECU of the external engine via a CAN bus to receive commands from the ECU and send status information back to the ECU.

[0017] Preferably, the ignition oil circuit pressure sensor is the same model as the main oil circuit pressure sensor.

[0018] Preferably, both the main oil circuit outlet and the ignition oil circuit outlet are detachably connected with a sealing block.

[0019] Preferably, an accumulator is also connected to the pipeline between the outlet end of the main fuel pump and the main fuel switch solenoid valve.

[0020] The inlet end of the accumulator is connected to the outlet end of the main fuel pump, the outlet end of the accumulator is connected to the inlet end of the main fuel switch solenoid valve, and the return end of the accumulator is connected to the other end of the second three-way connector via a pipe.

[0021] Preferably, the outlet end of the accumulator is connected to the inlet end of the main fuel switch solenoid valve via a third tee connector, and one end of the third tee connector is not connected to the inlet end of the main fuel switch solenoid valve.

[0022] Preferably, the other end of the third tee connector is not connected to the other end of the first tee connector via a pipe.

[0023] Preferably, the other end of the third tee connector is not connected to the other end of the first tee connector via a high-speed solenoid valve, and the high-speed solenoid valve is electrically connected to the fuel supply controller.

[0024] Preferably, the first tee connector, the third tee connector, and the second tee connector have the same structure.

[0025] Preferably, the fuel supply controller is a PLC intelligent controller.

[0026] This utility model has the following beneficial effects:

[0027] 1. High independence and shortened test cycle: The device is completely independent of the engine body and nozzle design. The test platform can be built without waiting for the core component scheme of the engine body to be determined. Semi-physical simulation test can be carried out quickly, skipping the lagging design of traditional fuel system, greatly shortening the engine test cycle. At the same time, it can quickly and accurately evaluate the overall characteristics after the nozzle is connected to the system.

[0028] 2. Good versatility and coverage of multiple needs: It adopts a standardized universal interface design, which can cover the fuel supply test needs of multiple engine types within a certain parameter range, without the need to design a dedicated fuel system for each engine type, thus reducing test costs.

[0029] 3. High scalability and adaptability to diverse scenarios: Both the front-end and back-end of the system can be expanded with functions according to the test requirements, meeting the customized needs of different test projects, and are highly flexible.

[0030] 4. Modular design and high replaceability: The device adopts a modular design, and each component is connected through standardized interfaces. When the performance of a certain component does not meet the requirements, the component can be quickly replaced and reassembled for testing, resulting in low maintenance and upgrade costs.

[0031] 5. Dual oil circuit independent control with no mutual interference: The two oil circuits are not related after the inlet oil filter. Each circuit is equipped with an independent electric pump, solenoid valve and control logic. The characteristics of the oil circuits do not affect each other. The oil supply pattern of a single oil circuit can be accurately tested, which is convenient for developing and verifying different oil supply schemes during the research and development stage. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of this utility model;

[0033] Figure 2 This is a top view of the present invention;

[0034] In the attached figures, the following labels are used:

[0035] 1. Fuel inlet pipe; 2. Inlet fuel filter; 3. Temperature sensor; 4. Ignition fuel circuit electric pump; 5. Ignition fuel circuit pressure sensor; 6. Main fuel switch solenoid valve; 7. Main fuel circuit outlet; 8. Ignition fuel circuit switch solenoid valve; 9. First tee connector; 10. High-speed solenoid valve; 11. Third tee connector; 12. Second tee connector; 13. Accumulator; 14. Main fuel circuit pressure sensor; 15. Main fuel pump; 16. Main fuel pump motor; 17. Fuel supply controller; 18. Detailed Implementation

[0036] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0037] Example

[0038] like Figure 1-2 As shown, an integrated fuel supply device for ground testing of an aircraft engine is described, with the following specific technical solution:

[0039] The device mainly consists of four core components: fuel inlet pipe 1, ignition fuel circuit electric pump 4, main fuel pump 16, and fuel supply controller 18. It is also equipped with auxiliary components such as sensors, solenoid valves, and three-way connectors, forming an independent fuel supply structure with dual pumps and dual fuel circuits. The specific connection relationship and control logic are as follows:

[0040] Oil circuit structure design

[0041] Oil inlet structure: The first end of the oil inlet pipe 1 is connected to the inlet oil filter 2, which is used to filter fuel impurities and ensure the safety of subsequent components; the last end of the oil inlet pipe 1 is connected to the temperature sensor 3, which is used to collect fuel temperature signals in real time and provide basic parameters for flow regulation.

[0042] Ignition fuel circuit structure: The fuel inlet pipe 1 is directly connected to the inlet end of the ignition fuel circuit electric pump 4. The outlet end of the ignition fuel circuit electric pump 4 is connected to the ignition fuel circuit pressure sensor 5 and the ignition fuel circuit switch solenoid valve 8 in sequence through the pipe, and finally connected to the ignition fuel circuit outlet 9. The ignition fuel circuit pressure sensor 5 is used to collect the ignition fuel circuit pressure signal, and the ignition fuel circuit switch solenoid valve 8 is used to control the on and off of the ignition fuel circuit.

[0043] Main fuel circuit structure: The end of the fuel inlet pipe 1 is connected to the first tee connector 10 via a pipe. One end of the first tee connector 10 (without an interface) is connected to the second tee connector 13. One end of the second tee connector 13 (without an interface) is connected to the inlet of the main fuel pump 16. The main fuel pump 16 is connected to the main fuel pump motor 17 for transmission, and the motor drives the fuel delivery. The outlet of the main fuel pump 16 is connected to the main fuel circuit pressure sensor 15, and is connected to the main fuel switch solenoid valve 6 via a pipe, and finally connected to the main fuel circuit outlet 7. The main fuel circuit pressure sensor 15 is used to collect the main fuel circuit pressure signal, and the main fuel switch solenoid valve 6 is used to control the opening and closing of the main fuel circuit.

[0044] Optional component configuration

[0045] Accumulator 14: The pipeline between the outlet of the main fuel pump 16 and the main fuel switch solenoid valve 6 can be selectively connected to the accumulator 14; the inlet of the accumulator 14 is connected to the outlet of the main fuel pump 16, the outlet is connected to the inlet of the main fuel switch solenoid valve 6, and the return end is connected to the second tee connector 13 through a pipeline, the other end of which is not connected; the function of the accumulator 14 is to suppress pressure fluctuations in the main fuel circuit, improve flow control accuracy, and ensure smooth fuel circuit switching. When not installed, the outlet of the main fuel pump 16 can be directly connected to the main fuel switch solenoid valve 6.

[0046] High-speed solenoid valve 11: The other end of the third three-way connector 12 (connected between the outlet of the accumulator 14 and the main fuel switch solenoid valve 6) is not connected to the other end of the first three-way connector 10. The high-speed solenoid valve 11 is electrically connected to the fuel supply controller 18. The high-speed solenoid valve 11 is used to finely adjust the amount of fuel return in the main fuel circuit, further improving the flow control accuracy. When not installed, the third three-way connector 12 and the first three-way connector 10 can be directly connected or disconnected via pipeline.

[0047] Control logic design

[0048] Signal connections: Temperature sensor 3, ignition fuel circuit electric pump 4, ignition fuel circuit pressure sensor 5, main fuel switch solenoid valve 6, ignition fuel circuit switch solenoid valve 8, main fuel circuit pressure sensor 15, main fuel pump motor 17, and high-speed solenoid valve 11 (if installed) are electrically connected to fuel supply controller 18 to realize real-time acquisition of sensor signals and drive control of the execution components.

[0049] Independent closed-loop control: Based on the temperature signal from the temperature sensor 3, the pressure signals from the ignition fuel circuit pressure sensor 5 and the main fuel circuit pressure sensor 15, the fuel supply controller 18 performs independent closed-loop control on the speed of the ignition fuel circuit electric pump 4, the speed of the main fuel pump motor 17, and the on / off state of the ignition fuel circuit switch solenoid valve 8 and the main fuel switch solenoid valve 6, thereby adjusting the fuel flow of the ignition fuel circuit and the main fuel circuit respectively, ensuring that the fuel supply characteristics of the two circuits do not interfere with each other.

[0050] External communication: The fuel supply controller 18 adopts a PLC intelligent controller and communicates with the ECU of the external engine through the CAN bus. On the one hand, it receives high-level commands such as flow command, driver enable switch command, and ignition command issued by the ECU. On the other hand, it feeds back information such as the execution status of flow command, the current speed of components, and the system working status to the ECU, so as to realize collaborative work with the engine test system.

[0051] Experimental flexibility design

[0052] Both the main oil circuit outlet 7 and the ignition oil circuit outlet 9 can be detachably connected to the sealing block. During the test, the performance of the ignition oil circuit or the main oil circuit can be carried out separately by sealing a certain oil circuit outlet, so as to meet the needs of different test scenarios.

[0053] The device uses standardized universal connectors for its oil inlet and outlet ports and electrical communication interfaces. It can be equipped with a fuel and lubricating oil heat exchanger at the front end of the system to achieve heat exchange function, or a flow meter can be installed at the back end of the system to achieve fuel metering and calibration function, which is highly expandable.

[0054] Working principle

[0055] This device is based on a "dual-pump, dual-oil-circuit independent control + intelligent closed-loop adjustment" design. With the fuel supply controller 18 as its core, it drives the actuators by collecting signals from key sensors to achieve precise fuel supply to the ignition fuel circuit and the main fuel circuit. Simultaneously, it independently completes ground test runs separate from the engine itself. The specific workflow unfolds in four stages: "fuel entry - branch-line fuel supply - control adjustment - communication interaction," as follows:

[0056] Phase 1: Fuel Intake and Preliminary Treatment

[0057] Fuel filtration: External fuel enters the system through the fuel inlet pipe 1 and first flows through the inlet oil filter 2. Its core function is to filter impurities in the fuel (such as metal shavings and particulate matter) to prevent subsequent precision components (such as electric pumps and solenoid valves) from failing due to wear or blockage caused by impurities, thus ensuring the cleanliness of the fuel system.

[0058] Temperature monitoring: The filtered fuel continues to be delivered along the fuel inlet pipe 1 and reaches the temperature sensor 3 at the end of the fuel inlet pipe 1. This sensor collects the fuel temperature signal in real time and transmits the signal to the fuel supply controller 18 to provide a temperature compensation basis for subsequent flow regulation (fuel viscosity changes with temperature, and the pump speed needs to be dynamically corrected to ensure flow accuracy).

[0059] Phase 2: Dual-line fuel supply (core process)

[0060] After preliminary treatment, the fuel is divided into two independent fuel lines (ignition fuel line and main fuel line) at the end of fuel inlet pipe 1. The two fuel lines are not connected after the inlet oil filter 2 and can be controlled independently or work in conjunction. The specific process is as follows:

[0061] (1) Ignition fuel circuit: fuel supply during engine starting and ignition phase

[0062] The ignition fuel circuit is specifically designed for engine starting and ignition, and needs to quickly establish a stable fuel supply pressure. The process is as follows:

[0063] Fuel delivery: The fuel inlet pipe 1 is directly connected to the inlet end of the ignition fuel circuit electric pump 4. After receiving the command from the fuel supply controller 18, the ignition fuel circuit electric pump 4 starts and pressurizes the fuel to deliver it to the downstream fuel circuit.

[0064] Pressure monitoring: The outlet end of the electric pump 4 in the ignition oil circuit is connected to the ignition oil circuit pressure sensor 5 through a pipeline. This sensor collects the ignition oil circuit pressure in real time and feeds the pressure signal back to the fuel supply controller 18, forming the basis for pressure closed-loop control.

[0065] Fuel circuit on / off control: After the pressure signal is analyzed by the controller, if the pressure reaches the preset ignition pressure, the fuel supply controller 18 sends an energizing command to the ignition fuel circuit switch solenoid valve 8. The solenoid valve core actuates to open the fuel circuit, and the fuel is finally delivered to the engine ignition nozzle through the ignition fuel circuit outlet 9 to provide fuel for ignition and combustion.

[0066] (2) Main oil circuit: fuel supply under normal operating conditions after engine ignition.

[0067] The main oil circuit provides the primary fuel supply for all operating conditions after engine ignition (such as idling and rated speed), and supports fine-tuning of the flow rate. The process is as follows:

[0068] Fuel diversion: The end of the fuel inlet pipe 1 is connected to the first tee connector 10 through a pipe to divert part of the fuel to the main fuel line; one end of the first tee connector 10 is connected to the second tee connector 13, and the fuel is delivered to the inlet end of the main fuel pump 16 through this connector.

[0069] High-pressure delivery: The main fuel pump 16 is driven by the main fuel pump motor 17 to pressurize the fuel to a higher pressure to meet the fuel supply requirements of the engine under normal operating conditions.

[0070] Pressure monitoring and stabilization: The outlet end of the main fuel pump 16 is connected to the main fuel line pressure sensor 15 to collect the main fuel line pressure in real time and feed it back to the fuel supply controller 18; if the system is equipped with an accumulator 14 (optional component), its inlet end is connected to the outlet of the main fuel pump 16, its outlet end is connected to the downstream pipeline, and its return end is connected to the other end of the second tee connector 13 (which is not connected), which can absorb the pressure fluctuations in the main fuel line (such as the pulse pressure generated by the pump operation) and ensure stable fuel supply pressure.

[0071] Fine-tuning of flow rate: If the system is equipped with a high-speed solenoid valve 11 (optional component), one end of which is connected to the main fuel circuit through the third three-way connector 12 (connected between the outlet of the accumulator 14 and the main fuel switch solenoid valve 6), and the other end is connected to the other end of the first three-way connector 10. The fuel supply controller 18 can control the return flow of the main fuel circuit by adjusting the opening of the high-speed solenoid valve 11, and make fine corrections to the flow rate to ensure flow accuracy.

[0072] Fuel circuit on / off and output: After the pressure is stabilized and the flow is regulated, the fuel supply controller 18 controls the main fuel switch solenoid valve 6 to be energized and opened, and fuel is delivered to the engine main fuel injector through the main fuel circuit outlet 7 to support the normal operation of the engine.

[0073] III. Stage 3: Control Core and Closed-Loop Regulation (The Core Role of Fuel Supply Controller 18)

[0074] The fuel supply controller 18 (using a PLC intelligent controller) is the "brain" of the system, achieving independent closed-loop control of the entire system through electrical connection. The specific logic is as follows:

[0075] Signal acquisition: The controller is electrically connected to temperature sensor 3 (fuel temperature), ignition oil circuit pressure sensor 5 (ignition oil circuit pressure), and main oil circuit pressure sensor 15 (main oil circuit pressure) respectively, and receives the analog signals from each sensor in real time and converts them into digital signals for analysis.

[0076] Driven by actuators: Based on the signal analysis results, the controller sends control commands to the ignition fuel circuit electric pump 4 (adjusting speed), the main fuel pump motor 17 (adjusting speed), the ignition fuel circuit switch solenoid valve 8 (on / off), the main fuel switch solenoid valve 6 (on / off), and the high-speed solenoid valve 11 (adjusting opening), thereby realizing closed-loop control of "sensor signal → controller analysis → actuator action".

[0077] Flow regulation logic:

[0078] Ignition fuel circuit: Based on the ignition flow requirements commanded by the ECU and combined with the signal from the ignition fuel circuit pressure sensor 5, the speed of the ignition fuel circuit electric pump 4 is adjusted to match the flow rate with the target value.

[0079] Main fuel circuit: Based on the main flow requirements commanded by the ECU, the flow rate is initially adjusted by the speed of the main fuel pump motor 17, and then the return fuel volume is finely adjusted by the high-speed solenoid valve 11 (if installed). The flow accuracy is ensured by combining the signal of the main fuel circuit pressure sensor 15.

[0080] Phase 4: Communication and Interaction with External ECUs

[0081] The fuel supply controller 18 communicates with the external engine ECU (electronic control unit) via the CAN bus to achieve coordinated operation of "command reception - status feedback":

[0082] Command reception: The ECU sends high-level commands to the controller, such as ignition commands, main fuel line start commands, flow target values, driver enable switch commands, etc. The controller does not need the ECU to directly process the low-level sensor signals, but only executes the commands and completes the low-level control.

[0083] Status feedback: The controller provides real-time feedback on the system status to the ECU, such as the current fuel temperature, pressure / flow of the two fuel lines, electric pump / motor speed, solenoid valve working status (on / off), system fault information (such as abnormal pressure), etc., so that the ECU can monitor the engine test process as a whole.

[0084] V. Oil Circuit Flexibility and Test Mode

[0085] The device supports individual testing of a specific oil circuit, achieved through a detachable "sealant block" connecting the main oil circuit outlet 7 and the ignition oil circuit outlet 9.

[0086] Ignition circuit test alone: ​​Install a blocking block at the main oil circuit outlet 7, and only start the relevant components of the ignition circuit (such as the ignition circuit electric pump 4 and the ignition circuit switch solenoid valve 8) to evaluate the characteristics of the ignition circuit.

[0087] Test the main fuel circuit separately: Install a blocking block at the ignition fuel circuit outlet 9, and only start the main fuel circuit components (such as the main fuel pump 16 and the main fuel switch solenoid valve 6) to evaluate the main fuel circuit characteristics.

[0088] Collaborative test: Without installing the sealing block, the two oil circuits coordinate to supply oil according to the instructions, simulating the real working scenario of the engine (such as the main oil circuit relaying oil supply after ignition).

[0089] The examples provided in this utility model are not intended to limit the implementation methods. Those skilled in the art will recognize that various variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementation methods here, and any obvious variations or modifications derived therefrom are still within the protection scope of this utility model.

Claims

1. An integrated fuel supply device for ground testing of an aircraft engine, characterized in that, Includes fuel inlet pipe (1), ignition fuel circuit electric pump (4), main fuel pump (16), and fuel supply controller (18). The first end of the oil inlet pipe (1) is connected to an inlet oil filter (2), and the tail end of the oil inlet pipe (1) is connected to a temperature sensor (3). The oil inlet pipe (1) is connected to the inlet end of the ignition oil circuit electric pump (4), and the outlet end of the ignition oil circuit electric pump (4) is connected in sequence to the ignition oil circuit pressure sensor (5) and the ignition oil circuit switch solenoid valve (8) through the pipe. The ignition oil circuit switch solenoid valve (8) is connected to the ignition oil circuit outlet (9). The tail end of the oil inlet pipe (1) is connected to a first tee connector (10) via a pipe. One end of the first tee connector (10) is connected to a second tee connector (13). One end of the second tee connector (13) is connected to the inlet end of the main fuel pump (16). The outlet end of the main fuel pump (16) is connected to a main fuel circuit pressure sensor (15) and is connected to a main fuel switch solenoid valve (6) via a pipe. The main fuel switch solenoid valve (6) is connected to the main fuel circuit outlet (7). The main fuel pump (16) is driven by a main fuel pump motor (17). The temperature sensor (3), ignition fuel line electric pump (4), ignition fuel line pressure sensor (5), main fuel switch solenoid valve (6), ignition fuel line switch solenoid valve (8), main fuel line pressure sensor (15), and main fuel pump motor (17) are electrically connected to the fuel supply controller (18). The fuel supply controller (18) is configured to independently close-loop control the ignition fuel line electric pump (4), ignition fuel line switch solenoid valve (8), main fuel switch solenoid valve (6), and main fuel pump motor (17) based on the temperature signal of the temperature sensor (3), the pressure signals of the ignition fuel line pressure sensor (5), and the main fuel line pressure sensor (15), so as to adjust the fuel flow of the ignition fuel line and the main fuel line respectively. The fuel supply controller (18) communicates with the ECU of the external engine via a CAN bus to receive commands from the ECU and feed back status information to the ECU.

2. The integrated fuel supply device for ground testing of an aircraft engine according to claim 1, characterized in that, The ignition oil circuit pressure sensor (5) is the same model as the main oil circuit pressure sensor (15).

3. The integrated fuel supply device for ground testing of an aircraft engine according to claim 1, characterized in that, Both the main oil line outlet (7) and the ignition oil line outlet (9) are detachably connected with sealing blocks.

4. The integrated fuel supply device for ground testing of an aircraft engine according to claim 1, characterized in that, An accumulator (14) is also connected to the pipeline between the outlet end of the main fuel pump (16) and the main fuel switch solenoid valve (6). The inlet end of the accumulator (14) is connected to the outlet end of the main fuel pump (16), the outlet end of the accumulator (14) is connected to the inlet end of the main fuel switch solenoid valve (6), and the return end of the accumulator (14) is connected to the other end of the second three-way connector (13) through a pipe.

5. The integrated fuel supply device for ground testing of an aircraft engine according to claim 4, characterized in that, The outlet end of the accumulator (14) is connected to the inlet end of the main fuel switch solenoid valve (6) through a third three-way connector (12), and one end of the third three-way connector (12) is not connected to the inlet end of the main fuel switch solenoid valve (6).

6. The integrated fuel supply device for ground testing of an aircraft engine according to claim 5, characterized in that, The other end of the third tee connector (12) is not connected to the other end of the first tee connector (10) via a pipe.

7. The integrated fuel supply device for ground testing of an aircraft engine according to claim 5, characterized in that, The other end of the third three-way connector (12) is not connected to the other end of the first three-way connector (10) via a high-speed solenoid valve (11), and the high-speed solenoid valve (11) is electrically connected to the fuel supply controller (18).

8. The integrated fuel supply device for ground testing of an aircraft engine according to claim 7, characterized in that, The first tee connector (10), the third tee connector (12), and the second tee connector (13) have the same structure.

9. The integrated fuel supply device for ground testing of an aircraft engine according to claim 1, characterized in that, The fuel supply controller (18) is a PLC intelligent controller.

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