A metering solenoid valve and working method for aerospace engine fuel supply system

Abstract

The present invention discloses a metering solenoid valve for aerospace engine fuel supply system, including a valve body, the valve body having an upper chamber and a lower chamber; a pressure differential control valve core is arranged in the lower chamber, and the pressure differential control valve core divides the lower chamber into three independent spaces from left to right in the axial direction, namely a power chamber, a fuel outflow chamber and a flow chamber. The pressure differential control valve core is used to: when the pressure at the fuel outlet becomes smaller, move toward the power chamber side, so that the fuel in the power chamber flows into the fuel outflow chamber, reduce the throttling area between the first connecting channel and the fuel outlet, and increase the pressure at the fuel outlet; when the pressure at the fuel outlet becomes larger, the pressure differential control valve core moves to the right, increases the throttling area between the first connecting channel and the fuel outlet, and the fuel in the fuel outflow chamber flows into the power chamber, reducing the pressure at the fuel outlet. The metering solenoid valve for aerospace engine fuel supply system adjusts the pressure of the fuel outlet in real time, so that the pressure of the fuel outlet and the fuel inlet remain the same.

Description

Technical Field

[0001] The present invention belongs to the technical field of liquid fuel control for aerospace engines, and in particular relates to a metering solenoid valve and a working method for a fuel supply system for an aerospace engine. Background Art

[0002] During the operation of aerospace engines, the flow rate of liquid fuel needs to be regulated. When the operating conditions of the fuel medium supply object are relatively simple, solenoid valves are often used to control the metering of the medium. Due to the simple operating conditions, when the inlet and outlet pressures of the solenoid valve are basically constant, the flow rate is only related to the power-on time of the solenoid valve. The fluid can be metered by controlling the power-on time of the solenoid valve. When the operating conditions of the fuel medium supply object are relatively complex, a medium regulator with a complex structure is generally used or the fluid is controlled through closed-loop control of a solenoid valve and a flow sensor. However, the medium flow regulator solution has relatively low reliability, relatively slow response, and is heavy. The response speed and control accuracy of the closed-loop control solution of the solenoid valve and flow sensor are difficult to guarantee.

[0003] The extrusion type liquid rocket engine fuel supply system is a commonly used rocket engine supply system due to its simple structure. However, its working principle results in a constant inlet pressure of the metering device, while the outlet pressure changes with the engine operating conditions. The inlet and outlet pressures of the solenoid valve are not constant. Therefore, it is urgent to realize a control and metering function for the liquid fuel flow that is suitable for the extrusion type supply system and can complete the control and metering function of the liquid fuel flow with high precision, high reliability and high response speed with the smallest possible mass under complex operating conditions. Summary of the invention

[0004] The purpose of the present invention is to provide a metering solenoid valve for an aerospace engine fuel supply system, which can adjust the pressure of the fuel outlet in real time by controlling the valve core through the pressure difference, so that the pressure of the fuel outlet and the fuel inlet remain the same, thereby ensuring the stability of the fuel supply; and by changing the power supply mode of the electromagnetic device, different fuel flow rates can be met, with high control accuracy and fast response speed.

[0005] The present invention adopts the following technical solution: a metering solenoid valve for a space engine fuel supply system, comprising a valve body, the valve body having an upper chamber and a lower chamber, the upper chamber being used for caching fuel;

[0006] A first communication channel and a second communication channel are provided in the valve body and are connected between the upper chamber and the lower chamber;

[0007] A pressure differential control valve core is arranged in the lower chamber, and the pressure differential control valve core divides the lower chamber into three independent spaces from left to right in the axial direction, namely, a power chamber, a fuel outflow chamber and a circulation chamber; wherein the power chamber and the fuel outflow chamber are both connected to the first communication channel, and a fuel outlet is opened on the fuel outflow chamber; the circulation chamber is connected to the second communication channel, and a fuel inlet is opened on the circulation chamber;

[0008] The pressure differential control valve core is used to: when the pressure at the fuel outlet becomes smaller, move toward the power chamber side, so that the fuel in the power chamber flows into the fuel outflow chamber, reduce the throttling area between the first connecting channel and the fuel outlet, and increase the pressure at the fuel outlet; when the pressure at the fuel outlet becomes larger, the pressure differential control valve core moves to the right, increases the throttling area between the first connecting channel and the fuel outlet, and the fuel in the fuel outflow chamber flows into the power chamber, reducing the pressure at the fuel outlet.

[0009] Furthermore, a left iron core and a right iron core are axially arranged at the left and right ends of the upper chamber, the outer ends of the left iron core and the right iron core are located outside the upper chamber and are connected to the electromagnetic device; the inner ends are both located inside the upper chamber, and a through cavity is formed between the inner ends, and the connecting cavity is connected to the first connecting channel and the second connecting channel; the left iron core and the right iron core are both connected to the electromagnetic device;

[0010] A third communication channel is provided in the valve body and above the right iron core. The inlet end of the third communication channel is connected to the communication cavity and the opening is different depending on the working state of the right iron core. The outlet end of the third communication channel is connected to the first communication channel.

[0011] The left iron core is used to: block the passage between the upper chamber and the first communicating channel when the power is off; and move to the left to open the passage between the upper chamber and the first communicating channel when the power is on.

[0012] The right iron core is used to block the inlet end of the third connecting channel when the power is not supplied, and to move to the right to open the inlet end of the third connecting channel when the fuel is supplied in the power supply state.

[0013] Furthermore, a pressure difference spring is arranged in the power chamber, and the pressure difference spring is arranged between the lower chamber and the left end portion of the pressure difference control valve core.

[0014] Furthermore, a temperature compensation sheet is arranged at the left end of the pressure difference control valve core and between the pressure difference spring.

[0015] Furthermore, a left dynamic sealing assembly and a right dynamic sealing assembly are correspondingly arranged at the outer ends of the left iron core and the right iron core and at the connection with the valve body.

[0016] Furthermore, a left return spring is axially arranged between the left dynamic seal assembly and the inner end of the left iron core, and a right return spring (9) is axially arranged between the right dynamic seal assembly and the inner end of the right iron core.

[0017] Furthermore, the electromagnetic device includes a left coil and a right coil wound around the outer ends of the left iron core and the right iron core.

[0018] Furthermore, the power chamber is connected to the first connecting channel through a fuel reflux channel, a section of the fuel reflux channel is provided with a throttle nozzle, and the throttle nozzle is a boss surrounding the inner wall of the fuel reflux channel.

[0019] Furthermore, the power chamber is located at the left end of the pressure differential control valve core, the flow chamber is located at the right end of the pressure differential control valve core, and the fuel outflow chamber corresponds to the middle contraction valve body position of the pressure differential control valve core.

[0020] The present invention also discloses a working method of the above-mentioned metering solenoid valve for aerospace engine fuel supply system, and the working method is as follows:

[0021] a. When a small flow of fuel is required, the left coil or the right coil is energized;

[0022] When the left coil is energized, the left iron core moves to the left in the upper chamber, opening the fuel inlet between the first communication channel and the upper chamber; the fuel flows from the fuel inlet into the communication cavity through the flow cavity and the second communication channel in sequence, flows from the fuel inlet between the first communication channel and the upper chamber into the first communication channel, flows into the fuel outflow cavity, and flows out from the fuel outlet;

[0023] When the right coil is energized, the right iron core moves rightward in the upper chamber, opening the inlet; the fuel flows from the fuel inlet into the communicating cavity through the flow cavity and the second communicating channel in sequence, and flows from the third communicating channel into the first communicating channel, and flows into the middle, and flows out from the middle;

[0024] b. When a large flow of fuel is required, the left coil and the right coil are energized at the same time:

[0025] The left iron core moves to the left in the upper chamber to open the fuel inlet between the first communication channel and the upper chamber; the right iron core moves to the right in the upper chamber to open the inlet of the third communication channel; the fuel flows from the fuel inlet into the communication cavity through the flow cavity and the second communication channel in sequence, and then is divided into two paths, one path flows into the first communication channel, and the other path flows into the first communication channel through the third communication channel, and then flows into the fuel outflow cavity and flows out from the fuel outlet;

[0026] In the state of large fuel flow or small fuel flow: when the pressure at the fuel outlet becomes smaller, the pressure difference control valve core moves toward the power chamber side, so that the fuel in the power chamber flows into the fuel outflow chamber, reducing the throttling area between the first connecting channel and the fuel outlet, and increasing the pressure at the fuel outlet; when the pressure at the fuel outlet increases, the pressure difference control valve core moves to the right, increasing the throttling area between the first connecting channel and the fuel outlet, and the fuel in the fuel outflow chamber flows into the power chamber, reducing the pressure at the fuel outlet; until the pressure at the fuel outlet is the same as the pressure at the fuel inlet.

[0027] The beneficial effects of the present invention are as follows: 1. Two interconnected chambers are provided in the valve body, and a pressure differential control valve core is provided in one chamber. The pressure of the fuel outlet is adjusted in real time by the movement of the pressure differential control valve core, so that the pressure of the fuel outlet and the fuel inlet are kept the same, thereby ensuring the stability of the fuel supply. 2. By changing the way the coil is energized, that is, the coils at the left and right ends are energized at the same time or at different times, the inlet ends of the first communication channel and the third communication channel are opened at the same time or at different times, which can be applied to the needs of fuels with different flow rates. 3. The output flow of the solenoid valve is controlled, the opening of the inlet of the first communication channel and the third communication channel is controlled, the flow of the fuel is accurately controlled, and no new flow control device is required, which reduces the complexity and weight of the entire supply system, while improving the reliability, accuracy and response speed, and is convenient for mass production and small batch customization. 4. A temperature compensation sheet is provided to compensate for the temperature through mechanical principles. During the fuel flow process, when the temperature of the fuel changes, the temperature compensation sheet thickens or thins to change the length of the pressure differential spring, adjust the flow area under the influence of temperature, and simplify the difficulty of control calculation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the structure of a metering solenoid valve for a fuel supply system of an aerospace engine without an electromagnet;

[0029] Figure 2 It is a schematic diagram of the structure of a metering solenoid valve used in aerospace engine fuel supply system;

[0030] Among them: 1. Valve body; 1-1. Upper chamber; 1-11. Connecting cavity; 1-2. Lower chamber; 1-21. Power chamber; 1-22. Fuel outflow chamber; 1-23. Circulation chamber; 2. Left coil; 3. Left iron core; 4. Left dynamic sealing assembly; 5. Left return spring; 6. Right coil; 7. Right iron core; 8. Right dynamic sealing assembly; 9. Right return spring; 10. Fuel inlet; 11. Fuel outlet; 12. Pressure difference control valve core; 13. Pressure difference spring; 14. Throttle nozzle; a. First connecting channel; b. Second connecting channel; c. Third connecting channel; c-1. Fuel reflux channel. DETAILED DESCRIPTION

[0031] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] The present invention discloses a metering solenoid valve for a fuel supply system of an aerospace engine, comprising a valve body 1, wherein the valve body 1 has an upper chamber 1-1 and a lower chamber 1-2, wherein the upper chamber 1-1 is used for caching fuel; a first connecting channel a and a second connecting channel b are connected in the valve body 1 and located between the upper chamber 1-1 and the lower chamber 1-2.

[0033] like Figure 2 As shown, a pressure difference control valve core 12 is arranged in the lower chamber 1-2, and the pressure difference control valve core 12 divides the lower chamber 1-2 into three independent spaces from left to right in the axial direction, namely the power chamber 1-21, the fuel outflow chamber 1-22 and the circulation chamber 1-23; wherein, the power chamber 1-21 is connected with the fuel outflow chamber 1-22 through the first connecting channel a, and a fuel outlet 11 is opened on the fuel outflow chamber 1-22; the circulation chamber 1-23 is connected with the second connecting channel b, and a fuel inlet 10 is opened on the circulation chamber 1-23.

[0034] The pressure differential control valve core 12 is used to: when the pressure at the fuel outlet 11 becomes smaller, move toward the power chamber 1-21 side, so that the fuel in the power chamber 1-21 flows into the fuel outflow chamber 1-22; the pressure differential control valve core 12 moves to the left, so that the fuel in the power chamber 1-21 flows into the fuel outflow chamber 1-22 and at the same time blocks the first connecting channel a and the fuel outlet 11, reduces the throttling area between the first connecting channel (a) and the fuel outlet (11), and increases the pressure of the fuel outlet 11 until it is equal to the pressure of the fuel inlet 10; when the pressure at the fuel outlet 11 increases, the pressure differential control valve core 12 moves to the right, increases the throttling area between the first connecting channel a and the fuel outlet 11, and the fuel in the fuel outflow chamber 1-22 flows into the power chamber 1-21, reduces the pressure of the fuel outlet 11 until it is equal to the pressure of the fuel inlet 10.

[0035] The left iron core 3 and the right iron core 7 are axially arranged at the left and right ends of the upper chamber 1-1. The outer ends of the left iron core 3 and the right iron core 7 are located outside the upper chamber 1-1 and are connected to the electromagnetic device; the inner ends are located inside the upper chamber 1-1, and a connecting cavity 1-11 is formed between the inner ends, and the connecting cavity 1-11 is connected to the first connecting channel a and the second connecting channel b; the left iron core 3 and the right iron core 7 are connected to the electromagnetic device; the electromagnetic device is a left coil 2 and a right coil 6 wound around the outer ends of the left iron core 3 and the right iron core 7. The left dynamic seal assembly 4 and the right dynamic seal assembly 8 are correspondingly arranged at the outer ends of the left iron core 3 and the right iron core 7 and at the connection with the valve body 1. A left return spring 5 is axially arranged between the left dynamic seal assembly 4 and the inner end of the left iron core 3, and a right return spring 9 is axially arranged between the right dynamic seal assembly 8 and the inner end of the right iron core 7. The left iron core 3 and the right iron core 7 are selected from various common solenoid valve pilot valves such as cone valves and ball valves.

[0036] A third communication channel c is provided in the valve body 1 and above the right iron core 7. The inlet end of the third communication channel c is connected to the communication cavity 1-11 and the opening is different depending on the working state of the right iron core 7. The outlet end of the third communication channel c is connected to the first communication channel a.

[0037] The left iron core 3 is used to block the passage between the upper chamber 1-1 and the first communication channel a when the power is off; and to move to the left to open the passage between the upper chamber 1-1 and the first communication channel a when the power is on.

[0038] The right iron core 7 is used to block the inlet end of the third communication channel c when the power is off; and to move to the right to open the inlet end of the third communication channel c when the power is on to flow fuel.

[0039] A differential pressure spring 13 is arranged in the power chamber 1-21, and the differential pressure spring 13 is arranged between the lower chamber 1-2 and the left end of the differential pressure control valve core 12. A temperature compensation sheet 15 is arranged at the left end of the differential pressure control valve core 12 and between the differential pressure spring 13. Because when the fuel temperature changes during the flow of fuel, when the temperature rises, the temperature compensation sheet thickens, and when the temperature drops, the temperature compensation sheet becomes thinner. When the fuel temperature rises, the differential pressure spring 13 is slightly compressed, and the fuel in the power chamber 1-21 flows into the fuel outflow chamber 1-22, then the pressure of the fuel outlet 11 will increase. At this time, the differential pressure control valve core 12 moves slightly to the right to adjust the flow area under the influence of temperature, so as to adjust the pressure of the fuel outlet 11 and the pressure of the fuel inlet 10 to be equal in real time.

[0040] The power chamber 1-21 is connected to the first connecting channel a through a fuel return channel c-1. A throttle nozzle 14 is provided in a section of the fuel return channel c-1. The throttle nozzle 14 is a boss surrounding the inner wall of the fuel return channel c-1.

[0041] The present invention also discloses a working method of the above-mentioned metering solenoid valve for aerospace engine fuel supply system, and the working method is as follows:

[0042] a. When a small flow of fuel is required, the left coil 2 or the right coil 6 is energized;

[0043] When the left coil 2 is energized, the left iron core 3 moves to the left in the upper chamber 1-1, opening the fuel inlet between the first connecting channel a and the upper chamber 1-1; the fuel flows from the fuel inlet 10 into the connecting cavity 1-11 through the flow cavity 1-23 and the second connecting channel b in sequence, flows from the fuel inlet between the first connecting channel a and the upper chamber 1-1 into the first connecting channel a, flows into the fuel outflow cavity 1-22, and flows out from the fuel outlet 11;

[0044] Or when the right coil 6 is energized, the right iron core 7 moves rightward in the upper chamber 1-1, opening the inlet c; the fuel flows from the fuel inlet 10 into the connecting cavity 1-11 through the flow cavity 1-23 and the second connecting channel b in sequence, and flows into the first connecting channel a through the third connecting channel c, and flows into 1-22, and flows out from 11;

[0045] b. When a large flow of fuel is required, the left coil 2 and the right coil 6 are energized at the same time:

[0046] The left iron core 3 moves to the left in the upper chamber 1-1 to open the fuel inlet between the first connecting channel a and the upper chamber 1-1; the right iron core 7 moves to the right in the upper chamber 1-1 to open the inlet of the third connecting channel c; the fuel flows from the fuel inlet 10 into the connecting cavity 1-11 through the flow cavity 1-23 and the second connecting channel b in sequence, and then is divided into two paths, one path flows into the first connecting channel a, and the other path flows into the first connecting channel a through the third connecting channel c, and then flows into the fuel outflow cavity 1-22, and flows out from the fuel outlet 11;

[0047] In the above-mentioned high-flow fuel or low-flow fuel state: when the pressure at the fuel outlet 11 becomes smaller, the pressure difference control valve core 12 moves toward the power chamber 1-21 side, so that the fuel in the power chamber 1-21 flows into the fuel outflow chamber 1-22, reducing the throttling area between the first connecting channel a and the fuel outlet 11, and increasing the pressure at the fuel outlet 11; when the pressure at the fuel outlet 11 increases, the pressure difference control valve core 12 moves to the right, increasing the throttling area between the first connecting channel a and the fuel outlet 11, and the fuel in the fuel outflow chamber 1-22 flows into the power chamber 1-21, reducing the pressure at the fuel outlet 11; until the pressure at the fuel outlet 11 is the same as the pressure at the fuel inlet 10.

[0048] The working process of the metering solenoid valve used in the aerospace engine fuel supply system is as follows:

[0049] One situation is as follows: the electromagnetic device at the left end is started, causing the left iron core 3 to move to the left. At this time, the first connecting channel a is connected to the second connecting channel b, and the fuel flows from the fuel inlet 10 to the fuel outlet 11; in this process, the fuel on the second connecting channel b acts on the right end face of the pressure difference control valve core 12, and the fuel on the first connecting channel a flows to the power chamber 1-21 through the throttle nozzle 14, and acts on the left end face of the pressure difference control valve core 12. Since the pressure difference control valve core 12 can control the fuel pressure difference between the first connecting channel a and the second connecting channel b to remain at a fixed value, the flow through the solenoid valve at this time is a constant value related to the fuel inlet and outlet pressure difference and the throttling area between the first connecting channel a and the third connecting channel c.

[0050] In the second case, the electromagnetic device at the right end is started to move the right iron core 7 to the right. At this time, the second connecting channel b is connected with the third connecting channel c. Since the third connecting channel c is connected with the first connecting channel a through the annular groove, the fuel flows from the fuel inlet 10 to the fuel outlet 11. In this process, the fuel on the second connecting channel b acts on the right end face of the pressure difference control valve core 12, and the fuel on the first connecting channel a flows to the power chamber 1-21 through the throttle nozzle 14, and acts on the left end face of the pressure difference control valve core 12. Since the pressure difference control valve core 12 can control the fuel pressure difference between the first connecting channel a and the second connecting channel b to remain at a fixed value, the flow through the solenoid valve at this time is a constant value related to the inlet and outlet pressure difference and the throttling area between the third connecting channel c and the second connecting channel b.

[0051] The third situation is that the electromagnetic devices at the left and right ends are started at the same time, causing the left iron core 3 to move to the left and outward, and the right iron core 7 to move to the right. At this time, the first connecting channel a is connected to the second connecting channel b through two oil circuits. One is that the second connecting channel b is connected to the third connecting channel c due to the rightward movement of the right iron core 7, and is connected to the first connecting channel a through the annular groove; the other is that the second connecting channel b is connected to the first connecting channel a due to the leftward movement of the left iron core 3. In this process, the fuel on the second connecting channel b acts on the right end face of the pressure differential control valve core 12, and the fuel on the first connecting channel a flows to the power chamber 1-21 through the throttle nozzle 14, and acts on the left end face of the pressure differential control valve core 12. Since the pressure differential control valve core 12 can control the fuel pressure difference between the first connecting channel a and the second connecting channel b to be maintained at a fixed value.

[0052] In the above three cases, during the fuel flow process, when the pressure at the fuel outlet 11 becomes smaller, the fuel at the fuel inlet 10 pushes the pressure differential control valve core 12 to move to the left, squeezing the pressure differential spring 13, and the fuel in the power chamber 1-21 flows into the fuel outflow chamber 1-22 through the third connecting channel c and the throttle nozzle 14, and flows out from the fuel outlet 11. At this time, the throttling area between the first connecting channel a and the fuel outlet 11 becomes smaller, which increases the flow resistance of the flow channel and increases the pressure of the fuel outlet 11 until the pressure difference between the fuel outlet 11 and the fuel inlet 10 is a preset fixed value; when the pressure at the fuel outlet 11 increases, the squeezing pressure differential spring 13 pushes the pressure differential control valve core 12 to move to the right, and the fuel in the fuel outlet 11 flows into the power chamber 1-21 through the throttle nozzle 14. At this time, the throttling area between the first connecting channel a and the fuel outlet 11 becomes larger, which reduces the flow resistance of the flow channel and reduces the pressure of the fuel outlet 11 until the pressure difference between the fuel inlet 10 and the fuel outlet 11 is a preset fixed value.

Claims

1. A metering solenoid valve for aerospace engine fuel supply system, characterized in that: The valve body comprises a valve body (1), wherein the valve body (1) comprises an upper chamber (1-1) and a lower chamber (1-2), wherein the upper chamber (1-1) is used for caching fuel; A first communication channel (a) and a second communication channel (b) are provided in the valve body (1) and are located between the upper chamber (1-1) and the lower chamber (1-2); A differential pressure control valve core (12) is arranged in the lower chamber (1-2), and the differential pressure control valve core (12) divides the lower chamber (1-2) into three independent spaces from left to right in the axial direction, namely, a power chamber (1-21), a fuel outflow chamber (1-22), and a circulation chamber (1-23); wherein the power chamber (1-21) and the fuel outflow chamber (1-22) are both connected to the first connecting channel (a), and a fuel outlet (11) is opened on the fuel outflow chamber (1-22); the circulation chamber (1-23) is connected to the second connecting channel (b), and a fuel inlet (10) is opened on the circulation chamber (1-23); The differential pressure control valve core (12) is used to: when the pressure at the fuel outlet (11) decreases, move toward the power chamber (1-21) so that the fuel in the power chamber (1-21) flows into the fuel outflow chamber (1-22), reduce the throttling area between the first connecting passage (a) and the fuel outlet (11), and increase the pressure at the fuel outlet (11); when the pressure at the fuel outlet (11) increases, the differential pressure control valve core (12) moves rightward to increase the throttling area between the first connecting passage (a) and the fuel outlet (11), so that the fuel in the fuel outflow chamber (1-22) flows into the power chamber (1-21), and reduce the pressure at the fuel outlet (11); A left iron core (3) and a right iron core (7) are axially arranged at the left and right ends of the upper chamber (1-1); the outer ends of the left iron core (3) and the right iron core (7) are located outside the upper chamber (1-1) and are connected to the electromagnetic device; the inner ends are both located inside the upper chamber (1-1); a connecting cavity (1-11) is formed between the inner ends; the connecting cavity (1-11) is connected to the first connecting channel (a) and the second connecting channel (b); the left iron core (3) and the right iron core (7) are both connected to the electromagnetic device; the left iron core (3) and the right iron core (7) are cone valves or ball valves; A third communication channel (c) is provided in the valve body (1) and above the right iron core (7); an inlet end of the third communication channel (c) is connected to the communication cavity (1-11) and its opening is different depending on the working state of the right iron core (7); an outlet end of the third communication channel (c) is connected to the first communication channel (a); The left iron core (3) is used to: block the passage between the upper chamber (1-1) and the first communication channel (a) when the power is not supplied; and move to the left to open the passage between the upper chamber (1-1) and the first communication channel (a) when the power is supplied; The right iron core (7) is used to: block the inlet end of the third communication channel (c) when the power is not supplied; and move to the right to open the inlet end of the third communication channel (c) when the power is supplied; The power chamber (1-21) is connected to the first connecting channel (a) via a fuel return channel (c-1), a section of the fuel return channel (c-1) is provided with a throttle nozzle (14), and the throttle nozzle (14) is a boss surrounding the inner wall of the fuel return channel (c-1).

2. A metering solenoid valve for aerospace engine fuel supply system according to claim 1, characterized in that: A pressure difference spring (13) is arranged in the power chamber (1-21), and the pressure difference spring (13) is arranged between the lower chamber (1-2) and the left end of the pressure difference control valve core (12).

3. A metering solenoid valve for aerospace engine fuel supply system according to claim 2, characterized in that: A temperature compensation sheet (15) is provided at the left end of the differential pressure control valve core (12) and between the differential pressure spring (13).

4. A metering solenoid valve for aerospace engine fuel supply system according to claim 3, characterized in that: A left dynamic sealing assembly (4) and a right dynamic sealing assembly (8) are correspondingly arranged at the outer ends of the left iron core (3) and the right iron core (7) and at the connection with the valve body (1).

5. A metering solenoid valve for aerospace engine fuel supply system according to claim 4, characterized in that: A left return spring (5) is axially arranged between the left dynamic seal assembly (4) and the inner end of the left iron core (3), and a right return spring (9) is axially arranged between the right dynamic seal assembly (8) and the inner end of the right iron core (7).

6. A metering solenoid valve for aerospace engine fuel supply system according to claim 5, characterized in that: The electromagnetic device comprises a left coil (2) and a right coil (6) which are wound around the outer ends of the left iron core (3) and the right iron core (7).

7. A metering solenoid valve for aerospace engine fuel supply system according to claim 6, characterized in that: The power chamber (1-21) is located at the left end of the differential pressure control valve core (12), the flow chamber (1-23) is located at the right end of the differential pressure control valve core (12), and the fuel outflow chamber (1-22) corresponds to the middle contraction valve body position of the differential pressure control valve core (12).

8. A working method of a metering solenoid valve for a space engine fuel supply system according to any one of claims 6-7, characterized in that: The working method is as follows: a. When a small flow of fuel is required, the left coil (2) or the right coil (6) is energized; When the left coil (2) is energized, the left iron core (3) moves leftward in the upper chamber (1-1), opening the fuel inlet between the first connecting channel (a) and the upper chamber (1-1); the fuel flows from the fuel inlet (10) into the connecting cavity (1-11) through the flow cavity (1-23) and the second connecting channel (b) in sequence, flows from the fuel inlet between the first connecting channel (a) and the upper chamber (1-1) into the first connecting channel (a), flows into the fuel outflow cavity (1-22), and flows out from the fuel outlet (11); Or when the right coil (6) is energized, the right iron core (7) moves rightward in the upper chamber (1-1) to open the inlet of the third connecting channel (c); the fuel flows from the fuel inlet (10) into the connecting cavity (1-11) through the flow cavity (1-23) and the second connecting channel (b) in sequence, and flows from the third connecting channel (c) into the first connecting channel (a), and flows into the fuel outflow cavity (1-22), and flows out from the fuel outlet (11); b. When a large flow of fuel is required, the left coil (2) and the right coil (6) are energized at the same time: The left iron core (3) moves to the left in the upper chamber (1-1) to open the fuel inlet between the first connecting channel (a) and the upper chamber (1-1); the right iron core (7) moves to the right in the upper chamber (1-1) to open the inlet of the third connecting channel (c); the fuel flows from the fuel inlet (10) into the connecting cavity (1-11) through the flow cavity (1-23) and the second connecting channel (b) in sequence, and then is divided into two paths, one path flows into the first connecting channel (a), and the other path flows into the first connecting channel (a) through the third connecting channel (c), and then flows into the fuel outflow cavity (1-22), and flows out from the fuel outlet (11); In the above-mentioned high-flow fuel or low-flow fuel state: when the pressure of the fuel outlet (11) becomes smaller, the pressure difference control valve core (12) moves toward the power chamber (1-21), so that the fuel in the power chamber (1-21) flows into the fuel outflow chamber (1-22), reducing the throttling area between the first connecting channel (a) and the fuel outlet (11), and increasing the pressure of the fuel outlet (11); when the pressure at the fuel outlet (11) increases, the pressure difference control valve core (12) moves to the right, increasing the throttling area between the first connecting channel (a) and the fuel outlet (11), and the fuel in the fuel outflow chamber (1-22) flows into the power chamber (1-21), reducing the pressure of the fuel outlet (11); until the pressure of the fuel outlet (11) is the same as the pressure of the fuel inlet (10).

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