Fuel dispenser, fuel control system and aeroengine

Abstract

The present invention relates to the technical field of aeroengines, and particularly relates to a fuel dispenser, a fuel control system and an aeroengine. The fuel dispenser includes: a distribution valve that receives metered fuel and has a first outlet and a second outlet coupled to the first-stage nozzle and the second-stage nozzle of the combustion chamber, the distribution valve has a first control chamber, a first control port and a second control port, and the first control chamber communicates with a control oil source through the first control port; and a first high-speed solenoid valve that connects the second control port and the oil return circuit. By changing the duty ratio of the first high-speed solenoid valve, the pressure in the first control chamber is changed to change the opening degrees of the first outlet and the second outlet, so as to realize the adjustment of the fuel amounts distributed to the first-stage nozzle and the second-stage nozzle. Based on this, the performance of the fuel dispenser can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and particularly to a fuel dispenser, a fuel control system, and an aeroengine. Background Art

[0002] The fuel dispenser is an important component of an aeroengine and is used to achieve the distribution of fuel among different nozzles in the combustion chamber.

[0003] In related technologies, the fuel dispenser includes a spool valve and an electro-hydraulic servo valve connecting the control chamber of the spool valve and the control oil source. During operation, by controlling the current applied to the electro-hydraulic servo valve, the opening of the spool valve is changed to achieve the distribution of fuel flow. However, the electro-hydraulic servo valve has problems such as large weight, high cost, and poor resistance to fuel contamination, which affect the performance of the fuel dispenser. Summary of the Invention

[0004] One technical problem to be solved by the present invention is to improve the performance of the fuel dispenser.

[0005] To solve the above technical problem, the present invention provides a fuel dispenser, which includes:

[0006] A distribution valve that receives metered fuel and has a first outlet and a second outlet coupled to the first-stage nozzles and the second-stage nozzles of the combustion chamber. The distribution valve has a first control chamber, a first control port, and a second control port. The first control chamber is in communication with the control oil source through the first control port; and

[0007] A first high-speed solenoid valve that connects the second control port and the return oil circuit. By changing the duty ratio of the first high-speed solenoid valve, the pressure in the first control chamber is changed to change the openings of the first outlet and the second outlet, thereby achieving the adjustment of the fuel amounts distributed to the first-stage nozzles and the second-stage nozzles.

[0008] In some embodiments, the fuel dispenser includes a first displacement sensor that detects the displacement of the spool of the distribution valve, and the duty ratio of the first high-speed solenoid valve is changed according to the detection result of the first displacement sensor.

[0009] In some embodiments, the fuel dispenser includes a constant pressure valve, and the first control port is in communication with the control oil source through the constant pressure valve.

[0010] In some embodiments, a throttling element is provided on the oil path between the first control port and the constant pressure valve.

[0011] In some embodiments, the flow area of the first outlet is smaller than the flow area of the second outlet.

[0012] In some embodiments, the first outlet is in communication with the first branch, the second outlet is in communication with the second branch and the third branch that are in parallel with each other, one of the first branch, the second branch, and the third branch is used to be in communication with both the first-stage nozzle and the second-stage nozzle, and the other two are respectively used to be in communication with the first-stage nozzle and the second-stage nozzle. Moreover, the fuel dispenser further includes:

[0013] A staging valve, disposed on the second branch, and having a second control chamber, a third control port, and a fourth control port, wherein the second control chamber is in communication with a control oil source through the third control port; and

[0014] A staging control valve, connecting the fourth control port to the oil return circuit, and the staging control valve controls the on-off between the fourth control port and the oil return circuit to change the pressure in the second control chamber, so as to realize the adjustment of the fuel quantity in the second branch.

[0015] In some embodiments, the first branch is used to be in communication with the axial injection holes of the first-stage nozzle and the second-stage nozzle, the second branch is used to be in communication with the radial and axial injection holes of the first-stage nozzle, and the third branch is used to be in communication with the radial and axial injection holes of the second-stage nozzle.

[0016] In some embodiments, the staging control valve is a second high-speed solenoid valve, and the duty ratio of the second high-speed solenoid valve changes, so that the pressure in the second control chamber changes.

[0017] In some embodiments, the fuel dispenser includes a second displacement sensor, the second displacement sensor detects the displacement of the spool of the staging valve, and the duty ratio of the second high-speed solenoid valve is changed according to the detection result of the second displacement sensor.

[0018] In some embodiments, the third control port is in communication with the control oil source through a constant-pressure valve of the fuel dispenser.

[0019] In some embodiments, a throttling member is provided on the oil path between the third control port and the constant-pressure valve.

[0020] The second aspect of the present invention provides a fuel control system, which includes a fuel metering device and a fuel dispenser according to any embodiment of the present invention.

[0021] In some embodiments, the fuel control system further includes an electronic controller, the electronic controller is in signal connection with the first high-speed solenoid valve, and the duty ratio of the first high-speed solenoid valve changes under the control of the electronic controller.

[0022] In some embodiments, the electronic controller is in signal connection with the second high-speed solenoid valve of the fuel dispenser, and the duty ratio of the second high-speed solenoid valve changes under the control of the electronic controller.

[0023] A third aspect of the present invention provides an aeroengine, which includes a combustion chamber having a first-stage nozzle and a second-stage nozzle, and further includes the fuel control system according to any embodiment of the present invention.

[0024] In an embodiment of the present invention, a high-speed solenoid valve controlled by duty ratio is used to replace an electro-hydraulic servo valve controlled by current as an electro-hydraulic interface element. While realizing the fuel flow distribution function, the advantages of light weight, low cost and strong anti-fuel pollution ability of the high-speed solenoid valve can be exerted, and the performance of the fuel dispenser can be improved.

[0025] Other features and advantages of the present invention will become clear by describing the exemplary embodiments of the present invention in detail with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0027] Figure 1 It is a schematic structural diagram of the fuel control system in an embodiment of the present invention.

[0028] Figure 2 It is a hydraulic schematic diagram of the fuel dispenser in an embodiment of the present invention.

[0029] Figure 3 It is a working schematic diagram of the fuel dispenser in the first working condition in an embodiment of the present invention.

[0030] Figure 4 It is a working schematic diagram of the fuel dispenser in the second working condition in an embodiment of the present invention.

[0031] DESCRIPTION OF THE REFERENCE NUMERALS:

[0032] 100, fuel control system; 10, fuel dispenser; 20, fuel metering device; 30, first fuel main pipe; 40, second fuel main pipe; 50, third fuel main pipe; 60, pressure sensor; 70, combustion chamber; 701, first-stage nozzle; 702, second-stage nozzle; 80, electronic controller;

[0033] 1, valve body;

[0034] 2, distribution valve; 21, first spool; 22, first inlet; 23, first outlet; 24, second outlet; 25, first control chamber; 26, first control port; 27, second control port; 28, first spring chamber;

[0035] 3. Step valve; 31. Second spool; 32. Second inlet; 33. Third outlet; 35. Second control chamber; 36. Third control port; 37. Fourth control port; 38. Second spring chamber;

[0036] 41. First high-speed solenoid valve; 42. Second high-speed solenoid valve; 43. Step control valve;

[0037] 51. First displacement sensor; 52. Second displacement sensor; 53. Linear variable differential transformer;

[0038] 6. Pressure regulating valve;

[0039] 71. Throttle element; 72. Spring;

[0040] 81. First branch; 82. Second branch; 83. Third branch; 84. Oil return circuit. Detailed implementation mode

[0041] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way limits the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present invention.

[0042] For technologies, methods, and devices known to those of ordinary skill in the relevant fields, detailed discussions may not be made, but where appropriate, the said technologies, methods, and devices should be regarded as part of the specification.

[0043] In the description of the present invention, it should be understood that using words such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. Without further statement, the above words have no special meaning, so it cannot be understood as a limitation on the protection scope of the present invention.

[0044] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0045] Figures 1 - 4 The fuel control system of the present invention and its fuel dispenser are exemplarily shown.

[0046] Among them, Figure 1 The fuel control system 100 in some embodiments is shown. As Figure 1As shown, the fuel control system 100 is connected to the combustion chamber 70 of an aeroengine and is used to control the supply of fuel provided by a fuel pump (not shown in the figure) of the aeroengine to the combustion chamber 70. The fuel pump draws fuel from a fuel tank to supply it to the combustion chamber 70. The fuel supplied to the combustion chamber 70 enters the nozzle of the combustion chamber 70, where fuel atomization and fuel-air mixing occur, and finally it is ejected to achieve combustion.

[0047] Figure 1 Only the nozzle part of the combustion chamber 70 in some embodiments is shown. Refer to Figure 1 In some embodiments, the nozzle of the combustion chamber 70 includes a first-stage nozzle 701 and a second-stage nozzle 702. In some embodiments, the first-stage nozzle 701 and the second-stage nozzle 702 are the main combustion stage nozzle and the pre-combustion stage nozzle respectively. The second-stage nozzle 702 is used for ignition. The second-stage nozzle 702 burns before the first-stage nozzle 701. After the second-stage nozzle 702 burns, it ignites the fuel ejected by the first-stage nozzle 701 to achieve staged combustion. Specifically, in some embodiments, the first-stage nozzle 701 and the second-stage nozzle 702 are arranged at a radial interval, and the first-stage nozzle 701 is located radially outside the second-stage nozzle 702; or, in some other embodiments, the first-stage nozzle 701 and the second-stage nozzle 702 have the same radial position but different axial positions, and the first-stage nozzle 701 and the second-stage nozzle 702 are arranged at an axial interval.

[0048] Among them, the numbers of the first-stage nozzle 701 and the second-stage nozzle 702 are not limited. For example, in some embodiments, the combustion chamber 70 includes 20 first-stage nozzles 701 and 4 second-stage nozzles 702.

[0049] In addition, in some embodiments, both the first-stage nozzle 701 and the second-stage nozzle 702 are pressure nozzles, and a pressure valve (such as a check valve) is provided inside to control whether the fuel injection holes are opened. Specifically, refer to Figure 1 and in combination with Figures 3 - 4 In some embodiments, both the first-stage nozzle 701 and the second-stage nozzle 702 have axial fuel injection holes and radial fuel injection holes. And, in some embodiments, the axial fuel injection holes of the first-stage nozzle 701 and the second-stage nozzle 702 include a first axial fuel injection hole and a second axial fuel injection hole. In this way, each nozzle can receive three-way fuel. Among them, in some embodiments, the opening pressure of the radial fuel injection hole is higher than that of the axial fuel injection hole.

[0050] Refer to Figure 1 In some embodiments, the fuel control system 100 includes a fuel dispenser 10 and a fuel metering device 20.

[0051] The fuel metering device 20 is connected to the fuel pump and is used to meter the fuel pumped out by the fuel pump. The fuel metered by the fuel metering device 20 is called metered fuel. The fuel not metered by the fuel metering device 20 is called unmetered fuel.

[0052] The fuel dispenser 10 is connected to the fuel metering device 20 and the combustion chamber 70, and is used to lead the metered fuel to the combustion chamber 70 and realize the distribution of the metered fuel in the nozzles of the combustion chamber 70. Using the fuel dispenser 10 to distribute fuel according to the actual working condition requirements is beneficial to improving the combustion controllability, reducing NOx emissions, and improving the combustion efficiency.

[0053] See Figure 1 , in some embodiments, the fuel control system 100 further includes a first fuel manifold 30, a second fuel manifold 40, and a third fuel manifold 50. The fuel dispenser 10 is connected to the first-stage nozzles 701 and the second-stage nozzles 702 of the combustion chamber 70 through the first fuel manifold 30, the second fuel manifold 40, and the third fuel manifold 50. Specifically, see Figure 1 and Figures 3 - 4 , in some embodiments, the first fuel manifold 30 is in communication with both the first-stage nozzles 701 and the second-stage nozzles 702; the second fuel manifold 40 and the third fuel manifold 50 are respectively in communication with the first-stage nozzles 701 and the second-stage nozzles 702. More specifically, as Figure 1 and Figures 3 - 4 shown, in some embodiments, the first fuel manifold 30 is in communication with the axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702; the second fuel manifold 40 is in communication with the axial and radial injection holes of the first-stage nozzles 701; the third fuel manifold 50 is in communication with the axial and radial injection holes of the second-stage nozzles 702. For example, in some embodiments, the first fuel manifold 30 is in communication with the first axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702; the second fuel manifold 40 is in communication with the radial injection hole and the second axial injection hole of the first-stage nozzles 701; the third fuel manifold 50 is in communication with the radial injection hole and the second axial injection hole of the second-stage nozzles 702. In this way, by adjusting the fuel volume flowing into the first fuel manifold 30, the second fuel manifold 40, and the third fuel manifold 50, the fuel dispenser 10 can realize a complex multi-way fuel distribution function and meet more diverse combustion requirements.

[0054] As Figure 1 shown, in some embodiments, the fuel control system 100 includes a pressure sensor 60. The pressure sensor 60 is disposed on the fuel manifold or on the fuel dispenser 10 and is used to detect the fuel pressure to characterize the opening and closing of the high-pressure shut-off valve in the fuel metering device 20. For example, as Figure 1 known, in some embodiments, the pressure sensor 60 is disposed on the second fuel manifold 40 and is used to detect the fuel pressure in the second fuel manifold 40.

[0055] In addition, referring to Figure 1 , in some embodiments, the fuel control system 100 includes an electronic engine controller (EEC, i.e., Electronic Engine Controller) 80. The electronic controller 80 is in signal connection with the fuel dispenser 10, the fuel metering device 20, and the pressure sensor 60. The electronic controller 80 receives the signal from the pressure sensor 60 for cockpit display to inform the pilot of the state (open or closed) of the high-pressure shut-off valve in the fuel metering device 20. The fuel dispenser 10 distributes fuel under the control of the electronic controller 80.

[0056] Figure 2 The fuel dispenser 10 in some embodiments is shown.

[0057] Referring to Figure 2 , in some embodiments, the fuel dispenser 10 includes a distribution valve 2 and a first high-speed solenoid valve 41.

[0058] The distribution valve 2 is configured to receive metered fuel and achieve the distribution of the metered fuel among the nozzles of the combustion chamber 70. As shown in Figure 1 , the distribution valve 2 includes a first inlet 22, a first outlet 23, a second outlet 24, a first control chamber 25, a first control port 26, and a second control port 27.

[0059] The first inlet 22 communicates with the fuel metering device 20 so that the distribution valve 2 can receive the metered fuel.

[0060] The first outlet 23 and the second outlet 24 are coupled to the first-stage nozzle 701 and the second-stage nozzle 702 of the combustion chamber 70. When the opening of one of the first outlet 23 and the second outlet 24 increases, the opening of the other decreases. The change in the openings of the first outlet 23 and the second outlet 24 affects the distribution of fuel between the first-stage nozzle 701 and the second-stage nozzle 702. For example, as shown in Figure 2 , in some embodiments, the first outlet 23 communicates with a first branch 81, the second outlet 24 communicates with a second branch 82 and a third branch 83 connected in parallel with each other, and one of the first branch 81, the second branch 82, and the third branch 83 communicates with both the first-stage nozzle 701 and the second-stage nozzle 702, and the other two communicate with the first-stage nozzle 701 and the second-stage nozzle 702 respectively. Specifically, in combination with Figures 1 - 4It can be seen that in some embodiments, the first branch 81 communicates with the axial fuel injection holes of the first-stage nozzle 701 and the second-stage nozzle 702. For example, the first branch 81 communicates with the first axial fuel injection holes of the first-stage nozzle 701 and the second-stage nozzle 702 through the first fuel manifold 30; the second branch 82 communicates with the radial and axial fuel injection holes of the first-stage nozzle 701. For example, the second branch 82 communicates with the radial fuel injection hole and the second axial fuel injection hole of the first-stage nozzle 701 through the second fuel manifold 40; the third branch 83 communicates with the radial and axial fuel injection holes of the second-stage nozzle 702. For example, the third branch 83 communicates with the radial fuel injection hole and the second axial fuel injection hole of the second-stage nozzle 702 through the third fuel manifold 50. In this way, by changing the opening degrees of the first outlet 23 and the second outlet 24, the fuel flow rates flowing into the first branch 81, the second branch 82, and the third branch 83 can be changed, and further the fuel amounts allocated to the first-stage nozzle 701 and the second-stage nozzle 702 can be changed. Of course, the connection relationship between the first outlet 23 and the second outlet 24 and the first-stage nozzle 701 and the second-stage nozzle 702 is not limited to Figure 2 the manner shown. For example, in some other embodiments, the first outlet 23 may communicate only with one of the first-stage nozzle 701 and the second-stage nozzle 702, and the second outlet 24 communicates only with the other of the first-stage nozzle 701 and the second-stage nozzle 702. At this time, by changing the opening degrees of the first outlet 23 and the second outlet 24, the adjustment of the fuel amounts allocated to the first-stage nozzle 701 and the second-stage nozzle 702 can also be achieved. Among them, the flow areas of the first outlet 23 and the second outlet 24 may be equal or unequal. For example, in some embodiments, the flow area of the first outlet 23 is smaller than the flow area of the second outlet 24.

[0061] The first control chamber 25 is the servo valve of the distribution valve 2. When its pressure changes, it can change the opening degrees of the first outlet 23 and the second outlet 24, and further adjust the fuel amounts allocated to the first-stage nozzle 701 and the second-stage nozzle 702. Refer to Figure 2 , in some embodiments, the first control chamber 25 is arranged on one side of the valve core of the distribution valve 2 (marked as the first valve core 21 in Figure 2 ), and on the other side of the first valve core 21, there is a first spring chamber 28 with a spring 72 inside. That is to say, the first control chamber 25 and the first spring chamber 28 are arranged on the opposite sides of the first valve core 21, so that when the pressure in the first control chamber 25 changes, the first valve core 21 can be moved to change the opening degrees of the first outlet 23 and the second outlet 24.

[0062] As Figure 2As shown, in some embodiments, the first control chamber 25 is communicated with a control oil source through a first control port 26, and is connected to an oil return circuit 84 through a second control port 27 and a first high-speed solenoid valve 41. In this way, by using duty cycle control to change the opening and closing ratio of the first high-speed solenoid valve 41 within a set period (for example, 100 milliseconds), changing the on-off ratio between the first control chamber 25 and the oil return circuit 84, and controlling the oil discharge flow rate of the oil in the first control chamber 25 to the oil return circuit 84, the pressure in the first control chamber 25 can be changed, thereby changing the opening degrees of the first outlet 23 and the second outlet 24, and realizing the distribution adjustment of the fuel between the first-stage nozzle 701 and the second-stage nozzle 702. That is to say, by changing the duty cycle of the first high-speed solenoid valve 41, the pressure in the first control chamber 25 can be changed, thereby changing the opening degrees of the first outlet 23 and the second outlet 24, and realizing the adjustment of the fuel quantity distributed to the first-stage nozzle 701 and the second-stage nozzle 702.

[0063] It can be seen that based on the provided distribution valve 2 and the first high-speed solenoid valve 41, the fuel distribution function can be realized by changing the duty cycle of the first high-speed solenoid valve 41. This fuel distribution control method based on the duty cycle of the first high-speed solenoid valve 41 is different from the fuel distribution control method based on the current of an electro-hydraulic servo valve in the related art. In the related art, the electro-hydraulic servo valve connects the two control chambers of the distribution valve 2 with the control oil source, and by controlling the high-pressure control oil and the low-pressure control oil to be respectively introduced into the two control chambers of the distribution valve 2, the position of the spool of the distribution valve 2 is changed to realize the distribution of the fuel flow rate.

[0064] At the same time, since the first high-speed solenoid valve 41 is lighter in weight, lower in cost, and better in anti-fuel contamination, it is beneficial to improve the performance of the fuel dispenser 10. The anti-fuel contamination mainly refers to whether it is easily blocked by impurities in the fuel (such as fine metal abrasives and colloids generated by kerosene in a high-temperature environment).

[0065] It can be understood that a high-speed solenoid valve (such as the HSV series high-speed solenoid valve) is a switch-type digital valve that can respond quickly. Compared with an electro-hydraulic servo valve, it has the advantages of lighter weight, lower cost, and better anti-pollution performance. The duty cycle of the high-speed solenoid valve refers to the energization time of the high-speed solenoid valve within one cycle. In some embodiments, the control accuracy of the duty cycle is 5%, that is, the on-off time of the high-speed solenoid valve within one cycle is adjustable in multiples of 5%. For example, in some embodiments, the duty cycle adjustment range of the first high-speed solenoid valve 41 is 5% to 100%, that is, any value among 5%, 10%, 15%, 20%, 25%, 30%, 35%, 40%, 45%, 50%, 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, 95%, and 100% can be taken. Specifically, in some embodiments, the duty cycle adjustment range of the first high-speed solenoid valve 41 is 5% to 35%, that is, any value among 5%, 10%, 15%, 20%, 25%, 30%, and 35% can be taken. Among them, 100 ms can be taken as one cycle.

[0066] The adjustment of the duty cycle of the first high-speed solenoid valve 41 can be completed under the control of the electronic controller 80. At this time, the first high-speed solenoid valve 41 is signal-connected to the electronic controller 80. The duty cycle of the first high-speed solenoid valve 41 changes under the control of the electronic controller 80.

[0067] To improve the fuel distribution accuracy, refer to Figure 2 , in some embodiments, the fuel dispenser 10 includes a first displacement sensor 51. The first displacement sensor 51 detects the displacement of the first valve core 21 (i.e., the valve core of the distribution valve 2). The duty cycle of the first high-speed solenoid valve 41 is changed according to the detection result of the first displacement sensor 51 to achieve closed-loop control of the duty cycle of the first high-speed solenoid valve 41. Specifically, the first displacement sensor 51 is signal-connected to the first high-speed solenoid valve 41 through the electronic controller 80. The first displacement sensor 51 transmits the detected position information of the first valve core 21 to the electronic controller 80. The electronic controller 80 adjusts the duty cycle of the first high-speed solenoid valve 41 according to the displacement of the first valve core 21 detected by the first displacement sensor 51. Among them, the first displacement sensor 51 can be a linear variable differential transformer (LVDT, i.e., Linear Variable Differential Transformer) 53.

[0068] It can be seen that by setting the first displacement sensor 51, closed-loop control of the position of the first valve core 21 can be achieved, thereby more accurately distributing the fuel flow to the first-stage nozzle 701 and the second-stage nozzle 702 and improving the fuel distribution accuracy.

[0069] In addition, in order to improve the control accuracy, in some embodiments, the control oil introduced into the first control chamber 25 through the first control port 26 is constant-pressure control oil. For example, referring to Figure 2 , in some embodiments, the fuel dispenser 10 includes a constant-pressure valve 6. The first control port 26 is communicated with a control oil source through the constant-pressure valve 6. The constant-pressure valve 6 has a constant-pressure function and can make the pressure of the oil flowing through the constant-pressure valve 6 stable. Using the constant-pressure valve 6 to provide control oil with stable pressure is beneficial to ensuring the control accuracy. Among them, the control oil received by the constant-pressure valve 6 can be un-metered fuel. A throttling element 71 can be provided on the oil path between the first control port 26 and the constant-pressure valve 6.

[0070] Referring to Figure 2 , in some embodiments, the fuel dispenser 10 not only includes a distribution valve 2 and a first high-speed solenoid valve 41, but also includes a staging valve 3 and a staging control valve 43. The staging valve 3 and the staging control valve 43 cooperate with the distribution valve 2 and the first high-speed solenoid valve 41 to achieve a more complex multi-way fuel distribution function, so as to more flexibly meet the combustion requirements of various modes.

[0071] In some embodiments, the staging valve 3 and the staging control valve 43 are used to further distribute the fuel flowing out from the second outlet 24. For example, when the first outlet 23 is communicated with the first branch 81 and the second outlet 24 is communicated with the second branch 82 and the third branch 83 in parallel with each other, the staging valve 3 and the staging control valve 43 cooperate to adjust the fuel quantity of the second branch 82 after the distribution valve 2.

[0072] Specifically, as Figure 2 shown, in some embodiments, the staging valve 3 is arranged on the second branch 82 and, under the control of the staging control valve 43, adjusts the fuel quantity of the second branch 82 to achieve the distribution adjustment of the fuel flowing out from the second outlet 24 in the second branch 82.

[0073] Among them, referring to Figure 2 , in some embodiments, the staging valve 3 includes a second inlet 32, a third outlet 33, a second control chamber 35, a third control port 36 and a fourth control port 37.

[0074] The second inlet 32 and the third outlet 33 are connected in series in the second branch 82 to realize the arrangement of the staging valve 3 on the second branch 82. Among them, the second inlet 32 is communicated with the second outlet 24 of the distribution valve 2 through the second branch 82. Part of the fuel flowing out from the second outlet 24 enters the staging valve 3 through the second inlet 32, and the other part flows into the third branch 83. The third outlet 33 is communicated with one of the first-stage nozzle 701 and the second-stage nozzle 702. For example, referring to Figures 3 - 4, in some embodiments, when the first outlet 23 is in communication with the axial fuel injection holes of both the first-stage nozzle 701 and the second-stage nozzle 702, and the third branch 83 is in communication with the radial and axial fuel injection holes of the second-stage nozzle 702, the third outlet 33 is in communication with the radial and axial fuel injection holes of the first-stage nozzle 701. Specifically, when the first outlet 23 is in communication with the first axial fuel injection holes of both the first-stage nozzle 701 and the second-stage nozzle 702, and the third branch 83 is in communication with the radial fuel injection hole and the second axial fuel injection hole of the second-stage nozzle 702, the third outlet 33 is in communication with the radial fuel injection hole and the second axial fuel injection hole of the first-stage nozzle 701. In this way, the second outlet 24 is in communication with the first-stage nozzle 701 through the grading valve 3, and the fuel flowing out from the second outlet 24 into the grading valve 3 can flow to the first-stage nozzle 701 through the third outlet 33. The change in the opening degree of the third outlet 33 affects the distribution of the fuel flowing out from the second outlet 24 in the second branch 82.

[0075] The second control chamber 35 is the servo chamber of the grading valve 3. The change in its pressure can change the opening degree of the third outlet 33, thereby changing the fuel quantity in the second branch 82, and performing distribution adjustment on the fuel quantities distributed to the first-stage nozzle 701 and the second-stage nozzle 702 via the second outlet 24. Refer to Figure 2 , in some embodiments, the second control chamber 35 is arranged on one side of the valve core of the grading valve 3 (labeled as the second valve core 31 in Figure 2 ), and on the other side of the second valve core 31 there is a second spring chamber 38 with a spring 72 arranged inside. That is to say, the second control chamber 35 and the second spring chamber 38 are arranged on the opposite sides of the second valve core 31, so that when the pressure in the second control chamber 35 changes, the second valve core 31 can be moved to change the opening degree of the third outlet 33. In some embodiments, both the first spring chamber 2-eight and the second spring chamber 38 are in communication with the oil return circuit 84 ( Figures 2 - 4 and not shown in ) to achieve oil discharge in the spring chamber when there is leaked oil entering the spring chamber.

[0076] As shown in Figure 2 , in some embodiments, the second control chamber 35 is in communication with the control oil source through the third control port 36, and is connected to the oil return circuit 84 through the fourth control port 37 and the grading control valve 43. In this way, the grading control valve 43 connects the fourth control port 37 and the oil return circuit 84, and its control of the on-off between the fourth control port 37 and the oil return circuit 84 can change the oil discharge flow rate of the oil in the second control chamber 35 to the oil return circuit 84, thereby changing the pressure in the second control chamber 35, and further changing the opening degree of the third outlet 33, to achieve the distribution adjustment of the fuel quantity in the second branch 82.

[0077] During operation, the metered fuel first flows through the distribution valve 2. The distribution valve 2 adjusts the fuel output of the first outlet 23 and the second outlet 24 under the control of the first high-speed solenoid valve 41, changing the proportional relationship between the fuel flow rate of the first branch 81 and the sum of the fuel flow rates of the second branch 82 and the third branch 83. Then, the fuel flowing out from the second outlet 24 is divided into two paths. One path flows through the third branch 83 to the nozzle, and the other path flows through the second branch 82 to the staging valve 3. The staging valve 3 adjusts the fuel quantity in the second branch 82 under the control of the staging control valve 43. During this process, the fuel quantity in other branches, such as the third branch 83, changes accordingly. Thus, by changing the fuel quantity in the first branch 81, the second branch 82, and the third branch 83, the distribution of the metered fuel among the nozzles in the combustion chamber 70 can be achieved.

[0078] To improve the fuel distribution accuracy of the staging valve 3, refer to Figure 2 , in some embodiments, the fuel dispenser 10 includes a second displacement sensor 52. The second displacement sensor 52 detects the displacement of the second spool 31 (i.e., the spool of the staging valve 3). The staging control valve 43 performs closed-loop control on the displacement of the second spool 31 according to the detection result of the second displacement sensor 52, changing the opening degree of the third outlet 33. Specifically, the second displacement sensor 52 is signal-connected to the staging control valve 43 through an electronic controller 80. The second displacement sensor 52 transmits the detected position information of the second spool 31 to the electronic controller 80. The electronic controller 80 controls the operation of the staging control valve 43 according to the displacement of the second spool 31 detected by the second displacement sensor 52. Among them, the second displacement sensor 52 can be a linear variable differential transformer (LVDT, i.e., Linear Variable Differential Transformer) 53.

[0079] It can be seen that by providing the second displacement sensor 52, closed-loop control of the position of the second spool 31 can be achieved, thereby more precisely distributing the fuel flow rates flowing to the first-stage nozzle 701 and the second-stage nozzle 702 and improving the fuel distribution accuracy.

[0080] In addition, to improve the control accuracy, in some embodiments, the control oil introduced into the second control chamber 35 through the third control port 36 is constant-pressure control oil. For example, refer to Figure 2 , in some embodiments, the third control port 36 is connected to the control oil source through a constant-pressure valve 6 with a constant-pressure function. Using the constant-pressure valve 6 to provide control oil with stable pressure for the staging valve 3 is beneficial to ensuring the control accuracy. Among them, a throttling element 71 can be provided on the oil path between the third control port 36 and the constant-pressure valve 6.

[0081] As Figure 2As shown, when the first control port 26 of the distribution valve 2 is also in communication with the constant pressure valve 6, the first control port 26 and the third control port 36 are in communication with the constant pressure valve 6 in parallel. After the unmeasured fuel is pressurized by the constant pressure valve 6, it is divided into two paths. One path flows into the first control chamber 25 of the distribution valve 2 through the first control port 26, and the other path flows into the second control chamber 35 of the grading valve 3 through the third control port 36, providing pressure-stabilized control oil for the distribution valve 2 and the grading valve 3 respectively.

[0082] In addition, referring to Figure 2 , in some embodiments, the grading control valve 43 is the second high-speed solenoid valve 42. By changing the duty ratio of the second high-speed solenoid valve 42, the pressure in the second control chamber 35 is changed. At this time, by controlling the on and off time ratio of the second high-speed solenoid valve 42 with the duty ratio, the flow rate of the oil discharged from the second control chamber 35 can be controlled, thereby changing the pressure in the second control chamber 35 and realizing the adjustment of the opening degree of the third outlet 33.

[0083] Compared with the case where the grading control valve 43 is other types of valves such as an electro-hydraulic servo valve, when the grading control valve 43 is the second high-speed solenoid valve 42, while achieving precise fuel flow distribution, the grading control valve 43 has the characteristics of being lighter in weight, lower in cost, and stronger in anti-fuel pollution, further improving the performance of the fuel dispenser 10.

[0084] The first high-speed solenoid valve 41 and the second high-speed solenoid valve 42 are respectively equipped for the distribution valve 2 and the grading valve 3, so that the fuel dispenser 10 can realize a complex multi-path fuel distribution function based on the two high-speed solenoid valves, facilitating the automatic completion of fuel atomization and fuel-air mixing consistent with the characteristics requirements of each nozzle, forming a controllable combustion zone in a short annular combustion chamber, cooperating with the nozzle to generate a leaner fuel-air mixture, reducing the generation of NOx, improving combustion stability, avoiding combustion oscillation, reducing the vibration of downstream components, and reducing the influence of the fluctuation of the turbine inlet pressure.

[0085] Among them, the duty ratio of the second high-speed solenoid valve 42 can be changed according to the detection result of the second displacement sensor 52 to realize the closed-loop control of the duty ratio of the second high-speed solenoid valve 42.

[0086] In some embodiments, the duty cycle adjustment range of the second high-speed solenoid valve 42 is 5% to 100%, that is, for example, any value among 5%, 10%, 15%, 20%, 25%, 30%, 35%, 40%, 45%, 50%, 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, 95% and 100% can be taken. Specifically, in some embodiments, the duty cycle adjustment range of the first high-speed solenoid valve 41 is 5% to 35%, for example, any value among 5%, 10%, 15%, 20%, 25%, 30% and 35% can be taken. One cycle of the second high-speed solenoid valve 42 can be 100 ms.

[0087] At the same moment, the duty cycles of the first high-speed solenoid valve 41 and the second high-speed solenoid valve 42 can be the same or different, and can be specifically determined according to actual requirements.

[0088] In the above embodiments, the fuel dispenser 10 can further include a valve body 1 to provide an installation basis for the distribution valve 2 and the like. As Figure 2 shown, in some embodiments, both the distribution valve 2 and the first high-speed solenoid valve 41 are arranged on the valve body 1. And, the staging valve 3 and the staging control valve 43 (specifically the second high-speed solenoid valve 42) are also arranged on the valve body 1. At the same time, the first branch 81, the second branch 82, the third branch 83, the constant pressure valve 6 and the throttling element 71 mentioned above are also all arranged on the valve body 1. In this way, the fuel dispenser 10 becomes an integrated component, and the structure is more simple and compact.

[0089] Figure 3 and Figure 4 Exemplarily shows Figure 2 two working states of the fuel dispenser 10 shown.

[0090] Among them, Figure 3 shows the working state of the fuel dispenser 10 when the metered fuel flow rate is small (abbreviated as small flow rate). Figure 4 shows the working state of the fuel dispenser 10 when the metered fuel flow rate is large (abbreviated as large flow rate). The small flow rate and the large flow rate refer to the magnitude of the metered fuel flow rate entering the fuel dispenser 10. When the flow rate is small or large, the axial injection holes of the nozzle can be opened to inject fuel. The main difference between the two is whether the radial injection holes of the nozzle can be opened to inject fuel. When the flow rate is small, the fuel flow rate is small and cannot reach the opening pressure corresponding to the radial injection holes, so the radial injection holes do not inject fuel. When the flow rate is large, the fuel flow rate is large and can reach the opening pressure of the radial injection holes, so the radial injection holes are opened to inject fuel.

[0091] See Figure 3 and in combination with Figure 2, at low flow rates, the metered fuel Q metered by the fuel metering device 20 enters the fuel distributor 10 and first passes through the distribution valve 2. When flowing out from the first outlet 23 and the second outlet 24 of the distribution valve 2, it becomes two paths, Q2 and Q1, and Q1 is subsequently divided into two paths, Q11 and Q12, such that the fuel is divided into three paths in the fuel distributor 10. Among them, the first path of fuel Q11, after flowing out from the second outlet 24, directly enters 4 second-stage nozzles 702 via the third branch 83 and the third fuel main pipe 50. When the pressure in the third fuel main pipe 50 reaches a certain set pressure, the pressure valve of the second-stage nozzle 702 opens, opening the second axial injection hole of the second-stage nozzle 702, and the first path of fuel Q11 enters the second axial injection hole of the second-stage nozzle 702 for injection; the second path of fuel Q12, after flowing out from the second outlet 24, reaches 20 first-stage nozzles 701 via the staging valve 3 and the second fuel main pipe 40. When the pressure in the second fuel main pipe 40 is greater than a certain set value, the pressure valve of the first-stage nozzle 701 opens, opening the second axial injection hole of the first-stage nozzle 701, and the second path of fuel Q12 enters the second axial injection hole of the first-stage nozzle 701 for injection; the third path of fuel Q2, after flowing out from the first outlet 23, directly reaches the first-stage nozzles 701 and the second-stage nozzles 702 via the first fuel main pipe 30. When the pressure in the first fuel main pipe 30 reaches a certain set pressure, the pressure valves of the first-stage nozzles 701 and the second-stage nozzles 702 open, opening the first axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702, and the third path of fuel Q2 enters the first axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702 for injection.

[0092] See Figure 4 , and in combination with Figure 2, at high flow rates, the metered fuel Q metered by the fuel metering device 20 enters the fuel distributor 10 and first passes through the distribution valve 2. After flowing out of the distribution valve 2, it is still divided into three paths: Q11, Q12, and Q2. Among them, the first path of fuel Q11 enters 4 second-stage nozzles 702 via the third branch 83 and the third fuel manifold 50. When the pressure in the third fuel manifold 50 reaches a certain set pressure, both the radial injection holes and the second axial injection holes of the second-stage nozzle 702 open, and the first path of fuel Q11 enters the radial injection holes and the second axial injection holes of the second-stage nozzle 702 for injection; the second path of fuel Q12 reaches 20 first-stage nozzles 701 via the staging valve 3 and the second fuel manifold 40. When the pressure in the second fuel manifold 40 is greater than a certain set value, both the radial injection holes and the second axial injection holes of the first-stage nozzle 701 open, and the second path of fuel Q12 enters the radial injection holes and the second axial injection holes of the first-stage nozzle 701 for injection; the third path of fuel Q2 reaches the first-stage nozzles 701 and the second-stage nozzles 702 via the first fuel manifold 30. When the pressure in the first fuel manifold 30 reaches a certain set pressure, the first axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702 open, and the third path of fuel Q2 enters the first axial injection holes of the first-stage nozzles 701 and the second-stage nozzles 702 for injection.

[0093] The fuel distributor 10 can adjust and distribute the flow rate between nozzles after the combustion chamber 70 is ignited or the ignition is successful. The adjustment process from a small flow rate steady state to another small flow rate steady state, or from a large flow rate steady state to another large flow rate steady state, can be carried out in the following manner:

[0094] The electronic controller 80 receives signals from the aircraft engine and aircraft sensors, calculates the fuel flow rate required for the corresponding aircraft engine state and the fuel flow rate allocated to each fuel manifold, and sends commands to the fuel metering device 20 and the fuel dispenser 10. The fuel dispenser 10 adjusts the flow rate to each fuel manifold by the duty cycles of the first high-speed solenoid valve 41 and the second high-speed solenoid valve 42, thereby changing the pressure of the three-way oil entering each nozzle, and realizing the mixing of fuel and air from the high-pressure compressor with different atomization ratios; Whether in the large flow rate state or the small flow rate state, when the operating condition of the aircraft engine changes and the combustion zone of the combustion chamber 70 needs to be controlled, the fuel atomization can be reorganized and the fuel-air ratio can be adjusted by using the fuel dispenser 10 to distribute the flow rates of different fuel manifolds. For example, when it is necessary to increase the thrust of the aircraft engine, increase the Q12 flow rate in the second fuel manifold 40, and reduce the flow rate Q2 in the first fuel manifold 30, the electronic engine control (EEC) can issue commands to adjust the duty cycles of the first high-speed solenoid valve 41 and the second high-speed solenoid valve 42, reduce the opening of the first outlet 23 of the distribution valve 2 to reduce the Q2 flow rate and increase the Q1 flow rate, and at the same time, the opening of the staging valve 3 can be increased to increase the Q12 flow rate to meet the new atomization and fuel-air ratio requirements.

[0095] It can be seen that Figure 2 The shown fuel dispenser 10 can distribute the metered fuel by adjusting the duty cycles of the first high-speed solenoid valve 41 and the second high-speed solenoid valve 42, and flexibly realize the distribution of fuel among the three fuel manifolds and the first-stage nozzles 701 and second-stage nozzles 702 of the combustion chamber 70.

[0096] The above are only exemplary embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A fuel dispenser (10), characterized in that, Comprising: A distribution valve (2) that receives metered fuel and has a first outlet (23) and a second outlet (24) coupled to a first-stage nozzle (701) and a second-stage nozzle (702) of a combustion chamber (70). The distribution valve (2) has a first control chamber (25), a first control port (26), and a second control port (27). The first control chamber (25) communicates with a control oil source through the first control port (26); and A first high-speed solenoid valve (41) that connects the second control port (27) and a return oil circuit (84). The duty ratio of the first high-speed solenoid valve (41) is changed such that the pressure in the first control chamber (25) is changed to change the opening degrees of the first outlet (23) and the second outlet (24), thereby realizing the adjustment of the fuel quantity distributed to the first-stage nozzle (701) and the second-stage nozzle (702); The first outlet (23) communicates with a first branch (81), and the second outlet (24) communicates with a second branch (82) and a third branch (83) that are connected in parallel with each other. One of the first branch (81), the second branch (82), and the third branch (83) is used to communicate with both the first-stage nozzle (701) and the second-stage nozzle (702), and the other two are respectively used to communicate with the first-stage nozzle (701) and the second-stage nozzle (702). Moreover, the fuel dispenser (10) further includes: A staging valve (3) disposed on the second branch (82) and having a second control chamber (35), a third control port (36), and a fourth control port (37). The second control chamber (35) communicates with the control oil source through the third control port (36); And A staging control valve (43) that connects the fourth control port (37) and the return oil circuit (84). The staging control valve (43) controls the on-off between the fourth control port (37) and the return oil circuit (84) to change the pressure in the second control chamber (35), thereby realizing the adjustment of the fuel quantity in the second branch (82); The first branch (81) is used to communicate with the axial injection holes of the first-stage nozzle (701) and the second-stage nozzle (702), the second branch (82) is used to communicate with the radial and axial injection holes of the first-stage nozzle (701), and the third branch (83) is used to communicate with the radial and axial injection holes of the second-stage nozzle (702).

2. The fuel dispenser (10) according to claim 1, characterized in that, The fuel dispenser (10) includes a first displacement sensor (51) that detects the displacement of the spool of the distribution valve (2). The duty ratio of the first high-speed solenoid valve (41) is changed according to the detection result of the first displacement sensor (51).

3. The fuel dispenser (10) according to claim 1, characterized in that, The fuel dispenser (10) includes a constant-pressure valve (6). The first control port (26) communicates with the control oil source through the constant-pressure valve (6).

4. The fuel dispenser (10) according to claim 3, characterized in that, A throttling element (71) is provided on the oil path between the first control port (26) and the constant-pressure valve (6).

5. The fuel dispenser (10) according to claim 1, characterized in that, The flow area of the first outlet (23) is smaller than the flow area of the second outlet (24).

6. The fuel dispenser (10) according to claim 1, characterized in that, The step control valve (43) is a second high-speed solenoid valve (42), and the duty ratio of the second high-speed solenoid valve (42) is changed to change the pressure of the second control chamber (35).

7. The fuel dispenser (10) according to claim 6, characterized in that, The fuel dispenser (10) includes a second displacement sensor (52), the second displacement sensor (52) detects the displacement of the spool of the step valve (3), and the duty ratio of the second high-speed solenoid valve (42) is changed according to the detection result of the second displacement sensor (52).

8. The fuel dispenser (10) according to claim 1, characterized in that, The third control port (36) is communicated with the control oil source through a constant pressure valve (6) of the fuel dispenser (10).

9. The fuel dispenser (10) according to claim 8, characterized in that, A throttling element (71) is provided on the oil path between the third control port (36) and the constant pressure valve (6).

10. A fuel control system (100) includes a fuel metering device, characterized in that, It further includes a fuel dispenser (10) according to any one of claims 1-9.

11. The fuel control system (100) according to claim 10, characterized in that, The fuel control system (100) further includes an electronic controller (80), the electronic controller (80) is signal-connected to the first high-speed solenoid valve (41), and the duty ratio of the first high-speed solenoid valve is changed under the control of the electronic controller (80).

12. The fuel control system (100) according to claim 11, wherein, The electronic controller (80) is signal-connected to the second high-speed solenoid valve (42) of the fuel dispenser (10), and the duty ratio of the second high-speed solenoid valve (42) is changed under the control of the electronic controller (80).

13. An aeroengine, comprising a combustion chamber (70) having a first-stage nozzle (701) and a second-stage nozzle (702), characterized in that, It further includes a fuel control system (100) according to any one of claims 10-12.

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