Engine temperature flow high-precision controller and control method

Abstract

This invention discloses a high-precision engine temperature and flow controller and control method, including a temperature control module, a flow module, a measurement module, and a control module. It employs a PLC controller for PID closed-loop control, using the engine exhaust temperature measured by a temperature sensor as the feedback parameter and the fuel pump regulator rocker arm angle as the control variable. A high-precision servo motor and reducer combination is used to adjust the fuel pump regulator rocker arm angle in real time to control the engine exhaust temperature. Furthermore, this invention calculates the actual engine airflow based on the engine bleed air flow measured by a flow meter and the total intake air flow measured by the measurement section. Using the actual airflow as the feedback parameter and the angles of the intake and bleed air regulating valves as the control variables, the angles of the intake and bleed air regulating valves are adjusted in real time to control the engine airflow.

Description

Technical Field

[0001] This invention belongs to the field of engine control technology, specifically relating to a high-precision engine temperature and flow controller and control method. Background Technology

[0002] High-temperature components of the aircraft engine exhaust system and the tail jet are the primary sources of infrared radiation for aircraft. In aircraft stealth design, engine infrared stealth is both a key focus and a challenge. As the thrust-to-weight ratio of engines continues to increase, their tail-side infrared radiation characteristics will become more pronounced, making the need for engine infrared stealth more urgent and highlighting its importance even more prominent.

[0003] Infrared radiation characteristics of aero-engines are a key indicator for evaluating aircraft stealth performance and a crucial performance parameter for engine assessment. Infrared radiation testing involves measuring and retrieving target radiation using calibrated infrared testing equipment. It is a vital method for domestic and international organizations to assess engine infrared radiation characteristics and the only way to obtain the true radiation characteristics of a target. The consistency of target infrared radiation is a prerequisite for accurate infrared radiation testing. In actual measurements, the engine's infrared radiation state varies to different degrees at different detection points, making it impossible to maintain a consistent infrared radiation state and hindering accurate assessment of the engine's infrared radiation characteristics.

[0004] Exhaust temperature and airflow of aero-engines are highly correlated with their infrared radiation characteristics, serving as one of the main consistent indicators of engine infrared radiation and directly affecting the engine's infrared radiation intensity. Currently, aero-engines primarily control the engine's fuel pump rocker arm angle by rotating a motor controlled by a throttle lever, thereby altering the engine's state (exhaust temperature, airflow, etc.). This method can only control the engine's exhaust temperature, and the control system is open-loop, resulting in low precision, large errors, slow speed, high latency, and poor real-time performance. It is difficult to maintain engine exhaust temperature and airflow at a constant level for extended periods, failing to provide relatively stable engine infrared radiation energy for infrared testing and unable to guarantee the consistency of measurement results at different detection points at different times. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a high-precision controller and control method for engine temperature and flow.

[0006] To solve the technical problem, the technical solution of this invention is: a high-precision engine temperature and flow controller, comprising a temperature control module, a flow module, a measurement module, and a control module. The temperature control module includes a drive assembly, a mounting base, a rocker arm, positioning bolts, and a connecting rod. The flow module includes a process air intake duct, an intake section, a measurement section, a flow stabilization section, an intake regulating valve, an air accumulator, an air compressor, a venting regulating valve, and a venting flow meter. The measurement module includes an engine exhaust temperature sensor, an inlet total temperature sensor, an inlet total pressure sensor, and an inlet static pressure sensor. The drive assembly is fixed to one end of the mounting base, and the other end of the mounting base is fixed to the engine. One end of the rocker arm is fixed to the end of the reducer output shaft by positioning bolts, and the other end of the rocker arm is fixed to the engine's fuel pump regulator rocker arm by a connecting rod. The bottom of the positioning bolts is fixed to the engine's... The fuel pump regulator rocker arm is coaxial with the mounting shaft. The process air intake, intake section, measuring section, and flow stabilizing section are connected in sequence. The end of the flow stabilizing section is connected to the engine inlet. An intake regulating valve is installed on the intake section. The intake regulating valve is connected to the accumulator via a pipe. The accumulator is connected to the air compressor via a pipe. One end of the bleed flow meter is connected to the engine's outer bypass / exhaust nozzle via a pipe. The other end of the bleed flow meter is connected to the bleed regulating valve via a pipe. The engine exhaust temperature sensor is fixed on the engine's turbine outer casing. The inlet total temperature sensor, inlet total pressure sensor, and inlet static pressure sensor are respectively installed on the measuring section. The drive assembly, intake regulating valve, bleed regulating valve, bleed flow meter, engine exhaust temperature sensor, inlet total temperature sensor, inlet total pressure sensor, and inlet static pressure sensor are respectively electrically connected to the control module.

[0007] Preferably, the control module includes a PLC controller, a human-machine interface (HMI), and a driver. The HMI is connected to the PLC controller via Ethernet, the driver is electrically connected to the PLC controller, and the driver is connected to a servo motor. The intake regulating valve, exhaust regulating valve, exhaust flow meter, engine exhaust temperature sensor, inlet total temperature sensor, inlet total pressure sensor, and inlet static pressure sensor are all electrically connected to the PLC controller.

[0008] Preferably, the drive assembly includes a servo motor and a reducer. The servo motor is fixed to the reducer with screws, and the power output end of the servo motor is connected to the reducer. The reducer is fixed to one end of the mounting base with bolts, and the other end of the mounting base is fixed to the engine with screws. The left end of the rocker arm is fixed to the end of the reducer output shaft with a positioning bolt, and the right end of the rocker arm is fixed to the engine's fuel pump regulator rocker arm with a connecting rod. The bottom of the positioning bolt is coaxial with the mounting shaft of the engine's fuel pump regulator rocker arm to ensure that the rocker arm rotates coaxially with the fuel pump regulator rocker arm, thereby ensuring high-precision synchronous adjustment of the fuel pump throttle opening.

[0009] Preferably, the rocker arm is positioned directly above the engine's fuel pump regulator rocker arm, with the top of the connecting rod connected to the rocker arm and the bottom of the connecting rod connected to the engine's fuel pump regulator rocker arm.

[0010] Preferably, the process air intake duct is a smooth, streamlined, flared shape. The right end of the process air intake duct is connected to the left end of the intake section by bolts. The intake section is provided with multiple intake flanges along its circumference. The multiple intake flanges are connected to the intake regulating valve through pipes. The right end of the intake section is connected to the left end of the measuring section by bolts. The right end of the measuring section is connected to the left end of the flow stabilization section by bolts. The right end of the flow stabilization section is connected to the engine inlet by bolts. The intake regulating valve is connected to the PLC controller through a signal line and is also connected to the air accumulator through a pipeline.

[0011] Preferably, the measuring section consists of a measuring section cylinder, total temperature, total pressure, and static pressure probes, and probe mounting bases. Multiple probe mounting bases are uniformly welded along the circumference of the measuring section cylinder. The multiple total temperature, total pressure, and static pressure probes are respectively fixed to the multiple probe mounting bases by screws. The total temperature, total pressure, and static pressure probes have a total temperature measuring hole, a total pressure detection hole, and a static pressure detection hole inside. The total temperature measuring hole is used to install an inlet total temperature sensor. The outlet of the total pressure detection hole is welded with a stainless steel thin tube and connected to the inlet total pressure sensor through a gas pipe. The outlet of the static pressure detection hole is welded with a stainless steel thin tube and connected to the inlet static pressure sensor through a gas pipe.

[0012] Preferably, the venting flow meter is connected to the PLC controller via a signal line, the left end of the venting flow meter is connected to the engine's outer bypass / exhaust nozzle via a pipeline, and the right end of the venting flow meter is connected to the venting regulating valve via a pipeline, for measuring the venting flow of the engine's outer bypass / exhaust nozzle.

[0013] Preferably, a control method for a high-precision engine temperature and flow controller includes the following steps:

[0014] Step 1: Install one of the above-mentioned high-precision engine temperature and flow controllers at the corresponding position on the engine;

[0015] Step 2: Turn on the air compressor, fill the air accumulator, and open the air accumulator vent switch;

[0016] Step 3: Start the engine to the designated state according to the infrared test plan;

[0017] Step 4: Input the desired exhaust temperature and airflow on the human-machine interface (HMI), and click the start button on the HMI;

[0018] Step 5: The PLC controller receives the desired exhaust temperature, desired airflow, exhaust temperature, inlet total temperature, inlet total pressure, inlet static pressure, and venting flow, and calculates the engine exhaust temperature and airflow W in real time. a ;

[0019] Step 6: The PLC controller uses a PID program to calculate the engine exhaust temperature and the desired exhaust temperature, and then controls the servo motor to rotate through the driver, which drives the rocker arm to change the angle of the engine's fuel pump regulator rocker arm, thereby adjusting the engine exhaust temperature in real time.

[0020] Step 7: The PLC controller calculates the engine airflow W. a The intake or exhaust valve opening is adjusted after PID calculation with the desired airflow, thereby controlling the intake volume of the intake section or the exhaust volume of the engine bypass, and adjusting the engine airflow in real time.

[0021] Step 8: After the infrared test is completed, click the stop button on the human-machine interface (HMI) to complete the high-precision control of engine temperature and flow.

[0022] Preferably, in step 5, the engine airflow W a The calculation formula is:

[0023] W a =W in -W out

[0024] In the formula:

[0025] W out This is the venting flow rate of the outer bypass duct / tail nozzle, which is the measured value of the venting flow meter;

[0026] W in This refers to the engine inlet airflow.

[0027] Engine inlet airflow W in The calculation formula is:

[0028]

[0029] In the formula:

[0030] C is the correction factor;

[0031] S is the cross-sectional area of ​​the measurement segment;

[0032] k is the adiabatic index, which is 1.4 for air;

[0033] T * The total temperature of the measurement section is the average value of the measurements from multiple imported total temperature sensors.

[0034] P * The total pressure of the measurement section is the average value of the measurements from multiple inlet total pressure sensors.

[0035] P represents the static pressure in the measurement section, which is the average value of the measurements from multiple inlet static pressure sensors.

[0036] R is the gas constant.

[0037] Preferably, in step 5, the engine exhaust temperature is the average value of the measurements from multiple engine exhaust temperature sensors.

[0038] Compared with the prior art, the advantages of the present invention are as follows:

[0039] (1) This invention discloses a high-precision engine temperature and flow controller. It uses a PLC controller for PID closed-loop control, takes the engine exhaust temperature measured by the temperature sensor as the feedback parameter and the angle of the fuel pump regulator rocker arm as the control quantity, and uses a combination of a high-precision servo motor and a reducer to adjust the angle of the fuel pump regulator rocker arm in real time to control the engine exhaust temperature. This solves the problem that the engine exhaust temperature is difficult to maintain at a constant state for a long time, avoids the problems of large error, slow speed and high delay of manual adjustment, and improves the accuracy and real-time performance of engine exhaust temperature control.

[0040] (2) The high-precision engine temperature and flow controller of the present invention adopts the method of air intake in the engine intake section and air bleed from the bypass / tail nozzle, and uses the intake regulating valve and the exhaust regulating valve to adjust the engine air flow in real time, thus solving the problem of difficult stable control of engine air flow in infrared testing.

[0041] (3) The high-precision engine temperature and flow controller of the present invention uses a PLC controller for PID closed-loop control. The actual air flow of the engine is calculated based on the engine exhaust flow measured by the flow meter and the total intake flow measured by the measurement section. The actual air flow is used as the feedback parameter and the angle of the intake regulating valve and the exhaust regulating valve is used as the control quantity to adjust the angle of the intake regulating valve and the exhaust regulating valve in real time to control the engine air flow. This solves the problem that the engine air flow is difficult to maintain at a constant state for a long time in infrared testing and improves the accuracy and real-time performance of engine exhaust flow control.

[0042] (4) The high-precision engine temperature and flow controller of the present invention can preset the desired exhaust temperature and air flow, avoid manual intervention, and improve accuracy. The present invention can maintain the engine exhaust temperature and air flow in a constant state for a long time, provide relatively stable engine infrared radiation energy for engine infrared testing, and ensure the consistency of measurement results at different detection points at different times. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the composition of a high-precision engine temperature and flow controller according to the present invention;

[0044] Figure 2 This is a schematic diagram illustrating the working principle of a high-precision engine temperature and flow controller according to the present invention.

[0045] Figure 3 This is a schematic diagram of the temperature control module structure of a high-precision engine temperature and flow controller according to the present invention;

[0046] Figure 4 This is a schematic diagram of the flow module structure of a high-precision engine temperature and flow controller according to the present invention;

[0047] Figure 5 This is a schematic diagram of the measurement section structure of a high-precision engine temperature and flow controller according to the present invention.

[0048] Explanation of reference numerals in the attached figures:

[0049] 1. Temperature control module; 2. Flow module; 3. Measurement module; 4. Control module; 5. Engine;

[0050] 11. Servo motor; 12. Reducer; 13. Mounting base; 14. Rocker arm; 15. Positioning and fixing bolts; 16. Connecting rod.

[0051] 21. Process air inlet; 22. Air inlet section; 23. Measuring section; 24. Flow stabilizing section; 25. Air inlet regulating valve; 26. Air accumulator; 27. Air compressor; 28. Air vent regulating valve; 29. ​​Air vent flow meter.

[0052] 231. Measuring section cylinder; 232. Total temperature, total pressure, and static pressure probes; 233. Probe mounting base;

[0053] 31. Engine exhaust temperature sensor; 32. Imported total temperature sensor; 33. Imported total pressure sensor; 34. Imported static pressure sensor.

[0054] 41. PLC controller; 42. Human-machine interface (HMI); 43. Driver. Detailed Implementation

[0055] The specific implementation of the present invention is described below with reference to embodiments:

[0056] It should be noted that the structures, proportions, sizes, etc. shown in this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which the present invention can be implemented. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0057] Furthermore, the accompanying drawings are merely illustrative diagrams of embodiments of the present invention and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some structural diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0058] Example 1

[0059] like Figures 1-5 As shown, this invention discloses a high-precision engine temperature and flow controller, including a temperature control module 1, a flow module 2, a measurement module 3, and a control module 4. The temperature control module 1 includes a drive assembly, a mounting base 13, a rocker arm 14, a positioning and fixing bolt 15, and a connecting rod 16. The flow module 2 includes a process air intake duct 21, an intake section 22, a measurement section 23, a flow stabilization section 24, an intake regulating valve 25, an air accumulator 26, an air compressor 27, a venting regulating valve 28, and a venting flow meter 29. The measurement module 3 includes an engine exhaust temperature sensor 31, an inlet total temperature sensor 32, an inlet total pressure sensor 33, and an inlet static pressure sensor 34. The drive assembly is fixed to one end of the mounting base 13, and the other end of the mounting base 13 is fixed to the engine 5. One end of the rocker arm 14 is fixed to the output shaft end of the reducer 12 by the positioning and fixing bolt 15, and the other end of the rocker arm 14 is fixed to the fuel pump regulator rocker arm of the engine 5 by the connecting rod 16. The bottom of the positioning and fixing bolt 15 is connected to the fuel pump of the engine 5. The regulator rocker arm is mounted on the same axis. The process air intake duct 21, intake section 22, measuring section 23, and flow stabilizing section 24 are connected in sequence. The end of the flow stabilizing section 24 is connected to the inlet of the engine 5. An intake regulating valve 25 is provided on the intake section 22. The intake regulating valve 25 is connected to the air accumulator 26 through a pipe. The air accumulator 26 is connected to the air compressor 27 through a pipe. One end of the exhaust flow meter 29 is connected to the outer bypass / tail nozzle of the engine 5 through a pipe, and the other end of the exhaust flow meter 29 is connected to the exhaust pipe through a pipe. The intake regulating valve 28 is connected, the engine exhaust temperature sensor 31 is fixed on the outer casing behind the turbine of the engine 5, the inlet total temperature sensor 32, the inlet total pressure sensor 33 and the inlet static pressure sensor 34 are respectively set on the measuring section 23, and the drive assembly, intake regulating valve 25, exhaust regulating valve 28, exhaust flow meter 29, engine exhaust temperature sensor 31, inlet total temperature sensor 32, inlet total pressure sensor 33 and inlet static pressure sensor 34 are respectively electrically connected to the control module 4.

[0060] Example 2

[0061] like Figure 1 , 2 As shown, preferably, the control module 4 includes a PLC controller 41, a human-machine interface (HMI) 42, and a driver 43. The HMI 42 is connected to the PLC controller 41 via Ethernet, the driver 43 is electrically connected to the PLC controller 41, and the driver 43 is connected to the servo motor 11. The intake regulating valve 25, the exhaust regulating valve 28, the exhaust flow meter 29, the engine exhaust temperature sensor 31, the inlet total temperature sensor 32, the inlet total pressure sensor 33, and the inlet static pressure sensor 34 are all electrically connected to the PLC controller 41.

[0062] like Figure 2 As shown, preferably, the venting flow meter 29 is connected to the PLC controller 41 via a signal line, the left end of the venting flow meter 29 is connected to the outer bypass / tail nozzle of the engine 5 via a pipeline, and the right end of the venting flow meter 29 is connected to the venting regulating valve 28 via a pipeline, for measuring the venting flow of the outer bypass / tail nozzle of the engine 5.

[0063] The human-machine interface (HMI) 42 is connected to the PLC controller 41 via Ethernet. It can set the desired exhaust temperature and air flow rate and transmit the desired exhaust temperature and air flow rate to the PLC controller 41. The HMI 42 also has start, stop, and fine-tuning buttons for controlling the exhaust temperature and air flow rate, as well as an engine status display interface. The driver 43 is electrically connected to the PLC controller 41 and controls the rotation speed and angle of the servo motor 11 according to the signals from the PLC controller 41.

[0064] The PLC controller 41 is the core of the high-precision engine temperature and flow controller, and is connected to the intake regulating valve 25, the exhaust regulating valve 28, eight engine exhaust temperature sensors 31, multiple inlet total temperature sensors 32, multiple inlet total pressure sensors 33, multiple inlet static pressure sensors 34, the exhaust flow meter 29, the human-machine interface HMI 42, and the driver 43.

[0065] The PLC controller 41 contains an exhaust temperature calculation program, an air flow calculation program, an exhaust temperature PID control program, and an air flow PID control program. The above calculation and control programs are existing technologies and will not be described in detail in this application.

[0066] Example 3

[0067] like Figure 3 As shown, preferably, the drive assembly includes a servo motor 11 and a reducer 12. The servo motor 11 is fixed to the reducer 12 with screws, and the reducer 12 is fixed to one end of the mounting base 13 with bolts. The other end of the mounting base 13 is fixed to the engine 5 with screws. The left end of the rocker arm 14 is fixed to the output shaft end of the reducer 12 with a positioning fixing bolt 15. The right end of the rocker arm 14 is fixed to the fuel pump regulator rocker arm of the engine 5 with a connecting rod 16. The bottom of the positioning fixing bolt 15 is coaxial with the mounting shaft of the fuel pump regulator rocker arm of the engine 5 to ensure that the rocker arm 14 rotates coaxially with the fuel pump regulator rocker arm, thereby ensuring high-precision synchronous adjustment of the fuel pump throttle opening.

[0068] like Figure 3 As shown, preferably, the rocker arm 14 is positioned directly above the fuel pump regulator rocker arm of the engine 5, the top of the connecting rod 16 is connected to the rocker arm 14, and the bottom of the connecting rod 16 is connected to the fuel pump regulator rocker arm of the engine 5.

[0069] The servo motor 11 is connected to the driver 43 of the control module 4. According to the control signal of the PLC controller 41, it drives the reducer 12 to rotate at a certain speed. The servo motor 11 is fixed to the reducer 12 by four screws. The reducer 12 is fixed to the mounting base 13 by four bolts. The mounting base 13 is fixed to the engine 5 by multiple screws. The left end of the rocker arm 14 is fixed to the output shaft end of the reducer 12 by a positioning fixing bolt 15. The right end is fixed to the fuel pump regulator rocker arm by a connecting rod 16. The bottom of the positioning fixing bolt 15 is coaxial with the mounting shaft of the fuel pump regulator rocker arm to ensure that the rocker arm 14 rotates coaxially with the fuel pump regulator rocker arm, ensuring that the fuel pump throttle opening can be adjusted synchronously with high precision.

[0070] Example 4

[0071] like Figure 4 As shown, preferably, the process air intake duct 21 is a smooth, streamlined, flared shape. The right end of the process air intake duct 21 is connected to the left end of the intake section 22 by bolts. The intake section 22 is provided with multiple intake flanges along the circumference. The multiple intake flanges are connected to multiple intake regulating valves 25 through pipes. The right end of the intake section 22 is connected to the left end of the measuring section 23 by bolts. The right end of the measuring section 23 is connected to the left end of the flow stabilizing section 24 by bolts. The right end of the flow stabilizing section 24 is connected to the inlet of the engine 5 by bolts. The multiple intake regulating valves 25 are connected to the PLC controller 41 through signal lines and are also connected to the air accumulator 26 through pipes.

[0072] The process air intake duct 21 is designed to ensure a smooth and stable airflow into the engine. It has a smooth, streamlined, flared shape to reduce intake flow losses. The right end of the process air intake duct 21 is connected to the left end of the intake section 22 by 16 bolts. The intake section 22 has 12 intake flanges, which are connected to the intake regulating valve 25 via pipes. The right end of the intake section 22 is also connected to the left end of the measuring section 23 by 16 bolts. The right end of the measuring section 23 is connected to the left end of the flow stabilizing section 24 by 16 bolts. The right end of the flow stabilizing section 24 is connected to the engine inlet by 16 bolts. This process rectifies the airflow entering the engine and prevents air from entering the engine. The intake regulating valve 25 is connected to the PLC controller 41 via a signal line and to the air accumulator 26 via a pipeline. It is used to control the engine intake air flow rate according to the signal from the PLC controller 41. The air accumulator 26 is connected to the air compressor 27 via a pipeline to provide a stable air source for the engine 27 intake. The air compressor 27 supplies air to the air accumulator 26. The bleed regulating valve 28 is connected to the PLC controller 41 via a signal line. The left end of the bleed regulating valve 28 is connected to the bleed flow meter 29 via a pipeline, and the right end is open to the atmosphere. It is used to control the engine bleed air flow rate according to the signal from the PLC controller 41.

[0073] like Figure 5 As shown, preferably, the measuring section 23 consists of a measuring section cylinder 231, total temperature, total pressure, and static pressure probes 232, and probe mounting bases 233. Multiple probe mounting bases 233 are uniformly welded circumferentially onto the measuring section cylinder 231. The multiple total temperature, total pressure, and static pressure probes 232 are respectively fixed to the multiple probe mounting bases 233 by screws. The total temperature, total pressure, and static pressure probes 232 have a total temperature measuring hole, a total pressure detection hole, and a static pressure detection hole inside. The total temperature measuring hole is used to install an inlet total temperature sensor 32. The outlet of the total pressure detection hole is welded with a stainless steel thin tube and connected to the inlet total pressure sensor 33 through an air pipe. The outlet of the static pressure detection hole is welded with a stainless steel thin tube and connected to the inlet static pressure sensor 34 through an air pipe.

[0074] The measuring section 23 is used to measure the total temperature, total pressure, and static pressure of the air entering the engine, and to calculate the actual air flow rate of the engine.

[0075] Example 5

[0076] like Figure 1 , 2 As shown, preferably, the measurement module 3 consists of eight engine exhaust temperature sensors 31, multiple inlet total temperature sensors 32, multiple inlet total pressure sensors 33, and multiple inlet static pressure sensors 34. The eight engine exhaust temperature sensors 31 are fixed on the outer casing behind the engine turbine and are used to measure the engine exhaust temperature. The inlet total temperature sensors 32 are installed at the total temperature detection hole inside the total temperature, total pressure, and static pressure probe 232, the inlet total pressure sensors 33 are installed at the total pressure detection hole inside the total temperature, total pressure, and static pressure probe 232, and the inlet static pressure sensors 34 are connected to the static pressure detection hole inside the total pressure and static pressure probe 232.

[0077] The number of temperature sensors, probes, total temperature and total pressure sensors, static pressure sensors, etc., can be adjusted according to actual conditions.

[0078] Example 6

[0079] like Figure 2 As shown, a preferred control method for a high-precision engine temperature and flow controller includes the following steps:

[0080] Step 1: Install the high-precision engine temperature and flow controller described in any of the above items at the corresponding position of engine 5;

[0081] Step 2: Turn on the air compressor 27, fill the air accumulator 26, and open the air vent switch of the air accumulator 26;

[0082] Step 3: Start engine 5 to the designated state according to the infrared test plan;

[0083] Step 4: Input the desired exhaust temperature and airflow on the HMI42 human-machine interface, and click the start button on the HMI42 human-machine interface;

[0084] Step 5: The PLC controller 41 receives the desired exhaust temperature, desired airflow, exhaust temperature, inlet total temperature, inlet total pressure, inlet static pressure, and venting flow, and calculates the engine exhaust temperature and airflow W in real time. a ;

[0085] Step 6: The PLC controller 41 uses a PID program to calculate the engine exhaust temperature and the desired exhaust temperature, and then controls the servo motor 11 to rotate through the driver 43, which drives the rocker arm 14 to change the angle of the fuel pump regulator rocker arm of the engine 5, thereby adjusting the engine exhaust temperature in real time.

[0086] Step 7: PLC controller 41 calculates the engine airflow W. a After calculating the desired airflow using a PID program, the opening of the intake regulating valve 25 or the exhaust regulating valve 28 is adjusted, thereby controlling the intake volume of the intake section 22 or the exhaust volume of the engine bypass / exhaust nozzle, and adjusting the engine airflow in real time.

[0087] Step 8: After the infrared test is completed, click the stop button on the HMI42 human-machine interface to complete the high-precision control of engine temperature and flow.

[0088] Since the measuring section 23 is located behind the intake section 22, the engine inlet air flow is the sum of the air flow in the engine process intake duct 21 and the intake flow of the intake regulating valve 25.

[0089] Preferably, in step 5, the engine airflow W a The calculation formula is:

[0090] W a =W in -W out

[0091] In the formula:

[0092] W out This is the venting flow rate of the outer bypass duct / tail nozzle, which is the measured value of the venting flow meter;

[0093] W in This refers to the engine inlet airflow.

[0094] Engine inlet airflow W in The calculation formula is:

[0095]

[0096] In the formula:

[0097] C is the correction factor;

[0098] S is the cross-sectional area of ​​the measurement segment;

[0099] k is the adiabatic index, which is 1.4 for air;

[0100] T * The total temperature of the measurement section is the average value of the measurements from multiple imported total temperature sensors.

[0101] P * The total pressure of the measurement section is the average value of the measurements from multiple inlet total pressure sensors.

[0102] P represents the static pressure in the measurement section, which is the average value of the measurements from multiple inlet static pressure sensors.

[0103] R is the gas constant.

[0104] Preferably, in step 5, the engine exhaust temperature is the average value of the measurements taken by multiple engine exhaust temperature sensors 31.

[0105] Application Examples

[0106] Taking infrared testing of a certain type of engine as an example, the process of adjusting the engine exhaust temperature and airflow is as follows:

[0107] The high-precision engine temperature and flow controller of the present invention is installed at the corresponding position of engine 5;

[0108] Turn on air compressor 27 (8 atm, 1.5 L / min) and open air cylinder 26 (8 m). 3 Fill the gas cylinder to the brim and open the vent valve on cylinder 26.

[0109] The engine was started according to the infrared test plan, with n2 speed at 98%.

[0110] Input the desired exhaust temperature of 1016K and air flow rate of 110kg / s on the human-machine interface HMI 42;

[0111] Click the start button on the HMI 42 human-computer interaction interface;

[0112] The PLC controller 41 receives data such as desired exhaust temperature, desired airflow, exhaust temperature, inlet total temperature, inlet total pressure, inlet static pressure, and venting flow, and calculates the engine exhaust temperature and airflow W in real time. a ;

[0113] PLC controller 41 uses PID program calculation based on engine exhaust temperature and desired exhaust temperature, and then controls servo motor 11 to rotate via driver 43, driving rocker arm 14 to change the angle of engine fuel pump rocker arm, thereby adjusting engine exhaust temperature in real time.

[0114] PLC controller 41 calculates the engine airflow W a After calculating the desired airflow using a PID program, the opening of the intake regulating valve 25 or the bleed air regulating valve 28 is adjusted, thereby controlling the intake volume of the intake section 22 or the bleed air volume of the engine bypass / exhaust nozzle, and adjusting the engine airflow in real time.

[0115] After the infrared test is completed, click the stop button on the HMI 42 human-machine interface.

[0116] The working process of this invention is as follows:

[0117] like Figures 1-5 As shown, this invention discloses a high-precision engine temperature and flow controller, comprising a temperature control module 1, a flow control module 2, a measurement module 3, and a control module 4. It is used to ensure that the engine 5 maintains stable exhaust temperature and air flow for an extended period when these parameters are set, providing relatively stable exhaust infrared radiation energy for engine infrared testing and ensuring consistency of measurement results at different detection points at different times. By setting the desired exhaust temperature and air flow on the human-machine interface (HMI) 42, and after the engine 5 stabilizes, clicking the start button transmits the desired exhaust temperature and air flow data to the PLC controller 41 via network communication. Simultaneously, the engine exhaust temperature sensor 31, inlet total temperature sensor 32, inlet total pressure sensor 33, inlet static pressure sensor 34, and exhaust flow meter 29 transmit measurement data to the PLC controller 41. The PLC controller 41 internally calculates the actual engine exhaust temperature and air flow W. a The actual and desired airflow and exhaust temperature are calculated by the PID control program, and then the PLC controller 41 output module controls the movement of the servo motor 11, intake regulating valve 25, and exhaust regulating valve 28. The servo motor 11 drives the throttle rocker arm of the fuel pump regulator to rotate through the reducer 12, thereby adjusting the engine fuel supply and thus adjusting the engine exhaust temperature to the desired exhaust temperature. The intake regulating valve 25 and exhaust regulating valve 28 control the intake volume of the front intake section and the exhaust volume of the rear section of the engine, respectively, thereby adjusting the engine airflow to the desired airflow.

[0118] This invention discloses a high-precision engine temperature and flow controller. It employs a PLC controller for PID closed-loop control, using the engine exhaust temperature measured by a temperature sensor as the feedback parameter and the angle of the fuel pump regulator rocker arm as the control variable. A combination of a high-precision servo motor and a reducer is used to adjust the angle of the fuel pump regulator rocker arm in real time to control the engine exhaust temperature. This solves the problem of maintaining the engine exhaust temperature at a constant level for a long time, avoids the problems of large errors, slow speed, and high delay in manual adjustment, and improves the accuracy and real-time performance of engine exhaust temperature control.

[0119] The high-precision engine temperature and flow controller of this invention adopts the method of air intake in the engine intake section and bleed air from the bypass / exhaust nozzle, and uses intake regulating valve and exhaust regulating valve to adjust the engine air flow in real time, thus solving the problem of difficult stable control of engine air flow in infrared testing.

[0120] This invention relates to a high-precision engine temperature and flow controller that employs a PLC controller for PID closed-loop control. It calculates the actual engine airflow based on the engine exhaust flow measured by the flow meter and the total intake flow measured in the measurement section. Using the actual airflow as a feedback parameter and the angles of the intake and exhaust regulating valves as control variables, it adjusts the angles of the intake and exhaust regulating valves in real time to control the engine airflow. This solves the problem of maintaining a constant engine airflow for extended periods during infrared testing, improving the accuracy and real-time performance of engine exhaust flow control.

[0121] The high-precision engine temperature and flow controller of this invention can preset the desired exhaust temperature and air flow, avoiding manual intervention and improving accuracy. This invention can maintain the engine exhaust temperature and air flow at a constant state for a long time, providing relatively stable engine infrared radiation energy for engine infrared testing and ensuring the consistency of measurement results at different detection points at different times.

[0122] The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

[0123] Many other changes and modifications can be made without departing from the concept and scope of this invention. It should be understood that this invention is not limited to the specific embodiments, and the scope of this invention is defined by the appended claims.

Claims

1. A high-precision controller for engine temperature and flow rate, characterized in that: The system includes a temperature control module (1), a flow module (2), a measurement module (3), and a control module (4). The temperature control module (1) includes a drive assembly, a mounting base (13), a rocker arm (14), a positioning fixing bolt (15), and a connecting rod (16). The flow module (2) includes a process air intake duct (21), an intake section (22), a measurement section (23), a flow stabilization section (24), an intake regulating valve (25), an air accumulator (26), an air compressor (27), a venting regulating valve (28), and a venting flow meter (29). The measurement module (3) includes an engine exhaust... Temperature sensor (31), inlet total temperature sensor (32), inlet total pressure sensor (33), and inlet static pressure sensor (34) are included. The drive assembly is fixed to one end of the mounting base (13), and the other end of the mounting base (13) is fixed to the engine (5). One end of the rocker arm (14) is fixed to the output shaft end of the reducer (12) by a positioning fixing bolt (15), and the other end of the rocker arm (14) is fixed to the fuel pump regulator rocker arm of the engine (5) by a connecting rod (16). The bottom of the positioning fixing bolt (15) is mounted to the fuel pump regulator rocker arm of the engine (5). The process air intake (21), intake section (22), measuring section (23), and flow stabilizing section (24) are connected in sequence, with the end of the flow stabilizing section (24) connected to the inlet of the engine (5). An intake regulating valve (25) is provided on the intake section (22), and the intake regulating valve (25) is connected to the air accumulator (26) through a pipe. The air accumulator (26) is connected to the air compressor (27) through a pipe. One end of the exhaust flow meter (29) is connected to the outer bypass / tail nozzle of the engine (5) through a pipe, and the other end of the exhaust flow meter (29) is connected to the exhaust regulating valve (27) through a pipe. The valve (28) is connected, the engine exhaust temperature sensor (31) is fixed on the outer casing behind the turbine of the engine (5), the inlet total temperature sensor (32), the inlet total pressure sensor (33) and the inlet static pressure sensor (34) are respectively set on the measuring section (23), the drive assembly, the intake regulating valve (25), the exhaust regulating valve (28), the exhaust flow meter (29), the engine exhaust temperature sensor (31), the inlet total temperature sensor (32), the inlet total pressure sensor (33) and the inlet static pressure sensor (34) are respectively electrically connected to the control module (4).

2. The high-precision engine temperature and flow controller according to claim 1, characterized in that: The control module (4) includes a PLC controller (41), a human-machine interface (HMI) (42), and a driver (43). The HMI (42) is connected to the PLC controller (41) via Ethernet. The driver (43) is electrically connected to the PLC controller (41). The driver (43) is connected to the servo motor (11). The intake regulating valve (25), the exhaust regulating valve (28), the exhaust flow meter (29), the engine exhaust temperature sensor (31), the inlet total temperature sensor (32), the inlet total pressure sensor (33), and the inlet static pressure sensor (34) are electrically connected to the PLC controller (41) respectively.

3. The high-precision engine temperature and flow controller according to claim 1, characterized in that: The drive assembly includes a servo motor (11) and a reducer (12). The servo motor (11) is fixed to the reducer (12) with screws, and the power output end of the servo motor (11) is connected to the reducer (12). The reducer (12) is fixed to one end of the mounting base (13) with bolts, and the other end of the mounting base (13) is fixed to the engine (5) with screws. The left end of the rocker arm (14) is fixed to the output shaft end of the reducer (12) with a positioning fixing bolt (15). The right end of the rocker arm (14) is fixed to the fuel pump regulator rocker arm of the engine (5) with a connecting rod (16). The bottom of the positioning fixing bolt (15) is coaxial with the mounting shaft of the fuel pump regulator rocker arm of the engine (5) to ensure that the rocker arm (14) rotates coaxially with the fuel pump regulator rocker arm and ensures high-precision synchronous adjustment of the fuel pump throttle opening.

4. The high-precision engine temperature and flow controller according to claim 1, characterized in that: The rocker arm (14) is positioned directly above the fuel pump regulator rocker arm of the engine (5), and the top of the connecting rod (16) is connected to the rocker arm (14), while the bottom of the connecting rod (16) is connected to the fuel pump regulator rocker arm of the engine (5).

5. A high-precision engine temperature and flow controller according to claim 2, characterized in that: The process air intake (21) is a smooth, streamlined, flared shape. The right end of the process air intake (21) is connected to the left end of the intake section (22) by bolts. The intake section (22) is provided with multiple intake flanges along the circumference. The multiple intake flanges are connected to multiple intake regulating valves (25) through pipes. The right end of the intake section (22) is connected to the left end of the measuring section (23) by bolts. The right end of the measuring section (23) is connected to the left end of the flow stabilizing section (24) by bolts. The right end of the flow stabilizing section (24) is connected to the inlet of the engine (5) by bolts. The multiple intake regulating valves (25) are connected to the PLC controller (41) through signal lines and are also connected to the gas accumulator (26) through pipes.

6. The high-precision engine temperature and flow controller according to claim 2, characterized in that: The measuring section (23) consists of a measuring section cylinder (231), a total temperature, total pressure and static pressure probe (232), and a probe mounting base (233). Multiple probe mounting bases (233) are uniformly welded around the measuring section cylinder (231). Multiple total temperature, total pressure and static pressure probes (232) are fixed to multiple probe mounting bases (233) by screws. The total temperature, total pressure and static pressure probes (232) have a total temperature measuring hole, a total pressure detection hole and a static pressure detection hole inside. The total temperature measuring hole is used to install an inlet total temperature sensor (32). The outlet of the total pressure detection hole is welded with a stainless steel thin tube and connected to the inlet total pressure sensor (33) through a gas pipe. The outlet of the static pressure detection hole is welded with a stainless steel thin tube and connected to the inlet static pressure sensor (34) through a gas pipe.

7. A high-precision engine temperature and flow controller according to claim 2, characterized in that: The venting flow meter (29) is connected to the PLC controller (41) via a signal line. The left end of the venting flow meter (29) is connected to the outer bypass / tail nozzle of the engine (5) via a pipeline, and the right end of the venting flow meter (29) is connected to the venting regulating valve (28) via a pipeline. It is used to measure the venting flow of the outer bypass / tail nozzle of the engine (5).

8. A control method for a high-precision engine temperature and flow controller, characterized in that, Includes the following steps: Step 1: Install the high-precision engine temperature and flow controller according to any one of claims 2 to 7 at the corresponding position of the engine (5); Step 2: Turn on the air compressor (27), fill the air accumulator (26) full, and open the air venting switch of the air accumulator (26); Step 3: Start the engine (5) to the specified state according to the infrared test plan; Step 4: Input the desired exhaust temperature and airflow on the human-machine interface (HMI) (42), and click the start button on the human-machine interface (HMI) (42); Step 5: The PLC controller (41) receives the desired exhaust temperature, desired airflow, exhaust temperature, inlet total temperature, inlet total pressure, inlet static pressure, and venting flow, and calculates the engine exhaust temperature and airflow W in real time. a ; Step 6: The PLC controller (41) uses the PID program to calculate the engine exhaust temperature and the desired exhaust temperature, and then controls the servo motor (11) to rotate through the driver (43), which drives the rocker arm (14) to change the angle of the fuel pump regulator rocker arm of the engine (5) and adjust the engine exhaust temperature in real time. Step 7: The PLC controller (41) calculates the engine airflow W. a After calculating the desired airflow using a PID program, the opening of the intake regulating valve (25) or the exhaust regulating valve (28) is adjusted to control the intake volume of the intake section (22) or the exhaust volume of the engine bypass / tail nozzle, thereby adjusting the engine airflow in real time. Step 8: After the infrared test is completed, click the stop button on the human-machine interface (HMI) (42) to complete the high-precision control of engine temperature and flow.

9. The control method for a high-precision engine temperature and flow controller according to claim 8, characterized in that, In step 5, the engine airflow W a The calculation formula is: IN a =In in -IN out In the formula: W out This is the venting flow rate of the outer bypass duct / tail nozzle, which is the measured value of the venting flow meter; W in This refers to the engine inlet airflow. Engine inlet airflow W in The calculation formula is: In the formula: C is the correction factor; S is the cross-sectional area of ​​the measurement segment; k is the adiabatic index, which is 1.4 for air; T * The total temperature of the measurement section is the average value of the measurements from multiple imported total temperature sensors. P * The total pressure of the measurement section is the average value of the measurements from multiple inlet total pressure sensors. P represents the static pressure in the measurement section, which is the average value of the measurements from multiple inlet static pressure sensors. R is the gas constant.

10. The control method for a high-precision engine temperature and flow controller according to claim 8, characterized in that: In step 5, the engine exhaust temperature is the average value of the measurements taken by multiple engine exhaust temperature sensors (31).

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