Aeroengine turning control loop control system

Abstract

The application relates to an aero-engine steering control ring control system which comprises an electro-hydraulic distributor, a steering control ring, a hydraulic actuator and a variable-pressure feedback sensor. The electro-hydraulic distributor is connected with the steering control ring through the hydraulic actuator, and the electro-hydraulic distributor is electrically connected with the integrated control system of an airplane. The steering control ring is connected on a tail nozzle. The variable-pressure feedback sensor is arranged on the steering control ring and is electrically connected with the integrated control system of the airplane. The electro-hydraulic distributor and the hydraulic actuator are communicated through pipelines. When the hydraulic distributor is not in action or the electro-hydraulic distributor is powered off, the hydraulic valve is switched to the rightmost position to enable a standby system. The application can realize accurate control of the deflection angle of the tail nozzle of an aero-engine.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine technology, and in particular relates to an aero-engine steering control loop control system. Background Technology

[0002] Currently, most existing aero-engines use a hydraulic system centered on a nozzle regulator to control the opening and closing of the exhaust nozzle and its cross-sectional area, but lack angular displacement control functionality. With the development of aero-engine technology and to meet aircraft maneuverability requirements, exhaust nozzle control systems must not only have cross-sectional control but also angular displacement control capabilities. A single mechanical-hydraulic system exhibits a certain degree of lag in the control process and is significantly affected by the oil pressure build-up process and oil pressure stability, resulting in low response speed and difficulty in guaranteeing safety and reliability. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides an aero-engine steering control loop control system, which is primarily electronically controlled with mechanical and hydraulic backups, meeting the requirements for response speed, safety, and reliability.

[0004] An aero-engine steering control ring control system includes an electro-hydraulic distributor, a steering control ring, a hydraulic actuator, and a variable-pressure feedback sensor. The electro-hydraulic distributor is connected to the steering control ring via the hydraulic actuator and is also electrically connected to the aircraft's integrated control system. The steering control ring is connected to the tail nozzle. The variable-pressure feedback sensor is arranged on the steering control ring and is electrically connected to the aircraft's integrated control system. The electro-hydraulic distributor and the hydraulic actuator are connected by pipelines.

[0005] The electro-hydraulic distributor controls the oil pressure output to the hydraulic actuator according to the instructions of the aircraft integrated control system, causing the hydraulic actuator to move, driving the steering control ring to deflect, and causing the tail nozzle to rotate; the variable pressure feedback sensor feeds back the tail nozzle deflection angle information to the aircraft integrated control system, corrects the control instructions, and achieves accurate control of the tail nozzle deflection angle.

[0006] The electro-hydraulic distributor includes a hydraulic distributor connected to an oil supply line, a hydraulic actuator, a return line, and one end of a feedback mechanism rocker arm. The oil supply line is connected to a piston rod and a hydraulic valve. The front end of the piston rod is connected to the other end of the feedback mechanism rocker arm via a stop pin. The feedback mechanism rocker arm is connected to a steering control ring. An electro-hydraulic valve is installed on the pipeline connecting the hydraulic valve and the oil supply line. A feedback sensor is installed on the connecting rod between the hydraulic distributor and the feedback mechanism rocker arm. The hydraulic valve is connected to the main control valve, and a position sensor is installed at the hydraulic valve. A solenoid valve is installed at the main control valve. The feedback sensor and the position sensor are electrically connected to the aircraft's integrated control system.

[0007] When the hydraulic distributor does not operate or the electro-hydraulic distributor loses power, the hydraulic valve switches to the right position to activate the backup system, and oil from the oil supply line enters the piston rod extension through the hydraulic valve.

[0008] The beneficial effects of this invention are as follows: In order to achieve accurate control of the deflection angle of the tail nozzle of an aero-engine, this application provides a control system with an electro-hydraulic device as the core component. When the upstream controller issues a command, the electro-hydraulic distributor receives an electrical signal, causes the hydraulic valve to move to adjust the oil pressure, controls the steering control ring to move, manipulates the tail nozzle deflection angle, and then measures the angular position of the tail nozzle through the tail nozzle position sensor and feeds the position signal back to the upstream controller. The controller uses the nozzle angular position signal to correct the adjustment of the steering control ring movement, thereby achieving accurate control of the steering control ring.

[0009] Meanwhile, it also has a mechanical-hydraulic backup function. The electro-hydraulic distributor consists of an independent electrical control path and a hydraulic path. In the event of failure of the electrical control path, the hydraulic path will work and maintain the technical characteristics, ensuring that the nozzle works normally and meets the engine operation and safety requirements even when the oil pressure is low or the electrical signal is unstable.

[0010] 1. Fast response speed

[0011] Using electrical signals as control signals avoids lag in the oil pressure build-up process, and the system responds quickly to commands.

[0012] 2. Good security

[0013] It has a mechanical hydraulic system as a backup system to ensure that the tail nozzle operates in the middle position and the engine can work normally in the event of electrical signal failure.

[0014] 3. High reliability

[0015] The system structure, which is mainly based on electronic control and has a mechanical hydraulic system as a backup, serves as a dual guarantee for the operation of the tail nozzle system, eliminating the risk of uncontrollable tail nozzles caused by insufficient medium conditions, and thus has higher reliability. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the electro-hydraulic distributor in this invention;

[0017] in,

[0018] 1-Main control valve, 2-Electro-hydraulic distributor, 3-Hydraulic distributor, 4-Hydraulic valve, 5-Piston rod, 6-Stop pin, 7-Feedback mechanism rocker arm, 8-Position sensor, 9-Electro-hydraulic valve, 10-Solenoid valve, 11-Feedback sensor, 12-Pull rod, 13-Piston, 14-Variable pressure feedback sensor, 15-Hydraulic actuator, 16-Steering control ring. Detailed Implementation

[0019] To better explain and facilitate understanding of the present invention, the technical solution and effects of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] An aircraft engine steering control loop control system, such as Figure 1 As shown, the system includes an electro-hydraulic distributor 2, a steering control ring 16, a hydraulic actuator 15, and a variable-pressure feedback sensor 14. The electro-hydraulic distributor 2 is connected to the steering control ring 16 via the hydraulic actuator 15, and is also electrically connected to the aircraft's integrated control system. The steering control ring 16 is connected to the tail nozzle. The variable-pressure feedback sensor 14 is located on the steering control ring 16 and is electrically connected to the aircraft's integrated control system. The electro-hydraulic distributor 2 and the hydraulic actuator 15 are connected via pipelines. The electro-hydraulic distributor 2 controls the oil pressure output to the hydraulic actuator 15 according to the instructions from the aircraft's integrated control system, causing the hydraulic actuator 15 to actuate, which drives the steering control ring 16 to deflect, thus rotating the tail nozzle. The variable-pressure feedback sensor 14 feeds back the tail nozzle deflection angle information to the aircraft's integrated control system, corrects the control commands, and achieves accurate control of the tail nozzle deflection angle.

[0021] The electro-hydraulic distributor 2 is an independent electrical control circuit, including a hydraulic distributor 3. The hydraulic distributor 3 is connected to the oil supply line, hydraulic actuator 15, return line, and one end of the feedback mechanism rocker arm 7. The oil supply line is connected to the piston rod 5 of the piston 13 and the hydraulic valve 4. The front end of the piston rod 5 is connected to the other end of the feedback mechanism rocker arm 7 via a stop pin 6. The feedback mechanism rocker arm 7 is connected to the steering control ring 16 via a pull rod 12. An electro-hydraulic valve 9 is installed on the pipeline connecting the hydraulic valve 4 and the oil supply line. A feedback sensor 11 is installed on the connecting rod between the hydraulic distributor 3 and the feedback mechanism rocker arm 7. The hydraulic valve 4 is connected to the main control valve 1, and a position sensor 8 is installed at the hydraulic valve 4. A solenoid valve 10 is installed at the main control valve 1. The feedback sensor 11 and the position sensor 8 are electrically connected to the aircraft's integrated control system.

[0022] When the hydraulic distributor 3 does not operate or the electric hydraulic distributor 2 loses power, the hydraulic valve 4 switches to the rightmost position to activate the backup system. The hydraulic passage is activated, and the oil from the oil supply line enters the piston rod 5 through the hydraulic valve 4 and extends, driving the feedback mechanism rocker arm 7 to move to the right to the extreme value, and the tail nozzle is in the middle position.

[0023] The normal operating process of the above-mentioned aero-engine steering control loop control system is as follows:

[0024] When the engine is running, oil is supplied to the electro-hydraulic distributor 2, and the electro-hydraulic valve 9, position sensor 8, feedback sensor 11 and variable feedback sensor 14 are energized.

[0025] At the start-up, the hydraulic valve 4 is in the rightmost position. The position sensor 8 transmits the position information of the hydraulic valve 4 to the aircraft's integrated control system. The integrated control system cuts off the power to the electric hydraulic valve 9. The oil from the oil supply line enters the piston rod 5 through the hydraulic valve 4 and drives the feedback mechanism rocker arm 7 to move to the right to the extreme value. The tail nozzle is in the middle position. At this time, the hydraulic distributor 3 does not work.

[0026] As the rotational speed increases, the oil supply pressure increases, reaching the set value, which pushes the hydraulic valve 4 to the leftmost position. The position sensor 8 transmits the position information to the aircraft's integrated control system. The integrated control system energizes the electro-hydraulic valve 9 and the solenoid valve 10, causing the hydraulic distributor 3 and the main control valve 1 to move according to the received electronic signal, changing the flow rate in the hydraulic actuator cylinder 15. At the same time, it changes the oil pressure on the left and right end faces of the main control valve 1. The hydraulic distributor 3 moves proportionally and correspondingly redistributes the fuel flow through the tail nozzle hydraulic actuator cylinder 15, causing the tail nozzle rotation mechanism 16 to deflect, resulting in the tail nozzle rotation. The feedback sensor 11 feeds back the position information of the hydraulic distributor 3 to the aircraft's integrated control system. The integrated control system adjusts the current intensity of the solenoid valve 10 according to the position, adjusts the displacement of the main control valve 1, and adjusts the oil supply pressure of the hydraulic actuator cylinder 15. At the same time, the variable pressure feedback sensor 14 transmits the tail nozzle position information to the integrated control system. The integrated control system adjusts the oil supply to the electro-hydraulic distributor 2 according to the position information, realizing the control of the tail nozzle deflection angle.

[0027] When the engine speed decreases, the fuel supply pressure decreases, and the control process is the opposite of the process described above.

[0028] The working process of the backup system of the above-mentioned aero-engine steering control loop control system is as follows:

[0029] When the hydraulic distributor 3 does not operate or the electric hydraulic distributor 2 loses power, the integrated control system cancels the signal from the electric hydraulic valve 9, the hydraulic valve 4 switches to the rightmost position, and connects to the backup system that maintains the middle position. The oil from the oil supply line enters the piston rod 5 through the hydraulic valve 4 and drives the feedback mechanism rocker arm 7 to move to the right to the extreme value, and the tail nozzle is in the middle position.

[0030] When the oil pressure at the accessory inlet drops below the system operating pressure, the hydraulic valve 4 automatically switches to the rightmost position, entering the standby system. When the pressure level recovers, the hydraulic valve 4 automatically switches to the leftmost position, entering the working state.

Claims

1. A steering control loop control system for an aircraft engine, characterized in that: It includes an electro-hydraulic distributor, a steering control ring, a hydraulic actuator, and a variable-pressure feedback sensor. The electro-hydraulic distributor is connected to the steering control ring via the hydraulic actuator, and is also electrically connected to the aircraft's integrated control system. The steering control ring is connected to the tail nozzle. The variable-pressure feedback sensor is located on the steering control ring and is electrically connected to the aircraft's integrated control system. The electro-hydraulic distributor and the hydraulic actuator are connected by pipelines. The electro-hydraulic distributor includes a hydraulic distributor connected to an oil supply line, a hydraulic actuator, a return line, and one end of a feedback mechanism rocker arm. The oil supply line is connected to a piston rod and a hydraulic valve. The front end of the piston rod is connected to the other end of the feedback mechanism rocker arm via a stop pin. The feedback mechanism rocker arm is connected to a steering control ring. An electro-hydraulic valve is installed on the pipeline connecting the hydraulic valve and the oil supply line. A feedback sensor is installed on the connecting rod between the hydraulic distributor and the feedback mechanism rocker arm. The hydraulic valve is connected to the main control valve, and a position sensor is installed at the hydraulic valve. A solenoid valve is installed at the main control valve. The feedback sensor and the position sensor are electrically connected to the aircraft's integrated control system.

2. The aero-engine steering control loop control system according to claim 1, characterized in that: The electro-hydraulic distributor controls the oil pressure output to the hydraulic actuator according to the instructions of the aircraft integrated control system, causing the hydraulic actuator to move, driving the steering control ring to deflect, and causing the tail nozzle to rotate; the variable pressure feedback sensor feeds back the tail nozzle deflection angle information to the aircraft integrated control system, corrects the control instructions, and achieves accurate control of the tail nozzle deflection angle.

3. The aero-engine steering control loop control system according to claim 1, characterized in that: When the hydraulic distributor does not operate or the electro-hydraulic distributor loses power, the hydraulic valve switches to the right position to activate the backup system, and oil from the oil supply line enters the piston rod extension through the hydraulic valve.

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