Fuel valve control device, method and equipment

Abstract

The invention discloses a fuel valve control device, method and equipment, the fuel valve control device comprises an oil pressure sensing module and a valve control module, the oil pressure sensing module comprises a sensor and an oil pressure driving unit, and the sensor is in communication connection with the oil pressure driving unit; the valve control module comprises a first valve, a second valve and a first armature, one end of the first armature is connected with the first valve and the second valve, the other end of the first armature is connected with the oil pressure driving unit, and the inductor is used for sending a driving signal to the oil pressure driving unit according to the oil pressure of the aero-engine. And the oil pressure driving unit drives the first armature, the first valve and the second valve to move back and forth according to the driving signal, so that an oil liquid transmission channel of the aero-engine is controlled to be opened and closed through the first valve and the second valve. Therefore, it is ensured that opening and closing of the oil liquid transmission channel can be accurately adjusted according to actual needs, and therefore fuel oil supply and the performance of an engine are optimized.

Description

Technical Field

[0001] The present application belongs to the field of aviation engine control, and in particular, relates to a fuel valve control device, method and equipment. Background Art

[0002] The fuel valve used in aircraft engines relies on a rubber film to sense and control changes in oil pressure, causing the film to deform and push the valve to control the flow of fuel, thereby achieving the purpose of controlling the fuel.

[0003] However, the rubber film is prone to aging during long-term contact with oil, which makes the rubber film inaccurately sense the oil pressure, thereby causing the valve in the aircraft engine to be unable to effectively control the flow direction of fuel in the oil channel.

[0004] At present, the valve is mainly controlled by a pure mechanical structure according to the oil pressure of the aircraft engine. Among them, the patent with publication number CN107023401A proposes a pre-combustion stage auxiliary oil circuit valve for an aircraft engine fuel nozzle and its use method, and a pre-combustion stage auxiliary oil circuit valve for an aircraft engine fuel nozzle, including a cover, a first-stage valve system and a second-stage valve system. The present invention adopts that the size of each stage valve is associated with the range of oil pressure, and can control a relatively stable oil supply when the oil pressure is too high. When the oil pressure is too low, no oil is supplied, thereby ensuring that the fuel sprayed from the nozzle is constant; the use of a pure mechanical structure greatly increases safety, reliability and maintainability; the use of two-stage valves to control simultaneously ensures the accuracy of fuel supply.

[0005] The above patent uses a purely mechanical structure to control the movement of the valve, which inevitably causes mechanical damage such as wear during long-term operation. After long-term use, the structure will still age, resulting in inaccurate control. Summary of the invention

[0006] The purpose of this application is to provide a fuel valve control device, method and equipment to achieve precise control of oil transmission, which helps to reduce fuel waste and unnecessary energy loss, ensure that fuel is supplied to the engine in an optimal manner, and thus improve its operating efficiency.

[0007] According to a first aspect of the present application, a fuel valve control device is provided, which is applied to an aircraft engine, and comprises:

[0008] The oil pressure sensing module includes a sensor and an oil pressure driving unit, wherein the sensor is in communication connection with the oil pressure driving unit;

[0009] The valve control module includes: a first valve, a second valve and a first armature. The first valve is arranged at the oil inlet of the oil transmission channel to control the oil inlet, and the second valve is arranged at the oil discharge port of the oil transmission channel to control the oil discharge port. The first valve and the second valve are fixedly connected and linked. One end of the first armature is connected to the first valve or the second valve, and the other end of the first armature is connected to the oil pressure drive unit. The sensor is used to send a driving signal to the oil pressure drive unit according to the oil pressure of the fuel pump in the aircraft engine, so that the oil pressure drive unit drives the first armature to make a reciprocating motion according to the driving signal, and drives the first valve and the second valve to make a reciprocating motion at the same time, so as to control the oil inlet and the oil discharge port of the oil transmission channel of the aircraft engine to open only one.

[0010] Optionally, the device further comprises:

[0011] A connecting rod passes through the oil transmission channel and two ends of the connecting rod are respectively connected to the first valve and the second valve, the first armature is connected to the first valve, the oil inlet matches the first valve, and the oil outlet matches the second valve.

[0012] Optionally, both the first valve and the second valve are truncated cone structures, the first armature is connected to the lower bottom surface of the first valve, and the two ends of the connecting rod are respectively connected to the upper bottom surfaces of the first valve and the second valve.

[0013] Optionally, the device further comprises:

[0014] An elastic member, one end of the elastic member is connected to the first valve, and the other end of the elastic member is fixedly connected to the oil transmission channel. The elastic member is used to drive the first valve to move toward the oil transmission channel when the sensor does not send a driving signal, so that the first valve closes the oil transmission channel and the second valve opens the oil transmission channel.

[0015] Optionally, the hydraulic drive unit comprises:

[0016] The signal induction subunit includes a second armature, a first induction coil and a differential coil. The first induction coil and the differential coil are arranged opposite to each other, and the second armature is arranged between the first induction coil and the differential coil. The second armature is connected to the inductor. The inductor is used to send a driving signal to the second armature according to the oil pressure of the aircraft engine, so that the second armature moves back and forth between the first induction coil and the differential coil to generate an induced electrical signal.

[0017] The driving subunit is connected to the differential coil and is used to receive the induced electrical signal and drive the first armature, the first valve and the second valve to perform reciprocating motion according to the induced electrical signal.

[0018] Optionally, the driving subunit further includes:

[0019] Two second induction coils are arranged opposite to each other, and the two second induction coils are respectively connected to the differential coil. The end of the first armature away from the first valve is arranged between the two second induction coils. The two second induction coils are used to receive the induced electrical signals sent by the differential coils, and drive the first armature, the first valve and the second valve to perform reciprocating motion according to the induced electrical signals.

[0020] According to a second aspect of the present application, the present application provides a fuel valve control method, which is applied to the above-mentioned fuel valve control device, and includes:

[0021] S1, when stationary, the first valve closes the oil inlet and the second valve opens the oil outlet;

[0022] S2, when starting, obtain oil pressure through the sensor;

[0023] Generate a drive signal corresponding to the oil pressure from a relationship between a preset oil pressure and a preset drive signal according to the oil pressure through a sensor;

[0024] The first armature is driven to move according to the driving signal by the hydraulic driving unit, and the first valve and the second valve are driven to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet;

[0025] S3, when parking, the sensor detects a decrease in oil pressure;

[0026] generating a driving signal corresponding to the oil pressure opposite to that in step S2 through a sensor according to the oil pressure from the relationship between the preset oil pressure and the preset driving signal;

[0027] The hydraulic drive unit drives the first armature to move in the opposite direction to that in step S2 according to the drive signal, and drives the first valve and the second valve to move in the direction of closing the oil inlet, so that the first valve closes the oil inlet and the second valve opens the oil outlet.

[0028] Optionally, the oil pressure drive unit includes a signal sensing subunit and a driving subunit, the signal sensing subunit includes a second armature, a first induction coil and a differential coil, the first induction coil and the differential coil are arranged opposite to each other, and the second armature is arranged between the first induction coil and the differential coil, the second armature is connected to the inductor, and the driving subunit is connected to the differential coil;

[0029] The hydraulic drive unit drives the first armature to move according to the drive signal, and drives the first valve and the second valve to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet, which includes:

[0030] receiving a driving signal sent by the sensor through the second armature;

[0031] The second armature makes a reciprocating motion between the first induction coil and the differential coil according to the driving signal to generate an induced electrical signal;

[0032] The driving subunit drives the first armature to move according to the induced electrical signal, and drives the first valve and the second valve to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet.

[0033] Optionally, the driving subunit further includes: two second induction coils arranged opposite to each other, the two induction coils are respectively connected to the differential coil, and an end of the first armature away from the first valve is arranged between the two second induction coils;

[0034] The driving subunit drives the first armature to move according to the induced electrical signal, and drives the first valve and the second valve to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet, including:

[0035] receiving the induced electrical signal sent by the differential coil through the second induction coil;

[0036] The first armature is driven to move according to the induced electrical signal by the second induction coil, and the first valve and the second valve are driven to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet.

[0037] According to a third aspect of the present application, the present application provides a fuel valve control device, which includes: a processor and a memory storing computer program instructions;

[0038] When the processor executes the computer program instructions, the fuel valve control method in the second aspect is implemented.

[0039] According to the fourth aspect of the present application, the present application provides a computer storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the fuel valve control method in the second aspect is implemented.

[0040] According to the fifth aspect of the present application, the present application provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the fuel valve control method in the second aspect.

[0041] The technical solution provided by this application brings at least the following beneficial effects:

[0042] The embodiment of the present application provides a fuel valve control device, method and equipment, which is provided with an oil pressure sensing module, and uses the sensor in the oil pressure sensing module to sense the oil pressure in the aircraft engine, and sends a driving signal to the oil pressure drive unit according to the oil pressure. Thus, after receiving the driving signal, the first armature in the valve control module can drive the first valve and the second valve to move back and forth according to the driving signal, so that the first valve can open the oil inlet of the oil transmission channel when the oil pressure is sensed, and the second valve closes the oil discharge port of the oil transmission channel. Thus, the oil pressure of the fuel pump in the aircraft engine is monitored in real time by the sensor, and an accurate driving signal is sent to the oil pressure drive unit according to the oil pressure change. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be accurately adjusted according to actual needs, thereby optimizing the fuel supply and engine performance. And accurate control of oil transmission helps to reduce fuel waste and unnecessary energy loss. When the oil pressure sensing module detects that the oil pressure is too high or too low, the state of the oil channel can be quickly adjusted through the valve control module to ensure that the fuel is supplied to the engine in the best way, thereby improving its operating efficiency.

[0043] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0045] Figure 1 is a structural schematic diagram of a fuel valve control device according to an exemplary embodiment;

[0046] Figure 2 is a flow chart of a fuel valve control method according to an exemplary embodiment;

[0047] Figure 3 is a structural block diagram of a fuel valve control device according to an exemplary embodiment.

[0048] Legend:

[0049]

[0050] DETAILED DESCRIPTION

[0051] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0052] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0053] Embodiment 1;

[0054] Figure 1 FIG. 1 is a schematic diagram showing the structure of a fuel valve control device provided by an embodiment of the present application. Figure 1 As shown, the device can be applied to an aircraft engine, and may include the following structures:

[0055] The oil pressure sensing module 110 includes a sensor 111 and an oil pressure driving unit 112, and the sensor 111 is in communication connection with the oil pressure driving unit 112;

[0056] The valve control module 120 includes: a first valve 121, a second valve 122 and a first armature 123. The first valve 121 is arranged at the oil inlet of the oil transmission channel to control the oil inlet, and the second valve 122 is arranged at the oil discharge port of the oil transmission channel to control the oil discharge port. The first valve 121 and the second valve 122 are fixedly connected and linked. One end of the first armature 123 is connected to the first valve 121 or the second valve 122, and the other end of the first armature 123 is connected to the oil pressure drive unit 112. The sensor 111 is used to send a driving signal to the oil pressure drive unit 112 according to the oil pressure of the fuel pump in the aircraft engine, so that the oil pressure drive unit 112 drives the first armature 123 to make a reciprocating motion according to the driving signal, and drives the first valve 121 and the second valve 122 to make a reciprocating motion at the same time, so as to control the oil inlet and the oil discharge port of the oil transmission channel of the aircraft engine to open only one.

[0057] Based on the above embodiment, by setting the oil pressure sensing module 110, the sensor 111 in the oil pressure sensing module 110 is used to sense the oil pressure in the aircraft engine, and a driving signal is sent to the oil pressure driving unit 112 according to the oil pressure. Thus, in the valve control module 120, after receiving the driving signal, the first armature 123 can drive the first valve 121 and the second valve 122 to move back and forth according to the driving signal, so that the first valve 121 can open the oil inlet of the oil transmission channel when the oil pressure is sensed, and the second valve 122 closes the oil discharge port of the oil transmission channel. Thus, the oil pressure of the fuel pump in the aircraft engine is monitored in real time by the sensor 111, and an accurate driving signal is sent to the oil pressure driving unit 112 according to the oil pressure change. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be accurately adjusted according to actual needs, thereby optimizing the fuel supply and engine performance. And accurate control of oil transmission helps to reduce fuel waste and unnecessary energy loss. When the oil pressure sensing module 110 detects that the oil pressure is too high or too low, the valve control module 120 can quickly adjust the state of the oil channel to ensure that the fuel is supplied to the engine in an optimal manner, thereby improving its operating efficiency.

[0058] In the above embodiment, the oil pressure sensing module 110 is placed in the fuel pump of the aircraft engine to sense the oil pressure in the fuel pump. When the aircraft engine is started, the fuel pump supplies oil to the combustion chamber of the aircraft engine, and the sensing module will sense the oil pressure. The sensor 111 will send a drive signal to the oil pressure drive unit 112. The oil pressure drive unit 112 will perform work according to the oil pressure drive signal to drive the first armature 123 to move, thereby driving the first valve 121 and the second valve 122 to move back and forth through the first armature 123. During the reciprocating movement of the first valve 121 and the second valve 122, the first valve 121 and the second valve 122 will open and close the fuel channel respectively.

[0059] Specifically, the fuel channel is provided with an oil inlet and an oil drain, and the oil inlet corresponds to the first valve 121, the oil drain corresponds to the second valve 122, and the fuel channel is connected to the combustion chamber of the aircraft engine; when the first valve 121 is opened and the second valve 122 is closed, the fuel in the fuel pump flows from the fuel pump to the combustion chamber through the oil inlet; when the first valve 121 is closed and the second valve 122 is opened, the fuel in the fuel pump stops flowing to the combustion chamber, and the remaining oil in the combustion chamber is discharged from the oil drain through the fuel channel.

[0060] More specifically, the first valve 121 and the second valve 122 are connected by a connecting rod, and the first armature 123 is movably connected to the connecting rod. When the first armature 123 moves toward the fuel channel, it pushes the first valve 121 to move toward the fuel channel, and pulls the second valve 122 to move away from the second fuel channel, so that the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet; otherwise, the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet.

[0061] When the sensor 111 senses the oil pressure in the fuel pump, the first driving signal is sent to the oil pressure driving unit 112. According to the first driving signal, the oil pressure driving unit 112 drives the first armature 123 to move in a direction away from the oil transmission channel, so that the first valve 121 opens the oil inlet and the second valve 122 closes the oil outlet, thereby connecting the oil transmission channel with the fuel pump, and closing the connection between the oil transmission channel and the outside, and the fuel flows from the fuel pump to the combustion chamber through the oil transmission channel; when the sensor 111 does not sense the oil pressure in the fuel pump, the second driving signal is sent to the oil pressure driving unit 112. According to the second driving signal, the oil pressure driving unit 112 drives the first armature 123 to move in a direction close to the oil transmission channel, so that the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet, thereby closing the connection between the oil transmission channel and the fuel pump, and opening the connection between the oil transmission channel and the outside, and the remaining oil in the combustion chamber flows to the outside through the oil transmission channel.

[0062] Optionally, the sensor 111 may include: a diaphragm box, a hydraulic sensor, etc.

[0063] In order to more conveniently control the movement of the first valve 121 and the second valve 122, the present application also provides another structure of the fuel valve control device 100, which includes:

[0064] The connecting rod 130 passes through the oil transmission channel and is formed with an oil inlet and an oil outlet, and the two ends of the connecting rod 130 are respectively connected to the first valve 121 and the second valve 122, the first armature 123 is connected to the first valve 121, the oil inlet matches the first valve 121, and the oil outlet matches the second valve 122.

[0065] In the above embodiment, by setting a connecting rod 130, the first valve 121 and the second valve 122 are connected by the connecting rod 130 respectively, so that the first armature 123 can drive the first valve 121 and the second valve 122 to move simultaneously during the movement, and the connecting rod 130 passes through the fuel channel, and the length of the connecting rod 130 is greater than the diameter of the oil transmission channel. When the first armature 123 controls the first valve 121 to move in the direction close to the oil transmission channel and close the oil inlet, the second valve 122 moves in the direction away from the oil transmission channel and opens the oil outlet; conversely, the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet. Therefore, by using the connecting rod 130 to penetrate the oil transmission channel, the first valve 121 and the second valve 122 can open and close the oil transmission channel respectively, thereby realizing flexible control of oil transmission in the oil transmission channel.

[0066] In order to improve the sealing performance of the first valve 121 and the second valve 122 when controlling the oil transmission channel, the present application also provides another structure of the fuel valve control device 100, which includes:

[0067] The first valve 121 and the second valve 122 are both truncated cone structures. The first armature 123 is connected to the lower bottom surface of the first valve 121 . The two ends of the connecting rod 130 are respectively connected to the upper bottom surfaces of the first valve 121 and the second valve 122 .

[0068] Based on the above embodiment, by respectively setting the first valve 121 and the second valve 122 as a conical structure, and utilizing the characteristics of the conical structure being narrow at the top and wide at the bottom, the upper bottom surface of the first valve 121 is respectively directed toward the oil inlet, so that when the first valve 121 is in the process of closing the oil inlet, the side of the first valve 121 and the oil inlet are slowly sealed from small to large, thereby increasing the sealing between the first valve 121 and the oil inlet. The same is true for the second valve 122, which will not be repeated here.

[0069] In order to more effectively control the movement of the first valve 121 and the second valve 122, the present application also provides another structure of the fuel valve control device 100, which includes:

[0070] The elastic member 140 has one end connected to the first valve 121, and the other end of the elastic member 140 is fixedly connected to the oil transmission channel. The elastic member 140 is used to drive the first valve 121 to move toward the oil transmission channel when the sensor 111 does not send a driving signal, so that the first valve 121 closes the oil transmission channel and the second valve 122 opens the oil transmission channel.

[0071] Based on the above embodiment, by setting the elastic member 140, when the sensor 111 senses the oil pressure in the fuel pump, a driving signal is sent to the oil pressure driving unit 112, and the oil pressure driving unit 112 provides a driving force to the first armature 123, and the driving force can enable the first valve 121 to overcome the elastic force of the elastic member 140, so that the elastic member 140 is compressed, and the first valve 121 can open the oil inlet, and the second valve 122 closes the oil outlet, and the fuel flows from the oil pump into the combustion chamber; when the sensor 111 does not sense the oil pressure in the fuel pump, the sensor 111 will not send a driving signal to the driving unit. At this time, only the elastic member 140 will restore the elastic deformation and provide elastic force to the first valve 121. Under the action of the elastic force, the first valve 121 closes the oil inlet, and the second valve 122 opens the oil outlet to discharge the oil. Therefore, by setting the elastic member 140, the elastic deformation of the elastic member 140 is utilized to enable the first valve 121 to close the oil inlet in time when the sensor 111 does not sense the oil pressure, and to enable the second valve 122 to open the oil outlet, thereby improving the control effect of the first valve 121 and the second valve 122.

[0072] Embodiment 2:

[0073] Based on the first embodiment, this embodiment provides another implementation of the fuel valve control device 100 in order to more accurately drive the first armature 123, the first valve 121 and the second valve 122 to perform reciprocating motion.

[0074] Specifically, the device also includes:

[0075] The signal sensing subunit 1121 includes a second armature 1121a, a first induction coil 1121b and a differential coil 1121c. The first induction coil 1121b and the differential coil 1121c are arranged opposite to each other, and the second armature 1121a is arranged between the first induction coil 1121b and the differential coil 1121c. The second armature 1121a is connected to the inductor 111. The inductor 111 is used to send a driving signal to the second armature 1121a according to the oil pressure of the aircraft engine, so that the second armature 1121a moves back and forth between the first induction coil 1121b and the differential coil 1121c to generate an induced electrical signal.

[0076] The driving subunit 1122 is connected to the differential coil 1121c, and is used to receive the induced electrical signal, and drive the first armature 123, the first valve 121 and the second valve 122 to perform reciprocating motion according to the induced electrical signal.

[0077] Based on the above embodiment, by setting the first induction coil 1121b and the differential coil 1121c, the second armature 1121a makes a reciprocating motion between the first induction coil 1121b and the differential coil 1121c according to the driving signal. The differential coil 1121c is used to reduce the influence of external interference on the output result, which can effectively improve the sensitivity and stability of the sensor.

[0078] More specifically, the induction coil is a primary winding structure, and the differential coil 1121c is a secondary coil winding structure with two reverse connections. When the AC voltage generated by the oscillator is added to the primary winding, an induced electromotive force will be generated in the secondary winding. Since the two secondary windings are connected in series in anti-phase, when the second armature 1121a is in the middle position (i.e., there is no oil pressure or the oil pressure is balanced), the electromotive forces generated by the two secondary windings are equal in magnitude and opposite in direction, so the output voltage is zero. When the inductor 111 is deformed by the oil pressure and drives the second armature 1121a to move in one direction, the distribution of magnetic flux in the two secondary windings will change. This causes the induced electromotive forces generated in the two secondary windings to no longer be equal in magnitude, and after subtraction, a non-zero output voltage, i.e., an induced electrical signal, is obtained. This output voltage is proportional to the degree of deformation of the inductor 111 (i.e., the magnitude of the oil pressure).

[0079] After receiving the voltage and being energized, the driving unit converts the electrical energy into mechanical energy, so that the first armature 123, the first valve 121 and the second valve 122 perform work and perform reciprocating motion.

[0080] In one embodiment, in order to more effectively drive the first armature 123, the first valve 121 and the second valve 122 to move, the present application also provides another structure of the fuel valve control device 100.

[0081] Specifically, the driving subunit 1122 also includes:

[0082] Two second induction coils 1122a are arranged opposite to each other, and the two second induction coils 1122a are respectively connected to the differential coil 1121c. The end of the first armature 123 away from the first valve 121 is arranged between the two second induction coils 1122a. The two second induction coils 1122a are used to receive the induced electrical signals sent by the differential coil 1121c, and drive the first armature 123, the first valve 121 and the second valve 122 to perform reciprocating motion according to the induced electrical signals.

[0083] By setting up two second induction coils 1122a arranged opposite to each other, after the two second induction coils 1122a are energized, the first armature 123 located in the middle of the coils is driven to move by the principle of electromagnetic induction, and then the first valve 121 and the second valve 122 are driven to move, thereby realizing the reciprocating movement of the first armature 123, the first valve 121 and the second valve 122 controlled according to the change of the oil pressure in the fuel pump.

[0084] The other features, working principles and beneficial effects of this embodiment are consistent with those of Embodiment 1.

[0085] Example 3

[0086] Based on the same inventive concept, this embodiment further provides a fuel valve control method based on Embodiment 1. The method is applied to a fuel valve control device. The specific control process is as follows: Figure 2 As shown, it includes:

[0087] S1, when stationary, the first valve 121 closes the oil inlet, and the second valve 122 opens the oil outlet;

[0088] S2, when starting, obtaining the oil pressure through the sensor 111;

[0089] generating a driving signal corresponding to the oil pressure by the sensor 111 according to the oil pressure and from the relationship between the preset oil pressure and the preset driving signal;

[0090] The hydraulic drive unit 112 drives the first armature 123 to move according to the drive signal, and drives the first valve 121 and the second valve 122 to move in the direction of opening the oil inlet, so that the first valve 121 opens the oil inlet and the second valve 122 closes the oil outlet;

[0091] S3, when the vehicle is parked, the sensor 111 detects a decrease in oil pressure;

[0092] Generate a drive signal corresponding to the oil pressure opposite to that in step S2 through the sensor 111 according to the oil pressure from the relationship between the preset oil pressure and the preset drive signal;

[0093] The hydraulic drive unit 112 drives the first armature 123 to move in the opposite direction to that in step S2 according to the drive signal, and drives the first valve 121 and the second valve 122 to move in the direction of closing the oil inlet, so that the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet.

[0094] Based on the above embodiment, by setting an oil pressure sensing module, the oil pressure in the aircraft engine is sensed by the sensor in the oil pressure sensing module, and a driving signal is sent to the oil pressure drive unit according to the oil pressure. Thus, in the valve control module, after receiving the driving signal, the first armature can drive the first valve and the second valve to move back and forth according to the driving signal, so that the first valve can open the oil inlet of the oil transmission channel when the oil pressure is sensed, and the second valve closes the oil discharge port of the oil transmission channel. Thus, the oil pressure of the fuel pump in the aircraft engine is monitored in real time by the sensor, and an accurate driving signal is sent to the oil pressure drive unit according to the oil pressure change. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be accurately adjusted according to actual needs, thereby optimizing the fuel supply and engine performance. And accurate control of oil transmission helps to reduce fuel waste and unnecessary energy loss. When the oil pressure sensing module detects that the oil pressure is too high or too low, the state of the oil channel can be quickly adjusted through the valve control module to ensure that the fuel is supplied to the engine in the best way, thereby improving its operating efficiency.

[0095] In one embodiment, the hydraulic drive unit 112 includes a signal sensing subunit 1121 and a driving subunit 1122. The signal sensing subunit 1121 includes a second armature 1121a, a first induction coil 1121b and a differential coil 1121c. The first induction coil 1121b and the differential coil 1121c are arranged opposite to each other, and the second armature 1121a is arranged between the first induction coil 1121b and the differential coil 1121c. The second armature 1121a is connected to the inductor 111, and the driving subunit 1122 is connected to the differential coil 1121c.

[0096] The above S2 may include:

[0097] S21, receiving a driving signal sent by the sensor 111 through the second armature 1121a;

[0098] S22, the second armature 1121a moves back and forth between the first induction coil 1121b and the differential coil 1121c according to the driving signal to generate an induced electrical signal;

[0099] S23, the driving subunit 1122 drives the first armature 123 to move according to the induced electrical signal, and drives the first valve 121 and the second valve 122 to move in the direction of opening the oil inlet, so that the first valve 121 opens the oil inlet and the second valve 122 closes the oil outlet.

[0100] In one embodiment, the driving subunit 1122 further includes: two second induction coils 1122a disposed opposite to each other, the two second induction coils 1122a are respectively connected to the differential coil 1121c, and one end of the first armature 123 away from the first valve 121 is disposed between the two second induction coils 1122a;

[0101] The above S23 may include:

[0102] S231, receiving the induced electrical signal sent by the differential coil 1121c through the second induction coil 1122a;

[0103] S232, the first armature 123 is driven to move according to the induced electrical signal by the second induction coil 1122a, and the first valve 121 and the second valve 122 are driven to move in the direction of opening the oil inlet, so that the first valve 121 opens the oil inlet and the second valve 122 closes the oil outlet.

[0104] In Example 3, each process of Example 1 and Example 2 can be implemented and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0105] Figure 3 The hardware structure diagram of the fuel valve control device provided by the present invention is shown.

[0106] The fuel valve control device may include a processor 301 and a memory 302 storing computer program instructions;

[0107] Specifically, the processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiment of the present invention.

[0108] The memory 302 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 302 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 302 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 302 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 32 is a non-volatile solid-state memory.

[0109] In certain embodiments, the memory 302 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory 302 includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors 301), it is operable to perform the operations described with reference to the method according to an aspect of the present application.

[0110] The processor 301 implements any one of the fuel valve control methods in the above embodiments by reading and executing computer program instructions stored in the memory 302 .

[0111] In one example, the fuel valve control device may further include a communication interface 303 and a bus 304. As shown in the figure, the processor 301, the memory 302, and the communication interface 303 are connected through the bus 304 and communicate with each other.

[0112] The communication interface 303 is mainly used to implement the communication between the modules, devices, units and / or equipment in the embodiment of the present invention.

[0113] The bus 304 includes hardware, software or both. For example and not limitation, the bus 304 may include an accelerated graphics port (AGP) or other graphics bus, an enhanced industry standard architecture (EISA) bus, a front-side bus (FSB), a hypertransport (HT) interconnect, an industry standard architecture (ISA) bus, a wireless bandwidth interconnect, a low pin count (LPC) bus, a memory bus, a microchannel architecture (MCA) bus, a peripheral control interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a serial advanced technology attachment (SATA) bus, a video electronics standard association local (VLB) bus or other suitable bus or a combination of two or more of these. Where appropriate, the bus 304 may include one or more buses 304. Although the present application embodiment describes and shows a specific bus 304, the present application considers any suitable bus 304 or interconnection.

[0114] The fuel valve control device can be based on the current fuel valve control method, thereby realizing the combination Figure 1 , 2 A fuel valve control method and control module are described.

[0115] In addition, the embodiment of the present application also provides a computer program product, including computer program instructions, and when the computer program product is executed by the processor 301, the steps and corresponding contents of the aforementioned method embodiment can be implemented.

[0116] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0117] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0118] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0119] Aspects of the present disclosure are described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable fuel valve control mechanism to produce a machine so that these instructions executed by the processor of the computer or other programmable fuel valve control mechanism enable the implementation of the functions / actions specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0120] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A fuel valve control device, characterized in that: include: An oil pressure sensing module, the oil pressure sensing module comprising a sensor and an oil pressure driving unit, the sensor being communicatively connected to the oil pressure driving unit; A valve control module, the valve control module includes: a first valve, a second valve and a first armature, the first valve is arranged at the oil inlet of the oil transmission channel to control the oil inlet, the second valve is arranged at the oil discharge port of the oil transmission channel to control the oil discharge port, the first valve and the second valve are fixedly connected and linked, one end of the first armature is connected to the first valve or the second valve, and the other end of the first armature is connected to the oil pressure drive unit, the sensor is used to send a driving signal to the oil pressure drive unit according to the oil pressure of the fuel pump in the aircraft engine, so that the oil pressure drive unit drives the first armature to make a reciprocating motion according to the driving signal, and drives the first valve and the second valve to make a reciprocating motion at the same time, so as to control the oil inlet and the oil discharge port of the oil transmission channel of the aircraft engine to open only one.

2. The fuel valve control device according to claim 1, characterized in that: Also includes: A connecting rod, wherein the connecting rod passes through the oil transmission channel and is formed with an oil inlet and an oil outlet, and the two ends of the connecting rod are respectively connected to the first valve and the second valve, the first armature is connected to the first valve, the oil inlet matches the first valve, and the oil outlet matches the second valve.

3. The fuel valve control device according to claim 2, characterized in that: The first valve and the second valve are both truncated cone structures, the first armature is connected to the lower bottom surface of the first valve, and the two ends of the connecting rod are respectively connected to the upper bottom surfaces of the first valve and the second valve.

4. The fuel valve control device according to claim 2, characterized in that: Also includes: An elastic member, one end of which is connected to the first valve, and the other end of which is fixedly connected to the oil transmission channel, and the elastic member is used to drive the first valve to move toward the oil transmission channel when the sensor does not send the driving signal, so that the first valve closes the oil transmission channel and the second valve opens the oil transmission channel.

5. The fuel valve control device according to claim 1, characterized in that: The hydraulic drive unit comprises: A signal induction subunit, the signal induction subunit comprising a second armature, a first induction coil and a differential coil, the first induction coil and the differential coil being arranged opposite to each other, and the second armature being arranged between the first induction coil and the differential coil, the second armature being connected to the inductor, and the inductor being used to send a driving signal to the second armature according to the oil pressure of the aircraft engine, so that the second armature performs a reciprocating motion between the first induction coil and the differential coil to generate an induced electrical signal; A driving subunit is connected to the differential coil, and is used to receive the induced electrical signal, and drive the first armature, the first valve, and the second valve to perform reciprocating motion according to the induced electrical signal.

6. The fuel valve control device according to claim 5, characterized in that: The driving subunit further comprises: Two second induction coils are arranged opposite to each other, and the two second induction coils are respectively connected to the differential coil. The end of the first armature away from the first valve is arranged between the two second induction coils. The two second induction coils are used to receive the induced electrical signals sent by the differential coils, and drive the first armature, the first valve and the second valve to perform reciprocating motion according to the induced electrical signals.

7. A fuel valve control method, characterized in that: The method is applied to the fuel valve control device according to any one of claims 1 to 6, and comprises: S1, when stationary, the first valve closes the oil inlet and the second valve opens the oil outlet; S2, when starting, obtaining the oil pressure through the sensor; generating, by the sensor, a driving signal corresponding to the oil pressure from a relationship between a preset oil pressure and a preset driving signal according to the oil pressure; The hydraulic drive unit drives the first armature to move according to the drive signal, and drives the first valve and the second valve to move in a direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet; S3, when the vehicle is parked, the sensor detects a decrease in oil pressure; Generate, by the sensor, a drive signal corresponding to the oil pressure opposite to that in step S2 from a relationship between a preset oil pressure and a preset drive signal according to the oil pressure; The hydraulic drive unit drives the first armature to move in the opposite direction to that in step S2 according to the drive signal, and drives the first valve and the second valve to move in the direction of closing the oil inlet, so that the first valve closes the oil inlet and the second valve opens the oil outlet.

8. The fuel valve control method according to claim 7, characterized in that: The hydraulic drive unit includes a signal sensing subunit and a driving subunit, the signal sensing subunit includes a second armature, a first induction coil and a differential coil, the first induction coil and the differential coil are arranged opposite to each other, and the second armature is arranged between the first induction coil and the differential coil, the second armature is connected to the inductor, and the driving subunit is connected to the differential coil; The method of driving the first armature to move according to the driving signal by the hydraulic drive unit and driving the first valve and the second valve to move in a direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet, comprises: receiving the driving signal sent by the sensor through the second armature; The second armature performs a reciprocating motion between the first induction coil and the differential coil according to the driving signal to generate an induced electrical signal; The driving subunit drives the first armature to move according to the induced electrical signal, and drives the first valve and the second valve to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet.

9. The fuel valve control method according to claim 8, characterized in that: The driving subunit further includes: two second induction coils arranged opposite to each other, the two second induction coils are respectively connected to the differential coil, and an end of the first armature away from the first valve is arranged between the two second induction coils; The driving subunit drives the first armature to move according to the induced electrical signal, and drives the first valve and the second valve to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet, including: receiving the induced electrical signal sent by the differential coil through the second induction coil; The first armature is driven to move according to the induced electrical signal by the second induction coil, and the first valve and the second valve are driven to move in the direction of opening the oil inlet, so that the first valve opens the oil inlet and the second valve closes the oil outlet.

10. A fuel valve control device, characterized in that: The device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the fuel valve control method as described in any one of claims 7 to 9 is implemented.

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