Fuel valve control device, method and apparatus

Abstract

The present application discloses a fuel valve control device, method, and apparatus. The fuel valve control device includes: an oil pressure sensing module and a valve control module. The oil pressure sensing module includes a sensor and an oil pressure drive unit, and the sensor is communicatively connected to the oil pressure drive unit. The valve control module includes: a first valve, a second valve, and a first armature. One end of the first armature is connected to the first valve and the second valve, respectively, and the other end of the first armature is connected to the oil pressure drive unit. The sensor is used to send a drive signal to the oil pressure drive unit according to the oil pressure of the aircraft engine, so that the oil pressure drive unit drives the first armature, the first valve, and the second valve to move back and forth according to the drive signal, thereby controlling the opening and closing of the oil transmission channel of the aircraft engine through the first valve and the second valve. This ensures that the opening and closing of the oil transmission channel can be precisely adjusted according to actual needs, thereby optimizing the fuel supply and engine performance.

Description

Technical Field

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

[0003] However, the rubber film is prone to aging during long-term contact with oil, which makes the rubber film inaccurate in sensing the oil pressure, resulting in the valve in the aircraft engine being unable to effectively control the flow of fuel in the oil channel.

[0004] Currently, the main method for controlling the oil pressure of aircraft engines is to control the valves through a purely mechanical structure. Patent application publication number CN107023401A proposes a pre-combustion stage auxiliary oil circuit valve for aircraft engine fuel nozzles and its use method. The pre-combustion stage auxiliary oil circuit valve for aircraft engine fuel nozzles includes a housing, a primary valve system, and a secondary valve system. The present invention employs a valve system where the size of each stage is correlated with the oil pressure range. This allows for a relatively stable fuel supply even when the oil pressure is excessive, while preventing fuel supply when the oil pressure is too low, thereby ensuring a constant fuel output from the nozzle. The purely mechanical structure significantly increases safety, reliability, and maintainability. Simultaneous control of the two valve stages ensures accurate fuel supply.

[0005] The above patent uses a purely mechanical structure to control the movement of the valve, which is bound to cause 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 includes:

[0008] The oil pressure sensing module includes a sensor and an oil pressure drive unit, wherein the sensor is in communication connection with the oil pressure drive 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 for controlling the oil inlet, and the second valve is arranged at the oil discharge port of the oil transmission channel for controlling 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 drive 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 move back and forth according to the drive signal, and drives the first valve and the second valve to move back and forth at the same time, thereby controlling 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 both 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, 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.

[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 includes:

[0016] 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 each other, and the second armature is arranged between the first induction coil and the differential coil. The second armature is connected to an inductor. The inductor is used to send a drive signal to the second armature based on 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 move back and forth 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 move back and forth according to the induced electrical signals.

[0020] According to a second aspect of the present application, a fuel valve control method is provided. The method 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, obtains oil pressure through the sensor;

[0023] Generates a drive signal corresponding to the oil pressure by means of a sensor based on the relationship between the preset oil pressure and the preset drive signal;

[0024] 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;

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

[0026] generating, by means of a sensor, a drive signal corresponding to the opposite oil pressure in step S2 based on the relationship between the preset oil pressure and the preset drive signal according to the oil pressure;

[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 hydraulic drive unit includes a signal sensing sub-unit and a driving sub-unit, the signal sensing sub-unit 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 sub-unit 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 moves back and forth 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 sub-unit 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 an induced electrical signal sent by the differential coil through the second induction coil;

[0036] The second induction coil 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.

[0037] According to a third aspect of the present application, the present application provides a fuel valve control device, comprising: 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 a 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 a 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] Embodiments of the present application provide a fuel valve control device, method, and apparatus. By providing an oil pressure sensing module, the sensor in the oil pressure sensing module senses the oil pressure in an aircraft engine and sends a drive signal to a hydraulic drive unit based on the oil pressure. Consequently, upon receiving the drive signal, a first armature in the valve control module can drive a first valve and a second valve to reciprocate in response to the drive signal, such that the first valve opens the oil inlet of an oil transmission channel and the second valve closes the oil outlet of the oil transmission channel when the first valve senses the oil pressure. Thus, the sensor monitors the oil pressure of the aircraft engine's fuel pump in real time and sends a precise drive signal to the hydraulic drive unit based on changes in oil pressure. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be precisely adjusted according to actual needs, thereby optimizing fuel supply and engine performance. Furthermore, precise control of oil transmission helps reduce fuel waste and unnecessary energy loss. When the oil pressure sensing module detects excessively high or low oil pressure, the valve control module can quickly adjust the state of the oil channel to ensure optimal fuel supply to the engine, 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 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 showing 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] DETAILED DESCRIPTION

[0050] 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 therein can be combined with each other in the absence of conflict.

[0051] 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.

[0052] Example 1;

[0053] Figure 1 FIG. 1 shows a schematic diagram of 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:

[0054] The oil pressure sensing module 110 includes a sensor 111 and an oil pressure drive unit 112 , and the sensor 111 is in communication with the oil pressure drive unit 112 ;

[0055] 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 for controlling the oil inlet, and the second valve 122 is arranged at the oil discharge port of the oil transmission channel for controlling 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 drive 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 move back and forth according to the drive signal, and drives the first valve 121 and the second valve 122 to move back and forth at the same time, thereby controlling the oil inlet and the oil discharge port of the oil transmission channel of the aircraft engine to open only one.

[0056] Based on the above embodiment, by providing an oil pressure sensing module 110, sensor 111 within the oil pressure sensing module 110 senses the oil pressure in the aircraft engine and sends a drive signal to the oil pressure drive unit 112 based on the oil pressure. Consequently, upon receiving the drive signal, the first armature 123 within the valve control module 120 can drive the first valve 121 and the second valve 122 to reciprocate in response to the drive signal, such that the first valve 121 opens the oil inlet of the oil transmission channel and the second valve 122 closes the oil outlet of the oil transmission channel when the first valve 121 senses the oil pressure, and the second valve 122 closes the oil discharge of the oil transmission channel. Thus, sensor 111 monitors the oil pressure of the aircraft engine's fuel pump in real time and sends a precise drive signal to the oil pressure drive unit 112 based on changes in the oil pressure. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be precisely adjusted according to actual needs, thereby optimizing fuel supply and engine performance. Furthermore, precise control of oil transmission helps 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.

[0057] In the above embodiment, the oil pressure sensing module 110 is placed in the fuel pump of the aircraft engine and is used to sense the oil pressure in the fuel pump. When the aircraft engine is started, the fuel pump supplies oil to the aircraft engine combustion chamber, 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, driving 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.

[0058] 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.

[0059] 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; conversely, the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet.

[0060] When the sensor 111 senses the oil pressure in the fuel pump, it sends a first drive signal to the oil pressure drive unit 112. Based on the first drive signal, the oil pressure drive unit 112 drives the first armature 123 to move away from the oil transmission channel, causing the first valve 121 to open the oil inlet and the second valve 122 to close the oil outlet. In this way, the oil transmission channel is connected to the fuel pump and the connection between the oil transmission channel and the outside is closed, 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, it sends a second drive signal to the oil pressure drive unit 112. Based on the second drive signal, the oil pressure drive unit 112 drives the first armature 123 to move toward the oil transmission channel, causing the first valve 121 to close the oil inlet and the second valve 122 to open the oil outlet. In this way, the connection between the oil transmission channel and the fuel pump is closed and the connection between the oil transmission channel and the outside is opened, and the residual oil in the combustion chamber flows to the outside through the oil transmission channel.

[0061] Optionally, the sensor 111 may include: a membrane box, a hydraulic sensor, etc.

[0062] In order to more conveniently control the movement of the first valve 121 and the second valve 122, the present application further provides another structure of the fuel valve control device 100, which includes:

[0063] 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.

[0064] In the above embodiment, a connecting rod 130 is provided to connect the first valve 121 and the second valve 122, respectively, so that the movement of the first armature 123 can drive the first valve 121 and the second valve 122 to move simultaneously. The connecting rod 130 passes through the fuel passage, and its length is greater than the diameter of the oil transmission passage. When the first armature 123 controls the first valve 121 to move toward the oil transmission passage and close the oil inlet, the second valve 122 moves away from the oil transmission passage and opens the oil outlet. Conversely, the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet. Thus, by having the connecting rod 130 pass through the oil transmission passage, the first valve 121 and the second valve 122 can open and close the oil transmission passage, respectively, thereby achieving flexible control of oil transmission in the oil transmission passage.

[0065] 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:

[0066] 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 .

[0067] Based on the above embodiment, by setting the first valve 121 and the second valve 122 as conical structures respectively, 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 towards the oil inlet, so that when the first valve 121 is 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.

[0068] 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:

[0069] The elastic member 140 has one end connected to the first valve 121, and the other end 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.

[0070] Based on the above embodiment, by providing 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 drive unit 112, and the oil pressure drive unit 112 provides a driving force to the first armature 123. 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 drive 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 drain the oil. Therefore, by providing 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.

[0071] Example 2:

[0072] 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 and the first valve 121 and the second valve 122 to perform reciprocating motion.

[0073] Specifically, the device also includes:

[0074] Signal sensing subunit 1121, which 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 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 configured to send a drive signal to the second armature 1121a based on 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.

[0075] 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 move back and forth according to the induced electrical signal.

[0076] Based on the above embodiment, by providing the first induction coil 1121b and the differential coil 1121c, the second armature 1121a is caused to move back and forth between the first induction coil 1121b and the differential coil 1121c according to the drive signal. The differential coil 1121c is used to reduce the influence of external interference on the output result, thereby effectively improving the sensitivity and stability of the sensor.

[0077] More specifically, the induction coil is a primary winding structure, and the differential coil 1121c is a structure consisting of two reverse-connected secondary windings. When the AC voltage generated by the oscillator is applied to the primary winding, an induced electromotive force is generated in the secondary winding. Because the two secondary windings are connected in series in antiphase, when the second armature 1121a is in the neutral position (i.e., when 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, resulting in a zero output voltage. When the inductor 111 is deformed by the oil pressure, the second armature 1121a moves in one direction, which changes the distribution of magnetic flux in the two secondary windings. This causes the induced electromotive forces generated in the two secondary windings to become unequal in magnitude. After subtraction, a non-zero output voltage, i.e., the induced electrical signal, is generated. This output voltage is proportional to the degree of deformation of the inductor 111 (i.e., the oil pressure).

[0078] 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.

[0079] 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 .

[0080] Specifically, the driving subunit 1122 further includes:

[0081] 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 move back and forth according to the induced electrical signals.

[0082] By setting up two oppositely disposed second induction coils 1122a, after the two second induction coils 1122a are energized, the principle of electromagnetic induction is utilized to drive the first armature 123 located in the middle of the coils to move, thereby driving the first valve 121 and the second valve 122 to move, thereby achieving the control of the reciprocating movement of the first armature 123, the first valve 121 and the second valve 122 according to the change in the oil pressure in the fuel pump.

[0083] Other features, working principles and beneficial effects of this embodiment are consistent with those of embodiment 1.

[0084] Example 3

[0085] 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:

[0086] S1: When stationary, the first valve 121 closes the oil inlet and the second valve 122 opens the oil outlet;

[0087] S2, when starting, obtaining the oil pressure through the sensor 111;

[0088] generating a driving signal corresponding to the oil pressure by the sensor 111 based on the relationship between the preset oil pressure and the preset driving signal;

[0089] 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 a 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;

[0090] S3, when the vehicle is parked, the sensor 111 detects a decrease in oil pressure;

[0091] The sensor 111 generates a driving signal corresponding to the opposite oil pressure in step S2 based on the relationship between the preset oil pressure and the preset driving signal according to the oil pressure;

[0092] 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.

[0093] Based on the above embodiment, an oil pressure sensing module is provided. The sensor in the oil pressure sensing module senses the oil pressure in the aircraft engine and sends a drive signal to the oil pressure drive unit based on the oil pressure. Consequently, in the valve control module, upon receiving the drive signal, the first armature can drive the first and second valves to reciprocate in response to the drive signal, so that the first valve opens the oil inlet of the oil transmission channel and the second valve closes the oil outlet of the oil transmission channel when it senses the oil pressure. Thus, the sensor monitors the oil pressure of the aircraft engine's fuel pump in real time and sends a precise drive signal to the oil pressure drive unit based on changes in oil pressure. This real-time feedback mechanism ensures that the opening and closing of the oil transmission channel can be precisely adjusted according to actual needs, thereby optimizing fuel supply and engine performance. Furthermore, precise control of oil transmission helps reduce fuel waste and unnecessary energy loss. When the oil pressure sensing module detects excessively high or low oil pressure, the valve control module can quickly adjust the state of the oil channel to ensure optimal fuel supply to the engine, thereby improving its operating efficiency.

[0094] In one embodiment, the hydraulic drive unit 112 includes a signal sensing sub-unit 1121 and a driving sub-unit 1122. The signal sensing sub-unit 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 disposed opposite each other, and the second armature 1121a is disposed between the first induction coil 1121b and the differential coil 1121c. The second armature 1121a is connected to the sensor 111, and the driving sub-unit 1122 is connected to the differential coil 1121c.

[0095] The above S2 may include:

[0096] S21, receiving a driving signal sent by the sensor 111 through the second armature 1121a;

[0097] 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;

[0098] S23, the driving sub-unit 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.

[0099] In one embodiment, the driving subunit 1122 further includes: two second induction coils 1122a disposed opposite each other, the two second induction coils 1122a being respectively connected to the differential coil 1121c, and an end of the first armature 123 away from the first valve 121 being disposed between the two second induction coils 1122a;

[0100] The above S23 may include:

[0101] S231, receiving the induced electrical signal sent by the differential coil 1121c through the second induction coil 1122a;

[0102] 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.

[0103] 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, they will not be described here.

[0104] Figure 3 The figure shows a hardware structure diagram of the fuel valve control device provided by the present invention.

[0105] The fuel valve control device may include a processor 301 and a memory 302 storing computer program instructions;

[0106] Specifically, the processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured as one or more integrated circuits for implementing the embodiments of the present invention.

[0107] Memory 302 may include a large-capacity memory for data or instructions. By way of example and not limitation, memory 302 may include a hard disk drive (HDD), a floppy disk drive, 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. Where appropriate, memory 302 may include removable or non-removable (or fixed) media. Where appropriate, memory 302 may be internal or external to the integrated gateway disaster recovery device. In certain embodiments, memory 302 is a non-volatile solid-state memory.

[0108] In certain embodiments, the memory 302 may include read-only memory (ROM), random access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical / tangible memory storage devices. Thus, generally, the memory 302 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) 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.

[0109] The processor 301 reads and executes computer program instructions stored in the memory 302 to implement any one of the fuel valve control methods in the above embodiments.

[0110] 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 via the bus 304 and communicate with each other.

[0111] The communication interface 303 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiment of the present invention.

[0112] The bus 304 may include hardware, software, or both. By way of example, and not limitation, the bus 304 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industrial Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, a Wireless Broadband Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel 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 Standards Association Local (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, the bus 304 may include one or more buses 304. Although the embodiments of the present application describe and illustrate a particular bus 304, the present application contemplates any suitable bus 304 or interconnect.

[0113] The fuel valve control device can be based on the current fuel valve control method, thereby achieving the combination of Figure 1 、 2 A fuel valve control method and control module are described.

[0114] In addition, an embodiment of the present application further provides a computer program product, including computer program instructions. When the computer program product is executed by the processor 301, the steps and corresponding contents of the aforementioned method embodiment can be implemented.

[0115] It should be understood that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order of the steps after understanding the spirit of the present application.

[0116] The functional blocks shown in the block diagrams described above can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they may be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, and the like. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments may be stored in a machine-readable medium or transmitted via a data signal carried in a carrier wave over a transmission medium or communication link. "Machine-readable medium" may include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memory, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, and the like. Code segments may be downloaded via a computer network such as the Internet or an intranet.

[0117] 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. In other words, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0118] Aspects of the present disclosure have been described above with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, as well as combinations of blocks in the flowcharts and / or block diagrams, 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 such that execution of these instructions by the processor of the computer or other programmable fuel valve control mechanism enables implementation of the functions / actions specified in one or more blocks in the flowcharts and / or block diagrams. 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 should also be understood that each block in the block diagrams and / or flowcharts, as well as combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware that performs the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0119] The above description is only a specific embodiment of the present application. Those skilled in the art will clearly understand that for the convenience and brevity 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 scope of protection of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should be included in the scope of protection of the present 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 drive unit, the sensor being communicatively connected to the oil pressure drive unit; A valve control module, the valve control module comprising: a first valve, a second valve, and a first armature, the first valve being disposed at an oil inlet of an oil transmission channel for controlling the oil inlet, the second valve being disposed at an oil discharge port of the oil transmission channel for controlling the oil discharge port, the first valve and the second valve being fixedly connected and linked, one end of the first armature being connected to the first valve or the second valve, and the other end of the first armature being connected to the oil pressure drive unit, the sensor being configured to send a drive signal to the oil pressure drive unit based on the oil pressure of a fuel pump in an aircraft engine, so that the oil pressure drive unit drives the first armature to perform a reciprocating motion based on the drive signal, and drives the first valve and the second valve to perform a reciprocating motion simultaneously, thereby controlling the oil inlet and the oil discharge port of the oil transmission channel of the aircraft engine to be opened at only one of the two; The hydraulic drive unit comprises: a signal sensing subunit, the signal sensing subunit comprising a second armature, a first induction coil, and a differential coil, the first induction coil and the differential coil being arranged opposite each other, the second armature being arranged between the first induction coil and the differential coil, the second armature being connected to the inductor, the inductor being configured to send a drive signal to the second armature based on 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; 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.

2. The fuel valve control device according to claim 1, characterized in that: Also includes: A 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, wherein: 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, wherein 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, wherein: The driving subunit further includes: 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 move back and forth according to the induced electrical signals.

6. 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 5, and comprises: S1: When stationary, the first valve closes the oil inlet and the second valve opens the oil outlet; S2. When starting, the oil pressure is obtained through the sensor; generating, by the sensor, 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; 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; generating, by the sensor, a drive signal corresponding to the oil pressure opposite to that in step S2 based on the relationship between the preset oil pressure and the preset drive signal according to the oil pressure; The hydraulic drive unit drives the first armature to move in the direction opposite 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.

7. The fuel valve control method according to claim 6, wherein: The hydraulic drive unit includes a signal sensing sub-unit and a driving sub-unit. The signal sensing sub-unit 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 sub-unit is connected to the differential coil. The step 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, thereby causing the first valve to open the oil inlet and the second valve to close the oil outlet, comprises: receiving the driving signal sent by the sensor through the second armature; The second armature moves back and forth 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.

8. The fuel valve control method according to claim 7, wherein: The driving subunit further includes: two second induction coils arranged opposite to each other, the two second induction coils being connected to the differential coil respectively, and an end of the first armature away from the first valve being arranged between the two second induction coils; The method comprises: driving the first armature to move according to the induced electrical signal by the driving subunit, 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. receiving an 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.

9. A fuel valve control device, characterized in that: The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the fuel valve control method according to any one of claims 6 to 8 is implemented.

Images