Common base tank inter-pressure control device and method of use

Abstract

The application provides a common bottom tank inter-pressure control device and a use method. The high-pressure gas in a high-pressure cylinder is adjusted to a rated working pressure by a pressure reducing valve, and then enters a tank through a first gas port. The gas in the tank enters a pressure sensing cavity of a differential control device through a second gas port of the tank. The gas inlet opening degree is controlled by the pressure difference in the pressure sensing cavity, so that the gas inlet rate and the pressure difference in the common bottom tank are controlled. The exhaust principle is similar to the gas inlet principle. The method has high control precision and quick response. The pressure difference control in the common bottom tank during the pressurization and exhaust process is adaptively realized without additional pressure transmission, electric control valves and control programs.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of pressurized delivery of aircraft propulsion systems, and in particular, relates to a pressure control method between shared-bottom tanks during pressurization and depressurization. BACKGROUND

[0002] A shared-bottom tank can effectively save the structural space of a two-component system for an aircraft, but the shared bottom has weak pressure-bearing capacity. If the shared bottom is reinforced and thickened, the structural mass will increase sharply.

[0003] A shared-bottom tank is often used for rocket tanks. For example, the Chinese patent application document CN116280277A entitled "Application of shared-bottom tank propulsion system for space aircraft" provides a shared-bottom tank propulsion system for space aircraft, which includes a parallel cross-gas path system, a cross-supply liquid path system, a double-layer shared-bottom tank, a pressure supplementing and depressurizing system, and a residual quantity measuring system. The parallel cross-gas path system is used to realize cross-supply of the double-layer shared-bottom tank by the gas path. The double-layer shared-bottom tank supplies propellants to the cross-supply liquid path of the engine by the cross-supply liquid path system. The pressure supplementing and depressurizing system is used to adjust the pressure difference and absolute pressure of the shared bottom of the double-layer shared-bottom tank. The residual quantity measuring system is used to measure the residual quantity of propellants in orbit.

[0004] However, the pressure of the rocket tank is relatively low, only within 0.6 MPa, while the rated working pressure of the space aircraft often reaches more than 2 MPa. When the pressure difference between the two cavities is large, the diaphragm between the propellants will be broken, causing the mixing of oxygen and fuel propellants, and further causing a disastrous risk.

[0005] The pressure difference control of the shared-bottom tank in the Chinese patent application document CN116280277A entitled "Application of shared-bottom tank propulsion system for space aircraft" and CN117569948A entitled "Pressurized delivery system, liquid carrier rocket, and control method of pressurized delivery system" both uses monitoring the respective pressures in the two cavities to determine the pressure difference, uses program control software, opens and closes electromagnetic valves to supplement air, and thus controls. This scheme needs to add multiple electromagnetic valves, relies on external power supply, sensor accuracy, feedback control program, and even needs to add an additional system, and has many conditions such as the pressure in one cavity must be greater than the other, and the control means is relatively complex. SUMMARY

[0006] In view of the defects in the prior art, the purpose of the present application is to provide a shared-bottom tank pressure control device and a use method.

[0007] According to the application, a common bottom tank inter-pressure control device is provided, comprising: a high-pressure gas cylinder 1, a high-pressure self-locking valve 2, a pressure reducing valve 3, a one-way valve 4, an inlet pressure difference control device 5;

[0008] The high-pressure gas is stored in the high-pressure gas cylinder 1, is output through the high-pressure self-locking valve 2, is reduced to a set pressure value by the pressure reducing valve 3, and then enters the inlet pressure difference control device 5 through the oxygen and fuel one-way valves 4 to adjust the rate of the pressurized gas inlet, and the pressurized gas enters the oxygen tank 11 and the fuel tank 12 with the common bottom tank 10, until the pressure of the oxygen tank 11 and the fuel tank 12 increases to the pressure set value of the pressure reducing valve, and the pressurization of the tank is completed.

[0009] Preferably, it further comprises: a first gas port 6 and a second gas port 7.

[0010] The inlet pressure difference control device 5 comprises: a pressure sensing cavity 51, an inlet cavity 52, a pressure sensing diaphragm box 53, an inlet valve core 54, an inlet valve seat 55, and a dynamic seal 56.

[0011] The oxygen tank 11 and the fuel tank 12 are provided with the first gas port 6 and the second gas port 7.

[0012] The first gas port 6 realizes the charging and discharging port of the oxygen and fuel tank.

[0013] The second gas port 7 is in communication with the pressure sensing cavity 51 of the inlet pressure difference control device 5 and the outlet pressure difference control device 8, and feeds back the real-time pressure value in the oxygen and fuel tank to the respective pressure sensing diaphragm box 53, the pressure sensing diaphragm box 53 is fixedly connected with the inlet valve core 54, and the inlet valve core 54 of the oxygen and fuel is also rigidly fixed; the inlet valve core 54 and the pressure sensing cavity 51 and the inlet cavity 52 are isolated from the outside by maintaining the sealing state of the cavity through the dynamic seal 56.

[0014] Preferably, when the tank is in the inlet, if the pressure of the oxygen tank is too high, the pressure sensing diaphragm box 53 on the oxygen side will be compressed, and the pressure sensing diaphragm box 53 on the fuel side will be relaxed, which will drive the inlet valve core 54 to move to the oxygen side of the inlet pressure difference control device 5, and due to the matching structure of the inlet valve core 54 and the inlet valve seat 55, the pressurization channel gradually decreases, and the fuel side inlet channel gradually increases.

[0015] Preferably, if the pressure difference between the oxygen tank 11 and the fuel tank 12 sensed by the pressure sensing cavity 51 on the oxygen side and the fuel side exceeds the set threshold value, the inlet valve core 54 and the inlet valve seat 55 on the side with high pressure are completely closed by the compression and relaxation changes of the pressure sensing diaphragm box 53, so as to realize the locking of the inlet, and the opening on the side with low pressure reaches the maximum.

[0016] Preferably, it further comprises: an outlet pressure difference control device 8.

[0017] When the pressure is released, the exhaust pressure difference control device 8 controls the exhaust speed on both sides of the oxygen and fuel to maintain the pressure difference between the two sides of the oxygen and fuel storage tank; the high-pressure self-locking valve 2 is closed during the pressure relief process, and the exhaust valves 9 on the oxygen side and the fuel side are opened; when one side is found to have higher pressure, the corresponding side of the exhaust pressure difference control device 8 will increase the opening, and the other side with lower pressure will decrease the opening, reducing the exhaust speed, or closing the exhaust, until the pressure on both sides of the oxygen and fuel is maintained within the set range of the diaphragm safety pressure difference.

[0018] Preferably, the air pressure of the pressure sensing chamber 51 will cause the pressure sensing diaphragm 53 to deform, thereby causing the valve core inside the device to move horizontally, and the valve core of the two inlet pressure difference control devices 5 of the oxygen and fuel is connected, and the size of the pressure difference in the pressure sensing chamber 51 controls the moving direction of the valve core, controls the opening of the inlet, and thus controls the inlet rate and the pressure difference in the common base storage tank.

[0019] Preferably, if the pressure difference reaches the set red line, the valve core will close with the inlet cavity base of the side with higher pressure, thereby locking the inlet of the cavity, and the air passage will gradually open only when the pressure on the other side rises to the allowed pressure difference range, thereby maintaining the pressure between the two cavities.

[0020] Preferably, the pressure sensing chamber 51, the inlet cavity 52, the pressure sensing diaphragm 53, and the inlet valve core 54 are on the same shaft;

[0021] The pressure sensing chamber 51 and the inlet cavity 52 are fixed and cannot move after the system product is positioned, and the inlet valve core 54 is connected to the pressure sensing chamber 51 and the inlet cavity 52 as a dynamic seal;

[0022] The pressure sensing diaphragm 53 is in a pre-compressed state when installed and can be compressed and elongated;

[0023] The inner cavity of the pressure sensing diaphragm 53 is in communication with the atmosphere, and the outside is exposed to the pressure sensing chamber 51 and deforms elastically under the pressure in the pressure sensing chamber;

[0024] The inlet valve core 54 includes a live connection tail, a pressure sensing part, and a sealing head cone;

[0025] The live connection tail allows the valve core to be connected relatively, and the pressure sensing part is subjected to the gas pressure in the storage tank in the pressure sensing chamber 51, thereby compressing the pressure sensing diaphragm 53 to deform elastically;

[0026] The inlet valve seat 55 and the head cone of the inlet valve core 54 have different flow areas at different strokes;

[0027] The closer the head cone of the inlet valve core 54 and the inlet valve seat 55, the smaller the flow area, until they are completely fitted, which can completely lock the flow of the gas circuit;

[0028] The deformation direction of the diaphragm capsule 53 is opposite to the increasing and decreasing direction of the flow area of the intake pressure difference control device 5.

[0029] According to the method for using the common-base tank pressure control device, the steps include the following steps:

[0030] Step one: the pressurized gas in the high-pressure gas cylinder 1 is adjusted to the rated working pressure through the pressure reducing valve 3;

[0031] Step two: the gas enters the tanks through the first gas port 6 respectively;

[0032] Step three: the gas in the tanks enters the pressure sensing cavity of the intake pressure difference control device 5 through the second gas port 7 of the tanks;

[0033] Step four: the gas pressure causes the diaphragm capsule 53 to deform, thereby driving the intake valve core 54 in the device to move horizontally;

[0034] Step five: the intake valve core 54 and the valve rod at two ends of the intake pressure difference control device 5 are connected, and the moving direction of the intake valve core 54 is controlled through the pressure difference in the pressure sensing cavity 51, the intake opening degree is controlled, and the intake rate and the pressure difference in the common-base tanks are controlled.

[0035] Preferably, the method further includes the following steps:

[0036] Step six: when the working pressures of the oxygen and fuel tanks are inconsistent or the gas volume caused by the oxygen and fuel mixing ratio is inconsistent, the pre-pressing force of the diaphragm capsule 53, the size of the air inlet of the air outlet valve 9, and the relative size of the head cone of the intake valve core 54 are changed for adaptation.

[0037] Compared with the prior art, the method has the following beneficial effects:

[0038] 1. The method does not need to connect sensors, power supplies and control hosts to perform logical judgment and send control types to valves to logically adjust and balance the opening and closing of the valves.

[0039] 2. The method can quickly balance the pressure in the oxygen and fuel cavities in real time during the pressurization and pressure relief of the common-base tanks.

[0040] 3. For a space vehicle, the system complexity and weight need to be considered, the method only needs to add an intake pressure difference control device and an exhaust pressure difference control device to the gas path conveying system of the original propulsion system, and the device can be designed and manufactured to be small in size, without the need to add a complex additional system. BRIEF DESCRIPTION OF DRAWINGS

[0041] Other features, objects and advantages of the application will become more apparent from the following detailed description of non-limiting embodiments, made with reference to the accompanying drawings:

[0042] Figure 1 Figure 1 is a schematic diagram of the overall structure of the common-bottom tank inter-pressure control device;

[0043] Figure 2 Figure 2 is a schematic diagram of the structure of the intake pressure difference control device;

[0044] Figure 3 Figure 3 is a schematic diagram of the structure of the exhaust pressure difference control device.

[0045] The figure shows:

[0046] DETAILED DESCRIPTION

[0047] The present application will be described in detail below with reference to specific embodiments. The following embodiments will help those skilled in the art to further understand the present application, but do not limit the present application in any form. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present application. These are within the scope of the present application.

[0048] The working principle of the present application is:

[0049] The common-bottom tank 10 has a common bottom between the oxygen tank 11 and the fuel tank 12. Overall, the common-bottom tank 10 can reduce the requirements for space layout, the overall mass size, and the thermal control requirements between the oxygen and fuel. However, due to the flat bottom structure between the oxygen tank 11 and the fuel tank 12, the pressure resistance performance is weak. If the common-bottom tank 10 as the intermediate bottom is damaged, it will cause devastating damage to the entire spacecraft. Therefore, it is necessary to control the pressure difference between the two cavities of the oxygen tank 11 and the fuel tank 12 during the pressurization and depressurization process of the common-bottom tank 10.

[0050] In actual application, the initial liquid level and the gas cavity size in the oxygen tank 11 and the fuel tank 12 are not the same, and the volume flow rate requirements of the pressurization / exhaust gas of the oxygen tank 11 and the fuel tank 12 during engine operation and at the end of system operation are also not completely consistent. Therefore, the pressure control difficulty between the oxygen tank 11 and the fuel tank 12, i.e., the oxygen-fuel tank, is increased.

[0051] The high-pressure gas of the space propulsion system is stored in the high-pressure gas cylinder 1. When the high-pressure self-locking valve 2 is opened, the system starts to pressurize. The high-pressure gas in the high-pressure gas cylinder 1 is output and then depressurized to a set pressure value by the pressure reducing valve 3. Then the pressurized gas enters the intake pressure difference control device 5 through the oxygen and fuel one-way valves 4 to adjust the intake rate. Finally, the pressurized gas enters the oxygen tank 11 and the fuel tank 12 of the common-bottom tank 10, until the pressure of the oxygen tank 11 and the fuel tank 12 is completely increased to the pressure set value of the pressure reducing valve, and the pressurization of the tank is completed.

[0052] The first gas port 6 is used for charging and discharging of the oxygen and fuel tank, and the second gas port 7 is in communication with the pressure sensing cavity 51 of the inlet pressure difference control device 5 and the outlet pressure difference control device 8, and feeds back the real-time pressure value in the oxygen and fuel tank to the respective pressure sensing diaphragm 53, which is fixedly connected with the inlet valve core 54, and the inlet valve core 54 between the oxygen and fuel is also rigidly fixed. The inlet valve core 54 is in sealing state with the pressure sensing cavity 51 and the inlet cavity 52 through the dynamic seal 56, and is isolated from the outside. When the tank is filled with gas, if the pressure of the oxygen tank is too high, the pressure sensing diaphragm 53 on the oxygen side will be compressed, and the pressure sensing diaphragm 53 on the fuel side will be relaxed, which will drive the inlet valve core 54 to move to the oxygen side of the inlet pressure difference control device 5. Due to the special matching structure of the inlet valve core 54 and the inlet valve seat 55, the pressure increasing channel will gradually decrease to reduce the gas inlet amount, and the fuel side inlet channel will gradually increase to increase the gas inlet amount, so as to control the pressure difference. If the pressure difference between the oxygen tank 11 and the fuel tank 12 sensed in the oxygen / fuel pressure sensing cavity 51 is too large, the inlet valve core 54 and the inlet valve seat 55 on the side with high pressure will be completely closed through the compression and relaxation of the pressure sensing diaphragm 53, so as to achieve the locking of the gas inlet, and the opening on the side with low pressure will reach the maximum to quickly inlet the gas, so as to gradually balance the pressure in the two tanks. Thus, the pressure balance of the oxygen and fuel tank in the pressurization process of the common bottom tank 10 is achieved.

[0053] When the propulsion system is ended and passivated, the system will be discharged to release pressure. When the pressure is released, the problem of different oxygen and fuel tank pressure release speeds will be encountered, and the exhaust pressure difference control device 8 is needed to control the gas release speed of the two sides to maintain the pressure difference between the oxygen and fuel tanks. In the pressure release process, the high-pressure self-locking valve 2 is closed, and the oxygen / fuel release valve 9 is opened. The exhaust pressure difference control device 8 has a similar working structure principle as the inlet pressure difference control device 5, and the difference lies in that the matching structure of the exhaust valve core 82 and the exhaust valve seat 83 in the exhaust cavity 81 is just the opposite of the matching structure of the inlet valve core 54 and the inlet valve seat 55. When the pressure on one side is sensed to be larger, the corresponding side of the exhaust pressure difference control device 8 will increase the opening, so as to increase the exhaust amount and quickly reduce the pressure on the side. The opening on the other side with low pressure will be reduced, the exhaust speed will be reduced, and even the exhaust will be closed, until the pressure on the two sides is maintained within the set diaphragm safety pressure difference range.

[0054] The present application will be described in more detail below.

[0055] A liquid oxygen and methane system using a common bottom tank, the rated working pressure of the oxygen tank is 2.5 MPa, and the rated working pressure of the fuel tank is 2.3 MPa. Two pressure reducing valves 3 are used, and the pressurized gas in the high-pressure cylinder 1 is adjusted to the rated working pressure in the respective cavities through the respective pressure reducing valves 3, and the gas enters the oxygen tank 11 and the fuel tank 12 through the first gas port 6, respectively.

[0056] The gas of the storage tank will enter the sensing chamber 51 of the intake pressure difference control device 5 through the second gas port 7 of the storage tank.

[0057] Due to the setting of the mixing ratio, the oxygen consumed by the engine during operation is consistent with the required gas flow of the methane gas, so the sizes of the air passage of the intake valve seat 55 and the outlet valve seat, the valve core, the sensing chamber 51, the intake chamber, the outlet chamber, the mounting spacing, etc. are the same. Since the rated working pressure of the oxygen storage tank 11 is 0.2 MPa higher than the working pressure of the fuel storage tank 12, the oxygen pressure sensing diaphragm box has a compression amount of 0.2 MPa more than the methane pressure sensing diaphragm box when the sensing diaphragm box 53 is pre-compressed.

[0058] The gas pressure of the sensing chamber 51 will cause the sensing diaphragm box 53 to deform, thereby driving the valve core in the device to move horizontally. The valve cores of the two intake pressure difference control devices 5 of the oxygen and fuel gases are connected, and the size of the pressure difference in the sensing chamber 51 controls the moving direction of the valve core, controls the opening degree of the intake, thereby achieving the control of the intake rate and the pressure difference in the common base storage tank. If the pressure difference reaches the set red line, the valve core will close with the intake chamber seat of the side with higher pressure, thereby locking the intake of the chamber. When the pressure of the other side rises to the allowable pressure difference range, the air passage will gradually open, and the pressure between the two chambers will be continuously maintained. The exhaust principle is similar to the intake principle.

[0059] In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0060] The specific embodiments of the present application have been described above. It should be understood that the present application is not limited to the above specific embodiments, and those skilled in the art can make various changes or modifications within the scope of the claims, which does not affect the essential content of the present application. The embodiments of the present application and the features in the embodiments can be arbitrarily combined with each other without conflict.

Claims

1. A common base inter-tank pressure control device, characterized by, Comprise: High-pressure cylinder (1), high-pressure self-locking valve (2), pressure reducing valve (3), check valve (4), intake pressure difference control device (5); High-pressure gas storage in high-pressure cylinder (1), through high-pressure self-locking valve (2) output after being reduced to the pressure reducing valve (3) to the set pressure value, then through the oxygen, fuel check valve (4) into the intake pressure difference control device (5) to adjust the rate of intake of pressurized gas, pressurized gas into the oxygen tank (11) and fuel tank (12) with common bottom tank (10) in the tank (11) and fuel tank (12) until the pressure of the two tanks is increased to the pressure setting value of the pressure reducing valve, complete the pressurization of the tank; Also includes: the first gas port (6), the second gas port (7); The intake pressure difference control device (5) comprises: a pressure sensing chamber (51), an intake chamber (52), a pressure sensing diaphragm box (53), an intake valve core (54), an intake valve seat (55), a dynamic seal (56); The gas cavity of the oxygen tank (11) and the fuel tank (12) is provided with two gas ports of the first gas port (6) and the second gas port (7); The first gas port (6) realizes the charging and discharging port of the oxygen and fuel tank; The second gas port (7) is communicated with the pressure sensing chamber (51) of the intake pressure difference control device (5) and the exhaust pressure difference control device (8), and the real-time pressure value in the oxygen and fuel tank is fed back to the respective pressure sensing diaphragm box (53). The pressure sensing diaphragm box (53) is fixedly connected with the intake valve core (54), and the intake valve core (54) between the oxygen and the fuel is also rigidly connected. The intake valve core (54) and the pressure sensing chamber (51) and the intake chamber (52) are isolated from the outside by the dynamic seal (56) to maintain the sealing state of the cavity.

2. The common base tank inter-pressure control device according to claim 1, characterized by, When the tank is filled with air, if the pressure of the oxygen tank is too high, the pressure sensing diaphragm box (53) on the oxygen side will be compressed, and the pressure sensing diaphragm box (53) on the fuel side will be relaxed, which will drive the intake valve core (54) to move to the oxygen side of the intake pressure difference control device (5). Due to the matching structure of the intake valve core (54) and the intake valve seat (55), the pressurization channel gradually decreases, and the fuel side intake channel gradually increases.

3. The common base tank inter-pressure control device according to claim 2, characterized by, If the pressure difference between the oxygen tank (11) and the fuel tank (12) sensed by the pressure sensing chamber (51) on the oxygen side and the fuel side exceeds the set threshold value, the intake valve core (54) and the intake valve seat (55) on the side with high pressure will be completely closed through the compression and relaxation changes of the pressure sensing diaphragm box (53), so as to realize the locking of the intake, and the opening on the side with low pressure will reach the maximum.

4. The common base tank inter-pressure control device according to claim 1, characterized by Also includes: Exhaust pressure difference control device (8); During the discharge pressure relief, the exhaust pressure difference control device (8) is used to control the discharge speed of the oxygen and fuel on both sides to maintain the pressure difference between the oxygen and fuel tanks on both sides. The high-pressure self-locking valve (2) is closed during the pressure relief process, and the discharge valves (9) on the oxygen side and the fuel side are opened. When it is felt that the pressure on one side is larger, the corresponding side of the exhaust pressure difference control device (8) will increase the opening, and the opening on the side with low pressure will decrease, so as to reduce the exhaust speed or close the exhaust, until the pressure of the oxygen and fuel on both sides is maintained within the set diaphragm safety pressure difference range.

5. The common base tank inter-pressure control device of claim 1, wherein, The gas pressure of the pressure sensing cavity (51) will cause the pressure sensing diaphragm (53) to deform, thereby causing the valve core in the device to move horizontally. The valve core of the oxygen and gas inlet pressure difference control device (5) is connected by a valve stem. The size of the pressure difference in the pressure sensing cavity (51) controls the moving direction of the valve core, controls the inlet opening, and thereby controls the inlet rate and the pressure difference in the common bottom tank.

6. The common base tank inter-pressure control device according to claim 5, characterized by If the pressure difference reaches the set red line, the valve core will close with the inlet cavity base on the side with higher pressure, thereby locking the inlet of the cavity. The air passage will gradually open only when the pressure on the other side rises to the allowable pressure difference range.

7. The common base tank inter-pressure control device of claim 1, wherein The pressure sensing cavity (51), the inlet cavity (52), the pressure sensing diaphragm (53), and the inlet valve core (54) are on the same shaft. The pressure sensing cavity (51) and the inlet cavity (52) are fixed and cannot move after the system product is positioned. The inlet valve core (54) is connected to the pressure sensing cavity (51) and the inlet cavity (52) by dynamic sealing. The pressure sensing diaphragm (53) is in a pre-compressed state during installation and can be compressed and elongated. The inner cavity of the pressure sensing diaphragm (53) is open to the atmosphere, and the outside is exposed to the pressure sensing cavity (51) and deforms elastically under the pressure in the pressure sensing cavity. The inlet valve core (54) includes a live connection tail, a pressure sensing part, and a sealing head cone. The live connection tail allows the valve core to be connected relatively. The pressure sensing part is subjected to the gas pressure in the tank in the pressure sensing cavity (51), thereby compressing the pressure sensing diaphragm (53) to deform elastically. The inlet valve seat (55) and the inlet valve core (54) head cone have different flow cross-sectional areas at different strokes. The closer the inlet valve core (54) head cone and the inlet valve seat (55), the smaller the flow cross-sectional area, until they completely fit, which can completely lock the air passage. The deformation direction of the pressure sensing diaphragm (53) is opposite to the direction of the increase and decrease of the flow area of the inlet pressure difference control device (5).

8. A method of using the common base tank inter-pressure control apparatus according to any one of claims 1 to 7, characterized by, The steps include: Step one: Adjust the pressure of the high-pressure gas cylinder (1) to the rated working pressure through the pressure reducing valve (3). Step two: The gas enters the tank through the first gas port (6). Step three: The gas in the tank enters the pressure sensing cavity of the inlet pressure difference control device (5) through the second gas port (7) of the tank. Step four: The gas pressure causes the pressure sensing diaphragm (53) to deform, thereby causing the inlet valve core (54) in the device to move horizontally. Step five: The inlet valve core (54) and the valve stem of the inlet pressure difference control device (5) are connected. The size of the pressure difference in the pressure sensing cavity (51) controls the moving direction of the inlet valve core (54), controls the inlet opening, and thereby controls the inlet rate and the pressure difference in the common bottom tank.

9. The method of using a common base tank inter-pressure control device of claim 8, wherein, The steps also include: Step six: When the oxygen and fuel tanks have inconsistent working pressures or the oxygen and fuel mixture ratio causes inconsistent gas volume, adjust the pre-compression force of the pressure sensing diaphragm (53), the size of the air passage of the gas outlet valve (9), and the relative size of the inlet valve core (54) head cone to adapt.

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