Fuel oil adjusting device and method for multi-combustion-chamber oil supply of aero-engine and application of fuel oil adjusting device and method

Abstract

The invention discloses a fuel oil adjusting device and method for fuel oil supply of multiple combustion chambers of an aero-engine and application, and belongs to the technical field of fuel oil supply and adjusting control of the aero-engine, the device comprises a single fuel oil power source and a plurality of fuel oil adjusting sources arranged in parallel, and each fuel oil adjusting source independently controls fuel oil supply of the corresponding combustion chamber. A fuel adjusting source of the main combustion chamber adopts a structure that an equal-pressure-difference valve and a metering valve are connected in parallel, and the pressure difference between the two ends of the metering valve is kept constant in a bypass feedback adjusting mode; a fuel oil adjusting source of a non-main combustion chamber is of a structure that a fixed differential pressure reducing valve is connected with a metering valve in series, and the inlet pressure of the metering valve is kept constant in a throttling control mode. Each fuel oil adjusting source is provided with a parking electromagnetic valve, and independent or cooperative fuel cut-off of each combustion chamber can be achieved. According to the single-pump-source multi-path metering output fuel oil adjusting structure, oil supply control over multiple combustion chambers is achieved, the weight and the size of a system are reduced, and the reliability and the safety of an aero-engine are guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft engine fuel supply and regulation control, and relates to the fuel flow control and distribution of a multi-combustion chamber fuel supply system. Specifically, it is a fuel regulation device, method and application for multi-combustion chamber fuel supply of an aircraft engine, which is used to achieve precise control and distribution of the fuel flow of a main combustion chamber and a non-main combustion chamber under a single pump source fuel supply mode. Background Art

[0002] As one of the core subsystems of an aircraft engine, the combustion chamber has the main function of mixing fuel and air in an appropriate proportion for efficient combustion to produce high-temperature and high-pressure combustion gas, which in turn drives the turbine to work and achieve thrust output. The design of the combustion system needs to meet many requirements such as combustion stability, combustion efficiency, fuel adaptability, pollutant emission control, and dynamic response characteristics. Among them, fuel regulation technology is the core link in the design of the combustion chamber. Its role is to accurately control the supply and distribution of fuel according to the operating requirements of the engine to achieve the best combustion effect.

[0003] The fuel supply system of an aircraft engine is mainly composed of a fuel pump, a fuel regulator, a metering device, a nozzle and related control components. The fuel supply system needs to adapt to the fuel demand of the engine under different working conditions to ensure that the pressure, flow rate and atomization quality of the fuel injection are always in the optimal state to ensure combustion stability and efficiency. Especially in dynamic flight conditions such as acceleration, deceleration, cruising and tactical maneuvers, the responsiveness and precise adjustment ability of the fuel supply system directly affect the working stability and fuel economy of the engine. According to the different needs of aircraft engines, the existing fuel supply system can be roughly divided into two categories: a single combustion chamber supply system and a multi-combustion chamber supply system. Traditional aircraft engines usually use a single combustion chamber, but in high thrust-to-weight ratio engines, the combustion efficiency of a single combustion chamber is limited, and it is difficult to further optimize the comprehensive performance of the engine. In order to improve the thermal efficiency and thrust output of aircraft engines and reduce pollutant emissions, multi-combustion chamber technical solutions such as interstage combustion chambers and ducted combustion chambers have emerged in recent years. The multi-combustion chamber supply system uses an independent fuel supply circuit to supply fuel to the main combustion chamber and non-main combustion chambers (such as interstage combustion chambers, ducted combustion chambers or afterburners) respectively. This approach can optimize combustion efficiency in different working modes and improve the engine's thrust adjustment capability. However, the complexity of the multi-combustion chamber fuel supply system also brings many technical challenges, which are mainly reflected in the following aspects: The traditional fuel supply mechanism, taking the multi-combustion chamber fuel supply system of an aircraft engine disclosed in US Patent US6487847B1 as an example, its main combustion chamber and non-main combustion chamber are independently supplied with fuel by two sets of high-pressure pumps and fuel regulators. Since the non-main combustion chamber does not work in real time within the full envelope, the high-pressure pump for supplying fuel to the non-main combustion chamber runs idle during the non-working stage, which greatly consumes energy, reduces efficiency, and also reduces the service life of the high-pressure pump. In addition, due to the existence of two pump sources, not only the weight of the installation is increased, the structure is cumbersome, the volume is large, and the transmission system is complex, which reduces the thrust per unit cross-section and thrust-to-weight ratio of the engine, but also there is a problem of rotation co-frequency, the engine vibration is increased, and the engine failure rate is further increased. The complexity of the multi-combustion chamber fuel supply system is also reflected in the accuracy requirements of fuel distribution and control. Under different flight stages and working conditions, each combustion chamber needs to be accurately measured to ensure the optimization of engine performance. The existing multi-pump source fuel supply scheme is difficult to achieve the coordinated optimization of fuel supply between each combustion chamber.

[0004] In summary, the existing multi-combustion chamber fuel supply system has problems such as complex structure, increased weight, large energy loss, delayed response, increased vibration, and limited adjustment ability, which makes it difficult to meet the requirements of modern aircraft engines for light weight, high efficiency and reliability. Therefore, how to optimize the fuel supply system structure, improve fuel control accuracy, reduce system weight and energy loss, and enhance system reliability and response speed while meeting the fuel supply requirements of multiple combustion chambers is a technical problem that needs to be solved urgently. Summary of the invention

[0005] 1. Purpose of the invention In view of the above-mentioned defects and deficiencies of the prior art, in order to solve the technical problems of the existing multi-combustion chamber fuel supply system of aircraft engines being cumbersome, bulky, and having a high failure rate, the present invention aims to provide a fuel regulating device, method, and application for the fuel supply of multiple combustion chambers of aircraft engines. By adopting the principle configuration of a single pump source and multi-way metering output, the traditional multi-pump source and multi-way fuel supply scheme is replaced, and the fuel supply distribution of more independent combustion chambers is realized while reducing the size and weight, thereby reducing the engine failure rate. Specifically, the present invention maintains a constant pressure difference at both ends of the metering valve by means of equal pressure difference or constant differential pressure reduction, so that the fuel flow rate and the metering valve opening are linearly related, thereby realizing precise regulation of the fuel supply; at the same time, the parking solenoid valve is combined with the distribution valve to realize the rapid fuel cut-off control of the combustion chamber and improve the safety of the system. In addition, the present invention adopts a single pump source fuel supply mode to avoid the idling loss of the high-pressure pump of the non-main combustion chamber, reduce energy consumption and reduce engine vibration, and improve system reliability.

[0006] (II) Technical solution In order to achieve the purpose of the invention and solve the technical problems, the present invention adopts the following technical solutions: The first invention object of the present invention is to provide a fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine, which is used to achieve accurate control and distribution of fuel flow rates between a main combustion chamber and a non-main combustion chamber under a single fuel pump supply mode, and includes a single fuel power source and a plurality of fuel regulating sources, wherein: The fuel power source at least includes: a fuel pump for providing a stable and reliable high-pressure oil source for the fuel regulating system; a safety valve, arranged on the bypass line of the fuel pump, which opens to release pressure and return the high-pressure oil to the fuel pump inlet when the outlet pressure of the fuel pump exceeds a set threshold; Each fuel regulating source is arranged in parallel and is in fluid communication with the outlet of the fuel power source. Each fuel regulating source independently controls the fuel supply to a corresponding combustion chamber and includes at least: a metering valve, arranged on the fuel supply pipeline, for controlling the fuel flow entering the corresponding combustion chamber; a distribution valve, whose inlet is connected to the outlet of the metering valve through a pipeline, and whose outlet is connected to the corresponding combustion chamber through a pipeline, for distributing the fuel to each nozzle of the corresponding combustion chamber; a parking solenoid valve, which is in a normally closed state, connected in series with a throttling nozzle I and then connected in parallel between the inlet end of the distribution valve and the spring chamber, and communicated with the inlet of the fuel pump through a throttling nozzle II, for cutting off the fuel supply to the corresponding combustion chamber during emergency parking; The fuel regulating source corresponding to the main combustion chamber also includes a pressure differential valve, whose inlet end and spring chamber are respectively cross-linked with the two ends of the corresponding metering valve to form a parallel mode with the corresponding metering valve, and whose outlet end is connected with the inlet of the fuel pump. The pressure differential at both ends of the metering valve is maintained constant through the bypass feedback regulation mode, so that the opening of the metering valve is linearly related to the flow rate, thereby realizing stable control of the fuel flow rate of the main combustion chamber; The fuel regulating source corresponding to the non-main combustion chamber also includes a differential pressure reducing valve arranged in series upstream of the corresponding metering valve, whose inlet end is connected to the outlet of the fuel pump, and whose outlet end is connected to the inlet end of the corresponding metering valve. The inlet pressure of the corresponding metering valve is maintained constant through throttling control, so that the opening of the corresponding metering valve is linearly related to the flow rate, thereby realizing precise control of the fuel flow rate of the non-main combustion chamber.

[0007] A second object of the present invention is to provide an aircraft engine comprising the above-mentioned fuel regulating device for supplying fuel to multiple combustion chambers of the aircraft engine.

[0008] The third invention object of the present invention is to provide a fuel regulation method for multi-combustion chamber fuel supply of an aircraft engine. Based on the above-mentioned fuel regulation device for multi-combustion chamber fuel supply of an aircraft engine of the present invention, the fuel regulation method at least includes the following implementation steps: S100. Fuel power source start: Start the fuel pump to provide high-pressure fuel to all fuel regulating sources, and monitor the fuel pump outlet pressure in real time. When the pressure exceeds the threshold set by the safety valve, the safety valve is triggered to automatically open and release the pressure, allowing the over-pressure fuel to flow back to the fuel pump inlet through the bypass line; S200. Closed-loop regulation of fuel flow in the main combustion chamber: According to the engine working state and target thrust requirement, the metering valve opening corresponding to the main combustion chamber is controlled, the pressure difference at both ends of the metering valve of the main combustion chamber is maintained constant through the equal pressure difference valve, and the fuel is distributed to each nozzle of the main combustion chamber through the distribution valve; S300. Non-main combustion chamber fuel flow closed loop regulation: According to the engine operating mode and auxiliary thrust requirements, the metering valve opening corresponding to the non-main combustion chamber is controlled, the metering valve inlet pressure is maintained constant through the differential pressure reducing valve, and the fuel is distributed to each nozzle of the non-main combustion chamber through the distribution valve; S400. Multi-combustion chamber fuel supply coordinated management: According to the engine working condition requirements, the fuel supply of the main combustion chamber and the non-main combustion chamber is controlled independently or collaboratively to realize the single combustion chamber working mode or the multi-combustion chamber collaborative working mode; and based on the engine working condition parameters, the opening of each metering valve, the flow of the distribution valve and the working state of the fuel pump are dynamically adjusted to realize the dynamic distribution of the fuel flow of the main combustion chamber and the non-main combustion chamber, and at the same time, the flow coupling interference between multiple circuits is eliminated through the pressure difference closed-loop control; S500. Fuel supply emergency control: In case of emergency stop, the parking solenoid valves in each fuel regulating source are powered on simultaneously or separately to open, so that the high-pressure oil flows into the spring chamber of the corresponding distribution valve, and the distribution valve is closed under the action of the spring force to cut off the oil in the corresponding combustion chamber, and the transient pressure shock of oil cut-off is suppressed through the damping effect of the throttle nozzle; S600. Oil supply system reset and shutdown management: When the engine is shut down, turn off the fuel pump, and close the metering valve and distribution valve in each fuel regulating source in turn to gradually reduce the system pressure and ensure the safe shutdown of the fuel system; at the same time, the safety valve returns the residual high-pressure fuel to the fuel pump inlet to avoid the accumulation of fuel inside the system affecting the next start.

[0009] (III) Technical Effect Compared with the prior art, the fuel regulating device, method and application for fuel supply to multiple combustion chambers of an aircraft engine provided by the present invention have the following beneficial and significant technical effects: (1) The present invention adopts the principle configuration of a single high-pressure fuel pump driving multiple parallel fuel regulating sources, replacing the traditional multi-pump source multi-way fuel supply solution, reducing the number of pump bodies, transmission mechanisms and redundant pipelines, reducing the overall weight and volume of the device, and improving the unit cross-sectional thrust and thrust-to-weight ratio of the engine, meeting the modern aircraft engine's demand for lightweight. The present invention adopts a parallel fuel regulating source architecture, which can independently or collaboratively control the fuel supply mode of the main combustion chamber and the non-main combustion chamber, eliminate the flow coupling interference between multiple circuits through pressure difference closed-loop control, realize accurate fuel distribution between the main and non-main combustion chambers, and improve the engine's working adaptability under different flight conditions. In addition, the present invention adopts a single pump source fuel supply mode, which also effectively avoids the idling loss of the non-main combustion chamber high-pressure pump, reduces energy consumption and reduces engine vibration.

[0010] (2) The present invention adopts a fuel regulation strategy combining a metering valve, an equal pressure differential valve and a differential pressure reducing valve to ensure the accuracy of fuel distribution and the stability of fuel supply to the combustion chamber under different working modes, and accurately controls the fuel flow of the main combustion chamber and the non-main combustion chamber through the equal pressure differential valve and the differential pressure reducing valve, respectively, to ensure that the pressure difference or inlet pressure at both ends of the metering valve is constant, and realizes a linear relationship between the fuel flow and the opening area of ​​the metering valve. In addition, the present invention designs a fast-response parking solenoid valve and a fuel cut-off control mechanism, which can quickly cut off the fuel supply in the event of emergency parking or abnormal combustion, and suppress the transient impact of fuel cut-off through the damping effect of the throttling nozzle, thereby ensuring the safety and combustion stability of the system and improving the operating reliability of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 A schematic diagram of a fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine of the present invention; Figure 2 Schematic diagram of simulation results of the fuel regulating device of the present invention, wherein (A) is the simulation result of the first metering valve, and (B) is the simulation result of the second metering valve; Figure 3 A flow chart of the fuel regulation method for supplying fuel to multiple combustion chambers of an aircraft engine of the present invention.

[0012] Description of reference numerals: Fuel pump 1, safety valve 2, equal pressure differential valve 3, first metering valve 4, first distribution valve 5, first parking solenoid valve 6, second metering valve 7, differential pressure reducing valve 8, second distribution valve 9, second parking solenoid valve 10, first throttle nozzle I 11, first throttle nozzle II 12, second throttle nozzle I 13, second throttle nozzle II 14, main combustion chamber 100, non-main combustion chamber 200. DETAILED DESCRIPTION

[0013] The present invention aims to provide a fuel regulating device, method and application for multi-combustion chamber fuel supply of an aircraft engine. In order to make the purpose, technical solution and advantages of the implementation of the present invention clearer, the technical solution in the embodiment of the present invention will be clearly and completely described in combination with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0014] Example 1: Fuel Regulating Device As a specific example, Figure 1 As shown, the fuel regulating device for multi-combustion chamber fuel supply of an aircraft engine provided by an embodiment of the present invention is mainly composed of a group of fuel power sources and multiple groups (two groups are shown in the figure) of fuel regulating sources. The fuel power source is mainly composed of a high-pressure fuel pump 1 and a safety valve 2. The fuel pump 1 is used to provide a stable and reliable high-pressure oil source for the fuel regulating system; the safety valve 2 is arranged on the bypass pipeline of the fuel pump 1. When the outlet pressure of the fuel pump 1 reaches the opening threshold of the safety valve 2, the safety valve 2 opens, and the high-pressure oil flows back to the inlet of the fuel pump 1 for pressure relief, thereby ensuring the safety of the entire fuel system. Preferably, the safety valve 2 can adopt a pilot structure, including a main valve and a pilot control valve. When the fuel pump outlet pressure is lower than the set threshold, the pilot control valve is closed, and the main valve remains closed under the action of the spring force; when the fuel pump outlet pressure exceeds the set threshold, the pilot control valve opens, and the control oil circuit is connected to reduce the upper pressure of the main valve. The main valve opens under the combined action of the lower high pressure and the upper spring force, and the high-pressure fuel is guided back to the fuel pump inlet to achieve system pressure relief protection; the opening pressure of the safety valve is set by adjusting the spring preload of the pilot control valve.

[0015] In this embodiment, two groups of fuel regulating sources are provided, wherein the first fuel regulating source independently controls the fuel supply of the main combustion chamber 100, and is composed of components such as the equal pressure difference valve 3, the first metering valve 4, the first distribution valve 5, the first parking solenoid valve 6, the first throttle nozzle I 11, and the first throttle nozzle II 12. The equal pressure difference valve 3, whose inlet end and the spring chamber are respectively cross-linked with the left and right ends of the first metering valve 4, thus forming a parallel mode, and whose outlet end is connected with the inlet of the fuel pump 1 to ensure that the pressure difference at both ends of the first metering valve 4 is always at a constant value, so as to realize that the opening area of ​​the first metering valve 4 is in a linear relationship with the outlet flow, thereby realizing stable control of the fuel supply of the main combustion chamber 100.

[0016] Specifically, when the equal pressure differential valve 3 is working, it is cross-linked with the left and right ends of the metering valve corresponding to the main combustion chamber 100 through its inlet and spring chamber, forming a feedback regulation loop in parallel mode, and ensuring that the pressure difference at both ends of the first metering valve 4 is always maintained at the set value by automatically adjusting the bypass flow. When the pressure difference at both ends of the first metering valve 4 is greater than the set value, the opening of the equal pressure differential valve 3 increases, bypassing more fuel to the inlet of the fuel pump 1, thereby reducing the pressure at the inlet end of the first metering valve 4; when the pressure difference at both ends of the first metering valve 4 is less than the set value, the opening of the equal pressure differential valve 3 decreases, reducing the bypass flow to increase the pressure at the inlet end of the first metering valve 4.

[0017] The first metering valve 4 is arranged on the fuel supply pipeline to control the fuel flow rate entering the main combustion chamber 100. The first metering valve 4 is preferably controlled by an electro-hydraulic servo valve or a stepping motor, etc., and the opening area of ​​the metering valve 4 is controlled according to the control signal sent by the engine control system, thereby controlling the fuel flow rate to the first distribution valve 5. After being reasonably distributed by the first distribution valve 5, the fuel enters each nozzle of the main combustion chamber 100, providing high-pressure and reliable fuel for the stable combustion of the main combustion chamber 100.

[0018] The inlet of the first distribution valve 5 is connected to the outlet of the first metering valve 4 through a pipeline, and the outlet is connected to the main combustion chamber 100 through a pipeline, so as to distribute the fuel to each nozzle of the main combustion chamber 100. The first distribution valve 5 preferably adopts a multi-way distribution valve structure, and its outlet channel is respectively connected to multiple nozzles of the main combustion chamber 100 through multiple branch pipelines. Under normal working conditions, the spring force in its spring cavity pushes the valve core to maintain a flow state, and the fuel flows to each nozzle of the main combustion chamber 100 through the first distribution valve 5; under the emergency stop state, high-pressure oil enters its spring cavity, and under the joint action of the spring force and oil pressure, its valve core moves to the closed position, realizing rapid and reliable oil cut-off of the main combustion chamber 100, and avoiding residual combustion after the engine is turned off.

[0019] The first parking solenoid valve 6 is in a normally closed state. The first parking solenoid valve 6 is connected in series with the throttle nozzle 11 and then connected in parallel with the inlet of the first distribution valve 5 and the spring chamber, and then connected to the inlet of the fuel pump 1 through the throttle nozzle 12; when the engine needs to be stopped urgently, the first parking solenoid valve 6 is energized, the first parking solenoid valve 6 is opened, and the high-pressure oil at the inlet of the first distribution valve 5 is introduced into the spring chamber of the first distribution valve 5. At this time, the oil pressure of the inlet of the first distribution valve 5 and the spring chamber is consistent. Due to the action of the spring in the spring chamber, the valve core of the first distribution valve 5 moves toward the inlet of the first distribution valve 5 (moves to the left), thereby closing the first distribution valve 5, cutting off the oil supply to the main combustion chamber, and realizing the parking function; the throttle nozzle 11 and the throttle nozzle 12 play a role in stabilizing the system. Preferably, the first parking solenoid valve 6 adopts a two-way solenoid valve in a normally closed state, which receives a power-on signal and turns to an open state during emergency parking, and introduces the high-pressure oil at the inlet of the first distribution valve 5 into its spring chamber, so that the oil pressure at its inlet end and the spring chamber tends to be balanced. At this time, the spring force in the spring chamber prompts the valve core of the distribution valve to move toward its inlet direction to quickly close the distribution valve and cut off the fuel supply to the main combustion chamber 100; the first throttle nozzle Ⅰ11 and the first throttle nozzle Ⅱ12 matched with the first parking solenoid valve preferably adopt a microporous structure design with pressure oscillation suppression to ensure the stability of the oil circuit and avoid fuel pressure fluctuations.

[0020] The second fuel regulating source in the embodiment of the present invention is arranged in parallel with the first fuel regulating source, and is used to independently control the fuel supply of the non-main combustion chamber 200, and is mainly composed of the second metering valve 7, the differential pressure reducing valve 8, the second distribution valve 9, the second parking solenoid valve 10, the second throttle nozzle I 13, the second throttle nozzle II 14 and other components. Among them, the second metering valve 7, the second distribution valve 9, the second parking solenoid valve 10, the second throttle nozzle I 13, the second throttle nozzle II 14 and other components are similar to the corresponding components in the first fuel regulating source in structure and arrangement.

[0021] The second metering valve 7 is controlled by an electro-hydraulic servo valve or a stepper motor, etc., and the opening area of ​​the second metering valve 7 is controlled according to the control signal sent by the engine control system, thereby controlling the fuel flow to the second distribution valve 9. The second metering valve 7 is connected in series with the differential pressure reducing valve 8 to ensure that the pressure difference at both ends of the second metering valve 7 is kept constant, so that the opening area of ​​the metering valve and the outlet flow are in a linear relationship, thereby realizing stable control of the fuel supply to the combustion chamber. Specifically, the differential pressure reducing valve 8 is arranged in series with the second metering valve 7, and preferably adopts a direct-acting spring load structure, whose inlet end is connected to the outlet of the fuel pump 1, and whose outlet end is connected to the inlet end of the second metering valve 7, whose spring chamber is connected to the fuel return pipeline, and whose valve core displacement is controlled by the dynamic balance between the spring chamber pressure and the downstream pressure, so as to automatically adjust the valve core position when the inlet pressure changes, and maintain the inlet pressure of the second metering valve 7 constant in a throttling control mode, so as to ensure that the opening of the second metering valve 7 is in a linear relationship with the flow, and realize accurate control of the fuel flow of the non-main combustion chamber 200.

[0022] The second parking solenoid valve 10 is normally closed. The second parking solenoid valve 10 is connected in series with the second throttle nozzle Ⅰ13 and then connected in parallel with the inlet of the second distribution valve 9 and the spring chamber, and then connected to the inlet of the fuel pump 1 through the second throttle nozzle Ⅱ14; when the engine needs to be stopped urgently, the second parking solenoid valve 10 is energized, the second parking solenoid valve 10 is opened, and the high-pressure oil at the inlet of the second distribution valve 9 is introduced into the spring chamber of the second distribution valve 9. At this time, the oil pressure at the inlet of the second distribution valve 9 and the spring chamber is consistent. Due to the action of the spring in the spring chamber, the valve core of the second distribution valve 9 moves toward the inlet of the second distribution valve 9 (moves to the left), thereby closing the second distribution valve 9, and the non-main combustion chamber 200 is cut off from oil, realizing the parking function; the second throttle nozzle Ⅰ13 and the throttle nozzle Ⅱ14 play a role in stabilizing the system oil pressure.

[0023] Preferably, the fuel regulating device of the present invention is also provided with an electronic control unit for receiving the engine operating status signal, calculating and outputting the control signal to each metering valve according to the preset control logic to adjust the valve opening in real time to match the fuel supply demand of the engine under different operating conditions; and the electronic control unit presets multiple fuel flow adjustment curves to adapt to the fuel supply requirements of different flight phases, ensuring that the system can provide optimal fuel control under acceleration, deceleration, cruising and high load conditions.

[0024] This embodiment 1 also builds a simulation model based on the above-mentioned fuel regulating device and performs dynamic simulation analysis to verify the regulation stability and accuracy of the fuel regulator under different working conditions. Figure 2As shown, (A) is a curve showing the pressure difference at both ends of the first metering valve (corresponding to the main combustion chamber) changing with time, and (B) is a curve showing the pressure difference at both ends of the second metering valve (corresponding to the non-main combustion chamber) changing with time. It can be seen from the figure that in the initial stage of the simulation, due to the system startup and the establishment of the oil circuit, the pressure difference at both ends of the two metering valves fluctuates to a certain extent. In the full operating condition of the fuel regulator, the pressure difference at both ends of the first metering valve to the main combustion chamber is always stable at about -10.4Bar, and the pressure difference at both ends of the second metering valve to the non-main combustion chamber is always stable at about -15.55Bar. This shows that the fuel regulator of the present invention can maintain the pressure stability at both ends of the metering valve under different operating conditions, thereby ensuring the precise control of the fuel flow and meeting the high-precision adjustment requirements of the fuel regulator. In addition, the simulation curve shows that during the system startup and dynamic adjustment process, the pressure difference of each metering valve fluctuates briefly, but quickly converges to a stable value in a short time, indicating that the system has good dynamic response characteristics and anti-interference ability. By adopting the combined effect of the equal pressure differential valve and the differential pressure reducing valve, the present invention effectively eliminates the flow coupling effect of the fuel supply system, improves the coordination and combustion stability of the multi-combustion chamber fuel supply system, and provides technical guarantee for the efficient operation of aircraft engines.

[0025] In summary, the fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine provided in this embodiment 1, on the basis of a single fuel pump source, realizes precise control and distribution of the fuel flow rates of the main combustion chamber 100 and the non-main combustion chamber 200, optimizes the engine fuel supply system, improves fuel utilization efficiency, reduces system weight and volume, and enhances the stability and response speed of fuel regulation.

[0026] Example 2: Fuel Regulation Method Based on the fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine shown in the above-mentioned embodiment 1, this embodiment 2 further provides a control method for the fuel regulating device. Specifically, Figure 3 As shown, the fuel regulation control method may include the following steps when implemented: S100. Fuel power source start: Start the fuel pump to provide high-pressure fuel source to all fuel regulating sources, and monitor the fuel pump outlet pressure in real time. When the pressure exceeds the threshold set by the safety valve, the safety valve is triggered to automatically open and release the pressure, allowing the over-pressure fuel to flow back to the fuel pump inlet through the bypass line.

[0027] S200. Closed-loop regulation of fuel flow in the main combustion chamber: According to the engine operating status and target thrust requirements, the metering valve opening corresponding to the main combustion chamber is controlled, the pressure difference at both ends of the metering valve of the main combustion chamber is maintained constant through the equal pressure difference valve, and the fuel is distributed to each nozzle of the main combustion chamber through the distribution valve.

[0028] Preferably, in step S200, the closed-loop regulation of the fuel flow rate in the main combustion chamber includes: S201 determines the target fuel flow rate required for the main combustion chamber according to the engine control signal; S202. The opening of the metering valve is precisely controlled by an electro-hydraulic servo valve or a stepper motor; S203. By adjusting the bypass oil flow in real time through the equal pressure differential valve, the pressure difference at both ends of the metering valve is maintained at a set value, so that the linear relationship between the metering valve opening and the flow rate remains constant; S204. Feedback the actual fuel supply status to form a closed-loop control circuit, and continuously correct the metering valve opening to ensure that the fuel flow in the main combustion chamber matches the target value.

[0029] S300. Closed-loop regulation of fuel flow in non-main combustion chambers: According to the engine operating mode and auxiliary thrust requirements, the metering valve opening corresponding to the non-main combustion chamber is controlled, the metering valve inlet pressure is maintained constant through the differential pressure reducing valve, and the fuel is distributed to each nozzle of the non-main combustion chamber through the distribution valve.

[0030] Preferably, in step S300, the closed-loop regulation of the fuel flow in the non-main combustion chamber includes: according to the operating conditions of the engine under different flight envelopes and performance requirements, a pre-programmed non-main combustion chamber optimized fuel supply strategy is adopted, and the high-pressure oil output by the high-pressure pump is reduced to a set pressure value and kept constant through a differential pressure reducing valve; the metering valve accurately controls the fuel flow entering the non-main combustion chamber under a constant inlet pressure condition; at the same time, the system dynamically adjusts the metering valve opening according to the combustion chamber outlet temperature, pressure and engine thrust parameters to optimize the combustion efficiency and stability of the non-main combustion chamber.

[0031] S400. Coordinated management of fuel supply to multiple combustion chambers: Based on the engine operating conditions, the fuel supply to the main combustion chamber and non-main combustion chambers is controlled independently or collaboratively to achieve single combustion chamber operation or multi-combustion chamber collaborative operation mode; and based on the engine operating parameters, the opening of each metering valve, the flow of the distribution valve and the working state of the fuel pump are dynamically adjusted to achieve dynamic distribution of the fuel flow between the main combustion chamber and the non-main combustion chamber, while the flow coupling interference between multiple circuits is eliminated through pressure difference closed-loop control.

[0032] S500. Fuel supply emergency control: In case of emergency stop, the parking solenoid valves in each fuel regulating source are energized and opened simultaneously or separately, so that the high-pressure oil flows into the spring chamber of the corresponding distribution valve, and the distribution valve is closed under the action of the spring force to realize the oil cut-off of the corresponding combustion chamber, and the transient pressure shock of oil cut-off is suppressed through the damping effect of the throttle nozzle.

[0033] S600. Fuel supply system reset and shutdown management: When the engine is shut down, turn off the fuel pump, and close the metering valve and distribution valve in each fuel regulating source in turn to gradually reduce the system pressure and ensure the safe shutdown of the fuel system; at the same time, the safety valve returns the residual high-pressure fuel to the fuel pump inlet to avoid the accumulation of fuel in the system affecting the next start.

[0034] Preferably, the above-mentioned fuel regulation control method of the present invention also includes the steps of fault diagnosis and fault-tolerant control when implemented, including: real-time system status evaluation by monitoring the position feedback signals of each metering valve, distribution valve, parking solenoid valve, and the pressure and flow parameters of each pipeline section; when an abnormality is detected in a fuel regulation source, identifying the fault type and executing a fault-tolerant control strategy: for a non-main combustion chamber fuel supply failure, cutting off the fuel supply to the combustion chamber and increasing the fuel supply to the main combustion chamber to maintain engine performance; for a minor failure of the main combustion chamber fuel supply system, adjusting the fuel supply parameters within an acceptable range to ensure safe operation of the engine; for a major failure that endangers safety, triggering an emergency stop procedure.

[0035] The above-mentioned fuel regulation method provided in this embodiment 2 realizes the precise fuel supply to the main combustion chamber and the non-main combustion chamber through a closed-loop control strategy, ensures the stability of the fuel flow through the combined adjustment of the equal pressure difference valve and the differential pressure reducing valve, and improves the safety and adaptability of the fuel system through multi-mode fuel supply management and emergency shutdown response, thereby optimizing the fuel supply control of the aircraft engine, improving fuel utilization, reducing energy consumption, and enhancing the reliability and dynamic response capability of the combustion system.

[0036] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any way. Any simple modification, change and equivalent structural change made to the above embodiment based on the technical essence of the present invention still falls within the protection scope of the technical solution of the present invention.

Claims

1. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine, characterized in that: It includes a single fuel power source and several fuel regulating sources, including: The fuel power source includes: a fuel pump for providing a high-pressure fuel source; a safety valve arranged on a bypass line of the fuel pump, which opens to release pressure and return the high-pressure fuel to the fuel pump inlet when the fuel pump outlet pressure exceeds a set threshold; Each fuel regulating source is arranged in parallel and is connected to the outlet of the fuel power source. Each fuel regulating source independently controls the fuel supply to a corresponding combustion chamber and includes at least: a metering valve, arranged on the fuel supply pipeline, for controlling the fuel flow entering the corresponding combustion chamber; a distribution valve, whose inlet is connected to the outlet of the metering valve and whose outlet is connected to the corresponding combustion chamber, for distributing fuel to each nozzle of the corresponding combustion chamber; a parking solenoid valve, which is in a normally closed state, is connected in series with a throttling nozzle I, is connected in parallel between the inlet end of the distribution valve and the spring chamber, and is connected to the inlet of the fuel pump through a throttling nozzle II, and is used to cut off the fuel supply to the corresponding combustion chamber during emergency parking; The fuel regulating source corresponding to the main combustion chamber also includes a pressure differential valve, whose inlet end and spring chamber are respectively cross-linked with the two ends of the corresponding metering valve to form a parallel mode with the corresponding metering valve, and whose outlet end is connected to the inlet of the fuel pump to maintain the pressure differential at both ends of the metering valve constant through bypass feedback regulation; The fuel regulating source corresponding to the non-main combustion chamber also includes a differential pressure reducing valve arranged in series upstream of the corresponding metering valve, whose inlet end is connected to the outlet of the fuel pump, and the outlet end is connected to the inlet end of the corresponding metering valve, and the inlet pressure of the corresponding metering valve is maintained constant through throttling control.

2. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: The safety valve is a pilot-operated structure, comprising a main valve and a pilot control valve. When the outlet pressure of the fuel pump is lower than a set threshold, the pilot control valve is closed, and the main valve remains closed under the action of a spring force; when the outlet pressure of the fuel pump exceeds the set threshold, the pilot control valve is opened, the control oil circuit is connected, and the pressure above the main valve is reduced. The main valve is opened under the combined action of the lower high pressure and the upper spring force, and the high-pressure fuel is guided back to the inlet of the fuel pump to achieve pressure relief protection; the opening pressure of the safety valve is set by adjusting the spring preload of the pilot control valve.

3. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: Each metering valve is controlled by an electro-hydraulic servo valve or a stepper motor, and the opening area of ​​the metering valve is adjusted in real time according to the engine control signal, and closed-loop control is used to achieve fuel flow regulation.

4. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: The distribution valve is a multi-way distribution valve, and its outlet is connected to multiple nozzles of the corresponding combustion chamber through multiple branch pipelines. Under normal working conditions, the spring force in its spring cavity pushes the valve core to maintain a flow state, and the fuel flows to each nozzle of the combustion chamber through the distribution valve; In the emergency stop state, high-pressure oil enters the spring chamber, and under the combined action of spring force and oil pressure, the valve core moves to the closed position.

5. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 4, characterized in that: The parking solenoid valve is a two-way solenoid valve in a normally closed state. It is powered on and opened during emergency parking, and the high-pressure oil at the inlet of the distribution valve is introduced into its spring chamber, so that the oil pressure at its inlet end and the spring chamber tends to be balanced. Under the action of the spring force in the spring chamber, the valve core of the distribution valve is prompted to move toward its inlet direction to quickly close the distribution valve; the throttling nozzle I and throttling nozzle II that cooperate with the parking solenoid valve adopt a microporous structure design with pressure oscillation suppression to avoid fuel pressure fluctuations.

6. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: The inlet of the equal pressure differential valve and the spring chamber are respectively cross-linked with the left and right ends of the metering valve corresponding to the main combustion chamber to form a feedback regulation loop in a parallel mode, and the pressure difference at both ends of the metering valve is ensured to always be maintained at a set value by adjusting the bypass flow; when the pressure difference at both ends of the metering valve is greater than the set value, the opening of the equal pressure differential valve increases, bypassing more fuel to the fuel pump inlet, thereby reducing the pressure at the inlet end of the metering valve; when the pressure difference at both ends of the metering valve is less than the set value, the opening of the equal pressure differential valve decreases, reducing the bypass flow and increasing the pressure at the inlet end of the metering valve.

7. A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: The differential pressure reducing valve is arranged in series with the corresponding metering valve, adopts a direct-acting spring load structure, and its spring chamber is connected to the fuel return pipeline. The valve core displacement is controlled by the dynamic balance between the spring chamber pressure and the downstream pressure to automatically adjust the valve core position when the inlet pressure changes.

8. The fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 1, characterized in that: The device also includes an electronic control unit for receiving an engine operating status signal, calculating and outputting a control signal to each metering valve according to a preset control logic to adjust the valve opening in real time to match the fuel supply requirements of the engine under different operating conditions; and the electronic control unit presets multiple fuel flow adjustment curves to adapt to the fuel supply requirements of different flight phases, ensuring that the system can provide optimal fuel control under acceleration, deceleration, cruising and high load conditions.

9. An aircraft engine, characterized in that: A fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine comprising the fuel regulating device as described in any one of claims 1 to 8.

10. A fuel regulating method for supplying fuel to multiple combustion chambers of an aircraft engine, based on a fuel regulating device for supplying fuel to multiple combustion chambers of an aircraft engine according to any one of claims 1 to 8, characterized in that: include: S100. Fuel power source start: start the fuel pump, provide high-pressure fuel source to all fuel regulating sources, and monitor the fuel pump outlet pressure in real time. When the pressure exceeds the threshold set by the safety valve, the safety valve is triggered to automatically open and release the pressure, so that the over-pressure fuel flows back to the fuel pump inlet through the bypass line; S200. Closed-loop regulation of fuel flow in the main combustion chamber: according to the engine operating state and target thrust requirement, the metering valve opening corresponding to the main combustion chamber is controlled, the pressure difference at both ends of the metering valve of the main combustion chamber is maintained constant through the equal pressure difference valve, and the fuel is distributed to each nozzle of the main combustion chamber through the distribution valve; S300. Closed-loop regulation of fuel flow in non-main combustion chambers: According to the engine operating mode and auxiliary thrust requirements, the metering valve opening corresponding to the non-main combustion chamber is controlled, the metering valve inlet pressure is maintained constant through the differential pressure reducing valve, and the fuel is distributed to each nozzle of the non-main combustion chamber through the distribution valve; S400. Multi-combustion chamber fuel supply coordination management: According to the engine operating conditions, the fuel supply of the main combustion chamber and the non-main combustion chamber is controlled independently or coordinated to realize the single combustion chamber operation or multi-combustion chamber coordinated operation mode; and based on the engine operating parameters, the opening of each metering valve, the flow of the distribution valve and the working state of the fuel pump are dynamically adjusted to realize the dynamic distribution of the fuel flow of the main combustion chamber and the non-main combustion chamber, and the flow coupling interference between multiple circuits is eliminated through the pressure difference closed-loop control; S500. Fuel supply emergency control: In case of emergency stop, the parking solenoid valves in each fuel regulating source are powered on simultaneously or separately to open, so that high-pressure oil flows into the spring chamber of the corresponding distribution valve, and the distribution valve is closed under the action of the spring force to cut off the fuel supply to the corresponding combustion chamber, and the impact of fuel cut-off is suppressed through the throttling nozzle; S600. Fuel supply system reset and shutdown management: When the engine is shut down, the fuel pump is turned off, and the metering valve and distribution valve in each fuel regulating source are closed in sequence to gradually reduce the system pressure; at the same time, the safety valve returns the residual high-pressure fuel to the fuel pump inlet to avoid fuel accumulation inside the system.

11. A fuel regulation method for supplying fuel to multiple combustion chambers of an aircraft engine according to claim 10, characterized in that In step S200, the closed-loop regulation of the fuel flow rate in the main combustion chamber includes: S201 determines the target fuel flow rate required for the main combustion chamber according to the engine control signal; S202. The opening of the metering valve is precisely controlled by an electro-hydraulic servo valve or a stepper motor; S203. By adjusting the bypass oil flow in real time through the equal pressure differential valve, the pressure difference at both ends of the metering valve is maintained at a set value, so that the linear relationship between the metering valve opening and the flow rate remains constant; S204. Feedback the actual fuel supply status to form a closed-loop control circuit, and continuously correct the metering valve opening to ensure that the fuel flow in the main combustion chamber matches the target value.

12. A fuel regulation method for fuel supply to multiple combustion chambers of an aircraft engine according to claim 10, characterized in that In step S300, the closed-loop regulation of the fuel flow in the non-main combustion chamber includes: according to the operating conditions of the engine under different flight envelopes and performance requirements, a pre-programmed non-main combustion chamber optimization fuel supply strategy is adopted, and the high-pressure oil output by the fuel pump is reduced to a set pressure value and kept constant through a differential pressure reducing valve; the metering valve accurately controls the fuel flow entering the non-main combustion chamber under a constant inlet pressure condition; at the same time, the system dynamically adjusts the metering valve opening according to the combustion chamber outlet temperature, pressure and engine thrust parameters to optimize the combustion efficiency and stability of the non-main combustion chamber.

13. The fuel regulation method for fuel supply to multiple combustion chambers of an aircraft engine according to claim 10, characterized in that: It also includes the steps of fault diagnosis and fault-tolerant control, including: by monitoring the position feedback signals of each metering valve, distribution valve, parking solenoid valve, and the pressure and flow parameters of each pipeline section, real-time system status evaluation; when an abnormality is detected in a fuel regulation source, identifying the fault type and executing a fault-tolerant control strategy: for a non-main combustion chamber fuel supply failure, cutting off the fuel supply to the combustion chamber and increasing the fuel supply to the main combustion chamber; for a minor failure in the main combustion chamber fuel supply system, adjusting the fuel supply parameters within an acceptable range to ensure safe operation of the engine; for a major failure that endangers safety, triggering the emergency shutdown procedure.

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