A fuel regulation device, method and application for fuel supply of multiple combustion chambers of an aeroengine

Abstract

The present invention discloses a fuel regulation device, method and application for fuel supply to multiple combustion chambers of an aeroengine, belonging to the technical field of aeroengine fuel supply and regulation control. The device includes a single fuel power source and multiple fuel regulation sources arranged in parallel, and each fuel regulation source independently controls the fuel supply to the corresponding combustion chamber. The fuel regulation source of the main combustion chamber adopts a structure in which an equal-pressure difference valve and a metering valve are connected in parallel, and maintains a constant pressure difference across the metering valve in a bypass feedback regulation mode; the fuel regulation source of the non-main combustion chamber adopts a structure in which a fixed-difference pressure reducing valve and a metering valve are connected in series, and maintains a constant inlet pressure of the metering valve through a throttling control mode. Each fuel regulation source is equipped with a shutdown solenoid valve, which can realize independent or coordinated fuel cut-off for each combustion chamber. The fuel regulation configuration of single pump source and multiple metering outputs of the present invention realizes the fuel supply control for multiple combustion chambers, reduces the system weight and volume, and ensures the reliability and safety of the aeroengine.

Description

Technical Field

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

[0002] As one of the core subsystems of an aero-engine, the main function of the combustor is to mix fuel and air in an appropriate proportion and then burn them efficiently to generate high-temperature and high-pressure gas, which in turn drives the turbine to do 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 combustor, and its role is to accurately control the fuel supply quantity and distribution according to the operating conditions of the engine to achieve the best combustion effect.

[0003] The fuel supply system of an aero-engine mainly consists 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 requirements of the engine under different operating conditions, and ensure that the fuel injection pressure, flow rate and atomization quality are always in the optimal state to ensure combustion stability and efficiency. Especially in dynamic flight states such as acceleration, deceleration, cruise and tactical maneuver, the response ability and precise regulation ability of the fuel supply system directly affect the operating stability and fuel economy of the engine. According to the different requirements of aero-engines, the existing fuel supply systems can be roughly divided into two categories: single combustor fuel supply systems and multi-combustor fuel supply systems. Traditional aero-engines usually adopt a single combustor, but in high thrust-to-weight ratio engines, the combustion efficiency of a single combustor 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 aero-engines and reduce pollutant emissions at the same time, in recent years, multi-combustor technical solutions such as inter-stage combustors and bypass duct combustors have emerged. The multi-combustor fuel supply system adopts independent fuel supply circuits to supply fuel to the main combustor and non-main combustors (such as inter-stage combustors, bypass duct combustors or afterburners) respectively. This method can optimize the combustion efficiency in different operating modes and improve the thrust regulation ability of the engine. However, the complexity of the multi-combustor fuel supply system also brings many technical challenges, which are mainly reflected in the following aspects:

[0004] Taking the fuel supply system for aero-engine multi-combustors disclosed in US Patent No. US6487847B1 as an example of the traditional fuel supply mechanism, the main combustor and non-main combustors are respectively supplied with fuel independently by two sets of high-pressure pumps and fuel regulators. Since the non-main combustors do not operate in real time within the full envelope, during the non-operating stage, the high-pressure pumps for fuel supply to the non-main combustors run idly, consuming a great deal of energy, reducing efficiency, and also shortening the service life of the high-pressure pumps. In addition, due to the existence of two pump sources, not only does it increase the installation weight, with a cumbersome structure, large volume, and complex transmission system, resulting in a decrease in the thrust per unit cross-section and thrust-to-weight ratio of the engine, but there is also a problem of rotational common frequency, increasing engine vibration and further raising the engine failure rate. The complexity of the multi-combustor fuel supply system is also reflected in the precise requirements for fuel distribution and control. At different flight stages and operating conditions, each combustor requires precisely metered fuel supply to ensure the optimization of engine performance. It is difficult for the existing multi-pump-source fuel supply schemes to achieve the collaborative optimization of fuel supply among the combustors.

[0005] In summary, the existing multi-combustor fuel supply systems have problems such as complex structure, increased weight, large energy loss, response lag, enhanced vibration, and limited adjustment ability, and it is difficult to meet the requirements of modern aero-engines for lightweight, high efficiency, and reliability. Therefore, how to optimize the structure of the fuel supply system, improve the fuel control accuracy, reduce the system weight and energy loss, and enhance the reliability and response speed of the system while meeting the fuel supply requirements of multi-combustors is a technical problem to be urgently solved. Summary of the Invention

[0006] (I) Object of the Invention

[0007] Aiming at the above-mentioned defects and deficiencies of the prior art, to solve the technical problems such as the cumbersome structure, large volume, and high failure rate of the existing fuel supply system for aero-engine multi-combustors, the present invention aims to provide a fuel regulation device, method, and application for aero-engine multi-combustors. By adopting the principle configuration of a single pump source with multiple metering outputs to replace the traditional multi-pump-source multi-way fuel supply scheme, while reducing the size and weight, it realizes the fuel supply distribution for more independent combustors and reduces the engine failure rate. Specifically, the present invention maintains a constant pressure difference across the metering valve by means of equal pressure difference or fixed-difference pressure reduction, making the fuel flow rate linearly related to the opening degree of the metering valve, thereby achieving precise regulation of fuel supply; at the same time, the parking solenoid valve is combined with the distribution valve to achieve rapid fuel cut-off control for the combustors and improve the system safety. In addition, the present invention adopts a single pump source fuel supply mode, avoiding the idling loss of the high-pressure pumps for non-main combustors, reducing energy consumption and engine vibration, and improving the system reliability.

[0008] (II) Technical Solution

[0009] To achieve the object of the invention and solve its technical problems, the present invention adopts the following technical solutions:

[0010] The first object of the present invention is to provide a fuel regulation device for fuel supply to multiple combustion chambers of an aeroengine, which is used to accurately control and distribute the fuel flow of the main combustion chamber and non-main combustion chambers in the single fuel pump fuel supply mode. It includes a single fuel power source and several fuel regulation sources, where:

[0011] The fuel power source at least includes: a fuel pump for providing a stable and reliable high-pressure oil source for the fuel regulation system; a safety valve arranged on the bypass pipeline of the fuel pump, which opens to relieve pressure and returns the high-pressure oil to the fuel pump inlet when the outlet pressure of the fuel pump exceeds the set threshold.

[0012] Each fuel regulation source is arranged in parallel and is in fluid communication with the outlet of the fuel power source. Each fuel regulation source independently controls the fuel supply of a corresponding combustion chamber and at least includes:

[0013] A metering valve arranged on the fuel supply pipeline for controlling the fuel flow into the corresponding combustion chamber.

[0014] A distribution valve, whose inlet is connected to the outlet of the metering valve through a pipeline, and the outlet is connected to the corresponding combustion chamber through a pipeline, for distributing the fuel to each nozzle of the corresponding combustion chamber.

[0015] A shutdown solenoid valve, in a normally closed state, is connected in parallel between the inlet end of the distribution valve and the spring chamber after being connected in series with a throttle nozzle I, and is connected to the fuel pump inlet through a throttle nozzle II, for cutting off the fuel supply of the corresponding combustion chamber during an emergency shutdown.

[0016] The fuel regulation source corresponding to the main combustion chamber further includes an equal pressure difference valve, whose inlet end and spring chamber are cross-connected with both ends of the corresponding metering valve respectively, forming a parallel mode with the corresponding metering valve, and its outlet end is connected to the fuel pump inlet, and maintains the pressure difference at both ends of the metering valve constant through a bypass feedback regulation method, so that the opening degree of the metering valve is linearly related to the flow rate, realizing the stable control of the fuel flow of the main combustion chamber.

[0017] The fuel regulation source corresponding to the non-main combustion chamber further includes a fixed differential pressure reducing valve arranged in series upstream of the corresponding metering valve, whose inlet end is connected to the fuel pump outlet, and its outlet end is connected to the inlet end of the corresponding metering valve, and maintains the inlet pressure of the corresponding metering valve constant through a throttling control method, so that the opening degree of the corresponding metering valve is linearly related to the flow rate, realizing the accurate control of the fuel flow of the non-main combustion chamber.

[0018] The second object of the present invention is to provide an aeroengine, including the fuel regulation device for fuel supply to multiple combustion chambers of the aeroengine of the present invention.

[0019] The third object of the present invention is to provide a fuel regulation method for fuel supply to multiple combustion chambers of an aeroengine. Based on the above fuel regulation device for fuel supply to multiple combustion chambers of an aeroengine of the present invention, the fuel regulation method at least includes the following implementation steps:

[0020] S100. Starting of the fuel power source:

[0021] Start the fuel pump to provide a high-pressure oil source to all fuel regulation sources, and monitor the pressure at the outlet of the fuel pump in real time. When the pressure exceeds the set threshold of the safety valve, trigger the automatic opening of the safety valve to relieve pressure, so that the overpressure fuel flows back to the inlet of the fuel pump through the bypass pipeline;

[0022] S200. Closed-loop regulation of the fuel flow rate in the main combustion chamber:

[0023] According to the engine operating state and the target thrust requirement, control the opening of the metering valve corresponding to the main combustion chamber, maintain a constant pressure difference across the metering valve of the main combustion chamber through an equal-pressure-difference valve, and distribute the fuel to each nozzle of the main combustion chamber through a distribution valve;

[0024] S300. Closed-loop regulation of the fuel flow rate in non-main combustion chambers:

[0025] According to the engine operating mode and the auxiliary thrust requirement, control the opening of the metering valve corresponding to the non-main combustion chamber, maintain a constant inlet pressure of the metering valve through a fixed-differential pressure reducing valve, and distribute the fuel to each nozzle of the non-main combustion chamber through a distribution valve;

[0026] S400. Cooperative management of fuel supply to multiple combustion chambers:

[0027] According to the engine operating condition requirements, independently or cooperatively control the fuel supply to the main combustion chamber and non-main combustion chambers to achieve a single combustion chamber working mode or a multi-combustion chamber cooperative working mode; and based on the engine operating condition parameters, dynamically adjust the opening of each metering valve, the flow rate of the distribution valve, and the working state of the fuel pump to achieve dynamic distribution of the fuel flow rates in the main combustion chamber and non-main combustion chambers. At the same time, eliminate the flow coupling interference between multiple loops through differential pressure closed-loop control;

[0028] S500. Emergency control of fuel supply:

[0029] In case of an emergency stop, simultaneously or separately energize and open the stop solenoid valves in each fuel regulation source, 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 fuel supply to the corresponding combustion chamber, and suppress the transient pressure shock during fuel cut-off through the damping effect of the throttle nozzle;

[0030] S600. Reset of the fuel supply system and shutdown management:

[0031] When the engine shuts down, the fuel pump is turned off, and the metering valve and distribution valve in each fuel regulation source are turned off in sequence 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 inlet of the fuel pump to prevent the fuel accumulated inside the system from affecting the next startup.

[0032] (III) Technical Effects

[0033] Compared with the prior art, the fuel regulation device, method and application for multi-combustor fuel supply of the aeroengine provided by the present invention have the following beneficial and remarkable technical effects:

[0034] (1) The present invention adopts the principle configuration of a single high-pressure fuel pump driving multiple parallel fuel regulation sources to replace the traditional multi-pump source and multi-way fuel supply scheme, reducing the number of pump bodies, transmission mechanisms and redundant pipelines, reducing the overall weight and volume of the device, increasing the unit cross-sectional thrust and thrust-to-weight ratio of the engine, and meeting the lightweight requirements of modern aeroengines. The present invention adopts a parallel fuel regulation source architecture, which can independently or cooperatively control the fuel supply modes of the main combustor and non-main combustors, eliminates the flow coupling interference between multiple loops through differential pressure closed-loop control, realizes the precise fuel distribution of the main and non-main combustors, and improves the working adaptability of the engine under different flight conditions. In addition, the present invention adopts a single pump source fuel supply mode, which effectively avoids the idling loss of the high-pressure pump of the non-main combustor, reduces energy consumption and engine vibration.

[0035] (2) The present invention adopts a fuel regulation strategy combining a metering valve, an equal differential pressure valve and a fixed differential pressure reducing valve to ensure the accuracy of fuel distribution and the stability of combustor fuel supply under different working modes, and precisely controls the fuel flow rates of the main combustor and non-main combustors through the equal differential pressure valve and the fixed differential pressure reducing valve respectively to ensure that the differential pressure or inlet pressure at both ends of the metering valve is constant, realizing the linear relationship between the fuel flow rate and the opening area of the metering valve. In addition, the present invention designs a fast-response shutdown solenoid valve and a fuel cut-off control mechanism, which can quickly cut off the fuel supply in case of emergency shutdown or abnormal combustion, and suppress the fuel cut-off transient shock through the damping effect of the throttle nozzle to ensure the safety and combustion stability of the system and improve the operation reliability of the engine. Description of the Drawings

[0036] Figure 1 Schematic diagram of the fuel regulation device for multi-combustor fuel supply of the aeroengine of the present invention;

[0037] Figure 2 Schematic diagram of the simulation results of the fuel regulation device of the present invention, where (A) is the simulation result of the first metering valve and (B) is the simulation result of the second metering valve;

[0038] Figure 3Flow chart of fuel regulation method for multi-combustor fuel supply of an aero-engine according to the present invention.

[0039] Description of reference numerals:

[0040] Fuel pump 1, safety valve 2, equal-pressure difference valve 3, first metering valve 4, first distribution valve 5, first shutdown solenoid valve 6, second metering valve 7, fixed-difference pressure reducing valve 8, second distribution valve 9, second shutdown solenoid valve 10, first throttle nozzle I 11, first throttle nozzle II 12, second throttle nozzle I 13, second throttle nozzle II 14, main combustor 100, non-main combustor 200. Specific embodiments

[0041] The present invention aims to provide a fuel regulation device, method and application for multi-combustor fuel supply of an aero-engine. To make the purpose, technical solution and advantages of the implementation of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0042] Embodiment 1: Fuel regulation device

[0043] As a specific example, as Figure 1 shown, the fuel regulation device for multi-combustor fuel supply of an aero-engine provided in the embodiment of the present invention mainly consists of a set of fuel power sources and multiple sets (two sets shown in the figure) of fuel regulation sources. Among them, the fuel power source mainly consists 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 regulation 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 front of the inlet of the fuel pump 1 for pressure relief to ensure the safety of the entire fuel system. Preferably, the safety valve 2 can adopt a pilot-operated structure, including a main valve and a pilot control valve. When the outlet pressure of the fuel pump is lower than the set threshold, the pilot control valve closes, and the main valve remains closed under the action of the spring force; when the outlet pressure of the fuel pump exceeds the set threshold, the pilot control valve opens, conducts the control oil circuit, reduces the pressure on the upper part of the main valve, and the main valve opens under the combined action of the lower high pressure and the upper spring force, guiding the high-pressure fuel 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 pre-tightening force of the pilot control valve.

[0044] There are two groups of fuel regulation sources in this embodiment. Among them, the first fuel regulation source independently controls the fuel supply of the main combustion chamber 100 and is composed of components such as an equal-pressure-difference valve 3, a first metering valve 4, a first distribution valve 5, a first shutdown solenoid valve 6, a first throttle nozzle I 11, and a first throttle nozzle II 12. For the equal-pressure-difference valve 3, its inlet end and spring chamber are cross-connected with the left and right ends of the first metering valve 4 respectively, thus forming a parallel mode. Its outlet end is connected to the inlet of the fuel pump 1 to ensure that the pressure difference across the first metering valve 4 is always a fixed value, so that the opening area of the first metering valve 4 is linearly related to the outlet flow rate, thereby achieving stable control of the fuel supply to the main combustion chamber 100.

[0045] Specifically, when the equal-pressure-difference valve 3 is working, its inlet and spring chamber are cross-connected with the left and right ends of the corresponding metering valve of the main combustion chamber 100 respectively, forming a feedback regulation loop in parallel mode. By automatically adjusting the bypass flow rate, it ensures that the pressure difference across the first metering valve 4 is always maintained at the set value. When the pressure difference across the first metering valve 4 is greater than the set value, the opening of the equal-pressure-difference valve 3 increases, bypassing more fuel to the inlet of the fuel pump 1 and reducing the pressure at the inlet end of the first metering valve 4; when the pressure difference across the first metering valve 4 is less than the set value, the opening of the equal-pressure-difference valve 3 decreases, reducing the bypass flow rate to increase the pressure at the inlet end of the first metering valve 4.

[0046] The first metering valve 4 is arranged on the fuel supply pipeline and is used to control the fuel flow rate entering the main combustion chamber 100. And the first metering valve 4 is preferably controlled by an electro-hydraulic servo valve or a stepping motor, etc. According to the control signal issued by the engine control system, it controls the opening area of the metering valve 4, thereby controlling the fuel flow rate to the first distribution valve 5. After the fuel is reasonably distributed by the first distribution valve 5, it enters the nozzles of the main combustion chamber 100, providing high-pressure and reliable fuel for the stable combustion of the main combustion chamber 100.

[0047] 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, and is used to distribute the fuel to the nozzles of the main combustion chamber 100. The first distribution valve 5 preferably adopts a multi-way distribution valve structure. Its outlet channels are respectively connected to multiple nozzles of the main combustion chamber 100 through multi-way branch pipelines. Under normal working conditions, the spring force in its spring chamber pushes the valve core to maintain the flow-through state, and the fuel flows from the first distribution valve 5 to the nozzles of the main combustion chamber 100; in the emergency shutdown state, high-pressure oil enters its spring chamber, and under the combined action of the spring force and the oil pressure, its valve core moves to the closed position, realizing rapid and reliable fuel cut-off of the main combustion chamber 100 and avoiding the residual combustion phenomenon after the engine stalls.

[0048] The first parking solenoid valve 6 is normally closed. The first parking solenoid valve 6 is connected in series with the throttle nozzle 11 and then in parallel with the inlet and the spring chamber of the first distribution valve 5, and then is connected to the inlet of the fuel pump 1 through the throttle nozzle 12. When the engine needs to be emergently stopped, the first parking solenoid valve 6 is energized and the first parking solenoid valve 6 opens. 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 pressures at the inlet and the spring chamber of the first distribution valve 5 are the same. Due to the action of the spring in the spring chamber, the spool of the first distribution valve 5 moves towards the inlet of the first distribution valve 5 (moves to the left), thereby closing the first distribution valve 5, cutting off the fuel 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 is a normally-closed two-way solenoid valve. When emergently stopped, it receives an energization signal and turns to the open state, introducing the high-pressure oil at the inlet of the first distribution valve 5 into its spring chamber, making the oil pressures at its inlet end and the spring chamber tend to be balanced. At this time, under the action of the spring force in the spring chamber, the spool of the distribution valve is urged to move towards 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 I 11 and the first throttle nozzle II 12 cooperating 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.

[0049] In the embodiment of the present invention, the second fuel regulation source is arranged in parallel with the first fuel regulation source and is used to independently control the fuel supply to the non-main combustion chamber 200. It mainly consists of components such as the second metering valve 7, the constant differential pressure reducing valve 8, the second distribution valve 9, the second parking solenoid valve 10, the second throttle nozzle I 13, and the second throttle nozzle II 14. Among them, components such as the second metering valve 7, the second distribution valve 9, the second parking solenoid valve 10, the second throttle nozzle I 13, and the second throttle nozzle II 14 are similar to the corresponding components in the first fuel regulation source in terms of structure and setting method.

[0050] The second metering valve 7 is controlled by an electro-hydraulic servo valve or a stepper motor, etc. According to the control signal sent by the engine control system, it controls the opening area of the second metering valve 7, thereby controlling the fuel flow rate to the second distribution valve 9. The second metering valve 7 is connected in series with a constant differential pressure reducing valve 8 to ensure that the pressure difference across the second metering valve 7 remains constant, so as to achieve a linear relationship between the opening area of the metering valve and the outlet flow rate, thereby realizing stable control of fuel supply to the combustion chamber. Specifically, the constant differential pressure reducing valve 8 is arranged in series with the second metering valve 7, preferably adopting a direct-acting spring-loaded structure. Its inlet end is connected to the outlet of the fuel pump 1, its outlet end is connected to the inlet end of the second metering valve 7, its spring chamber is connected to the fuel return pipeline, and the displacement of its spool is controlled by the dynamic balance between the pressure in the spring chamber and the downstream pressure, so as to automatically adjust the spool position when the inlet pressure changes, and maintain the inlet pressure of the second metering valve 7 constant in a throttling control manner, ensuring a linear relationship between the opening of the second metering valve 7 and the flow rate, and realizing precise control of the fuel flow rate to the non-main combustion chamber 200.

[0051] The second shutdown solenoid valve 10 is normally closed. The second shutdown solenoid valve 10 is connected in series with the first throttle nozzle I 13 and then connected in parallel with the inlet and spring chamber of the second distribution valve 9, and then connected to the inlet of the fuel pump 1 through the second throttle nozzle II 14; when the engine needs to be shut down emergently, the second shutdown solenoid valve 10 is energized and the second shutdown solenoid valve 10 opens, 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 and the spring chamber of the second distribution valve 9 is the same. Due to the action of the spring in the spring chamber, the spool of the second distribution valve 9 moves towards the inlet of the second distribution valve 9 (moves to the left), thereby closing the second distribution valve 9, cutting off the fuel supply to the non-main combustion chamber 200, and realizing the shutdown function; the first throttle nozzle I 13 and the throttle nozzle II 14 play a role in stabilizing the system oil pressure.

[0052] Preferably, the fuel regulating device of the present invention is further provided with an electronic control unit for receiving the engine operating state 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, and matching the fuel supply requirements under different engine operating conditions; and the electronic control unit presets multiple fuel flow regulation curves to adapt to the fuel supply requirements in different flight stages, ensuring that the system can provide the best fuel control under acceleration, deceleration, cruising and high-load conditions.

[0053] In this Embodiment 1, a simulation model is also built based on the above fuel regulating device, and dynamic simulation analysis is carried out to verify the regulation stability and accuracy of the fuel regulator under different operating conditions. The simulation results are shown by Figure 2As shown in the figure, where (A) is the curve of the pressure difference across the first metering valve (corresponding to the main combustion chamber) varying with time, and (B) is the curve of the pressure difference across the second metering valve (corresponding to the non-main combustion chamber) varying with time. It can be seen from the figure that at the initial stage of the simulation, due to the system startup and the establishment of the fuel circuit, there are certain fluctuations in the pressure differences across both metering valves. During the full operating conditions of the fuel regulator, the pressure difference across the first metering valve leading to the main combustion chamber is always stable at around -10.4 Bar, and the pressure difference across the second metering valve leading to the non-main combustion chamber is always stable at around -15.55 Bar. This indicates that the fuel regulator of the present invention can maintain the pressure stability across the metering valve under different operating conditions, thereby ensuring the precise control of the fuel flow rate 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 differences of each metering valve exhibit short-term fluctuations, but quickly converge to a stable value within a short time, indicating that the system has good dynamic response characteristics and anti-interference ability. By adopting the combined action of an equal-pressure-difference valve and a constant-difference 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 support for the efficient operation of the aeroengine.

[0054] In summary, the fuel regulation device for multi-combustion-chamber fuel supply of the aeroengine provided in Embodiment 1 realizes the precise control and distribution of the fuel flow rates of the main combustion chamber 100 and the non-main combustion chamber 200 on the basis of a single fuel pump source, optimizes the engine fuel supply system, improves the fuel utilization efficiency, reduces the system weight and volume at the same time, and enhances the stability and response speed of fuel regulation.

[0055] Embodiment 2: Fuel regulation method

[0056] On the basis of the fuel regulation device for multi-combustion-chamber fuel supply of the aeroengine shown in the above Embodiment 1, Embodiment 2 further provides a control method for this fuel regulation device. Specifically, as Figure 3 shown, the implementation of this fuel regulation control method may include the following steps:

[0057] S100. Start the fuel power source: Start the fuel pump to provide a high-pressure oil source to all fuel regulation sources, and monitor the pressure at the outlet of the fuel pump in real time. When the pressure exceeds the set threshold of the safety valve, trigger the safety valve to open automatically for pressure relief, so that the overpressure fuel flows back to the inlet of the fuel pump through the bypass pipeline.

[0058] S200. Closed-loop regulation of the fuel flow rate in the main combustion chamber: According to the engine operating state and the target thrust requirement, control the opening degree of the metering valve corresponding to the main combustion chamber, maintain the pressure difference across the metering valve in the main combustion chamber constant through an equal-pressure-difference valve, and distribute the fuel to each nozzle in the main combustion chamber through a distribution valve.

[0059] Preferably, in step S200, the closed-loop regulation of the fuel flow rate in the main combustion chamber includes:

[0060] S201. Determine the target value of the fuel flow rate required for the main combustion chamber according to the engine control signal;

[0061] S202. Precisely control the opening of the metering valve through an electro-hydraulic servo valve or a stepper motor;

[0062] S203. Adjust the flow rate of the bypass oil passage in real time through an equal-pressure-difference valve to maintain the pressure difference across the metering valve at a set value, so as to keep the linear relationship between the opening of the metering valve and the flow rate constant;

[0063] S204. Feed back the actual fuel supply state to form a closed-loop control loop, continuously correct the opening of the metering valve, and ensure that the fuel flow rate in the main combustion chamber matches the target value.

[0064] S300. Closed-loop regulation of the fuel flow rate in the non-main combustion chamber: According to the engine operating mode and the auxiliary thrust requirement, control the opening of the metering valve corresponding to the non-main combustion chamber, maintain the inlet pressure of the metering valve constant through a constant-differential pressure reducing valve, and distribute the fuel to each nozzle of the non-main combustion chamber through a distribution valve.

[0065] Preferably, in step S300, the closed-loop regulation of the fuel flow rate in the non-main combustion chamber includes: According to the operating conditions of the engine under different flight envelopes and performance requirements, adopt a pre-programmed optimized fuel supply strategy for the non-main combustion chamber, reduce the high-pressure oil output by the high-pressure pump to a set pressure value and keep it constant through a constant-differential pressure reducing valve; under the condition of a constant inlet pressure, the metering valve precisely controls the fuel flow rate entering the non-main combustion chamber; at the same time, the system dynamically adjusts the opening of the metering valve 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.

[0066] S400. Coordinated management of fuel supply for multiple combustion chambers: According to the engine operating condition requirements, independently or coordinately control the fuel supply of the main combustion chamber and the non-main combustion chamber to achieve a single combustion chamber working mode or a multi-combustion chamber coordinated working mode; and based on the engine operating condition parameters, dynamically adjust the opening of each metering valve, the flow rate of the distribution valve and the working state of the fuel pump to realize the dynamic distribution of the fuel flow rate between the main combustion chamber and the non-main combustion chamber, and at the same time eliminate the flow coupling interference between multiple loops through differential pressure closed-loop control.

[0067] S500. Emergency control of fuel supply: During an emergency stop, simultaneously or separately energize and open the stop solenoid valves in each fuel regulation source, 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 fuel supply to the corresponding combustion chamber, and suppress the transient pressure impact during fuel cut-off through the damping effect of the throttle nozzle.

[0068] S600. Fuel supply system reset and shutdown management: When the engine shuts down, the fuel pump is turned off, and the metering valve and distribution valve in each fuel regulation source are turned off in sequence 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 inlet of the fuel pump to prevent the fuel accumulated inside the system from affecting the next start-up.

[0069] Preferably, when implementing the above fuel regulation control method of the present invention, it further includes steps of fault diagnosis and fault tolerance control, including: evaluating the system state in real time by monitoring the position feedback signals of each metering valve, distribution valve, and shutdown solenoid valve, as well as the pressure and flow parameters of each pipeline section; when an abnormality in a certain fuel regulation source is detected, identifying the fault type and implementing a fault tolerance control strategy: for the fuel supply fault of the non-main combustion chamber, cut off the fuel supply to this combustion chamber and increase the fuel supply to the main combustion chamber to maintain the engine performance; for the minor fault of the fuel supply system of the main combustion chamber, adjust the fuel supply parameters within an acceptable range to ensure the safe operation of the engine; for a major fault endangering safety, trigger an emergency shutdown procedure.

[0070] The above fuel regulation method provided in Embodiment 2 realizes the precise fuel supply to the main combustion chamber and non-main combustion chamber through a closed-loop control strategy, ensures the stability of the fuel flow through the combined regulation of the equal-pressure difference valve and the fixed-difference 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 aeroengine, improving the fuel utilization rate, reducing energy consumption, and enhancing the reliability and dynamic response ability of the combustion system.

[0071] The above are only the preferred embodiments of the present invention, and do not impose any limitations on the present invention. Any simple modification, change, and equivalent structural change made to the above embodiments according to the technical essence of the present invention still fall 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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