Thrust control failure adjustment device and thrust control failure adjustment method

Abstract

The invention discloses a thrust control fault adjusting device and a thrust control fault adjusting method, which are applied to an aero-engine and are used for adjusting an over-rotation fault and an uncontrollable high thrust fault of the aero-engine. The thrust control fault adjusting device comprises a mechanical hydraulic metering system (Ud), a hydraulic control system (Ud) and a control system (Ud), wherein the mechanical hydraulic metering system is used for metering fuel oil from an oil tank and then supplying the fuel oil to a fuel oil nozzle; and a fuel oil flow transmission adjusting part (Uf) which is arranged on a flow path between the mechanical hydraulic metering system and an engine combustion chamber port (P22) and is used for adjusting the flow of the flow path between the mechanical hydraulic metering system and the engine combustion chamber port. The adjustment also includes closing the flow path. Fuel oil adjustment of independent over-running faults and uncontrollable high-thrust faults can be carried out according to the safety level, and quick response and accurate control can be achieved through a simple structure.

Description

Technical Field

[0001] The invention relates to a thrust control fault adjustment method and a device thereof, which are used for adjusting an over-speed fault and an uncontrollable high thrust fault of an aero-engine. Background Art

[0002] An uncontrollable high thrust failure of an engine is defined as the crew being unable to reduce the excessive thrust generated by the engine through normal means (such as manual manipulation of the throttle lever or automatic throttle control). Uncontrollable high thrust failure of an engine and its hazards have long existed in the design of transport aircraft.

[0003] For transport aircraft, the normal way is for the crew to control the engine thrust directly with the throttle lever or indirectly through the autothrottle. In traditional engine control systems, there are many single or multiple fault combinations that cause the engine control system to lose its normal control ability. Some of these faults make the actual engine thrust significantly higher than the command value, or the engine remains in a high thrust state when the throttle control command is low. This type of fault is called an uncontrollable high thrust engine fault. For example, the engine fuel metering device is stuck in a relatively high fuel flow position. At this time, the crew cannot control the thrust with the throttle lever or autothrottle. The engine thrust continues to increase until the engine limit is reached or some intervention measures are taken. The engine limit may be an independent control limit function of the engine, such as engine overspeed protection, or it may be an inherent physical limit of the engine, such as engine stall. The above intervention measures include some operations to restore normal control, or using an independent fuel shut-off valve to shut down the affected engine.

[0004] According to the rough statistics of the Federal Aviation Administration (FAA) on the probability of uncontrollable high thrust failures in the past 20 years, the probability of uncontrollable high thrust failures in transport aircraft using turbofan engines is currently 1×10-7 times / flight hour. With the increase in route traffic congestion and the use of parallel runways, the risk of aircraft encountering uncontrollable high thrust has increased. In recent years, the risk of uncontrollable high thrust has increased due to factors such as automatic takeoff thrust control (ATTCS) and the application of thrust-reduced engines. Startup can solve such related failures.

[0005] Traditional aircraft engine control uses a "fail-safe" approach to protect the engine from excessive thrust, and allows the crew to determine the appropriate time to shut down the engine and shut down the faulty engine through an independent fuel cut-off device to prevent such failures from causing catastrophic consequences. However, the protection of this type of design for the uncontrollable high thrust of the engine is based on the following assumptions, that is, the crew can identify the uncontrollable high thrust fault state and safely handle the uncontrollable high thrust fault before the uncontrollable high thrust fault causes unacceptable danger to the aircraft. However, engineering research and aircraft operating experience as well as some aircraft crashes have shown that in the case of loss of normal control of engine thrust (power), even if the faulty engine is shut down through an independent fuel cut-off switch, the flight crew is not always able to safely handle such a fault. In other words, such assumptions are not always correct. Therefore, the European and American airworthiness review parties believe that many assumptions in the safety analysis need to be confirmed and the test verification plan needs to be re-conducted. It is recommended to use the MOC5 and MOC6 methods for verification, that is, the compliance verification method using ground tests and flight tests.

[0006] In addition, for complex emergency scenarios, it is necessary to integrate logical reasoning, adaptive control and intelligent control technology to better solve the safety problems of complex system operation. The solution is to use intelligent technology to develop new systems for detection, detection and disposal, and improve the crew's ability to deal with emergencies. Some aircraft manufacturers have proposed the need to add a thrust control fault adjustment TCMA function to the engines of newly designed aircraft. When a thrust control fault (ThrustControl Malfunction) event occurs, the engine control system automatically completes this function instead of the flight crew performing the so-called "appropriate" disposal, which is more conducive to ensuring the safety of aircraft flight. Summary of the invention

[0007] The present invention is made in view of the above-mentioned technical problems in the past, and its purpose is to provide a thrust control fault adjustment device and a thrust control fault adjustment method. When the EMU detects an over-speed fault, the oil circuit can be quickly cut off to prevent the fault from spreading and causing safety problems. When the EMU detects an uncontrollable high thrust fault, precise control of oil reduction can be achieved.

[0008] A first embodiment of the present invention relates to a thrust control fault adjustment device, which is applied to an aircraft engine and includes: a mechanical hydraulic metering system Ud, which meters the fuel from the fuel tank and supplies it to the fuel nozzle; and a fuel flow transmission adjustment unit Uf, which is arranged on the flow path between the mechanical hydraulic metering system and the engine combustion chamber port P22, and adjusts the flow of the flow path between the mechanical hydraulic metering system and the engine combustion chamber port.

[0009] A second embodiment of the present invention relates to a thrust control fault adjustment method, which is applied to aircraft engines and includes: a mechanical hydraulic metering step, in which the fuel from the fuel tank is metered by a mechanical hydraulic metering system Ud and then supplied to the fuel nozzle; and a fuel flow transmission adjustment step, in which the flow of the flow path between the mechanical hydraulic metering system and the engine combustion chamber port P22 is adjusted by a fuel flow transmission adjustment unit Uf provided on the flow path between the mechanical hydraulic metering system and the engine combustion chamber port P22.

[0010] According to the thrust control fault adjustment device and the thrust control fault adjustment method of the present invention, fuel adjustment for independent overrun faults and uncontrollable high thrust faults can be performed according to the safety level, and rapid response and precise control can be achieved with a simple structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a simplified diagram of the fuel control system of an aircraft engine.

[0012] Figure 2 It is a simplified diagram of the HMU metering system of the fuel system.

[0013] Figure 3 It is a diagram showing the working principle of the HMU metering system.

[0014] Figure 4 Schematic diagram showing an aircraft engine TCMA control method and apparatus thereof according to an embodiment of the present invention.

[0015] Figure 5 It is a partial cross-sectional schematic diagram showing the structure of an aircraft engine TCMA control method and an apparatus thereof according to an embodiment of the present invention.

[0016] Figure 6 (a), (b), and (c) are diagrams showing the structures of a boost shutoff valve, an overspeed protection solenoid valve, and a flow rate proportional control solenoid valve, respectively.

[0017] Figure 7 1 is a block diagram showing a TCMA control method for an aircraft engine according to an embodiment of the present invention.

[0018] (Explanation of symbols)

[0019] Ud HMU metering system

[0020] Uda fuel metering valve

[0021] Ud1 electro-hydraulic servo valve

[0022] Ud2 metering valve

[0023] Ud3 first displacement sensor

[0024] Ud4 pressure sensor

[0025] Ud5 bypass valve

[0026] Ud7 adjustable shut-off valve

[0027] Uf fuel flow transmission regulation unit

[0028] Uf1 boost shut-off valve

[0029] Uf2 overrun protection solenoid valve

[0030] Uf2g oil pressure switching device

[0031] Uf3 flow ratio control solenoid valve

[0032] Uf4 second displacement sensor DETAILED DESCRIPTION

[0033] Unless otherwise defined, the technical terms used in the present invention shall have the usual meanings understood by persons with ordinary skills in the field to which the present invention belongs. Unless it is clearly stated in the present invention that there is a sequence of steps, the words "first", "second" and similar words used in this article do not indicate any order, quantity or importance, but are only used to distinguish different components. In addition, the terms "upper", "lower", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0034] Hereinafter, an aircraft engine TCMA control method and device thereof according to an embodiment of the present invention will be described based on the accompanying drawings.

[0035] First, a brief description of the fuel control system of an aircraft engine is given.

[0036] Figure 1 This is a simplified diagram of the fuel control system of an aircraft engine. Figure 1As shown, the fuel flows from the aircraft tank through the pipeline into the fuel pump, passes through the low-pressure pump Ua (low-pressure stage Lp), and the pressurized fuel enters the IDG lubricating oil cooler and is transported to the main fuel / lubricating oil heat exchanger for cooling the IDG and engine return oil. After that, the fuel returns to the main fuel filter Ub of the fuel pump for filtration, and is again pressurized by the high-pressure gear pump Uc (high-pressure stage Hp), and then is divided into two routes. The fuel in the first oil route L1 flows through the mechanical hydraulic metering system Ud (HMU metering system) for fuel metering and is then supplied to the fuel nozzle. The fuel in the second oil route L2 flows through the servo fuel heater and then is filtered through the fuel filter. The heated fuel has an anti-icing effect, and then enters the HMU servo machinery Ue, and then the fuel flows into the actuator, such as VBV, VSV to participate in the adjustment of the actuator.

[0037] In addition, a third oil path L3 is provided between the HMU servo-machine Ue and the front end of the main fuel / lubricating oil heat exchanger. Since the fuel in the HMU servo-machine Ue is pressurized by the high-pressure gear pump, the pressure at the high-pressure gear pump end is relatively high, and the excess fuel will return to the main fuel / lubricating oil heat exchanger.

[0038] The second oil passage L2 and the third oil passage L3 are not described in detail because they are not related to the invention of the present invention. Hereinafter, the control of the first oil passage L1 will be described in detail.

[0039] As a cause of uncontrollable high thrust in a conventional fuel control system, for example, failure of a low-pressure physical speed sensor or an inlet total temperature sensor can be cited. In addition, when the fuel metering valve of the HMU metering system is stuck, it can also cause uncontrollable high thrust failure, which will be further explained later.

[0040] Figure 2 This is a simplified diagram of the HMU metering system of the fuel control system. As mentioned above, the fuel is divided into two paths after being pressurized by the high-pressure gear pump Uc (high-pressure stage Hp). The fuel in the first oil path L1 flows through the HMU metering system Ud for fuel metering and is then supplied to the fuel injector.

[0041] The HMU metering system Ud includes the fuel metering valve part Uda as the main body. Figure 2 As shown, the fuel metering valve unit Uda generally includes a fuel metering electro-hydraulic servo valve Ud1, a metering valve Ud2, and a first displacement sensor Ud3. The aircraft engine controller EEC controls the torque motor and armature action of the fuel metering electro-hydraulic servo valve Ud1, thereby controlling the position of the metering valve Ud2. For the specific working principle, refer to Figure 3 .

[0042] Figure 3This is a diagram showing the working principle of the HMU metering system Ud. In the fuel metering valve unit Uda, the first oil pressure P1 is the fuel pressure before metering, and the second oil pressure P2 is the fuel pressure after metering. Under the action of the head pressure sensor Ud4 and bypass valve Ud5 described later, the difference between the first oil pressure P1 and the second oil pressure P2 always remains unchanged.

[0043] The formula for the flow rate Q of the fuel metering valve portion Uda is known to be formula (1).

[0044]

[0045] It can be seen from formula (1) that when the pressure difference between P1 and P2 remains unchanged, the fuel flow rate Q is only related to the valve port area A, and the valve port area A is related to the valve port opening, that is, the valve core displacement.

[0046] When the fuel flow Q needs to be changed, the EEC sends a command to the fuel metering electro-hydraulic servo valve Ud1, which controls the pressure chambers at both ends of the fuel metering valve part Uda through the fuel metering electro-hydraulic servo valve Ud1 to produce a pressure difference, causing the first valve core of the metering valve Ud2 to move, changing the valve opening, that is, the throttling area, thereby changing the flow rate.

[0047] In addition, a connecting rod is connected to the first valve core of the metering valve Ud2 for connecting to the first displacement sensor Ud3. The first displacement sensor Ud3 feeds back the displacement signal of the first valve core to the EEC, thereby forming a position closed-loop control.

[0048] Under normal circumstances, the pressure difference between P1 and P2 remains unchanged, and the EEC controls the fuel flow rate sent to the engine combustion chamber by controlling the position of the first valve core of the metering valve Ud2 (equivalent to the throttling area). However, when the fuel metering valve part Uda of the HMU metering system Ud is stuck, it cannot be simply fault-tolerant through software.

[0049] To this end, the inventor of the present application has conducted in-depth research and proposed a new control method and device for thrust control failure adjustment (TCMA) of an aircraft engine.

[0050] Next, refer to Figure 4 to Figure 7 , an aircraft engine TCMA control method and device thereof according to an embodiment of the present invention are described.

[0051] Figure 4 Schematic diagram showing an aircraft engine TCMA control method and apparatus thereof according to an embodiment of the present invention. Figure 5 It is a partial cross-sectional schematic diagram showing the structure of an aircraft engine TCMA control method and an apparatus thereof according to an embodiment of the present invention.

[0052] like Figure 4 , Figure 5As shown, the aircraft engine TCMA control device according to the embodiment of the present invention includes a fuel flow transmission adjustment unit Uf in addition to the HMU metering system Ud.

[0053] (About HMU Metering System Ud)

[0054] As mentioned above, the main body of the HMU metering system Ud, namely the fuel metering valve part Uda, generally includes the fuel metering electro-hydraulic servo valve Ud1, the metering valve Ud2 and the first displacement sensor Ud3. In addition, the HMU metering system Ud also includes a pressure head sensor Ud4, a bypass valve Ud5, a pressure management unit Ud6 and an adjustable shut-off valve Ud7.

[0055] The combination of the pressure head sensor Ud4, the bypass valve Ud5 and the adjustable shut-off valve Ud7 can keep the pressure difference before and after the metering valve Ud2, that is, P1-P2, constant. For the specific principle, please refer to the "CFM56-7B Engine System Manual".

[0056] The pressure management unit Ud6 includes a series of valves that can convert high-pressure oil into lower oil pressure through different valves, such as Ps, Pc, Pcr, Pcb, and Pb. The pressure is reduced step by step. For details, please refer to the "CFM56-7B Engine System Manual" and no detailed description is given here.

[0057] (About the fuel flow transmission adjustment unit Uf)

[0058] like Figure 4 , Figure 5 As shown, the fuel flow transmission regulating unit Uf of the embodiment of the present invention is arranged on the flow path between the mechanical hydraulic metering system Ud and the engine combustion chamber port P22, and cuts off the flow path between the mechanical hydraulic metering system Ud and the engine combustion chamber port P22 or regulates the flow of the flow path.

[0059] The above-mentioned fuel flow transmission and adjustment unit Uf includes a boost shut-off valve Uf1, an over-speed protection solenoid valve Uf2, an oil pressure switching device Uf2g, a flow ratio control solenoid valve Uf3 and a second displacement sensor Uf4.

[0060] The boost shutoff valve Uf1 is completely self-regulated by the oil pressure passing through it. The overspeed protection solenoid valve Uf2 is controlled by the engine monitoring unit EMU and the aircraft engine controller EEC. When the EMU detects an overspeed fault, the EEC controls the coil of the overspeed protection solenoid valve Uf2 to energize, and quickly changes the valve core position through the principle of electromagnetic induction to realize the shutoff function of the boost shutoff valve Uf1.

[0061] When an uncontrollable high thrust fault occurs, there is no need to completely close the boost shut-off valve Uf1. By designing the flow proportional control solenoid valve Uf3, the second displacement sensor Uf4 and the TCMA strategy of the EEC, precise closed-loop control of the fuel reduction delivered to the engine combustion chamber can be achieved.

[0062] To describe in more detail Figure 4 The structure of each part, in Figure 5 The HMU metering system Ud and some components of the fuel flow transmission and adjustment unit Uf are shown in the form of a cross-sectional view. The HMU metering system Ud has been described in detail before and will not be repeated here. The design and working principle of the fuel flow transmission and adjustment unit Uf will be explained in detail.

[0063] Figure 5 It is a partial cross-sectional schematic diagram showing the structure of an aircraft engine TCMA control method and an apparatus thereof according to an embodiment of the present invention. Figure 6 (a), (b), and (c) are diagrams showing the structures of a boost shutoff valve, an overspeed protection solenoid valve, and a flow rate proportional control solenoid valve, respectively.

[0064] First, refer to Figure 5 and Figure 6 (a) describes the boost shutoff valve Uf1. The opening Uf11 of the boost shutoff valve Uf1 is connected to the output end of the metering valve Ud2 of the fuel metering valve portion Uda, that is, the output end of the mechanical hydraulic metering system. In addition, the boost shutoff valve Uf1 also includes a boost shutoff valve channel Uf12, a cylinder body Uf13, a first spring Uf14, a boost shutoff valve outlet Uf15, an oil pressure switching device side opening Uf16 and an adjustable shutoff valve side opening Uf17.

[0065] The first spring Uf14 is sandwiched between the cylinder Uf13 and the valve wall of the boost shutoff valve Uf1. When no oil is supplied, the cylinder Uf13 is pushed to the closed position by the action of the first spring Uf14. When oil is supplied, since the second oil pressure P2 is much higher than the low oil pressure Pcb on the first spring Uf14 side during normal operation, when oil is supplied, the cylinder Uf13 is moved to the open position by the action of the second oil pressure P2. In this way, the fuel is delivered to the boost shutoff valve outlet Uf15 through the boost shutoff valve passage Uf12, and then supplied to the engine combustion chamber port P22.

[0066] In addition, the oil pressure switching device side opening Uf16 is a control end, which is connected to the oil pressure switching device Uf2g. When an overspeed event occurs, the oil pressure of the oil pressure switching device Uf2g is the input oil pressure Ps, that is, high-pressure oil. Under the synergistic effect of the input oil pressure Ps and the force of the first spring Uf14 itself, the boost shut-off valve Uf1 can be quickly closed, thereby cutting off the flow path between the mechanical hydraulic metering system Ud and the engine combustion chamber port P22, and realizing an independent overspeed protection function.

[0067] Figure 6 (b) is a cross-sectional view of the over-rotation protection solenoid valve Uf2. Among them, Uf2a and Uf2a' are respectively the current control ends of the armature, Uf2b and Uf2b' are respectively the first solenoids, and Uf2c and Uf2c' are respectively the armatures inside the first solenoids Uf2b and Uf2b'. When the first solenoids Uf2b and Uf2b' are energized, the magnetic field generated will cause the armatures Uf2c and Uf2c' to move, and further cause the push rods Uf2e and Uf2e' to be displaced.

[0068] The second springs Uf2d and Uf2d' are respectively sleeved on the push rods Uf2e and Uf2e', and are respectively connected to the second valve core Uf2f inside the hydraulic cylinder of the over-rotation protection electromagnetic valve Uf2, and can be used to make the second valve core Uf2f move left and right.

[0069] In the initial state, under the action of the input oil pressure Ps, the second valve core Uf2f is located in the middle of the hydraulic cylinder and does not move. When the first solenoid Uf2b or the first solenoid Uf2b' at one end is energized, the armature Uf2c, Uf2c' will move quickly, thereby causing the displacement of the second valve core Uf2f. Through this movement, the first port Px1 and the second port Px2 are connected to the input oil pressure Ps or the low oil pressure Pcb respectively.

[0070] like Figure 5 As shown, the first interface Px1 is connected to one end of the oil pressure switching device Uf2g, and the second interface Px2 is connected to the other end of the oil pressure switching device Uf2g. The connection between the oil pressure switching device Uf2g and the first interface Px1 or the second interface Px2 is controlled by the digital controller EEC.

[0071] Under normal conditions, the oil pressure of the oil pressure switching device Uf2g is low oil pressure Pcb, that is, the oil pressure at the opening Uf16 on the oil pressure switching device side of the boost shut-off valve Uf1 is low oil pressure Pcb, which does not affect the normal operation of the boost shut-off valve Uf1. When an overspeed fault occurs, after the EMU detects the fault, the EEC controls the first interface Px1 and the second interface Px2 of the overspeed protection solenoid valve Uf2 to be connected to the input oil pressure Ps, so that the oil pressure at the first interface Px1 and the second interface Px2 is high oil pressure. In this way, the oil pressure at the opening Uf16 on the oil pressure switching device side of the boost shut-off valve Uf1 is also high oil pressure. Under the synergistic effect of the oil pressure at the opening Uf16 on the oil pressure switching device side, i.e., the high oil pressure, and the force of the first spring Uf14 itself, the boost shut-off valve Uf1 can be quickly closed to cut off the oil, thereby realizing an independent overspeed protection function.

[0072] Next, refer to Figure 6 (c) describes the flow rate proportional control solenoid valve Uf3. Figure 6 (c) is a partial cross-sectional view showing the flow rate proportional control solenoid valve Uf3. Figure 6 As shown in (c), the inlet Uf3d of the flow ratio control solenoid valve Uf3 is connected to the outlet Uf15 of the boost shut-off valve Uf1 to play a diversion role. The fuel flowing through the flow ratio control solenoid valve Uf3 is returned to the bypass valve pipeline BP. By diverting the flow in this way, the fuel delivered to the engine combustion chamber can be reduced.

[0073] The flow rate proportional control solenoid valve Uf3 includes a third solenoid Uf3a, a rod Uf3b, a telescopic armature Uf3c, and a third valve core Uf3f. The current transmitted to the third solenoid Uf3a is controlled by the EEC. One end of the rod Uf3b is connected to the telescopic armature Uf3c, and the other end is connected to the second displacement sensor Uf4. The telescopic armature Uf3c is arranged between the rod Uf3b and the third valve core Uf3f.

[0074] Under normal conditions, due to the force of the spring of the telescopic armature Uf3c, the flow ratio control solenoid valve Uf3 is in a normally closed state, which does not affect the fuel metering and transmission during normal operation. When it is necessary to adjust the fuel flow of the diverted flow, the EEC controls the magnitude of the power supply to the third solenoid Uf3a of the flow ratio control solenoid valve Uf3, thereby controlling the movement of the telescopic armature Uf3c below. Since the displacement of the telescopic armature Uf3c directly affects the opening x of the flow ratio control solenoid valve Uf3, the fuel flow of the diverted flow path can be accurately adjusted.

[0075] like Figure 6As shown in (c), the end of the telescopic armature Uf3c away from the shunt flow path is connected to the rod Uf3b, and the end of the rod Uf3b on the opposite side of the telescopic armature Uf3c is connected to the second displacement sensor Uf4. Therefore, the displacement of the rod Uf3b, that is, the displacement of the telescopic armature Uf3c, can be captured by the second displacement sensor Uf4 and fed back to the EEC. The control plan, control logic and control law are preset inside the EEC. After the EMU detects an uncontrollable high thrust fault, in several key application scenarios, such as takeoff, go-around, and landing abnormalities, the EEC will control the displacement of the telescopic armature Uf3c (equivalent to controlling the opening x) by controlling the current transmitted to the third solenoid Uf3a, thereby achieving precise control of oil reduction.

[0076] Next, refer to Figure 7 A TCMA control method for an aircraft engine according to an embodiment of the present invention will be described.

[0077] Figure 7 is a block diagram of the TCMA control method for an aircraft engine according to an embodiment of the present invention. Under normal circumstances (when there is no fault in the fuel system), the input current of the flow rate proportional control solenoid valve Uf3 is zero, and there is no electromagnetic induction effect on the third solenoid Uf3a. The flow rate proportional control solenoid valve Uf3 is in a closed state, so the TCMA does not affect the operation of the entire fuel system. At this time, in the engine speed control system, if Figure 7 As shown in (a), a small closed-loop control, namely, a first closed-loop control, is performed by the metering valve electro-hydraulic servo valve Ud1 and the metering valve Ud2 of the mechanical hydraulic metering system Ud.

[0078] In addition, when the EEC confirms that the engine has a TCM or thrust control failure, the EEC operates the flow ratio control solenoid valve Uf3 and inputs current to the third solenoid Uf3a. After the flow ratio control solenoid valve Uf3 operates, the displacement of the telescopic armature Uf3c (equivalent to controlling the opening x) is adjusted by controlling the magnitude of the current input to the third solenoid Uf3a, thereby achieving precise control of the return oil and reducing the fuel flow to the engine combustion chamber. At this time, if Figure 7 As shown in (b), the flow proportional control solenoid valve Uf3, together with the second displacement sensor Uf4 and the controller, constitute a flow closed-loop system, namely the second closed-loop system, which replaces the small closed-loop control, namely the first closed-loop control, performed by the metering valve electro-hydraulic servo valve Ud1 and the metering valve Ud2 of the mechanical hydraulic metering system Ud under normal circumstances.

[0079] In addition, the design of control plan and control law should be combined with the application scenario of TCM, so these two points will not be explained in more detail. With the development of science and technology, the more accurate flow control technology of solenoid valves has become mature. As for how to keep the pressure difference before and after the opening of the flow proportional control solenoid valve Uf3 constant, you can buy a valve that directly has this function, so I will not go into details on this point.

[0080] The foregoing description has given many features and advantages, as well as details of the structure and function of the apparatus and method. The descriptions in this specification are exemplary, not exhaustive or limiting.

[0081] It is obvious to those skilled in the art that various modifications can be made within the full scope indicated by the broad general meaning of the terms expressed in the attached claims, especially in terms of structure, material, elements, components, shape, size and arrangement of components, including the combination of these aspects within the scope of the principles described herein. To the extent that these various modifications do not depart from the spirit and scope of the attached claims, it is meant that they are also included here.

[0082] For example, in the above embodiment, the structure in which the over-rotation protection electromagnetic valve Uf2 is connected to the hydraulic switching device side opening Uf16 of the boost shutoff valve Uf1 via the hydraulic switching device Uf2g is illustrated. However, the first port Px1 and the second port Px2 of the over-rotation protection electromagnetic valve Uf2 may be connected to the hydraulic switching device side opening Uf16 of the boost shutoff valve Uf1, that is, the hydraulic switching device Uf2g may be omitted.

[0083] In addition, for example, in the above-mentioned embodiment, the boost shutoff valve Uf1 is illustrated as pushing the cylinder Uf13 to the closed position under the action of the first spring Uf14 when oil is not supplied. However, the first spring Uf14 is not necessary and can be omitted as long as the boost shutoff valve Uf1 is designed to be in the closed position when oil is not supplied and in the open position when oil is supplied. In addition, a solenoid valve can also be used as the boost shutoff valve Uf1.

Claims

1. A thrust control fault adjustment device, applied to aircraft engines, It is characterized in that include: a mechanical hydraulic metering system (Ud) which meters the fuel from the tank and supplies it to the fuel injector; as well as A fuel flow transmission regulating unit (Uf) is provided on the flow path between the mechanical hydraulic metering system and the engine combustion chamber port (P22) to regulate the flow of the flow path between the mechanical hydraulic metering system and the engine combustion chamber port.

2. The thrust control fault adjustment device according to claim 1, It is characterized in that The fuel flow transmission and adjustment unit includes a boost shutoff valve (Uf1), an over-speed protection solenoid valve (Uf2) and an oil pressure switching device (Uf2g). The opening (Uf11) of the boost shut-off valve is connected to the output end of the mechanical hydraulic metering system, and the outlet (Uf15) is connected to the engine combustion chamber port. The over-speed protection solenoid valve is controlled by the engine monitoring unit (EMU) and the aircraft engine controller (EEC). The oil pressure switching device is arranged between the boost shutoff valve and the over-rotation protection solenoid valve, and switches which one of the first interface (Px1) and the second interface (Px2) of the over-rotation protection solenoid valve is connected to the oil pressure switching device side opening (Uf16) of the boost shutoff valve based on the control of the controller. When the engine monitoring unit detects an over-speed fault, the controller controls the power supply of the over-speed protection solenoid valve, changes the valve core position of the over-speed protection solenoid valve, thereby changing the oil pressure at the first interface and the second interface, and closing the boost shut-off valve.

3. The thrust control fault adjustment device according to claim 2, It is characterized in that The boost shut-off valve further comprises a boost shut-off valve channel (Uf12), a cylinder body (Uf13), a first spring (Uf14) and an adjustable shut-off valve side opening (Uf17). The first spring is clamped between the cylinder body and the valve wall of the boost shut-off valve. When no oil is supplied, the cylinder is pushed to the closed position under the action of the first spring. When oil is supplied, the cylinder moves to the open position under the action of the first spring. When the engine monitoring unit detects an over-speed fault, the boost shut-off valve is closed under the coordinated action of the oil pressure at the opening of the oil pressure switching device side of the boost shut-off valve and the first spring.

4. The thrust control fault adjustment device according to claim 2, It is characterized in that The over-rotation protection solenoid valve comprises a current control terminal (Uf2a, Uf2a'), a first solenoid (Uf2b, Uf2b'), an armature (Uf2c, Uf2c'), a push rod (Uf2e, Uf2e') and a second valve core (Uf2f). The controller controls the current input to the first solenoid via the current control end, thereby moving the armature and causing the displacement of the second valve core via the push rod, thereby changing the oil pressure at the first interface and the second interface.

5. The thrust control fault adjustment device according to claim 4, It is characterized in that The first interface is connected to one end of the oil pressure switching device, and the second interface is connected to the other end of the oil pressure switching device. Through the displacement of the second valve core, the first port and the second port are connected to the input oil pressure (Ps) or the low oil pressure (Pcb) respectively.

6. The thrust control fault adjustment device according to any one of claims 2 to 5, It is characterized in that The fuel flow transmission regulating unit further comprises a flow ratio control solenoid valve (Uf3), wherein the flow ratio control solenoid valve comprises a third solenoid (Uf3a), a rod (Uf3b), a telescopic armature (Uf3c) and a third valve core (Uf3f). The inlet (Uf3d) of the flow ratio control solenoid valve is connected to the outlet of the boost shut-off valve, and the outlet is connected to the bypass valve pipeline. When the engine monitoring unit detects an uncontrollable high thrust fault, the controller controls the magnitude of the power supplied to the third solenoid of the flow proportional control solenoid valve, thereby controlling the movement of the telescopic armature and changing the opening (x) of the flow proportional control solenoid valve.

7. The thrust control fault adjustment device according to claim 6, It is characterized in that The fuel flow transmission and adjustment unit further includes a second displacement sensor (Uf4), The second displacement sensor is connected to the end of the rod on the opposite side to the telescopic armature, detects the displacement of the telescopic armature, and feeds back to the controller.

8. The thrust control fault adjustment device according to claim 6, It is characterized in that The flow rate proportional control solenoid valve is designed such that, under normal conditions, due to the action force of the spring of the telescopic armature, the flow rate proportional control solenoid valve is in a normally closed state.

9. A thrust control fault adjustment method, applied to aircraft engines, It is characterized in that include: a mechanical hydraulic metering step in which the fuel from the fuel tank is metered by a mechanical hydraulic metering system (Ud) and then supplied to the fuel injection nozzle; and A fuel flow transmission adjustment step, in which the flow of the flow path between the mechanical hydraulic metering system and the engine combustion chamber port is adjusted by a fuel flow transmission adjustment unit (Uf) provided on the flow path between the mechanical hydraulic metering system and the engine combustion chamber port (P22).

10. The thrust control fault adjustment method according to claim 9, It is characterized in that The fuel flow transmission and adjustment unit includes a boost shutoff valve (Uf1), an over-speed protection solenoid valve (Uf2), and an oil pressure switching device (Uf2g). In the fuel flow transmission adjustment step, when the engine monitoring unit (EMU) detects an overspeed fault, the controller (EEC) of the aircraft engine controls the power supply of the overspeed protection solenoid valve, changes the valve core position of the overspeed protection solenoid valve, thereby changing the oil pressure at the first interface (Px1) and the second interface (Px2) of the overspeed protection solenoid valve, The controller controls the oil pressure switching device (Uf2g) to switch which of the oil pressure switching device side opening (Uf16) of the boost shutoff valve is connected to the first interface and the second interface of the over-rotation protection solenoid valve. The boost shutoff valve is closed by the cooperation of the oil pressure at the opening of the boost shutoff valve on the oil pressure switching device side and the first spring of the boost shutoff valve.

11. The thrust control fault adjustment method according to claim 10, It is characterized in that The fuel flow transmission and adjustment unit further includes a flow ratio control solenoid valve (Uf3) and a second displacement sensor (Uf4). When the engine monitoring unit detects an uncontrollable high thrust fault, the controller, the flow proportional control solenoid valve and the second displacement sensor together perform a second closed-loop control. In the second closed-loop control, the controller operates the flow ratio control solenoid valve and controls the magnitude of the power supply to the third solenoid of the flow ratio control solenoid valve, thereby controlling the movement of the telescopic armature of the flow ratio control solenoid valve and changing the opening (x) of the flow ratio control solenoid valve. The second displacement sensor detects the displacement of the telescopic armature and feeds back to the controller.

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