Integrated device and method for adjusting air flow and heat of aero-engine

Abstract

The invention provides an integrated device and method for adjusting the air flow and heat of an aero-engine, and relates to the field of aero-engines. In the device, an air path shell is connected with an oil path shell, the first connecting end of a piston rod is connected with a main valve element through a connecting base, and the second connecting end of the piston rod is connected with the first connecting end of a piston; a third connecting end of the piston rod is connected with the linear displacement sensor; a second connecting end of the piston is in contact with the interior of the left valve sleeve; an oil inlet of the oil way shell is connected with an input oil port of the electro-hydraulic servo valve, an oil return port of the oil way shell is connected with an oil return port of the electro-hydraulic servo valve, the first working oil port is connected with the left valve sleeve, and the second working oil port is connected with the right valve sleeve. The adjusting method comprises the steps of air heat adjusting and air heat flow simultaneous adjusting. The flow and heat of air entering the air compressor can be distributed to prevent an aero-engine from freezing and surging, meanwhile, high-temperature gas is prevented from directly heating an oil way, and the requirements for light weight and integration of the aero-engine are met.

Description

Technical Field

[0001] This invention relates to the field of aero-engines, and in particular to an integrated device and method for regulating airflow and heat in aero-engines. Background Technology

[0002] Aircraft engine icing and surge are significant threats to flight safety. Icing in the engine intake system alters its aerodynamic characteristics, increases flow drag, and disrupts the airflow distribution. This can lead to airflow distortion, affecting engine stability, or even engine shutdown, resulting in serious safety incidents. Surge, essentially a stall phenomenon caused by airflow separation in the compressor blades, not only severely disrupts the stable operation of the aircraft engine but also poses a threat to the overall safety of the engine and the aircraft.

[0003] Currently, several patents have proposed solutions to the problems of icing and surge in aero-engines. For example, one patent proposes an anti-icing measure based on a combination of heating pipes and flow rate, but its structure is complex, its energy consumption is high, and the heating pipes are susceptible to environmental influences, resulting in unstable anti-icing effects. Another patent proposes to use multi-stage nozzle control technology to improve the intake airflow field distribution, thereby mitigating the risk of surge. However, this method requires additional sensors and control units, and only plays a single role in mitigating surge, which not only increases the weight and cost of the system, but also makes it difficult to achieve reliable redundancy protection in the event of a failure.

[0004] To meet the requirements of miniaturization and efficient and safe operation of aero engines, this invention designs an integrated device and method for regulating airflow and heat in aero engines, thereby achieving higher overall performance and lightweight design while ensuring safe engine operation. Summary of the Invention

[0005] To address the problems of existing technologies, this invention provides an integrated device and method for regulating airflow and heat in aero-engines. The method controls the oil flow rate within the oil manifold housing by controlling an electro-hydraulic servo valve mounted on the housing. First, oil enters the oil manifold housing through the inlet port and then flows into the electro-hydraulic servo valve through the inlet port. The electro-hydraulic servo valve controls the oil flow rate entering the left valve sleeve through the first working port and the oil flow rate entering the right valve sleeve through the second working port, according to the flow requirements of different operating modes. This ensures that the opening degree of the main valve core meets the needs of different operating modes. By adjusting the position of the main valve core in this way, the opening degree is adjusted to meet the flow requirements of the aero-engine. Simultaneously, a connecting housing isolates high-temperature air, preventing direct contact between it and the oil manifold housing, thereby achieving the requirements of lightweight, integrated, and miniaturized aero-engines.

[0006] This invention provides an integrated device for regulating airflow and heat in an aero-engine, comprising an air path assembly, a connecting housing, and an oil path assembly. The air path housing in the air path assembly is connected to the oil path housing in the oil path assembly via the connecting housing and a C-type sealing ring. The first connecting end of the piston rod in the oil path assembly passes through the central hole of the connecting housing and is connected to the third connecting end of the main valve core via a connecting seat. The connecting housing forms an air-oil isolation chamber between the air path assembly and the oil path assembly, providing thermal isolation between them to prevent heat transfer from the high-temperature gas in the air path assembly to the oil path in the oil path assembly.

[0007] The first side of the oil circuit housing is provided with an oil circuit housing inlet and an oil circuit housing return port. The oil circuit housing inlet is equipped with a pressure reducing valve, which has eight parallel throttling ports to realize graded pressure stabilization and flow distribution of the external oil supply pressure to the working pressure required by the servo valve. Its steady-state continuous regulation performance can be expressed as the sum of the flow rates of each throttling port, specifically as follows: ; In the formula, For the first The emission coefficient of each throttling outlet For the first Each throttling orifice moves with the valve core. The effective circulation area The pressure difference before and after throttling. This represents the density of the oil.

[0008] The second side of the oil circuit housing is provided with an electro-hydraulic servo valve input port, an electro-hydraulic servo valve return port, a first working port, and a second working port. The first port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve input port, the second port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve return port, the third port of the electro-hydraulic servo valve is connected to the inlet end of the left valve sleeve through the first working port, and the fourth port of the electro-hydraulic servo valve is connected to the inlet end of the right valve sleeve through the second working port.

[0009] Preferably, the gas path assembly includes a gas path housing, a main valve core, a guide ring, a first graphite ring, a support ring, and a second graphite ring. The main valve core and the support ring are located inside the gas path housing. The first annular groove of the main valve core is connected to the guide ring, and the second annular groove of the main valve core contacts the inner wall of the gas path housing in sequence through the first graphite ring, the support ring, and the second graphite ring. The gas path housing is provided with a first flow port, a second flow port, a vent port, and an inlet port.

[0010] Preferably, the oil circuit assembly includes an oil circuit housing, a piston rod, a left valve sleeve, a locking nut, a locking plate, a piston, a right valve sleeve, a pressure reducing valve, a linear displacement sensor, a connecting seat, an adjusting shim, and an electro-hydraulic servo valve. The second connecting end of the piston rod is connected to the first connecting end of the piston. The second connecting end of the piston contacts the interior of the left valve sleeve through a first friction-reducing ring and a second friction-reducing ring, respectively. The fourth connecting end of the piston rod contacts the interior of the right valve sleeve through a third friction-reducing ring. The third connecting end of the piston rod is connected to the first connecting end of the linear displacement sensor. The second connecting end of the linear displacement sensor is connected to the first fixed end of the oil circuit housing. The third connecting end of the linear displacement sensor is connected to the connecting end of the right valve sleeve through an adjusting shim.

[0011] Preferably, the connecting housing contains an internal air-oil isolation chamber structure to form an independent isolation area between the pneumatic adjustment component and the hydraulic servo control component; an air gap is provided in the isolation chamber to create a heat-blocking layer between the air and oil sides, thereby reducing heat transfer from high-temperature gas to the oil circuit system. The expression for the effective thermal conductivity is: ; In the formula, The thermal conductivity of air, The thermal conductivity of the casing metal material is given. and These refer to the thicknesses of the air layer and the metal layer, respectively.

[0012] Preferably, the left valve sleeve and the right valve sleeve are respectively connected to the first fixed end and the second fixed end of the inner wall of the oil circuit housing through the first sealing ring and the second sealing ring, and the fifth connecting end of the piston rod is connected to the inside of the oil circuit housing through the sealing ring.

[0013] Preferably, the axes of the main valve core, the piston rod, the piston, the left valve sleeve, and the right valve sleeve are on the same straight line.

[0014] Preferably, the oil passage housing is provided with an oil drain structure, which includes a radial micro-drain port and a return or discharge channel connected thereto. The flow rate expression of the drained oil is: ; In the formula: For the amount of oil drained, The thickness of the gap between the valve sleeve and the oil circuit housing in the electro-hydraulic servo valve. For hydraulic oil viscosity, The pressure gradient along the gap direction. The effective leakage area.

[0015] To reduce the oil leakage rate, a throttling orifice or a unidirectional micro pressure regulating structure is installed in the oil drain path. The oil drain resistance expression is: ; In the formula: For the amount of oil drained, The thickness of the gap between the valve sleeve and the oil circuit housing in the electro-hydraulic servo valve. Where is the viscosity of the hydraulic oil, and T is the oil temperature.

[0016] On the other hand, the present invention provides a method for servo air conditioning of an integrated device for regulating airflow and heat in an aircraft engine, comprising the following steps: S1, the upper-level monitoring unit, determines the operating mode and generates the desired opening degree based on signals from the linear displacement sensor, engine flow / temperature sensor and icing detection unit.

[0017] S2, the middle layer distribution unit, performs weakly coupled optimization or lookup table mapping on flow and heat distribution based on the working mode to generate the target ratio.

[0018] S3, the lower-level execution unit, uses a control law combining model feedback and adaptive sliding mode to generate the control quantity of the electro-hydraulic servo valve to drive the main valve core, making the main valve core track the desired opening obtained in step S1; wherein, the expression for the tracking error of the lower-level controller is: ; The control object of the electro-hydraulic servo valve is modeled as the valve core displacement. To control the output, the electro-hydraulic servo valve receives an electrical input signal. A second-order dynamic system model for the control quantity is given, and the sliding surface is defined. as follows: ; in, For the desired valve core displacement With actual valve core displacement Tracking error between The coefficients represent the expected convergence rate of the system. The control quantity is given by the sum of the feedforward term and the sliding mode robustness term: ; Furthermore, the sliding mode gain is adjusted according to the following expression. .

[0019] Preferably, in step S1, the upper-level monitoring unit includes two operating modes: simultaneous adjustment of heat and heat flow rate; switching to mode A when the icing criterion is met; and switching to simultaneous adjustment of temperature and flow rate when the flow rate deviation continues to exceed the limit. The middle-level distribution unit, under simultaneous adjustment of temperature and flow rate, solves a small-scale optimization problem: ; Generate the target opening degree while satisfying boundary and physical constraints. With heat distribution ratio .

[0020] Preferably, in step S2, if icing is detected in the main casing, vortex casing, or compressor inlet guide vanes of the aero-engine, thermal regulation is performed; if the compressor flow rate in the aero-engine deviates from the optimal flow rate, both temperature and flow rate are simultaneously regulated. The electro-hydraulic servo valve controls the flow rate of oil entering the left valve sleeve through the first working port and the flow rate of oil entering the right valve sleeve through the second working port, as needed, so that the opening degree of the main valve core meets the requirements of different operating modes.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention organically integrates air heat regulation and air flow regulation functions, simplifying the system structure and realizing modular design, thereby reducing the weight and volume of the device; it uses the compressor's own exhaust as a heat source, eliminating the need for an independent heater or heating tube, significantly reducing energy consumption and operating costs.

[0022] 2. This invention effectively isolates high-temperature gas from direct contact with the oil circuit by setting a connecting shell between the gas circuit assembly and the oil circuit assembly to form a gas-oil isolation chamber, thereby preventing the deterioration of lubricating oil performance, accelerated aging of seals, and changes in assembly clearance caused by thermal expansion, thus improving system durability and operational safety.

[0023] 3. This invention employs a closed-loop control system consisting of an electro-hydraulic servo valve and a linear displacement sensor to achieve smooth switching between two working modes: heat regulation and simultaneous temperature and flow regulation. It can also precisely control the opening of the main valve core to improve regulation accuracy and response speed. The device can directionally distribute flow and heat to key components such as the main casing, vortex casing, and compressor inlet guide vanes, thereby specifically mitigating the risks of icing and surge.

[0024] 4. The structural and material design of this invention has been verified through a series of calculations and thermo-mechanical coupling simulations, proving that it meets the design and service requirements in terms of strength, stiffness and deformation, further supporting the feasibility and reliability of this invention; improving the tracking accuracy and robustness under strong disturbances and mode switching; enabling the joint regulation of flow and heat to have controllable priority and constraint satisfaction capabilities; and keeping the implementation complexity within a verifiable range, facilitating engineering-scale implementation and parameter tuning. Attached Figure Description

[0025] Figure 1 This is a partial sectional view of the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 2 This is a half-sectional isometric view of the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 3 This is an overall top view of the integrated device for regulating airflow and heat in an aircraft engine according to the present invention. Figure 4 This is an overall rear view of the integrated device for regulating airflow and heat in an aircraft engine according to the present invention. Figure 5 This is an isometric view of the connecting housing assembly in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 6 This is a first-angle cross-sectional view of the oil passage housing in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 7 This is a second-angle cross-sectional view of the oil circuit housing in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 8 This is a schematic diagram of the oil circuit housing cut at the third angle in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 9 This is an isometric view of the servo valve in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 10 This is a cross-sectional schematic diagram of the pressure reducing valve inside the oil circuit housing in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 11 This is an isometric view of the pressure reducing valve inside the oil circuit housing in the integrated device for regulating airflow and heat in an aero-engine according to the present invention. Figure 12 The results of the rigidity and strength verification of some major components in the integrated device for regulating airflow and heat in aero engines according to the present invention are shown. Figure 13 The results show the deformation verification of some key components in the integrated device for regulating airflow and heat in aero engines according to the present invention.

[0026] Key reference numerals: Air circuit housing 1, main valve core 2, connecting housing 3, guide ring 4, first graphite ring 5, support ring 6, second graphite ring 7, piston rod 8, left valve sleeve 9, locking nut 10, locking plate 11, piston 12, right valve sleeve 13, linear displacement sensor 14, oil circuit housing 15, connecting seat 16, C-type sealing ring 17, first friction-reducing ring 18, second friction-reducing ring 19, sealing ring 20, third friction-reducing ring 21, adjusting shim 22, electro-hydraulic servo valve 23, pressure reducing valve 24, electro-hydraulic servo valve input port A, electro-hydraulic servo valve return port B, first working port C, second working port D, oil circuit housing inlet port E, oil circuit housing return port F, oil circuit housing drain port G, oil circuit housing drain port interior G1, first flow port H, second flow port I, vent port J, air inlet port K. Detailed Implementation

[0027] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0028] An integrated device for regulating airflow and heat in aircraft engines, such as Figure 1 and Figure 2 As shown, it includes a gas circuit assembly, a connecting housing 3 and an oil circuit assembly. The connecting housing 3 has a central hole in the middle for the piston rod 8 to move. The gas circuit housing 1 in the gas circuit assembly is connected to the oil circuit housing 15 in the oil circuit assembly through the connecting housing 3 and the C-type sealing ring 17.

[0029] pneumatic components, such as Figure 2 As shown, the device includes a gas path housing 1, a main valve core 2, a guide ring 4, a first graphite ring 5, a support ring 6, and a second graphite ring 7. The main valve core 2 and the support ring 6 are located inside the gas path housing 1. The first annular groove of the main valve core 2 is connected to the guide ring 4. The second annular groove of the main valve core 2 contacts the inner wall of the gas path housing 1 in sequence through the first graphite ring 5, the support ring 6, and the second graphite ring 7, thereby allowing the main valve core 2 to move within the gas path housing 1.

[0030] Oil circuit components, such as Figure 1 , Figure 6 and Figure 7 As shown, the assembly includes an oil circuit housing 15, a piston rod 8, a left valve sleeve 9, a locking nut 10, a locking plate 11, a piston 12, a right valve sleeve 13, a linear displacement sensor 14, a connecting seat 16, a first friction-reducing ring 18, a second friction-reducing ring 19, a sealing ring 20, a third friction-reducing ring 21, an adjusting shim 22, and an electro-hydraulic servo valve. The piston 12 moves within the left valve sleeve 9 and the right valve sleeve 13 respectively. The left valve sleeve 9 is fixed to the oil circuit housing 15 through a hole by an elastic retaining ring. The pressure reducing valve 24 is located inside the oil circuit housing and inside the oil inlet E of the oil circuit housing. The linear displacement sensor 14 is located inside the piston rod assembly 8 and serves as a limiting device to fix the right valve sleeve 13.

[0031] In the feasible structure, the connecting shell 3 consists of a high-temperature protection section on the gas passage shell 1 side and a mechanical support section on the oil passage shell 15 side. An air isolation layer, defined by a controllable gap structure, is provided between the two areas. The isolation chamber adopts a ring-shaped or compartmentalized layout, requiring no additional filling material; it relies solely on the enclosed air layer to form a thermal barrier. This structural arrangement ensures mechanical connection rigidity without introducing additional heat transfer bridges. The specific principle is as follows: Based on the steady-state heat conduction theory, the effective heat transfer from the gas passage housing 1 side to the oil passage housing 15 side can be expressed as: ; in, For gas path temperature, For oil circuit temperature, For the equivalent thickness of the isolation gap, This represents the heat transfer area.

[0032] S2. By introducing an air thermal gap, the effective thermal conductivity of the system is modulated as follows: ; In the formula, The thermal conductivity of air, The thermal conductivity of the casing metal material is given. and These represent the thicknesses of the air layer and the metal layer, respectively. This structure enables passive control of the heat transfer path, allowing... Significantly reduced, the long-term operating temperature of the oil circuit cavity can be reduced by ≥ 35℃, thereby effectively reducing the risks of oil viscosity decay, sudden changes in valve core clearance and overheating aging of sealing materials.

[0033] To limit the impact of engine vibration, flight attitude changes, and structural deformation caused by thermal expansion on the thermal insulation gap, the connecting shell 3 further incorporates microstructure compensation grooves, whose thermal stability satisfies the following: ; in: , These are the coefficients of linear expansion for metallic materials and structural support components, respectively. This refers to the gap change caused by thermal deformation. To allow for a compensation threshold, this structure ensures that the insulation cavity maintains its thermal insulation performance and structural integrity under long-term conditions of large temperature differences and high vibration loads.

[0034] The first connecting end of the piston rod 8 passes through the central hole of the connecting housing 3 and is connected to the third connecting end of the main valve core 2 through the connecting seat 16. The second connecting end of the piston rod 8 is connected to the first connecting end of the piston 12 through the locking nut 10 and the locking plate 11. The third connecting end of the piston rod 8 is connected to the first connecting end of the linear displacement sensor 14. The second connecting end of the linear displacement sensor 14 is connected to the first fixed end of the oil circuit housing 15. The third connecting end of the linear displacement sensor 14 is connected to the connecting end of the right valve sleeve 13 through the adjusting shim 22. The second connecting end of the piston 12 contacts the inside of the left valve sleeve 9 through the first anti-friction ring 18 and the second anti-friction ring 19. The fourth connecting end of the piston rod 8 contacts the inside of the right valve sleeve 13 through the third anti-friction ring 21.

[0035] The left valve sleeve 9 and the right valve sleeve 13 are respectively connected to the first fixed end and the second fixed end of the inner wall of the oil circuit housing 15 through the first sealing ring and the second sealing ring. The fifth connecting end of the piston rod 8 is connected to the inside of the oil circuit housing 15 through the sealing ring 20.

[0036] like Figure 1 As shown, to ensure the smooth movement and sealing of the entire device, the axes of the main valve core 2, piston rod 8, piston 12, left valve sleeve 9, and right valve sleeve 13 are on the same straight line. Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, the gas circuit housing 1 is provided with a first flow port H, a second flow port I, a vent port J, and an inlet port K. The first side of the oil circuit housing 15 is provided with an oil circuit housing inlet E and an oil circuit housing return port F. The second side of the oil circuit housing 15 is provided with an electro-hydraulic servo valve input port A, an electro-hydraulic servo valve return port B, a first working port C, and a second working port D. The first port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve input port A, the second port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve return port B, the third port of the electro-hydraulic servo valve is connected to the inlet end of the left valve sleeve 9 through the first working port C, and the fourth port of the electro-hydraulic servo valve is connected to the inlet end of the right valve sleeve 13 through the second working port D.

[0037] Electro-hydraulic servo valve 23 Figure 9 As shown, this is a low-pressure servo valve. The entire device of this invention is designed for low-pressure operating conditions to adapt to the working requirements of the electro-hydraulic servo valve 23 and achieve system weight reduction and energy consumption optimization. Utilizing the dynamic compliance characteristics of the electro-hydraulic servo valve 23 in fine control of small flow rates, it undertakes the continuous flow modulation function that should originally be performed by a proportional regulating valve, realizing a cross-type application from "high-pressure amplitude drive" to "low-pressure fine regulation". The specific principle is as follows: To ensure that the electro-hydraulic servo valve 23 maintains a stable and controllable dynamic response under complex aerospace conditions, a correlation model between key servo control performance indicators and hydraulic pressure settings was constructed: ; in, For flow gain, The valve opening area is... The operating pressure differential. By reducing the operating pressure and optimizing the valve port geometry, the system meets the following requirements: ; This allows the system to maintain control sensitivity and adjustment resolution similar to traditional high-pressure servo valves even under low-pressure conditions.

[0038] To ensure the stable operation of the electro-hydraulic servo valve 23, such as Figure 10 As shown, the oil circuit housing 15 is equipped with a pressure reducing valve 24 at the oil inlet E of the oil circuit housing, such as Figure 11 As shown, the pressure reducing valve 24 adopts a multi-channel throttling structure, specifically with eight parallel throttling ports. The pressure difference between the throttling ports is balanced with the spring force. It is used to regulate the oil pressure from the external oil supply system to the working pressure required by the electro-hydraulic servo valve 23, so as to realize the graded pressure stabilization and flow distribution of the external oil supply pressure to the working pressure required by the servo valve. Its steady-state continuous regulation performance can be expressed as the sum of the flow rates of each throttling port: ; In the formula, For the first The emission coefficient of each throttling outlet For the first Each throttling orifice moves with the valve core. The effective circulation area The pressure difference before and after throttling. Let be the oil density. If the eight throttling orifices have identical structures and operate synchronously, then can be written as the equivalent opening area. Therefore, ; The orifice diameter or flow rate of the electro-hydraulic servo valve 23 is often approximated as a steady fluid: ; In the formula: Q is the flow rate, For emission coefficients, For the displacement of the main valve core 2 The relevant effective circulation area, To account for the pressure difference between the supply pressure and the outlet pressure, This represents the density of the oil.

[0039] Linearizing for small disturbances yields the small-signal flow sensitivity (the gain of flow rate relative to displacement): ; At low pressure (Δp↓), Follow If increasing Δp alone is not feasible, then it must be increased. Alternatively, the input can be amplified by a pilot stage to maintain the required small-signal gain.

[0040] The axial dynamics of the valve core can be approximated as: ; In the formula, m is the equivalent mass of the valve core, c is the damping of the valve core, and k is the stiffness of the return spring. For electric (electromagnetic) driving force, The hydraulic force is generated by oil pressure. For friction, .

[0041] The control objective is to make Tracking the desired displacement Combined with controller Similar to the actuator mechanism, the closed-loop transmission is approximated as follows: ; in, Characterizing the equivalent execution gain of the actuator (and) (coupled with hydraulic pressure). For controller gain (or scheduling gain). To obtain the required bandwidth under low voltage. The equivalent gain must satisfy: ; Therefore, when Δp decreases, it can be increased (Structure / Pilot Enlargement, Addition) (or increase online) Gain scheduling is used to meet bandwidth requirements while ensuring phase margin.

[0042] Commonly used friction modeling methods are employed: in, For Coulomb friction, The viscosity coefficient, This represents the peak value of static friction. For the Stribeck velocity scale, the controller design incorporates online identification. And compensate in the feedforward term: ; in, It is the static conversion coefficient of the actuator (electric drive → force / displacement). Use closed-loop feedback (such as PID / adaptive or sliding mode control) to ensure robustness.

[0043] To maintain a constant small-signal gain, a power supply is used. Gain scheduling strategy for scheduling variables: .

[0044] The electro-hydraulic servo valve 23 employs a two-stage hydraulic structure. The pilot stage generates a controllable micro-pressure differential, while the main valve stage amplifies the flow rate to compensate for insufficient flow response at low pressures. The valve core utilizes a gradually varying pitch guide groove structure, with its variation curve optimized to increase... This is used to compensate for the decrease in flow control sensitivity caused by a reduction in supply pressure. The control system has a friction identification and online compensation module, which estimates in real time... It also generates feedforward compensation to keep the valve core displacement tracking error below a preset threshold. The valve core surface is treated with a low-friction coating or micro-textured processing to reduce hysteresis and static friction peaks, thereby further reducing the valve orifice dead zone.

[0045] like Figure 8 As shown, the oil circuit housing 15 is provided with an oil circuit housing drain port G. The drain structure consists of a miniature oil drain port G arranged in the high-pressure area of ​​the oil circuit housing 15 and an oil circuit housing return port F. The oil circuit housing drain port G is opened in the oil film area between the outer surface of the valve sleeve and the housing structure, and a graded throttling area is formed by the stepped channel machining at G1 inside the drain port, so that the oil forms a self-stabilizing flow field during the oil discharge process and reduces pulsation interference.

[0046] To prevent sudden increases in local pressure caused by oil expansion under high temperature and high pressure operating conditions, a miniature one-way pressure regulating component is arranged inside the oil drain chamber to ensure that the oil discharge flow meets the following regulation relationship: ; in, For flow coefficient, The dynamic oil drain area is affected by the valve core position. The value is the oil density. This structure enables dynamic oil leakage control that varies with operating conditions without affecting the stability of the main oil circuit pressure of the valve-controlled cylinder.

[0047] The control principle of the integrated device for regulating airflow and heat in aircraft engines is as follows: The linear displacement of the main valve core is collected by linear displacement sensor 14 and other sensors. Displacement velocity Engine-related quantities (estimated flow rate) ,temperature ) and icing indicator The system filters and diagnoses faults in the signal; if a sensor malfunction is detected, a degradation strategy is implemented.

[0048] S1. Upper-level mode determination: The mode is determined based on the following rules: S11. Criterion for freezing And continue If so, select Mode A (Air Heat Control Mode Preferred).

[0049] S12, otherwise if And continue Then select Mode B (Joint Regulation).

[0050] S13. If both conditions are met, select mode A according to the safety priority rule; the exit condition is set to be below the hysteresis threshold and continue for a certain period of time to avoid jitter.

[0051] S2, mid-level target generation.

[0052] S21, Mode A: Generate the target opening degree by looking up a table or empirical formula according to the icing level and response requirements. (and necessary heat retention strategies).

[0053] S22, Mode B: Generate target opening degree using small-scale optimization or pre-designed mapping. With heat distribution ratio Example of an objective function: ; All decisions are subject to physical constraints. , )constraint.

[0054] S3, Lower-level controller calculation (execution unit). It employs model feedback + adaptive sliding mode, as detailed below: S31, Error Definition To achieve precise control of the valve spool displacement driven by the electro-hydraulic servo valve and ensure steady-state regulation performance under low-pressure conditions, structural friction, temperature drift, and disturbances, a control strategy based on sliding mode control theory is adopted. The electro-hydraulic servo valve control object is modeled as a valve spool displacement... To control the output, the electro-hydraulic servo valve receives an electrical input signal. A second-order dynamic system model for the control quantity is given, and the sliding surface is defined. as follows: ; in, For the desired valve core displacement With actual valve core displacement Tracking error between The coefficient represents the expected convergence rate of the system.

[0055] The sliding surface definition corresponds to the control target of the device of the present invention, even if the valve core displacement tracking error... Under the influence of external disturbances (including fluctuations in oil supply pressure, changes in gas circuit load, and frictional changes caused by thermal expansion), it still converges rapidly to zero, while ensuring that the valve opening is continuously, controllly, and approximately linearly regulated.

[0056] S32, Feedforward Inverse Model: ; in, , It comes from a low-order perturbation observer or estimator.

[0057] S33, Adaptive sliding mode robustness term: .

[0058] and set And for Upper and lower limit truncation and fuzzy rule adjustment are used to suppress chattering and energy consumption.

[0059] S34, Final Control Variable: .

[0060] right Amplitude saturation And send it to the electro-hydraulic servo valve 23.

[0061] Protection and fault handling: Includes output saturation, temperature / oil pressure abnormality triggering load reduction, sensor calibration failure triggering degradation or hold-position strategy, and safety opening setting in extreme cases.

[0062] Online identification and parameter updates: periodically or trigger-based updates to model parameters. Perform simple identification to update the feedforward term and improve long-term tracking performance.

[0063] The principle and effects of the servo air conditioning method for an integrated device for regulating airflow and heat in aircraft engines are as follows: The electro-hydraulic servo valve is installed on the oil circuit housing 15. At this time, the oil inlet E of the oil circuit housing is connected to the input port A of the electro-hydraulic servo valve through the oil circuit inside the oil circuit housing 15. The oil return port F of the oil circuit housing is connected to the return port B of the electro-hydraulic servo valve through the oil circuit F1-B2-B1 inside the oil circuit housing 15. The first working port C is connected to the inside of the left valve sleeve 9, and the second working port D is connected to the inside of the right valve sleeve 13. The first flow port H and the second flow port I on the gas circuit housing 1 are installed at the corresponding installation positions on the aero-engine. After installation, the oil is input into the oil circuit inside the oil circuit housing 15 through the oil inlet E of the oil circuit housing, and enters the electro-hydraulic servo valve through the input port A of the electro-hydraulic servo valve.

[0064] The electro-hydraulic servo valve is started to initialize the device. Since the electro-hydraulic servo valve itself has zero bias, the flow rate of oil entering the right valve sleeve 13 from the second working oil port D is controlled to control the main valve core 2 to move to the rightmost end. At this time, the flow area of ​​the vent port J, the first flow port H and the second flow port I is the largest.

[0065] Based on the flow requirements in the aero-engine and the position signal from the linear displacement sensor 14, the operating mode of the main valve core 2 is determined. The specific implementation process is as follows: If icing is detected in the main casing, vortex casing, or compressor inlet guide vanes of the aero-engine, airflow regulation is performed. At this time, the electronic controller controls the current input to the electro-hydraulic servo valve connected to the oil circuit housing 15, so that the electro-hydraulic servo valve controls the oil flow rate entering the left valve sleeve 9 through the first working oil port C and the oil flow rate entering the right valve sleeve 13 through the second working oil port D as needed. Finally, the regulated flow rate flows from the first flow port H and the second flow port I to the location of icing in the main casing, vortex casing, or compressor inlet guide vanes of the aero-engine. At this time, the opening of the main valve core 2 meets the requirements of airflow regulation.

[0066] The specific operation process is as follows: When ice formation is detected due to excessively low temperature in parts such as blades, the electro-hydraulic servo valve controls the flow rate of oil entering the second working port D to control the flow rate of oil entering the right valve sleeve 13, thereby controlling the piston rod 8 to move to the right. Simultaneously, this drives the main valve core 2 connected to the piston rod 8 to move to the right, increasing the opening of the main valve core 2 and thus increasing the flow rate at the anti-icing port, transferring air heat to parts such as blades. When heat adjustment is not required, the electro-hydraulic servo valve 23 controls the flow rate of oil entering the left valve sleeve 9 by controlling the flow rate of oil entering the first working port C, thereby controlling the piston 12 to move to the left. Simultaneously, this drives the main valve core 2 connected to the piston rod 8 to move to the left, decreasing the opening of the main valve core 2. Throughout the entire process, a linear displacement sensor 14 collects the displacement signal of the piston 12 and feeds it back to the system to form a closed-loop control, ensuring accurate adjustment. By using the above method, the position of the main valve core 2 is made ideal, so that the opening of the main valve core 2 meets the air flow requirements of the aero-engine. At the same time, the oil returns through the return port B of the electro-hydraulic servo valve and the return port F of the oil circuit housing.

[0067] If the compressor flow rate in the aero-engine deviates from the optimal flow rate, air flow and heat are simultaneously regulated. At this time, the first flow port H and the second flow port I are fully open. Oil enters the oil circuit inside the oil circuit housing 15 from the oil inlet E of the oil circuit housing, and enters the electro-hydraulic servo valve through the input oil port A of the electro-hydraulic servo valve. The electro-hydraulic servo valve 23 controls the flow rate of oil entering the left valve sleeve 9 through the first working oil port C and the flow rate of oil entering the right valve sleeve 13 through the second working oil port D as needed, so that the opening degree of the main valve core 2 meets the requirements of simultaneous air flow and heat regulation.

[0068] The specific operation process is as follows: When the compressor flow rate in the aero-engine is lower than the optimal flow rate, the electro-hydraulic servo valve controls the flow rate of oil entering the left valve sleeve 9 by controlling the flow rate of oil entering the first working oil port C, thereby controlling the piston 12 to move to the left. Simultaneously, this causes the main valve core 2 connected to the piston rod 8 to move to the left, reducing the opening of the main valve core 2 and thus decreasing the flow rate into the atmosphere through the vent port J. When the compressor flow rate in the aero-engine is higher than the optimal flow rate, the electro-hydraulic servo valve 23 controls the flow rate of oil entering the right valve sleeve 13 by controlling the flow rate of oil entering the second working oil port D, thereby controlling the piston rod 8 to move to the right. Simultaneously, this causes the main valve core 2 connected to the piston rod 8 to move to the right, increasing the opening of the main valve core 2 and thus increasing the flow rate into the atmosphere through the vent port J. Throughout the entire process, a linear displacement sensor 14 collects the displacement signal of the piston 12 and feeds it back to the system to form a closed-loop control, ensuring accurate adjustment. By using the above method, the position of the main valve core 2 is made ideal, so that the opening of the main valve core 2 meets the requirements of simultaneous regulation of airflow and heat of the aero-engine. At the same time, the oil returns through the return port B of the electro-hydraulic servo valve and the return port F of the oil circuit housing.

[0069] Based on step S3, after the flow rate in the aero-engine meets the usage requirements, the flow rate of oil entering the left valve sleeve 9 from the first working oil port A is controlled by the electro-hydraulic servo valve 23, thereby controlling the piston 12 to move to the left. At the same time, the main valve core 2 connected to the piston rod 8 moves to the leftmost end. At this time, the flow area of ​​the vent port J, the first flow port H and the second flow port I is zero, the opening of the main valve core 2 is zero, the entire device is closed, and the oil returns through the return port B of the electro-hydraulic servo valve and the return port F of the oil circuit housing.

[0070] In the above embodiments, some key components have been verified through detailed engineering calculations, finite element strength checks, and deformation analyses: Finite element strength analyses under static loads and typical working conditions were performed on key components. The results showed that the maximum stress of each key component did not exceed the design allowable value, and no irreversible plastic deformation occurred. Simultaneously, deformation and clearance analyses were performed on hole-shaft fits and other key mating parts. The analysis results showed that the maximum displacement and deformation of each part were less than the design allowable value, and the hole-shaft fit remained within the allowable tolerance range, without any jamming, buckling, or structural instability. The strength verification results are shown in [link to strength verification results]. Figure 12 Deformation of key parts is seen Figure 13 In summary, the verification work demonstrates that the configuration and implementation parameters of the device of this invention meet the design and usage requirements in terms of strength and deformation control, supporting the feasibility and reliability of this invention.

[0071] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. An integrated device for regulating airflow and heat in an aircraft engine, comprising an air passage assembly, a connecting housing, and an oil passage assembly, characterized in that, The gas circuit housing in the gas circuit assembly is connected to the oil circuit housing in the oil circuit assembly through a connecting housing and a C-type sealing ring. The first connecting end of the piston rod in the oil circuit assembly passes through the central hole of the connecting housing and is connected to the third connecting end of the main valve core through a connecting seat. The connecting housing forms a gas-oil isolation chamber between the gas circuit assembly and the oil circuit assembly to thermally isolate the gas circuit assembly and the oil circuit assembly, thereby blocking the heat transfer from the high-temperature gas in the gas circuit assembly to the oil circuit in the oil circuit assembly. The first side of the oil circuit housing is provided with an oil circuit housing inlet and an oil circuit housing return port. The oil circuit housing inlet is equipped with a pressure reducing valve, which has eight parallel throttling ports to realize graded pressure stabilization and flow distribution of the external oil supply pressure to the working pressure required by the servo valve. Its steady-state continuous regulation performance can be expressed as the sum of the flow rates of each throttling port, specifically as follows: ； In the formula, For the first The emission coefficient of each throttling outlet For the first Each throttling orifice moves with the valve core. The effective circulation area The pressure difference before and after throttling. The density of the oil; The second side of the oil circuit housing is provided with an electro-hydraulic servo valve input port, an electro-hydraulic servo valve return port, a first working port, and a second working port. The first port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve input port, the second port of the electro-hydraulic servo valve is connected to the electro-hydraulic servo valve return port, the third port of the electro-hydraulic servo valve is connected to the inlet end of the left valve sleeve through the first working port, and the fourth port of the electro-hydraulic servo valve is connected to the inlet end of the right valve sleeve through the second working port.

2. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that, The gas path assembly includes a gas path housing, a main valve core, a guide ring, a first graphite ring, a support ring, and a second graphite ring. The main valve core and the support ring are located inside the gas path housing. The first annular groove of the main valve core is connected to the guide ring, and the second annular groove of the main valve core contacts the inner wall of the gas path housing in sequence through the first graphite ring, the support ring, and the second graphite ring. The gas path housing is provided with a first flow port, a second flow port, a vent port, and an inlet port.

3. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that, The hydraulic circuit assembly includes a hydraulic circuit housing, a piston rod, a left valve sleeve, a locking nut, a locking plate, a piston, a right valve sleeve, a pressure reducing valve, a linear displacement sensor, a connecting seat, an adjusting shim, and an electro-hydraulic servo valve. The second connecting end of the piston rod is connected to the first connecting end of the piston. The second connecting end of the piston contacts the interior of the left valve sleeve through a first friction-reducing ring and a second friction-reducing ring. The fourth connecting end of the piston rod contacts the interior of the right valve sleeve through a third friction-reducing ring. The third connecting end of the piston rod is connected to the first connecting end of the linear displacement sensor. The second connecting end of the linear displacement sensor is connected to the first fixed end of the hydraulic circuit housing. The third connecting end of the linear displacement sensor is connected to the connecting end of the right valve sleeve through an adjusting shim.

4. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that, The connecting housing contains an internal air-oil isolation chamber structure to create an independent isolation area between the pneumatic adjustment component and the hydraulic servo control component. An air gap is provided within the isolation chamber to create a heat-blocking layer between the air and oil sides, reducing heat transfer from high-temperature gas to the oil circuit system. The expression for the effective thermal conductivity is: ； In the formula, The thermal conductivity of air, The thermal conductivity of the casing metal material is given. and These refer to the thicknesses of the air layer and the metal layer, respectively.

5. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that, The left valve sleeve and the right valve sleeve are respectively connected to the first fixed end and the second fixed end of the inner wall of the oil circuit housing through the first sealing ring and the second sealing ring, and the fifth connecting end of the piston rod is connected to the inside of the oil circuit housing through the sealing ring.

6. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that, The axes of the main valve core, the piston rod, the piston, the left valve sleeve, and the right valve sleeve are on the same straight line.

7. The integrated device for regulating airflow and heat in an aircraft engine according to claim 1, characterized in that: The oil passage housing is equipped with an oil drain structure, which includes a radial micro-drain port and a return or discharge channel connected thereto. The flow rate of the drained oil is expressed as follows: ； In the formula, For the amount of oil drained, The thickness of the gap between the valve sleeve and the oil circuit housing in the electro-hydraulic servo valve. For hydraulic oil viscosity, The pressure gradient is along the gap direction. Effective leakage area; To reduce the oil leakage rate, a throttling orifice or a unidirectional micro pressure regulating structure is installed in the oil drain path. The oil drain resistance expression is: ； In the formula: For the amount of oil drained, The thickness of the gap between the valve sleeve and the oil circuit housing in the electro-hydraulic servo valve. Where is the viscosity of the hydraulic oil, and T is the oil temperature.

8. A method for servo air conditioning of an integrated device for regulating airflow and heat in an aircraft engine according to any one of claims 1-7, characterized in that, It includes the following steps: S1, Upper-level monitoring unit, determines the working mode and generates the desired opening degree based on signals from the linear displacement sensor, engine flow / temperature sensor and icing detection unit; S2, the middle layer distribution unit, performs weakly coupled optimization or lookup table mapping of flow and heat distribution based on the working mode to generate the target ratio; S3, the lower-level execution unit, uses a control law combining model feedback and adaptive sliding mode to generate the control quantity of the electro-hydraulic servo valve to drive the main valve core, making the main valve core track the desired opening obtained in step S1; wherein, the expression for the tracking error of the lower-level controller is: ； The control object of the electro-hydraulic servo valve is modeled as the valve core displacement. To control the output, the electro-hydraulic servo valve receives an electrical input signal. A second-order dynamic system model for the control quantity is given, and the sliding surface is defined. as follows: ； in, For the desired valve core displacement With actual valve core displacement Tracking error between The coefficients represent the expected convergence rate of the system. The control quantity is given by the sum of the feedforward term and the sliding mode robustness term: ； Furthermore, the sliding mode gain is adjusted according to the following expression: 。 9. The servo air conditioning method of the integrated device for regulating airflow and heat in an aircraft engine according to claim 8, characterized in that, In step S1, the upper-level monitoring unit includes two operating modes: simultaneous heat regulation and heat flow rate regulation; it switches to heat regulation when the icing criterion is met; and switches to simultaneous heat flow rate regulation when the flow rate deviation continuously exceeds the limit. The middle-level distribution unit, under simultaneous heat flow rate regulation, solves a small-scale optimization problem: ； Generate the target opening degree while satisfying boundary and physical constraints. With heat distribution ratio .

10. The servo air conditioning method of the integrated device for regulating airflow and heat in an aircraft engine according to claim 8, characterized in that, In step S2, if icing is detected in the main casing, vortex casing, or compressor inlet guide vanes of the aero-engine, air heat regulation is performed. If the compressor flow rate in the aero-engine deviates from the optimal flow rate, both heat and flow rate are regulated simultaneously. The electro-hydraulic servo valve controls the flow rate of oil entering the left valve sleeve through the first working port and the flow rate of oil entering the right valve sleeve through the second working port, as needed, so that the opening degree of the main valve core meets the requirements of different operating modes.

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