Method and system for regulating and controlling throttle orifice plate of attitude and orbit control engine and controlling assembly state of throttle orifice plate of attitude and orbit control engine

Abstract

The invention provides a method and a system for controlling the regulation and the assembly state of a throttle orifice plate of an attitude and orbit control engine. The method comprises the following steps: calculating the initial aperture of a throttle orifice and processing the throttle orifice; a pre-debugging liquid flow test is conducted, the flow resistance deviation is obtained, and the throttling hole is processed according to the flow resistance deviation until the flow resistance deviation meets the required range; the throttling holes are recorded and deburred; performing a final liquid flow test to verify that the flow resistance deviation meets a required range; and carrying out punching point fixation on the locking nut. According to the method, the flow coefficient empirical value range suitable for the throttling hole with a thin body and a small hole diameter is established based on historical test data, fine machining of different degrees is carried out on different parts of the throttling hole through a scraper or a milling cutter, flow resistance increase and decrease, scraping sharp edge resistance reduction and milling flat sharpening resistance increase are achieved, the liquid flow test debugging efficiency is greatly improved, and the test cost is reduced. And the number of iteration tests is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of spacecraft propulsion technology, in particular, to a control method and system for regulating and controlling the assembly state of a throttle orifice plate of an orbit and attitude control engine. BACKGROUND

[0002] A space dual-component orbit and attitude control liquid rocket engine obtains the actual flow resistance performance of the engine under the rated mass flow rate through a liquid flow test, and adjusts the engine thrust and the mixing ratio performance of the two propellant components to a reasonable range through a matching throttle orifice plate, so that the propulsion system provides the expected orbit acceleration and attitude control force during the flight of the spacecraft, and realizes the accurate adjustment of the orbit and attitude during the flight. For high-performance engines, the adjustment accuracy of the throttle orifice plate directly determines the safety and reliability of the engine in orbit.

[0003] The traditional engine liquid flow test throttle orifice plate debugging method is to pre-drill a throttle orifice on the throttle orifice plate, install it at the inlet of the propellant control valve of the engine for liquid flow test debugging, adjust the throttle orifice diameter according to the liquid flow test results, and then iteratively perform liquid flow test debugging. The throttle orifice plate is thin and has a small diameter, and the throttling characteristics are difficult to accurately estimate, so the iterative debugging process completely depends on the experience of the debugging personnel, and the debugging efficiency is low. On the other hand, after the liquid flow test, the throttle orifice plate is taken out again after drying, and the state of the orifice is recorded by multimedia under a high-power magnifying glass to confirm that there are no burrs and no risk of introducing excess material to block the flow channel, and finally the throttle orifice plate is placed back at the inlet of the propellant control valve and the upper locking nut is tightened. This process may cause the throttle orifice plate to be installed in the wrong direction, missing, mixed, the two-way propellant flow channel position to be installed in the wrong direction, and the locking nut to be tightened to different degrees, resulting in a deviation between the actual flow resistance of the engine in orbit and the ground debugging flow resistance.

[0004] Patent document CN117703630A discloses a two-stage throttle orifice plate combination structure and a debugging method, which includes a two-stage throttle orifice plate and a locking nut, the two-stage throttle orifice plate is fixed to form a combination structure through the locking nut, the two-stage throttle orifice plate includes a first throttle orifice plate and a second throttle orifice plate, the first throttle orifice plate and the second throttle orifice plate are in abutting cooperation, and the first throttle orifice plate and the second throttle orifice plate are in communication to form a medium flow channel. Patent document CN111963339B discloses a liquid film cooling attitude control engine thrust chamber, the outer side of the head of the thrust chamber is provided with a first propellant chamber, and the outer side of the middle position of the body of the thrust chamber is provided with a second propellant chamber. However, the flow coefficient given by the above patent documents cannot be applied to the throttle orifice plate with a thin body and a small diameter, and no control method is provided to ensure the consistency of the ground and in-orbit states of the engine flow resistance. SUMMARY

[0005] Aiming at the defects in the prior art, the present application aims to provide a control method and system for regulating and assembling the throttle orifice plate of an attitude and orbit control engine.

[0006] According to the present application, a control method for regulating and assembling the throttle orifice plate of an attitude and orbit control engine is provided, comprising: Step S1: calculating the initial orifice diameter of the throttle orifice, and obtaining the throttle orifice plate after punching on the throttle plate; Step S2: installing the throttle orifice plate at a preset position of the engine, tightening the locking nut, and carrying out a pre-commissioning flow test to obtain a first flow resistance deviation; determining whether the first flow resistance deviation meets a preset deviation requirement range, if yes, executing step S5; if not, executing step S3; Step S3: according to the actual size value of the first flow resistance deviation, taking different processing methods to change the orifice state of the throttle orifice or adjust the orifice diameter of the throttle orifice; Step S4: installing the throttle orifice plate at a preset position of the engine, tightening the locking nut, and carrying out a pre-commissioning flow test to obtain a second flow resistance deviation; determining whether the second flow resistance deviation meets a preset deviation requirement range, if yes, executing step S5; if not, returning to step S3; Step S5: taking out the throttle orifice plate, recording the orifice state of the throttle orifice at this time, and removing burrs; Step S6: installing the throttle orifice plate at a preset position of the engine, tightening the locking nut, and carrying out a pre-commissioning flow test to obtain a third flow resistance deviation; determining whether the third flow resistance deviation meets a preset deviation requirement range, if yes, executing step S7; if not, returning to step S3; Step S7: punching a point at the thread cooperation position on the upper end surface of the locking nut.

[0007] Preferably, the calculation formula of the initial orifice diameter of the throttle orifice comprises:

[0008] wherein, d is the initial orifice diameter of the throttle orifice; q m is the mass flow rate of the working medium flowing through the throttle orifice; C d is the flow coefficient, and the value range is 0.85-0.97; p is the density of the working medium; Δ p is the throttle flow resistance to be commissioned by the engine.

[0009] Preferably, the step S5 comprises: taking out the throttle orifice plate, placing it under a 30 times magnifying glass to take multimedia photos of the orifice state of the throttle orifice front and back surface, checking and removing burrs.

[0010] Preferably, the process of obtaining the first flow resistance deviation includes: Obtain the first flow resistance at the rated mass flow rate, calculate the difference between the first flow resistance and the throttling flow resistance that the engine needs to be adjusted, and set it as the first flow resistance deviation.

[0011] Preferably, in step S1, when the initial orifice diameter is ≤1mm, the outlet area of ​​the throttling orifice is not chamfered; when the initial orifice diameter is >1mm, the outlet area of ​​the throttling orifice is chamfered, and the chamfer size is 0.1~0.2mm.

[0012] Preferably, a pre-adjustment flow test is carried out at two flow rates of 100% and 110% of the rated mass flow rate. According to the mass flow rate equation, each flow resistance is converted to the flow resistance value at the rated mass flow rate, and the average value is calculated and set as the first flow resistance and the second flow resistance, respectively.

[0013] Preferably, flow tests are conducted at five flow rates: 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. The flow resistances are converted to the rated mass flow rate values ​​according to the mass flow equation, and the average value is calculated and set as the actual test flow resistance of the engine.

[0014] Preferably, the working fluid used for conducting the flow test is deionized water or anhydrous ethanol.

[0015] Preferably, the punches are evenly distributed in the circumferential direction of the thread, the punch depth is 1 to 1.5 times the thread pitch, and the number of punches is 3 to 4.

[0016] A control system for attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to the present invention includes: Module M1: Calculates the initial orifice diameter of the throttling orifice and obtains the throttling orifice plate after drilling holes in the throttling plate; Module M2: Install the orifice plate in the preset position on the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the first flow resistance deviation; determine whether the first flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, execute module M3. Module M3: Based on the actual value of the first flow resistance deviation, different processing methods are adopted to change the orifice state of the throttling orifice or adjust the orifice diameter; Module M4: Install the orifice plate in the preset position of the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the second flow resistance deviation; determine whether the second flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, return to module M3. Module M5: Remove the orifice plate, record the orifice status at this time, and remove burrs; Module M6: Install the orifice plate in the preset position of the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the third flow resistance deviation; determine whether the third flow resistance deviation meets the preset deviation requirement range. If it does, execute module M7; if it does not, return to module M3. Module M7: Punch a point at the threaded engagement position on the upper end face of the lock nut.

[0017] Preferably, the formula for calculating the initial orifice diameter includes:

[0018] in, d This is the initial orifice diameter; q m The mass flow rate of the working fluid flowing through the throttling orifice; C d This is the flow coefficient, with a value ranging from 0.85 to 0.97; p Δ is the density of the working fluid; p The throttling resistance of the engine needs to be adjusted.

[0019] Preferably, the module M5 includes: Remove the orifice plate and take multimedia photos of the orifice openings on both sides under a 30x magnifying glass to record the condition. Check and remove any burrs.

[0020] Preferably, the process of obtaining the first flow resistance deviation includes: Obtain the first flow resistance at the rated mass flow rate, calculate the difference between the first flow resistance and the throttling flow resistance that the engine needs to be adjusted, and set it as the first flow resistance deviation.

[0021] Preferably, in module M1, when the initial orifice diameter is ≤1mm, the outlet area of ​​the throttling orifice is not chamfered; when the initial orifice diameter is >1mm, the outlet area of ​​the throttling orifice is chamfered, and the chamfer size is 0.1~0.2mm.

[0022] Preferably, a pre-adjustment flow test is carried out at two flow rates of 100% and 110% of the rated mass flow rate. According to the mass flow rate equation, each flow resistance is converted to the flow resistance value at the rated mass flow rate, and the average value is calculated and set as the first flow resistance and the second flow resistance, respectively.

[0023] Preferably, flow tests are conducted at five flow rates: 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. The flow resistances are converted to the rated mass flow rate values ​​according to the mass flow equation, and the average value is calculated and set as the actual test flow resistance of the engine.

[0024] Preferably, the working fluid used for conducting the flow test is deionized water or anhydrous ethanol.

[0025] Preferably, the punches are evenly distributed in the circumferential direction of the thread, the punch depth is 1 to 1.5 times the thread pitch, and the number of punches is 3 to 4.

[0026] Compared with the prior art, the present invention has the following beneficial effects: 1. Based on historical test data, this invention establishes an empirical range of flow coefficient values ​​for throttling orifices with thin bodies and small orifices. Different degrees of fine processing are performed on different parts of the throttling orifice using scrapers or milling cutters to increase or decrease flow resistance. Scraping sharp edges reduces resistance, while milling and sharpening increase resistance, which greatly improves the efficiency of fluid flow test debugging and reduces the number of iterative tests.

[0027] 2. This invention employs a verification mechanism of two-stage flow pre-adjustment and five-stage flow final inspection, with a microscopic photography step inserted in between. This solves the problems that easily arise after liquid flow test and debugging, such as reverse installation, omissions, mixed installations, reversed installation of the two propellant flow channels, and inconsistent tightening of the locking nut, which lead to mismatch between the engine's flight flow resistance state and the ground test state. After debugging, the thread fit position on the upper end face of the locking nut is fixed by punching, achieving consistency between the assembly state of the throttle orifice plate and the ground test state. This effectively controls the engine flow resistance accuracy within 0.01MPa and the output thrust and the mixing ratio of the two propellant components within 1%. Attached Figure Description

[0028] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a flowchart of the process of the present invention.

[0029] Figure 2 This is a schematic diagram of an attitude and orbit control engine throttle orifice plate placed at the inlet of the propellant control valve, according to an embodiment of the present invention.

[0030] Figure 3 This is a cross-sectional view of the throttling orifice plate.

[0031] Explanation of reference numerals in the attached figures Detailed Implementation

[0032] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0033] like Figure 1 As shown, a method for adjusting and controlling the assembly state of a throttle orifice plate in an attitude-orbit control engine includes the following steps: Step S1: Calculate the initial orifice diameter of the throttling orifice 11 of the throttling orifice plate 1 according to the required throttling resistance of the engine. The specific calculation formula is as follows:

[0034] in, d The initial orifice diameter of the throttling orifice 11; q m The mass flow rate of the working fluid flowing through the throttling orifice 11; C d This is the flow coefficient, with a value ranging from 0.85 to 0.97; p Δ is the density of the working fluid; p The throttling resistance of the engine needs to be adjusted; Step S2: Drill a hole at the center of the throttling orifice plate 1 according to the initial orifice diameter to form a throttling orifice 11. The inlet area of ​​the throttling orifice 11 should be kept sharp. When the initial orifice diameter is ≤1mm, the outlet area of ​​the throttling orifice 11 is not chamfered. When the initial orifice diameter is >1mm, the outlet area of ​​the throttling orifice 11 is chamfered, and the chamfer 13 is 0.1~0.2mm in size.

[0035] Step S3: Install the orifice plate 1 on the propellant control valve inlet of the engine, tighten the locking nut 2, conduct a pre-adjustment flow test, obtain the first flow resistance at the rated mass flow rate, calculate the difference between the first flow resistance and the required throttling flow resistance of the engine, and set it as the first flow resistance deviation; before conducting the pre-adjustment flow test, take a 100mL sample of the outflowing liquid working fluid and test it with a liquid particle size analyzer, requiring that no particles larger than 30μm are present; the working fluid for conducting the flow test is deionized water or anhydrous ethanol.

[0036] If the first flow resistance deviation meets the deviation requirement range, then proceed to step S6; If the first flow resistance deviation does not meet the deviation requirement range, then proceed to step S4; Step S4: Based on the actual magnitude of the first flow resistance deviation, adopt different processing methods to change the orifice state of the throttling orifice 11 or adjust the orifice diameter of the throttling orifice 11: When 0.03MPa < first flow resistance deviation ≤ 0.06MPa, place the orifice plate 1 under a 30x magnifying glass and scrape the sharp edge 12 of the inlet area of ​​the orifice 11 with a scraper. The scraping area is the whole circle, and the scraping depth is 0~0.2mm. When 0 < first flow resistance deviation ≤ 0.03MPa, place the throttling orifice plate 1 under a 30x magnifying glass and scrape the sharp edge 12 of the inlet area of ​​the throttling orifice 11 with a scraper. The scraping area is no more than half a circle, and the scraping depth is 0~0.2mm. When -0.02MPa ≤ first flow resistance deviation < 0, if the inlet area of ​​the throttling orifice 11 has been scraped, the inlet area of ​​the throttling orifice 11 is milled flat with a milling cutter to a depth of 0.2~0.3mm; if the inlet area of ​​the throttling orifice 11 has not been scraped, the outlet area of ​​the throttling orifice 11 is processed; if the outlet area of ​​the throttling orifice 11 has been chamfered, the outlet area of ​​the throttling orifice 11 is milled flat with a milling cutter to a depth of 0.2~0.3mm; if the outlet area of ​​the throttling orifice 11 has not been chamfered, the orifice plate cannot be used, and the process returns to step S1, the flow coefficient value is increased, and the initial orifice diameter is recalculated; the milling cutter diameter is 2~4mm. When the first flow resistance deviation is less than -0.02 MPa, the orifice plate cannot be used anymore. Return to step S1, increase the flow coefficient value, and recalculate the initial orifice diameter. When the first flow resistance deviation is >0.06MPa, the orifice plate can no longer be used. Return to step S1, reduce the flow coefficient value, and recalculate the initial orifice diameter. The angle between the scraper and the horizontal plane is 20°~60°. After scraping the throttling orifice 11 with the scraper, deburring is performed. A 30x magnifying glass is used to check for burrs. Then, it is cleaned with clean anhydrous ethanol and the surface of the throttling orifice plate 1 is dried with clean nitrogen.

[0037] Step S5: Install the orifice plate 1 on the propellant control valve inlet of the engine, tighten the locking nut 2, conduct a pre-adjustment flow test, obtain the second flow resistance under the rated mass flow rate, and calculate the difference between the second flow resistance and the throttling flow resistance that needs to be adjusted in the engine, and set it as the second flow resistance deviation. If the second flow resistance deviation meets the deviation requirement range, then proceed to step S6; If the second flow resistance deviation does not meet the deviation requirement range, then repeat step S4.

[0038] Step S6: Take out the orifice plate 1 and take multimedia photos of the orifice 11 on both sides under a 30x magnifying glass to record the orifice status, check and remove burrs; Step S7: Reinstall the orifice plate 1 on the propellant control valve inlet of the engine, tighten the lock nut 2, conduct a fluid flow test, obtain the actual test flow resistance of the engine under the rated mass flow rate, calculate the difference between the actual test flow resistance of the engine and the throttling flow resistance that needs to be adjusted in the engine, and set it as the third flow resistance deviation. If the deviation of the third flow resistance meets the deviation requirement range, then proceed to step S8; If the deviation of the third flow resistance does not meet the deviation requirement range, return to step S4; Specifically, flow tests were conducted at five flow rates: 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. The flow resistances were converted to the rated mass flow rate values ​​according to the mass flow equation, and the average value was calculated and set as the actual test flow resistance of the engine.

[0039] Step S8: Punch a point at the threaded engagement position on the upper end face of the locking nut 2. The punch points are evenly distributed in the circumferential direction of the thread, the punch depth is 1 to 1.5 times the thread pitch, and the number of punch points is 3 to 4.

[0040] In steps S3 and S5, pre-adjustment flow tests are conducted at two flow rates of 100% and 110% of the rated mass flow rate. Based on the mass flow rate equation, each flow resistance is converted to the flow resistance value at the rated mass flow rate, and the average value is calculated and set as the first flow resistance and the second flow resistance, respectively.

[0041] The orifice diameter of the orifice 11 of the orifice plate 1 is ≤2mm, the depth of the orifice 11 is 1~3mm, the required mass flow rate of the working fluid is 10~50g / s, and the throttling resistance of the engine needs to be adjusted to 0.05~1.0MPa. The required flow resistance deviation range is -0.01 to 0.01 MPa.

[0042] Example 1 like Figure 1 As shown, a method for adjusting and controlling the assembly state of a throttle orifice plate in an attitude-orbit control engine includes the following steps: Step S1: Calculate the initial orifice diameter of the throttling orifice 11 of the throttling orifice plate 1 according to the required throttling resistance of the engine. The specific calculation formula is as follows:

[0043] in, q m The required mass flow rate of the working fluid flowing through the throttling orifice 11 is 28.72 g / s; C d This is the flow coefficient, with a value of 0.9; p The density is the working fluid density, which is deionized water with a density value of 10. 3 kg / m 3 ;Δ p The throttling resistance of the engine needs to be adjusted, with a required value of 0.215 MPa; d The initial orifice diameter of the throttling orifice 11 is calculated to be 1.4 mm; Step S2: As Figure 3 As shown, a hole is drilled at the center of the throttling orifice plate 1 according to the initial orifice diameter to form a throttling orifice 11. The inlet area of ​​the throttling orifice 11 is kept sharp. The initial orifice diameter is 1.4 mm. The outlet area of ​​the throttling orifice 11 is chamfered, and the chamfer 13 is 0.1~0.2 mm in size.

[0044] Step S3: As Figure 2 As shown, the orifice plate 1 is installed at the inlet of the propellant control valve of the engine, and the locking nut 2 is tightened. First, 100 mL of the outflowing liquid working fluid is sampled and tested with a liquid particle size analyzer. It is required that no particles larger than 30 μm are present. Then, a pre-adjustment liquid flow test is carried out at two flow rates of 100% and 110% of the rated mass flow rate. According to the mass flow equation, each flow resistance is converted to the flow resistance value at the rated mass flow rate, and the average value is calculated to be 0.240 MPa, which is set as the first flow resistance at the rated mass flow rate. The difference between the first flow resistance and the throttling flow resistance to be adjusted in the engine is calculated to be 0.025 MPa, which is set as the first flow resistance deviation. If the first flow resistance deviation does not meet the deviation requirement range of -0.01~0.01 MPa, proceed to step S4. Step S4: Based on the actual value of the first flow resistance deviation, different processing methods are adopted to change the orifice state of the throttling orifice 11 or adjust the orifice diameter of the throttling orifice 11; the first flow resistance deviation is 0.025MPa. The throttling orifice plate 1 is placed under a 30x magnifying glass, and the sharp edge 12 of the inlet area of ​​the throttling orifice 11 is scraped with a scraper. The scraping area is half a circle, and the scraping depth is 0~0.2mm; the tilt angle between the scraper and the horizontal plane is 20°~60°. After scraping the throttling orifice 11 with a scraper, deburring is performed. The 30x magnifying glass is used to check for no burrs. Then, it is cleaned with clean anhydrous ethanol and the surface of the throttling orifice plate 1 is dried with clean nitrogen.

[0045] Step S5: Install the orifice plate 1 at the propellant control valve inlet of the engine, tighten the locking nut 2, and conduct a pre-adjustment flow test at two flow rates of 100% and 110% of the rated mass flow rate. Convert each flow resistance to the flow resistance value at the rated mass flow rate according to the mass flow equation, and calculate the average value as 0.219 MPa, which is set as the second flow resistance at the rated mass flow rate. Calculate the difference between the second flow resistance and the throttling flow resistance to be adjusted in the engine, which is 0.004 MPa, and set it as the second flow resistance deviation. The second flow resistance deviation meets the deviation requirement range of -0.01~0.01 MPa, and continue to step S6. Step S6: Take out the orifice plate 1 and take multimedia photos of the orifice 11 on both sides under a 30x magnifying glass to record the orifice status, check and remove burrs; Step S7: Reinstall the orifice plate 1 at the propellant control valve inlet of the engine, tighten the locking nut 2, and conduct flow tests at five flow rates of 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. Convert each flow resistance to the flow resistance value at the rated mass flow rate according to the mass flow equation, and calculate the average value as 0.218 MPa, which is set as the actual test flow resistance of the engine at the rated mass flow rate. Calculate the difference between the actual test flow resistance of the engine and the required throttling flow resistance of the engine, which is 0.003 MPa, and set it as the third flow resistance deviation. The third flow resistance deviation meets the deviation requirement range of -0.01 to 0.01 MPa, and continue to step S8. Step S8: Punch a mark at the thread engagement position on the upper end face of the locking nut 2. The mark should be evenly distributed around the thread circumference, with a mark depth of 1 to 1.5 times the thread pitch, and the number of mark is 3.

[0046] The working fluid used in the fluid flow test was deionized water.

[0047] The orifice diameter of the orifice 11 of the orifice plate 1 is ≤2mm, and the depth of the orifice 11 is 1mm; The present invention also provides a control system for the adjustment and assembly state of the throttle orifice plate of an attitude-orbit control engine. The control system for the adjustment and assembly state of the throttle orifice plate of an attitude-orbit control engine can be implemented by executing the process steps of the control method for the adjustment and assembly state of the throttle orifice plate of an attitude-orbit control engine. That is, those skilled in the art can understand the control method for the adjustment and assembly state of the throttle orifice plate of an attitude-orbit control engine as a preferred embodiment of the control system for the adjustment and assembly state of the throttle orifice plate of an attitude-orbit control engine.

[0048] Specifically, a control system for the adjustment and assembly status of the throttle orifice plate of an attitude and orbit control engine includes: Module M1: Calculates the initial orifice diameter of the throttling orifice and obtains the throttling orifice plate after drilling holes in the throttling plate; Module M2: Install the orifice plate in the preset position on the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the first flow resistance deviation; determine whether the first flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, execute module M3. Module M3: Based on the actual value of the first flow resistance deviation, different processing methods are adopted to change the orifice state of the throttling orifice or adjust the orifice diameter; Module M4: Install the orifice plate in the preset position of the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the second flow resistance deviation; determine whether the second flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, return to module M3. Module M5: Remove the orifice plate, record the orifice status at this time, and remove burrs; Module M6: Install the orifice plate in the preset position of the engine, tighten the lock nut and conduct a pre-adjustment fluid flow test to obtain the third flow resistance deviation; determine whether the third flow resistance deviation meets the preset deviation requirement range. If it does, execute module M7; if it does not, return to module M3. Module M7: Punch a point at the threaded engagement position on the upper end face of the lock nut.

[0049] The formula for calculating the initial orifice diameter includes:

[0050] in, d This is the initial orifice diameter; q m The mass flow rate of the working fluid flowing through the throttling orifice; C d This is the flow coefficient, with a value ranging from 0.85 to 0.97; p Δ is the density of the working fluid; p The throttling resistance of the engine needs to be adjusted.

[0051] The module M5 includes: Remove the orifice plate and take multimedia photos of the orifice openings on both sides under a 30x magnifying glass to record the condition. Check and remove any burrs.

[0052] The process of obtaining the first flow resistance deviation includes: Obtain the first flow resistance at the rated mass flow rate, calculate the difference between the first flow resistance and the throttling flow resistance that the engine needs to be adjusted, and set it as the first flow resistance deviation.

[0053] In module M1, when the initial orifice diameter is ≤1mm, the outlet area of ​​the throttling orifice is not chamfered; when the initial orifice diameter is >1mm, the outlet area of ​​the throttling orifice is chamfered, and the chamfer size is 0.1~0.2mm.

[0054] Pre-commissioning flow tests were conducted at two flow rates: 100% and 110% of the rated mass flow rate. Based on the mass flow rate equation, each flow resistance was converted to the flow resistance value at the rated mass flow rate, and the average value was calculated and set as the first flow resistance and the second flow resistance, respectively.

[0055] Liquid flow tests were conducted at five flow rates: 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. The flow resistances were converted to the rated mass flow rate values ​​according to the mass flow equation, and the average value was calculated and set as the actual test flow resistance of the engine.

[0056] The working fluid used for conducting the flow test is deionized water or anhydrous ethanol.

[0057] The punches are evenly distributed in the circumferential direction of the thread, with a punch depth of 1 to 1.5 times the thread pitch and a number of punches of 3 to 4.

[0058] Those skilled in the art will understand that, besides implementing the system and its various devices, modules, and units provided by this invention in the form of purely computer-readable program code, the same functions can be achieved entirely through logical programming of the method steps, making the system and its various devices, modules, and units of this invention function in the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, the system and its various devices, modules, and units provided by this invention can be considered as a hardware component, and the devices, modules, and units included therein for implementing various functions can also be considered as structures within the hardware component; alternatively, the devices, modules, and units for implementing various functions can be considered as both software modules implementing the method and structures within the hardware component.

[0059] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A method for controlling the adjustment and assembly state of the throttle orifice plate of an attitude-track control engine, characterized in that, include: Step S1: Calculate the initial orifice diameter of the throttling orifice (11), and obtain the throttling orifice plate (1) after drilling holes in the throttling plate. Step S2: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the first flow resistance deviation; determine whether the first flow resistance deviation meets the preset deviation requirement range. If it does, proceed to step S5; if it does not, proceed to step S3. Step S3: Based on the actual value of the first flow resistance deviation, adopt different processing methods to change the orifice state of the throttling orifice (11) or adjust the orifice diameter of the throttling orifice (11); Step S4: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the second flow resistance deviation; determine whether the second flow resistance deviation meets the preset deviation requirement range. If it does, proceed to step S5; if it does not, return to step S3. Step S5: Remove the orifice plate (1), record the orifice state of the orifice (11) at this time, and remove the burrs; Step S6: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the third flow resistance deviation; determine whether the third flow resistance deviation meets the preset deviation requirement range. If it does, proceed to step S7; if it does not, return to step S3. Step S7: Punch a point at the threaded engagement position on the upper end face of the lock nut (2).

2. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, The formula for calculating the initial orifice diameter of the throttling orifice (11) includes: in, d The initial orifice diameter is that of the throttling orifice (11); q m The mass flow rate of the working fluid flowing through the throttling orifice (11); C d This is the flow coefficient, with a value ranging from 0.85 to 0.97; ρ Δ is the density of the working fluid; p The throttling resistance of the engine needs to be adjusted.

3. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, Step S5 includes: Take out the orifice plate (1), place it under a 30x magnifying glass and take multimedia photos of the orifice state on both sides of the orifice (11) to record the state, check and remove burrs.

4. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, The process of obtaining the first flow resistance deviation includes: Obtain the first flow resistance at the rated mass flow rate, calculate the difference between the first flow resistance and the throttling flow resistance that the engine needs to be adjusted, and set it as the first flow resistance deviation.

5. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, In step S1, when the initial orifice diameter is ≤1mm, the outlet area of ​​the throttling orifice (11) is not chamfered; when the initial orifice diameter is >1mm, the outlet area of ​​the throttling orifice (11) is chamfered, and the chamfer (13) size is 0.1~0.2mm.

6. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, Pre-commissioning flow tests were conducted at two flow rates: 100% and 110% of the rated mass flow rate. Based on the mass flow rate equation, each flow resistance was converted to the flow resistance value at the rated mass flow rate, and the average value was calculated and set as the first flow resistance and the second flow resistance, respectively.

7. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, Liquid flow tests were conducted at five flow rates: 90%, 95%, 100%, 105%, and 110% of the rated mass flow rate. The flow resistances were converted to the rated mass flow rate values ​​according to the mass flow equation, and the average value was calculated and set as the actual test flow resistance of the engine.

8. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, The working fluid used for conducting the flow test is deionized water or anhydrous ethanol.

9. The method for controlling the attitude and trajectory control engine throttle orifice plate adjustment and assembly state according to claim 1, characterized in that, The punches are evenly distributed in the circumferential direction of the thread, with a punch depth of 1 to 1.5 times the thread pitch and a number of punches of 3 to 4.

10. A control system for the adjustment and assembly state of the throttle orifice plate of an attitude and orbit control engine, characterized in that, include: Module M1: Calculate the initial orifice diameter of the throttling orifice (11), and obtain the throttling orifice plate (1) after drilling holes in the throttling plate. Module M2: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the first flow resistance deviation; determine whether the first flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, execute module M3. Module M3: Based on the actual value of the first flow resistance deviation, different processing methods are adopted to change the orifice state of the throttling orifice (11) or adjust the orifice diameter of the throttling orifice (11); Module M4: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the second flow resistance deviation; determine whether the second flow resistance deviation meets the preset deviation requirement range. If it does, execute module M5; if it does not, return to module M3. Module M5: Remove the throttling orifice plate (1), record the orifice state of the throttling orifice (11) at this time, and remove the burrs; Module M6: Install the orifice plate (1) in the preset position of the engine, tighten the locking nut (2) and carry out a pre-adjustment fluid flow test to obtain the third flow resistance deviation; determine whether the third flow resistance deviation meets the preset deviation requirement range. If it does, execute module M7; if it does not, return to module M3. Module M7: Punch a point at the threaded engagement position on the upper end face of the locking nut (2).

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