Pressure control method and system of rocket pressurized conveying system

Abstract

The invention provides a pressure control method and system for a rocket pressurization conveying system. The pressure control method comprises the steps that a first pressure adjusting control parameter, a first vibration signal and a first flow signal of a first fuel pressurization branch are obtained; outputting gas to the fuel storage tank according to the first pressure regulation control parameter; according to the first vibration signal and the first flow signal, a redundant working state or a second fuel pressurization branch working state is switched; acquiring a second pressure regulation control parameter in the redundant working state, and outputting gas to the fuel storage tank according to the second pressure regulation control parameter; and a third pressure regulation control parameter of the second fuel pressurization branch in the working state is obtained, and gas is output to the fuel storage tank according to the third pressure regulation control parameter. According to the scheme, the fault tolerance of the rocket pressurization conveying system is enhanced, and the pressure adjusting precision is improved.

Description

Technical Field

[0001] This invention relates to the field of rocket control technology, and in particular to a pressure control method and system for a rocket pressurization and delivery system. Background Technology

[0002] Liquid oxygen-methane rockets are increasingly used in the aerospace field due to their advantages such as clean propellant and high reusability potential. Their pressurization and delivery systems need to provide stable pressure to the propellant tanks to ensure smooth propellant delivery to the engine. However, both liquid oxygen (boiling point -183℃) and methane (boiling point -161.5℃) are cryogenic media, placing stringent requirements on the pressure control accuracy, sealing performance, and system redundancy of the pressurization system.

[0003] To ensure the secondary start-up requirements of the rocket's second-stage pressurization and delivery system, liquid methane and liquid oxygen tanks typically employ a room-temperature helium pressurization system. This system includes high-pressure helium cylinders, filters, adaptive pressure-reducing valves, flow-limiting orifices, and corresponding piping. High-pressure helium from the pressurization cylinders passes through filters, pressurization solenoid valves, flow-limiting orifices, and pressurization piping before entering the self-generating pressurization line. In the pressurization and delivery system, the self-generating pressurization line automatically begins pressurization after the engine starts operating. The pressurization line is a closed-loop control circuit controlled by the tank pressure. The tank pressure sensor uses a 2-out-of-3 configuration (tank pressure is a core parameter of the pressurization and delivery system, monitored and judged using a redundant configuration of 2-out-of-3 pressure sensors). The pressurization solenoid valve is initiated by the flight control unit, opening and closing when the tank pressure reaches a given pressure band. The single-branch design has a low fault tolerance rate. Once the branch fails, the entire pressurization system fails, directly leading to the failure of the rocket mission. Pressure regulation relies on the electrical control logic of the pressure belt, and the response delay (usually ≥100ms) results in a large pressure fluctuation range (≥±0.01MPa). The sealing structure is prone to failure due to material shrinkage and aging at low temperatures. The pressure safety protection level is single, and the overpressure risk prevention and control capabilities are insufficient. Summary of the Invention

[0004] The technical problem to be solved by this invention is to provide a pressure control method and system for a rocket pressurization and delivery system. This enhances the fault tolerance of the rocket pressurization and delivery system and improves the accuracy of pressure regulation.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows: In a first aspect, embodiments of the present invention provide a pressure control method for a rocket pressurization and delivery system, the rocket pressurization and delivery system comprising: a fuel tank and a fault switching valve connected to the fuel tank; a first fuel pressurization branch and a second fuel pressurization branch connected to the fault switching valve; a first adaptive pressure compensation valve provided on the first fuel pressurization branch; and a second adaptive pressure compensation valve provided on the second fuel pressurization branch; the method comprising: Acquire the first pressure regulation control parameter, the first vibration signal, and the first flow signal of the first fuel boosting branch; Gas is output to the fuel tank according to the first pressure regulation control parameter; Based on the first vibration signal and the first flow signal, the working state of the first fuel booster branch is switched to a state of redundant operation of the first fuel booster branch and the second fuel booster branch, or a state of operation of the second fuel booster branch. The second pressure regulation control parameter is obtained to determine the redundant operation status of the first fuel booster branch and the second fuel booster branch. Based on the second pressure regulation control parameter, the first fuel booster branch and the second fuel booster branch are controlled to output gas to the fuel storage tank. The third pressure regulation control parameter is obtained when the second fuel booster branch is in operation, and the second fuel booster branch is controlled to output gas to the fuel tank according to the third pressure regulation control parameter.

[0006] Optionally, the first pressure regulation control parameters of the first fuel boosting branch are obtained, including: The first pressure deviation of the fuel tank at a first moment and the second pressure deviation at a second moment are obtained. according to Determine the rate of change of the first pressure deviation; where, The first pressure deviation change rate, The first pressure deviation at time t. The second pressure deviation at time t-1, The sampling period; The first proportional coefficient, the first integral coefficient, and the first differential coefficient are determined based on the first pressure deviation change rate. The opening degree of the first adaptive pressure-replenishing valve in the first fuel boosting branch is determined based on the first proportional coefficient, the first integral coefficient, and the first derivative coefficient, and the opening degree of the first adaptive pressure-replenishing valve is used as the first pressure regulation control parameter.

[0007] Optionally, determining the opening degree of the first adaptive pressure-compensating valve in the first fuel boosting branch based on the first proportional coefficient, the first integral coefficient, and the first differential coefficient includes: according to Determine the opening degree of the first adaptive pressure-compensating valve in the first fuel boosting branch; wherein, This indicates the opening degree of the first adaptive pressure-compensating valve in the first fuel boosting branch. This represents the first proportionality coefficient. Denotes the first integral coefficient. Denotes the first differential coefficient. This represents the sum of the pressure deviations in the fuel tank from time 0 to time 1.

[0008] Optionally, based on the first vibration signal and the first flow signal, switching the operating state of the first fuel booster branch to a state of redundant operation of the first fuel booster branch and the second fuel booster branch, or the operating state of the second fuel booster branch, includes: Determine the kurtosis index based on the first vibration signal; Determine waveform parameters based on the first flow rate signal; If the kurtosis index is greater than the first threshold or the waveform index exceeds the second threshold range, switch the working state of the first fuel booster branch to the redundant working state of the first fuel booster branch and the second fuel booster branch. When the kurtosis index is greater than the first threshold and the waveform index exceeds the second threshold range, the operation of the first fuel booster branch is switched to the operation of the second fuel booster branch.

[0009] Optionally, the second pressure regulation control parameters for obtaining the redundant operation status of the first fuel booster branch and the second fuel booster branch include: The third pressure deviation between the first fuel boosting branch and the second fuel boosting branch at a first moment is obtained, and the fourth pressure deviation between the first fuel boosting branch and the second fuel boosting branch at a second moment is obtained. according to Determine the rate of change of the second pressure deviation; where, This represents the rate of change of the second pressure deviation. The third pressure deviation at time t. The fourth pressure deviation at time t-1, The sampling period; The second proportional coefficient, the second integral coefficient, and the second differential coefficient are determined based on the second pressure deviation change rate. The opening degree of the fault switching valve is determined based on the second proportional coefficient, the second integral coefficient, and the second derivative coefficient, and the opening degree of the fault switching valve is used as the second pressure regulation control parameter.

[0010] Optionally, the opening degree of the fault switching valve is determined based on the second proportional coefficient, the second integral coefficient, and the second derivative coefficient, including: according to Determine the opening degree of the fault switching valve; whereby, This indicates the opening degree of the fault-control valve. This represents the second proportionality coefficient. Indicates the second integral coefficient. Denotes the second differential coefficient. It represents the sum of the pressure deviations of the first and second fuel booster branches from time 0 to time 2.

[0011] Optionally, the third pressure regulation control parameters for obtaining the operating state of the second fuel booster branch include: The fifth pressure deviation of the fuel tank at the first moment and the sixth pressure deviation at the second moment are obtained; according to Determine the rate of change of the third pressure deviation; where, The third pressure deviation change rate, The fifth pressure deviation at time t. The sixth pressure deviation at time t-1. The sampling period; The third proportional coefficient, the third integral coefficient, and the third differential coefficient are determined based on the third pressure deviation change rate. The opening degree of the second adaptive pressure replenishing valve in the second fuel boosting branch is determined based on the third proportional coefficient, the third integral coefficient, and the third differential coefficient, and the opening degree of the second adaptive pressure replenishing valve is used as the second pressure regulation control parameter.

[0012] Optionally, the opening degree of the second adaptive pressure-compensating valve in the second fuel boosting branch is determined based on the third proportional coefficient, the third integral coefficient, and the third differential coefficient, including: according to Determine the opening degree of the second adaptive pressure-compensating valve in the second fuel boosting branch; wherein, This indicates the opening degree of the second adaptive pressure-compensating valve in the second fuel boosting branch. This represents the third proportionality coefficient. Indicates the third integral coefficient. Denotes the third differential coefficient. This represents the sum of the pressure deviations in the fuel tank from time 0 to time 1.

[0013] Secondly, embodiments of the present invention also provide a rocket pressurization and delivery system, comprising: Fuel tank; A fault switching valve connected to the fuel tank; The first fuel booster branch and the second fuel booster branch are connected to the fault switching valve; The first fuel booster branch is equipped with a first adaptive pressure compensation valve; A second adaptive pressure compensation valve is provided on the second fuel booster branch; The control unit, electrically connected to the fault switching valve, the first adaptive pressure replenishing valve, and the second adaptive pressure replenishing valve, is used to acquire a first pressure regulation control parameter, a first vibration signal, and a first flow signal of the first fuel boosting branch; output gas to the fuel tank according to the first pressure regulation control parameter; switch the operating state of the first fuel boosting branch to a state of redundant operation of the first fuel boosting branch and the second fuel boosting branch, or a state of operation of the second fuel boosting branch, according to the first vibration signal and the first flow signal; acquire a second pressure regulation control parameter for the state of redundant operation of the first fuel boosting branch and the second fuel boosting branch, and control the first fuel boosting branch and the second fuel boosting branch to output gas to the fuel tank according to the second pressure regulation control parameter; acquire a third pressure regulation control parameter for the state of operation of the second fuel boosting branch, and control the second fuel boosting branch to output gas to the fuel tank according to the third pressure regulation control parameter.

[0014] Optionally, the first fuel boosting branch includes: a first high-pressure gas cylinder, a first adaptive pressure replenishing valve connected to the first high-pressure gas cylinder, a first orifice plate connected to the first adaptive pressure replenishing valve, and a first pressure sensor connected to the first orifice plate. The second fuel boosting branch includes: a second high-pressure gas cylinder, a second adaptive pressure replenishing valve connected to the second high-pressure gas cylinder, a second orifice plate connected to the second adaptive pressure replenishing valve, and a second pressure sensor connected to the second orifice plate; The first pressure sensor is connected to the fuel tank via a fault switching valve; The second pressure sensor is connected to the fuel tank via a fault-switching valve. The above-described solution of the present invention offers at least the following advantages: The above-described solution of the present invention acquires a first pressure regulation control parameter, a first vibration signal, and a first flow signal of the first fuel pressurization branch; outputs gas to the fuel tank according to the first pressure regulation control parameter; switches the operating state of the first fuel pressurization branch to a state of redundant operation of the first and second fuel pressurization branches or a state of operation of the second fuel pressurization branch according to the first vibration signal and the first flow signal; acquires a second pressure regulation control parameter for the redundant operation of the first and second fuel pressurization branches, and controls the output of gas from the first and second fuel pressurization branches to the fuel tank according to the second pressure regulation control parameter; or, acquires a third pressure regulation control parameter for the operation of the second fuel pressurization branch, and controls the output of gas from the second fuel pressurization branch to the fuel tank according to the third pressure regulation control parameter. This enhances the fault tolerance of the rocket pressurization and delivery system and improves the pressure regulation accuracy. Attached Figure Description

[0015] Figure 1This is a schematic diagram of an embodiment of the pressure control method for the rocket pressurization and delivery system of the present invention; Figure 2 This is a schematic diagram of the rocket pressurization and delivery system of the present invention; Figure 3 This is a schematic diagram of the structure of the first adaptive pressure compensation valve and the second adaptive pressure compensation valve of the present invention; Figure 4 This is a cross-sectional view of the redundant sealing joint provided at the fuel tank pressurization pipeline joint of the present invention. Figure 5 This is a side sectional view of the redundant sealing joint provided at the fuel tank pressurization pipeline joint of the present invention; Figure 6 This is a schematic diagram of the pipe wall structure of the redundant sealing joint provided at the fuel tank pressurization pipeline joint of the present invention.

[0016] Explanation of reference numerals in the attached figures: 1: Housing; 2: Valve core; 3: Damping ring; 4: Sealing gasket; 5: Spring; 6: Connecting nozzle; 7: Pipe wall of redundant sealing joint; 8: Gas delivery channel of redundant sealing joint; 10: Control unit; 11: First high-pressure gas cylinder; 12: First adaptive pressure compensation valve; 13: First orifice plate; 14: First pressure sensor; 15: Fault switching valve; 16: Fuel tank; 17: Second pressure sensor; 18: Second orifice plate; 19: Second adaptive pressure compensation valve; 20: Second high-pressure gas cylinder. Detailed Implementation

[0017] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0018] like Figure 1 As shown, embodiments of the present invention propose a pressure control method for a rocket pressurization and delivery system, such as... Figure 2 As shown, the rocket pressurization and delivery system includes: a fuel tank 16 and a fault switching valve 15 connected to the fuel tank 16; a first fuel pressurization branch and a second fuel pressurization branch connected to the fault switching valve 15; a first adaptive pressure compensation valve 12 is provided on the first fuel pressurization branch; a second adaptive pressure compensation valve 19 is provided on the second fuel pressurization branch; the method includes: Step 11: Obtain the first pressure regulation control parameter, the first vibration signal, and the first flow signal of the first fuel boosting branch; Step 12: Output gas to fuel tank 16 according to the first pressure regulation control parameter; Step 13: Based on the first vibration signal and the first flow signal, switch the working state of the first fuel booster branch to the state of redundant operation of the first fuel booster branch and the second fuel booster branch or the state of operation of the second fuel booster branch. Step 14: Obtain the second pressure regulation control parameters for the redundant operation of the first fuel booster branch and the second fuel booster branch; and control the first fuel booster branch and the second fuel booster branch to output gas to the fuel storage tank 16 according to the second pressure regulation control parameters. Step 15: Obtain the third pressure regulation control parameter when the second fuel booster branch is in operation, and control the second fuel booster branch to output gas to the fuel storage tank 16 according to the third pressure regulation control parameter.

[0019] In this embodiment, under normal circumstances, gas is supplied to the fuel tank 16 through the first fuel pressurization branch. At the same time, the gas supply is adjusted by regulating the opening of the first adaptive pressure replenishing valve 12 to control the gas pressure in the fuel tank 16 to be stable (at this time, both the fault switching valve 15 and the second adaptive pressure replenishing valve 19 are closed, and the opening of the first adaptive pressure replenishing valve 12 is adjusted). When the control unit 10 detects that the first fuel boosting branch cannot deliver sufficient or stable gas to the fuel tank 16, it opens the fault switching valve 15, so that the first fuel boosting branch and the second fuel boosting branch simultaneously deliver gas to the fuel tank 16. At the same time, the gas delivery is adjusted by the opening degree of the fault switching valve 15 to control the gas pressure in the fuel tank 16 to stabilize (at this time, the opening degree of the first adaptive pressure supplement valve 12 and the second adaptive pressure supplement valve 19 is the preset opening degree or fully open, and the opening degree of the fault switching valve 15 is adjusted). When the control unit 10 detects a serious fault in the first fuel boosting branch, it opens the fault switching valve 15, so that the second fuel boosting branch simultaneously supplies gas to the fuel tank 16. At the same time, the gas supply is adjusted by regulating the opening of the second adaptive pressure supplement valve 19, thereby stabilizing the gas pressure in the fuel tank 16 (at this time, the first adaptive pressure supplement valve 12 is closed, the fault switching valve 15 is fully open, and the opening of the second adaptive pressure supplement valve 19 is being adjusted).

[0020] In some optional embodiments, step 11, obtaining the first pressure regulation control parameter of the first fuel boosting branch, includes: Step 111: Obtain the first pressure deviation of the fuel tank 16 at a first moment and the second pressure deviation at a second moment; Step 112, according to Determine the rate of change of the first pressure deviation; where, The first pressure deviation change rate, The first pressure deviation at time t. The second pressure deviation at time t-1, The sampling period; Step 113: Determine the first proportional coefficient, the first integral coefficient, and the first differential coefficient based on the first pressure deviation change rate; Step 114: Determine the opening degree of the first adaptive pressure supplement valve 12 in the first fuel boosting branch according to the first proportional coefficient, the first integral coefficient and the first differential coefficient, and use the opening degree of the first adaptive pressure supplement valve 12 as the first pressure regulation control parameter.

[0021] In this embodiment, the pressure of the fuel tank 16 can be detected first. When the pressure of the fuel tank 16 is lower than a threshold (e.g., 0.4 MPa), the opening of the first adaptive pressure-replenishing valve 12 is automatically increased to replenish pressure. When the pressure of the fuel tank 16 is higher than the upper limit (e.g., 0.6 MPa), the valve is closed to maintain the main line pressure fluctuation range. Far exceeding traditional valves a's control precision.

[0022] For details, the process of controlling the opening degree of the first adaptive pressure compensation valve 12 can be found in: For step 111, the first fuel booster branch is in normal operating condition at this time, according to Determine the first pressure deviation of fuel tank 16 at the first moment, where t represents the first moment. This indicates the first pressure deviation at the first moment. This indicates the system set pressure. This represents the final pressure of fuel tank 16 at the first moment (obtained by combining the pressure value and friction loss).

[0023] according to Determine the second pressure deviation of fuel tank 16 at the second time, where t-1 represents the second time. This indicates the second pressure deviation at the second moment. This indicates the system set pressure. This indicates the final pressure of fuel tank 16 at the second moment (obtained by combining the pressure value and friction loss).

[0024] Here, the first moment is the current moment, and the second moment is the moment immediately preceding the first moment.

[0025] in, This indicates the final pressure of fuel tank 16 at the first moment. The pressure at the second moment indicates the final pressure of fuel tank 16. and This can be achieved through a triple-redundant pressure sensor array installed in the fuel tank 16. The triple-redundant pressure sensor array is deployed at the front bottom position inside the liquid oxygen / methane tank (i.e., fuel tank 16), and each sensor has an accuracy of [missing information]. This enables redundant acquisition of pressure data, obtaining... and The specific steps are as follows: 1. The control unit 10 acquires three pressure data of the fuel tank 16 collected by the triple redundant pressure sensor array at time t; 2. Outliers in the three pressure data sets are removed using median filtering. Then, the average of the two pressure data sets with the smallest difference is calculated as the feedback pressure. ; 3. Integrate flow meter signals, based on Real-time calculation of pipeline friction loss, based on Sure This enables dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes.

[0026] in, This represents the friction pressure loss at time t, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t, in units of... ; The average flow velocity at time t is expressed in units of t. .

[0027] 4. Similarly, the control unit 10 acquires three pressure data points from the fuel tank 16 collected by the triple redundant pressure sensor array at time t-1, removes outliers from the three pressure data points by median filtering, and then selects the two sets of pressure data with the smallest data difference to calculate the average value as the feedback pressure. Then, the flow meter signals are fused, based on Real-time calculation of pipeline friction loss, based on Sure This achieves dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes. Among these... This represents the friction pressure loss at time t-1, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t-1, in units of... ; Represents the average flow velocity at time t-1, in units of .

[0028] For step 112, the sampling period should be selected to match the sensor response speed and valve action frequency, avoiding being too short or too long.

[0029] For step 113, refer to Table 1 to find the first pressure deviation. and the rate of change of the first pressure deviation The fuzzy subset to which it belongs. Table 1 lists the first pressure deviation. and the rate of change of the first pressure deviation The fuzzy subsets are further divided into {NB negative large, NM negative medium, NS negative small, ZO zero, PS positive small, PM positive medium, PB positive large}, and then through preset... The lookup table for fuzzy subsets (Table 2) The lookup table for fuzzy subsets (Table 3) The correction amount of the dynamically adjusted PID parameters is obtained by reasoning from the lookup table of the fuzzy subset (Table 4). For details, please refer to: Step 1131, determine according to Table 1 and Fuzzy subsets, for example ,but It belongs to the NB subset; , It belongs to a subset of PB; Step 1132, determine according to Table 2 The fuzzy subset is determined according to Table 3. The fuzzy subset is determined according to Table 4. A fuzzy subset; for example A subset of NB It belongs to a subset of PB, see Table 2. It belongs to the ZO subset, then refer to Table 5 and The fuzzy subset ZO is defined by taking the center value of the ZO subset as... The parameter correction amount, i.e. Similarly, refer to Table 3. Belonging to the ZO subset, refer to Table 5, and take the center value of the ZO subset as... The parameter correction amount, i.e. Similarly, refer to Table 4. Belonging to the PS subset, refer to Table 5, and take the center value of the PS subset as... The parameter correction amount, i.e. .

[0030] Then according to Determine the first proportionality coefficient, based on Determine the first integral coefficient, based on Determine the first differential coefficient. Wherein, , , This represents the initial values ​​of the PID parameters. , This represents the parameter correction amount obtained from the fuzzy calculation at time t, as determined in step 1132. This represents the dynamically adjusted PID parameters at time t.

[0031] Table 1 , Fuzzy subset lookup table of values

[0032] Table 2 determines Query table for fuzzy subsets

[0033] Table 3 Determined Query table for fuzzy subsets

[0034] Table 4 determines Query table for fuzzy subsets

[0035] Table 5 、 、 Central value lookup table

[0036] In this embodiment, to address the difference in low-temperature physical properties between liquid oxygen (-183℃) and methane (-161.5℃) in the fuel tank 16, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient can be dynamically adjusted by real-time identification of pressure deviation and deviation change rate. For example, when the deviation is >0.2MPa, the first proportional coefficient is increased and the integral time is decreased to accelerate the response; when the deviation is <0.005MPa, the first proportional coefficient is decreased and the first derivative coefficient is increased to suppress overshoot.

[0037] In some optional embodiments, step 114, determining the opening degree of the first adaptive pressure-replenishing valve 12 in the first fuel boosting branch based on the first proportional coefficient, the first integral coefficient, and the first differential coefficient, includes: Step 1141, according to Determine the opening degree of the first adaptive pressure-compensating valve 12 in the first fuel boosting branch; wherein, This indicates the opening degree of the first adaptive pressure-compensating valve 12 in the first fuel boosting branch. This represents the first proportionality coefficient. Denotes the first integral coefficient. Denotes the first differential coefficient. This represents the sum of the pressure deviations in fuel tank 16 from time 0 to time 16. The valve opening is adjusted based on the current opening of the first adaptive pressure-reducing valve 12 and... The sum of these values ​​determines the final opening degree of the first adaptive pressure relief valve 12.

[0038] In some alternative embodiments, for step 12, gas is output to the fuel tank 16 according to the first pressure regulation control parameter.

[0039] In this embodiment, the opening degree of the first adaptive pressure relief valve 12 in step 114 is... As the primary pressure regulation control parameter. The output range must match the valve opening, such as 0~100%.

[0040] In this embodiment, a dual-redundant PLC can also be used. The A / D module acquires sensor data at a frequency of 1kHz, and the D / A module outputs a current signal to adjust the valve core opening, with a response delay of ≤5ms. When the deviation between the measured data and the simulation is >2%, the model is triggered to self-learn and update, optimizing the fuzzy rule table (which needs to be determined in conjunction with the process characteristics and debugging experience of the booster conveying system), so that the pressure fluctuation range is stabilized within ±0.005MPa, improving the accuracy by 50% compared to traditional fixed parameter control.

[0041] In some optional embodiments, step 13, switching the operating state of the first fuel booster branch to a state of redundant operation of the first fuel booster branch and the second fuel booster branch, or the operating state of the second fuel booster branch, based on the first vibration signal and the first flow signal, includes: Step 131: Determine the kurtosis index based on the first vibration signal; Step 132: Determine waveform indicators based on the first flow rate signal; Step 133: When the kurtosis index is greater than the first threshold or the waveform index exceeds the second threshold range, switch the working state of the first fuel booster branch to the redundant working state of the first fuel booster branch and the second fuel booster branch. Step 134: When the kurtosis index is greater than the first threshold and the waveform index exceeds the second threshold range, switch the state of the first fuel booster branch to the state of the second fuel booster branch.

[0042] For step 131, vibration sensors can be installed at key nodes pre-set on the pipeline of the rocket pressurization and delivery system. The kurtosis index is determined based on the first vibration signal detected by the vibration sensors. For the specific determination process, please refer to: 1. Determine the first vibration signal collected by the vibration sensor during the target time period as... ,in Indicates the first The vibration acceleration value at each sampling point, usually in units of 1. or (Unit of gravitational acceleration); N represents the number of sampling points, determined by the sampling frequency. With sampling time Decide, ; 2. According to Determine the kurtosis index, among which, , represents the mean of the vibration signal, reflecting the DC component or steady-state offset of the signal, and N represents the number of sampling points. Indicates the first Vibration acceleration values ​​at each sampling point This represents the vibration fluctuation value after removing the DC component; kurtosis index. It is a dimensionless parameter used to characterize the impact characteristics of vibration signals.

[0043] For step 132, a flow sensor can be installed in front of the orifice plate on the pipeline of the rocket pressurization and delivery system. The waveform index is determined based on the first flow signal detected by the flow sensor and the tank pressure of the fuel tank 16. For the specific determination process, please refer to: 1. Obtain the first flow signal collected by the flow sensor. ,in, For the first Instantaneous volumetric flow rate at each sampling point, typically in units of or N represents the number of sampling points; simultaneously, the pressure sequence of fuel tank 16 within the corresponding time window is collected: ,in, For the first The absolute pressure of the tank at each sampling point, usually in units of... or ; 2. According to Determine the waveform parameters, among which, This represents the effective value of the flow signal, characterizing the average energy level of the flow. For reference flow rate, based on the current tank pressure The desired flow rate under current operating conditions is obtained by interpolation using a preset flow-pressure characteristic curve. Indicates the deviation between the instantaneous flow rate and the reference value; waveform indicator It is a dimensionless parameter.

[0044] For step 133, if the kurtosis index is greater than the first threshold within three consecutive sampling periods. (Preferred) =5), or, if the waveform index exceeds the second threshold range within 3 consecutive sampling periods, switch the working state of the first fuel booster branch to the redundant working state of the first fuel booster branch and the second fuel booster branch.

[0045] In some embodiments, when the first adaptive pressure relief valve 12 is fully open, but the tank pressure of the fuel tank 16 is lower than the set value, the operation of the first fuel booster branch must be switched to the redundant operation of the first fuel booster branch and the second fuel booster branch.

[0046] For step 134, if the kurtosis index is greater than the first threshold within three consecutive sampling periods. (Preferred) =5), and if the waveform index exceeds the second threshold range within 3 consecutive sampling periods, the state of the first fuel boosting branch is switched to the state of the second fuel boosting branch.

[0047] In some applications, rocket pressurization and delivery systems can achieve millisecond-level switching via dual PLC control units 10. Under normal operating conditions, the main circuit's two-position two-way solenoid valve is activated, while the backup circuit is in a power-off standby state. When the diagnostic system confirms a fault in the main circuit (such as a stuck solenoid valve or abnormal pressure drop), control unit 10 immediately executes the switching procedure: 1. The main valve is shut off by outputting a 0.2mA peak current through the D / A module, with a response delay of ≤3ms; 2. Simultaneously activate the backup two-position three-way solenoid valve (i.e., fault switching valve 15) and adjust the valve core opening to the preset value matching the main circuit operating conditions. 3. The pressure sensor provides real-time feedback on the pressure after switching. The opening of the first adaptive pressure relief valve 12 is finely adjusted through the first pressure regulation control parameter, restoring the pipeline pressure to within the target value of ±0.005MPa within 30ms. This logic requires no human intervention and can be executed autonomously throughout the entire process before launch and during flight.

[0048] In other application scenarios, the fault-switching valve 15 can also rely on a digital twin platform to simulate switching performance under extreme conditions. By generating 100,000 fault scenario data points through a GAN network, the switching decision model is trained, achieving a fault identification accuracy of 99.8%. During ground test runs, multiple fault injection tests were conducted simulating the cryogenic environment (-180℃) of liquid oxygen and methane in the fuel tank 16. The switching success rate was 100%, and the pressure fluctuation during the switching process was ≤±0.005MPa, far superior to the large pressure difference fluctuations of traditional mechanical switching. Furthermore, by recording valve core wear data for each switching using a twin model, and predicting the valve's remaining lifespan based on an LSTM network, maintenance warnings can be issued 20 days in advance, reducing the risk of on-orbit failures.

[0049] In some optional embodiments, step 14, obtaining second pressure regulation control parameters for the redundant operation of the first fuel booster branch and the second fuel booster branch, includes: Step 141: Obtain the third pressure deviation between the first fuel boosting branch and the second fuel boosting branch at the first moment, and obtain the fourth pressure deviation between the first fuel boosting branch and the second fuel boosting branch at the second moment. Step 142, according to Determine the rate of change of the second pressure deviation; where, This represents the rate of change of the second pressure deviation. The third pressure deviation at time t. The fourth pressure deviation at time t-1, The sampling period; Step 143: Determine the second proportional coefficient, the second integral coefficient, and the second differential coefficient based on the second pressure deviation change rate; Step 144: Determine the opening degree of the fault switching valve 15 based on the second proportional coefficient, the second integral coefficient, and the second derivative coefficient, and use the opening degree of the fault switching valve 15 as the second pressure regulation control parameter.

[0050] For details on controlling the opening degree of the fault switching valve 15, please refer to: For step 141, the first fuel booster branch and the second fuel booster branch operate simultaneously, according to... Determine the third pressure deviation of fuel tank 16 at the first moment, where t represents the first moment. This indicates the third pressure deviation at the first moment. This indicates the system set pressure. This represents the final pressure of fuel tank 16 at the first moment (obtained by combining the pressure value and friction loss).

[0051] according to Determine the fourth pressure deviation of fuel tank 16 at the second time point, where t-1 represents the second time point. This indicates the fourth pressure deviation at the second moment. This indicates the system set pressure. This indicates the final pressure of fuel tank 16 at the second moment (obtained by combining the pressure value and friction loss).

[0052] Here, the first moment is the current moment, and the second moment is the moment immediately preceding the first moment.

[0053] When the first fuel booster branch and the second fuel booster branch are operating simultaneously... This indicates the final pressure of fuel tank 16 at the first moment. The pressure at the second moment indicates the final pressure of fuel tank 16. and This can be achieved through a triple-redundant pressure sensor array installed in fuel tank 16. The triple-redundant pressure sensor array is deployed at the front bottom of the liquid oxygen / methane tank, and each sensor has an accuracy of [missing information]. This enables redundant acquisition of pressure data, obtaining... and The specific steps are as follows: 1. The control unit 10 acquires three pressure data of the fuel tank 16 collected by the triple redundant pressure sensor array at time t; 2. Outliers in the three pressure data sets are removed using median filtering. Then, the average of the two pressure data sets with the smallest difference is calculated as the feedback pressure. ; 3. Integrate flow meter signals, based on Real-time calculation of pipeline friction loss, based on Sure This enables dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes.

[0054] in, This represents the friction pressure loss at time t, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t, in units of... ; The average flow velocity at time t is expressed in units of t. .

[0055] 4. Similarly, the control unit 10 acquires three pressure data points from the fuel tank 16 collected by the triple redundant pressure sensor array at time t-1, removes outliers from the three pressure data points by median filtering, and then selects the two sets of pressure data with the smallest data difference to calculate the average value as the feedback pressure. Then, the flow meter signals are fused, based on Real-time calculation of pipeline friction loss, based on Sure This achieves dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes. Among these... This represents the friction pressure loss at time t-1, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t-1, in units of... ; Represents the average flow velocity at time t-1, in units of .

[0056] For step 142, the sampling period should be selected to match the sensor response speed and valve action frequency, avoiding being too short or too long.

[0057] For step 143, refer to Table 1 to find the third pressure deviation. Second pressure deviation change rate The fuzzy subset to which it belongs. Table 1 lists the third pressure deviation. Second pressure deviation change rate The fuzzy subset is further divided into {NB negative large, NM negative medium, NS negative small, ZO zero, PS positive small, PM positive medium, PB positive large}. Then, through the preset fuzzy rule table, the correction amount of the dynamically adjusted PID parameters is inferred. For details, please refer to: Step 1431, determine according to Table 1 and A fuzzy subset; Step 1432, determine according to Table 2 The fuzzy subset is determined according to Table 3. The fuzzy subset is determined according to Table 4. The fuzzy subset, according to Table 5 and Fuzzy subset determination The center value is the parameter correction amount obtained by fuzzy calculation at time t.

[0058] Then according to Determine the second proportionality coefficient, based on Determine the second integral coefficient, based on Determine the second differential coefficient. Wherein, , , This represents the initial values ​​of the PID parameters. , This represents the parameter correction amount obtained from the fuzzy calculation at time t based on step 1432. This represents the dynamically adjusted PID parameters at time t.

[0059] In some alternative embodiments, step 144, determining the opening degree of the fault switching valve 15 based on the second proportional coefficient, the second integral coefficient, and the second differential coefficient, includes: Step 1441, according to Determine the opening degree of the fault switching valve 15; whereby, This indicates the opening degree of the fault switching valve 15. This represents the second proportionality coefficient. Indicates the second integral coefficient. Denotes the second differential coefficient. It represents the sum of the pressure deviations of the first and second fuel booster branches from time 0 to time 2. The valve opening is adjusted according to the current opening of the fault-switching valve 15. The sum of these values ​​determines the final opening degree of the fault switching valve 15.

[0060] In some optional embodiments, step 15, obtaining the third pressure regulation control parameter when the second fuel booster branch is in operation, includes: Step 151: Obtain the fifth pressure deviation of the fuel tank 16 at the first moment and the sixth pressure deviation at the second moment; Step 152, according to Determine the rate of change of the third pressure deviation; among which, The third pressure deviation change rate, The fifth pressure deviation at time t. The sixth pressure deviation at time t-1. The sampling period; Step 153: Determine the third proportional coefficient, the third integral coefficient, and the third differential coefficient based on the third pressure deviation change rate; Step 154: Determine the opening degree of the second adaptive pressure supplement valve 19 in the second fuel boosting branch according to the third proportional coefficient, the third integral coefficient and the third differential coefficient, and use the opening degree of the second adaptive pressure supplement valve 19 as the second pressure regulation control parameter.

[0061] For details on controlling the opening degree of the second adaptive pressure compensation valve 19, please refer to: For step 155, the second fuel booster branch is now operational, according to... Determine the fifth pressure deviation of fuel tank 16 at the first moment, where t represents the first moment. This indicates the sixth pressure deviation at the first moment. This indicates the system set pressure. This represents the final pressure of fuel tank 16 at the first moment (obtained by combining the pressure value and friction loss).

[0062] according to Determine the sixth pressure deviation of fuel tank 16 at the second time, where t-1 represents the second time. This indicates the system set pressure. This indicates the final pressure of fuel tank 16 at the second moment (obtained by combining the pressure value and friction loss).

[0063] Here, the first moment is the current moment, and the second moment is the moment immediately preceding the first moment.

[0064] In the case where only the second fuel booster branch is working, and This can be achieved through a triple-redundant pressure sensor array installed in fuel tank 16. The triple-redundant pressure sensor array is deployed at the front bottom of the liquid oxygen / methane tank, and each sensor has an accuracy of [missing information]. This enables redundant acquisition of pressure data, obtaining... and The specific steps are as follows: 1. The control unit 10 acquires three pressure data of the fuel tank 16 collected by the triple redundant pressure sensor array at time t; 2. Outliers in the three pressure data sets are removed using median filtering. Then, the average of the two pressure data sets with the smallest difference is calculated as the feedback pressure. ; 3. Integrate flow meter signals, based on Real-time calculation of pipeline friction loss, based on Sure This enables dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes.

[0065] in, This represents the friction pressure loss at time t, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t, in units of... ; The average flow velocity at time t is expressed in units of t. .

[0066] 4. Similarly, the control unit 10 acquires three pressure data points from the fuel tank 16 collected by the triple redundant pressure sensor array at time t-1, removes outliers from the three pressure data points by median filtering, and then selects the two sets of pressure data with the smallest data difference to calculate the average value as the feedback pressure. Then, the flow meter signals are fused, based on Real-time calculation of pipeline friction loss, based on Sure This achieves dynamic correction of the target pressure benchmark, compensating for the effects of liquid level decay and flow rate changes. Among these... This represents the friction pressure loss at time t-1, in Pa (or MPa). This represents the Darcy friction coefficient (dimensionless), which is related to the flow state. Indicates the effective length of the pipeline, in meters (including straight sections and the equivalent length of local resistance). This indicates the inner diameter of the pipe, in meters (m). This represents the propellant density at time t-1, in units of... ; Represents the average flow velocity at time t-1, in units of .

[0067] For step 152, the sampling period should be selected to match the sensor response speed and valve action frequency, avoiding being too short or too long.

[0068] For step 153, first adjust the sixth pressure deviation. and the rate of change of the third pressure deviation The process involves fuzzification (dividing the data into fuzzy subsets, such as {NB negative large, NM negative medium, NS negative small, ZO zero, PS positive small, PM positive medium, PB positive large}), followed by inference of the PID parameter correction amount using a preset fuzzy rule table. For details, please refer to: Step 1531, query according to Table 1 and A fuzzy subset; Step 1532, determine according to Table 2 The fuzzy subset is determined according to Table 3. The fuzzy subset is determined according to Table 4. The fuzzy subset, refer to Table 5, according to , , Fuzzy subset determination , , The parameter correction amount; Then according to Determine the third proportionality coefficient, based on Determine the third integral coefficient, based on Determine the third differential coefficient. Wherein, , , This represents the initial values ​​of the PID parameters. , This represents the parameter correction amount obtained from the fuzzy calculation at time t, as determined in step 1532. This represents the dynamically adjusted PID parameters at time t.

[0069] In some alternative embodiments, step 154, determining the opening degree of the second adaptive pressure-replenishing valve 19 in the second fuel boosting branch based on the third proportional coefficient, the third integral coefficient, and the third differential coefficient, includes: Step 1541, according to Determine the opening degree of the second adaptive pressure compensation valve 19 in the second fuel boosting branch; wherein, This indicates the opening degree of the second adaptive pressure compensation valve 19 in the second fuel boosting branch. This represents the third proportionality coefficient. Indicates the third integral coefficient. Denotes the third differential coefficient. This represents the sum of the pressure deviations in fuel tank 16 from time 0 to time 16. The valve opening is adjusted based on the current opening of the second adaptive pressure relief valve 19 and... The sum of these values ​​determines the final opening degree of the second adaptive pressure relief valve 19.

[0070] This invention achieves real-time linkage adjustment of propellant status and boosting pressure through the first and second adaptive pressure reducing regulating valves with built-in pressure linkage valve cores, and precisely regulates the pressure of fuel tank 16; improves the system fault tolerance by setting two switchable gas supply branches; and ensures cryogenic sealing performance by redundant sealing structure (multi-layer material + pressure self-tightening mechanism), thereby improving the safety, reliability and operational stability of the liquid oxygen methane rocket propulsion system.

[0071] refer to Figure 2 The present invention also provides a rocket pressurization and delivery system, comprising: Fuel tank 16; Fault switching valve 15 connected to the fuel tank 16; The first fuel booster branch and the second fuel booster branch are connected to the fault switching valve 15; The first fuel booster branch is equipped with a first adaptive pressure compensation valve 12; A second adaptive pressure relief valve 19 is provided on the second fuel booster branch; The control unit 10, electrically connected to the fault switching valve 15, the first adaptive pressure replenishing valve 12, and the second adaptive pressure replenishing valve 19, is used to acquire a first pressure regulation control parameter, a first vibration signal, and a first flow signal of the first fuel boosting branch; output gas to the fuel storage tank 16 according to the first pressure regulation control parameter; switch the operating state of the first fuel boosting branch to a state of redundant operation of the first fuel boosting branch and the second fuel boosting branch, or a state of operation of the second fuel boosting branch, according to the first vibration signal and the first flow signal; acquire a second pressure regulation control parameter for the state of redundant operation of the first fuel boosting branch and the second fuel boosting branch, and control the first fuel boosting branch and the second fuel boosting branch to output gas to the fuel storage tank 16 according to the second pressure regulation control parameter; acquire a third pressure regulation control parameter for the state of operation of the second fuel boosting branch, and control the second fuel boosting branch to output gas to the fuel storage tank 16 according to the third pressure regulation control parameter.

[0072] Optionally, the first fuel boosting branch includes: a first high-pressure gas cylinder 11, a first adaptive pressure replenishing valve 12 connected to the first high-pressure gas cylinder 11, a first orifice plate 13 connected to the first adaptive pressure replenishing valve 12, and a first pressure sensor 14 connected to the first orifice plate 13. The second fuel boosting branch includes: a second high-pressure gas cylinder 20, a second adaptive pressure replenishing valve 19 connected to the second high-pressure gas cylinder 20, a second orifice plate 18 connected to the second adaptive pressure replenishing valve 19, and a second pressure sensor 17 connected to the second orifice plate 18; The first pressure sensor 14 is connected to the fuel tank 16 via a fault switching valve 15; The second pressure sensor 17 is connected to the fuel tank 16 via a fault switching valve 15.

[0073] In this embodiment of fuel tank 16, reference is made to Figure 2 The rocket pressurization and delivery system includes a fuel tank 16, a fault switching valve 15 connected to the fuel tank 16, a first fuel pressurization branch and a second fuel pressurization branch switched to the fault switching valve 15, and a control unit 10 connected to a first adaptive regulating valve, a first pressure sensor 14 (first fuel pressurization branch), a second adaptive regulating valve, a second pressure sensor 17 (second fuel pressurization branch) and the fault switching valve 15.

[0074] The control unit 10 establishes signal connections with each component to collect data such as tank pressure and flow rate, and outputs commands to each component. Specifically, the control unit 10 acquires pressure and flow data from the first fuel booster branch and the second fuel booster branch. The pressure data is measured by the first pressure sensor 14 and the second pressure sensor 17, while the flow data is obtained by flow detectors installed at key nodes on the first and second fuel booster branches. Based on the two sets of pressure and flow data, the control unit controls the opening of the fault switching valve 15, the first adaptive pressure compensation valve 12, and the second adaptive pressure compensation valve 19. This achieves adaptive switching between the two branches and real-time compensation of the pressure compensation.

[0075] In this embodiment, under normal circumstances, gas is supplied to the fuel tank 16 through the first fuel boosting branch. At the same time, the control unit 10 obtains the pressure data and flow data of the first fuel boosting branch, and adjusts the opening of the first adaptive pressure replenishing valve 12 according to the pressure data and flow data to regulate the gas supply and control the gas pressure of the fuel tank 16 to be stable (at this time, both the fault switching valve 15 and the second adaptive pressure replenishing valve 19 are closed, and the opening of the first adaptive pressure replenishing valve 12 is adjusted). In this embodiment, when the control unit 10 detects that the first fuel boosting branch cannot supply sufficient or stable gas to the fuel tank 16, it opens the fault switching valve 15, allowing the first and second fuel boosting branches to simultaneously supply gas to the fuel tank 16. Simultaneously, the control unit 10 acquires pressure and flow data from the first and second fuel boosting branches, and adjusts the opening of the fault switching valve 15 based on the pressure and flow data to stabilize the gas pressure in the fuel tank 16 (at this time, the openings of the first adaptive pressure-replenishing valve 12 and the second adaptive pressure-replenishing valve 19 are either preset or fully open; the adjustment is to the opening of the fault switching valve 15). In this embodiment, when the control unit 10 detects a serious fault in the first fuel booster branch, it opens the fault switching valve 15, allowing the second fuel booster branch to simultaneously supply gas to the fuel tank 16. Simultaneously, the control unit 10 acquires pressure and flow data from the second fuel booster branch and adjusts the opening of the second adaptive pressure-replenishing valve 19 based on this data to regulate gas delivery and stabilize the gas pressure in the fuel tank 16 (at this time, the first adaptive pressure-replenishing valve 12 is closed, the fault switching valve 15 is fully open, and the adjustment is made to the opening of the second adaptive pressure-replenishing valve 19).

[0076] Optionally, redundancy can be achieved by increasing the number of high-pressure gas cylinders in the first and second fuel pressurization branches. Meanwhile, the high-pressure gas cylinders can be pump-type structures, which also offer advantages in emergency pressurization response speed and pressure regulation flexibility.

[0077] Optionally, the first fuel booster branch is sequentially provided with a first high-pressure gas cylinder 11, a first adaptive pressure-replenishing valve 12 connected to the first high-pressure gas cylinder 11, a first orifice plate 13 connected to the first adaptive pressure-replenishing valve 12, and a first pressure sensor 14 connected to the first orifice plate 13 in the direction of supplying gas to the fuel storage tank 16. When the first fuel booster branch supplies gas to the fuel storage tank 16, the gas in the first high-pressure gas cylinder 11 is transported to the fuel storage tank 16 through the pipeline between the first adaptive pressure-replenishing valve 12, the first orifice plate 13, the first pressure sensor 14, and the fault switching valve 15.

[0078] Optionally, the second fuel boosting branch is provided with a second high-pressure gas cylinder 20, a second adaptive pressure relief valve 19 connected to the second high-pressure gas cylinder 20, a second orifice plate 18 connected to the second adaptive pressure relief valve 19, and a second pressure sensor connected to the second orifice plate 18 in the direction of supplying gas to the fuel storage tank 16. When the second fuel boosting branch supplies gas to the fuel storage tank 16, the gas in the second high-pressure gas cylinder 20 is transported to the fuel storage tank 16 through the pipeline between the second adaptive pressure relief valve 19, the second orifice plate 18, the second pressure sensor 17, and the fault switching valve 15.

[0079] The first pressure sensor 14 and the second pressure sensor are both connected to the fuel tank 16 via a fault switching valve 15.

[0080] The first high-pressure gas cylinder 11 and the second high-pressure gas cylinder 20 are filled with helium or methane. (Reference) Figure 3 The internal structure of the first adaptive pressure relief valve 12 and the second adaptive pressure relief valve 19 both include a housing 1 with a cavity, a gas flow channel in the cavity, a valve core 2 placed in the cavity channel of the housing 1, a damping ring 3 sleeved between the outer surface of the valve core 2 and the inner layer of the housing 1, a sealing gasket 4 placed between the inner and outer layers of the housing 1, a spring 5 located in the valve core 2, and a connector 6 located at the channel outlet of the cavity.

[0081] Among them, valve core 2 can be a pressure-linked valve core, which can directly respond to changes in tank pressure. The opening degree of valve core 2 can be dynamically adjusted by a piezoelectric ceramic actuator using the first adaptive pressure compensation valve 12 and the second adaptive pressure compensation valve 19. This method achieves a response time ≤5ms, realizing millisecond-level response for pressure compensation. Additionally, the surface of valve core 2 can be coated with polytetrafluoroethylene (PTFE) to improve sealing performance and withstand high-pressure operating conditions.

[0082] In some embodiments, taking the first adaptive pressure-replenishing valve 12 as an example, the valve core 2 is disposed in the cavity and can move axially therein to control the opening and closing of the fluid channel; the damping ring 3 is sleeved on a preset part of the valve core 2 to provide a damping effect during the movement of the valve core, reduce the impact of the action, and improve the adjustment stability; the sealing gasket 4 is disposed between the inner and outer mating surfaces of the valve core 2 and the housing 1 to ensure the sealing performance of the valve when it is closed; the spring 5 acts on one end of the valve core 2 to provide a preload force so that the valve remains normally closed or initially open when there is no external control signal; the connecting nozzle 6 is connected to the channel outlet of the housing 1 for connection with external pipelines.

[0083] In this embodiment, the first adaptive pressure-replenishing valve 12 changes the flow area by the displacement of the valve core 2, thereby regulating the pressure and flow rate. The damping ring 3 can effectively suppress valve core oscillation and improve dynamic response quality. The spring 5, in conjunction with the external control unit 10 (such as an electronically controlled driver), can achieve precise control and adaptive holding of the opening degree. This structure is compact, responsive, and reliably sealed, making it suitable for redundant pressure replenishment applications in rocket pressurization and delivery systems where pressure stability is critical.

[0084] The internal structure and operating logic of the second adaptive pressure replenishing valve 19 can be referenced from the first adaptive pressure replenishing valve 12. The fault switching valve 15 is a two-position three-way valve, located at the junction of the first fuel boosting branch and the second fuel boosting branch.

[0085] Among them, reference Figure 4 , Figure 5 , Figure 6 A redundant sealing joint is installed at the pressurization pipeline joint of fuel storage tank 16. The redundant sealing joint includes the pipe wall 7 and the gas delivery passage 8. The redundant sealing structure ensures a sealing effect through multiple layers of materials and a pressure self-tightening mechanism. Figure 6 The inner layer of pipe wall 7, which is close to the gas transmission pipeline, is made of flexible graphene. The middle layer is a polytetrafluoroethylene (PTFE) sealing layer, and the outer layer is a metal skeleton. In addition, the material of the sealing structure can be replaced with other low-temperature resistant sealing materials (such as perfluoroether rubber) based on PTFE and flexible graphene, but its long-term sealing performance at extreme low temperatures needs to be re-verified.

[0086] The pipeline may be equipped with throttling devices such as the first orifice plate 13 / second orifice plate 18 for pressure replenishment flow control.

[0087] In this embodiment, the rocket pressurization and delivery system is equipped with redundant sealing components, pressure sensors, and a control unit 10, forming a closed-loop regulation mechanism. This solves the technical problems of large pressure fluctuations and poor adaptability in traditional pressurization systems. The adaptive pressure reducing valve adopts a composite structure of "valve core-elastic diaphragm-pressure feedback". It should be noted that this device corresponds to the above-described method, and all implementation methods in the above method embodiments are applicable to the embodiments of this device and can achieve the same technical effect.

[0088] All implementations in the above method embodiments are applicable to the embodiments of this computing device and can achieve the same technical effect.

[0089] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A pressure control method for a rocket pressurization and delivery system, characterized in that, The rocket pressurization and delivery system includes: a fuel tank (16) and a fault switching valve (15) connected to the fuel tank (16); a first fuel pressurization branch and a second fuel pressurization branch connected to the fault switching valve (15); a first adaptive pressure compensation valve (12) is provided on the first fuel pressurization branch; a second adaptive pressure compensation valve (19) is provided on the second fuel pressurization branch; the method includes: Acquire the first pressure regulation control parameter, the first vibration signal, and the first flow signal of the first fuel boosting branch; Gas is output to the fuel tank (16) according to the first pressure regulation control parameter; Based on the first vibration signal and the first flow signal, the working state of the first fuel booster branch is switched to a state of redundant operation of the first fuel booster branch and the second fuel booster branch, or a state of operation of the second fuel booster branch. The second pressure regulation control parameter is obtained to determine the redundant operation status of the first fuel booster branch and the second fuel booster branch. Based on the second pressure regulation control parameter, the first fuel booster branch and the second fuel booster branch are controlled to output gas to the fuel storage tank (16). The third pressure regulation control parameter is obtained when the second fuel booster branch is working, and the second fuel booster branch is controlled to output gas to the fuel tank (16) according to the third pressure regulation control parameter.

2. The pressure control method for the rocket pressurization and delivery system according to claim 1, characterized in that, Obtain the first pressure regulation control parameters for the first fuel booster branch, including: The first pressure deviation of the fuel tank (16) at the first moment and the second pressure deviation at the second moment are obtained; according to Determine the rate of change of the first pressure deviation; where, The first pressure deviation change rate, The first pressure deviation at time t. The second pressure deviation at time t-1, The sampling period; The first proportional coefficient, the first integral coefficient, and the first differential coefficient are determined based on the first pressure deviation change rate. The opening degree of the first adaptive pressure supplement valve (12) in the first fuel boosting branch is determined according to the first proportional coefficient, the first integral coefficient and the first differential coefficient, and the opening degree of the first adaptive pressure supplement valve (12) is used as the first pressure regulation control parameter.

3. The pressure control method for the rocket pressurization and delivery system according to claim 2, characterized in that, The opening degree of the first adaptive pressure-replenishing valve (12) in the first fuel boosting branch is determined based on the first proportional coefficient, the first integral coefficient, and the first differential coefficient, including: according to Determine the opening degree of the first adaptive pressure-replenishing valve (12) in the first fuel boosting branch; wherein, This indicates the opening degree of the first adaptive pressure-compensating valve (12) in the first fuel boosting branch. This represents the first proportionality coefficient. Denotes the first integral coefficient. Denotes the first differential coefficient. The sum of the pressure deviations of the fuel tank (16) from time 0 to time 1.

4. The pressure control method for the rocket pressurization and delivery system according to claim 1, characterized in that, Based on the first vibration signal and the first flow signal, the operation state of the first fuel booster branch is switched to a state of redundant operation of the first fuel booster branch and the second fuel booster branch, or a state of operation of the second fuel booster branch, including: Determine the kurtosis index based on the first vibration signal; Determine waveform parameters based on the first flow rate signal; If the kurtosis index is greater than the first threshold or the waveform index exceeds the second threshold range, switch the working state of the first fuel booster branch to the redundant working state of the first fuel booster branch and the second fuel booster branch. When the kurtosis index is greater than the first threshold and the waveform index exceeds the second threshold range, the operation of the first fuel booster branch is switched to the operation of the second fuel booster branch.

5. The pressure control method for the rocket pressurization and delivery system according to claim 4, characterized in that, The second pressure regulation control parameters for obtaining the redundant operation status of the first fuel booster branch and the second fuel booster branch include: The third pressure deviation between the first fuel boosting branch and the second fuel boosting branch at a first moment is obtained, and the fourth pressure deviation between the first fuel boosting branch and the second fuel boosting branch at a second moment is obtained. according to Determine the rate of change of the second pressure deviation; where, This represents the rate of change of the second pressure deviation. The third pressure deviation at time t. The fourth pressure deviation at time t-1, The sampling period; The second proportional coefficient, the second integral coefficient, and the second differential coefficient are determined based on the second pressure deviation change rate. The opening degree of the fault switching valve (15) is determined according to the second proportional coefficient, the second integral coefficient and the second differential coefficient, and the opening degree of the fault switching valve (15) is used as the second pressure regulation control parameter.

6. The pressure control method for the rocket pressurization and delivery system according to claim 5, characterized in that, The opening degree of the fault switching valve (15) is determined based on the second proportional coefficient, the second integral coefficient, and the second differential coefficient, including: according to Determine the opening degree of the fault switching valve (15); where, This indicates the opening degree of the fault switching valve (15). This represents the second proportionality coefficient. Indicates the second integral coefficient. Denotes the second differential coefficient. It represents the sum of the pressure deviations of the first and second fuel booster branches from time 0 to time 2.

7. The pressure control method for the rocket pressurization and delivery system according to claim 4, characterized in that, The third pressure regulation control parameters for obtaining the operating status of the second fuel booster branch include: Obtain the fifth pressure deviation of the fuel tank (16) at the first moment and the sixth pressure deviation at the second moment; according to Determine the rate of change of the third pressure deviation; where, The third pressure deviation change rate, The fifth pressure deviation at time t. The sixth pressure deviation at time t-1. The sampling period; The third proportional coefficient, the third integral coefficient, and the third differential coefficient are determined based on the third pressure deviation change rate. The opening degree of the second adaptive pressure supplement valve (19) in the second fuel boosting branch is determined according to the third proportional coefficient, the third integral coefficient and the third differential coefficient, and the opening degree of the second adaptive pressure supplement valve (19) is used as the second pressure regulation control parameter.

8. The pressure control method for the rocket pressurization and delivery system according to claim 7, characterized in that, The opening degree of the second adaptive pressure-replenishing valve (19) in the second fuel boosting branch is determined based on the third proportional coefficient, the third integral coefficient, and the third differential coefficient, including: according to Determine the opening degree of the second adaptive pressure-replenishing valve (19) in the second fuel boosting branch; wherein, This indicates the opening degree of the second adaptive pressure-compensating valve (19) in the second fuel boosting branch. This represents the third proportionality coefficient. Indicates the third integral coefficient. Denotes the third differential coefficient. The sum of the pressure deviations of the fuel tank (16) from time 0 to time 1.

9. A rocket pressurization and delivery system, characterized in that, include: Fuel tank (16); A fault switching valve (15) connected to the fuel tank (16); The first fuel booster branch and the second fuel booster branch are connected to the fault switching valve (15); A first adaptive pressure relief valve (12) is provided on the first fuel boosting branch; A second adaptive pressure relief valve (19) is provided on the second fuel boosting branch; The control unit (10), which is electrically connected to the fault switching valve (15), the first adaptive pressure replenishing valve (12), and the second adaptive pressure replenishing valve (19), is used to acquire the first pressure regulation control parameter, the first vibration signal, and the first flow signal of the first fuel boosting branch; output gas to the fuel tank (16) according to the first pressure regulation control parameter; switch the working state of the first fuel boosting branch to the redundant working state of the first fuel boosting branch and the second fuel boosting branch or the working state of the second fuel boosting branch according to the first vibration signal and the first flow signal; acquire the second pressure regulation control parameter of the redundant working state of the first fuel boosting branch and the second fuel boosting branch, and control the first fuel boosting branch and the second fuel boosting branch to output gas to the fuel tank (16) according to the second pressure regulation control parameter; acquire the third pressure regulation control parameter when the second fuel boosting branch is working, and control the second fuel boosting branch to output gas to the fuel tank (16) according to the third pressure regulation control parameter.

10. The rocket pressurization and delivery system according to claim 9, characterized in that, The first fuel boosting branch includes: a first high-pressure gas cylinder (11), a first adaptive pressure replenishing valve (12) connected to the first high-pressure gas cylinder (11), a first orifice plate (13) connected to the first adaptive pressure replenishing valve (12), and a first pressure sensor (14) connected to the first orifice plate (13). The second fuel boosting branch includes: a second high-pressure gas cylinder (20), a second adaptive pressure replenishing valve (19) connected to the second high-pressure gas cylinder (20), a second orifice plate (18) connected to the second adaptive pressure replenishing valve (19), and a second pressure sensor (17) connected to the second orifice plate (18). The first pressure sensor (14) is connected to the fuel tank (16) through the fault switching valve (15); The second pressure sensor (17) is connected to the fuel tank (16) via the fault switching valve (15).

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